Vintage Airplane - Mar 1983

8/12/2019 Vintage Airplane - Mar 1983

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STR IGHT ND LEVEL

The computer was named by Time Magazine as "TheMan of the Year" for 1982. This was a first, since all suchprevious honors had been awarded to individuals fromvarious parts of the world. Computer use is widespreadand can be noted in practically every facet of our livestoday. EAA Headquarters effectively uses computertechnology as a cost-saving factor and a method of immediate access to important data. The publication anddistribution of The VINT GE IRPL NE is supportedthrough the use of computers.With reference to aircraft of today, every significantitem is recorded and processed through government computers. Airworthiness certificates, radio licenses, radiooperator's permits, our individual airman's certificatesand medical information are all computer controlled. Modern aircraft electronics have been computerized and thelatest auto engines are computer controlled to provideeconomy in the operational aspects of engine efficiency .We could conti nue on and on with describing the manyuses of computer technology, but by this time you arewondering what in the world has the computer got to dowith antique and classic aircraft Firstly, electronic dataprocessing as we know it today was not in existence whenour vintage aircraft were first built; but for those of uswho love these planes, regardless of what our involvementwith them might be, can use them to escape the madscramble of today's business world.Why do we restore antique and classic aircraft? Thinkabout this for a few minutes. Is it for pride, monetary gain,historical preservation, or is it just a hobby? The dictionarydescribes pride as a proper esteem for one's own qualitiesand achievement". Who is not proud of their accomplishments in the restoration of an aircraft Such projects canonly be completed through many hours of hard and endur-ing work. We don't know the percentage of aircraft ownerswho have restored their own aircraft, but we know that

By Brad Thorn asPresidentAntique/Classic Division

manufacturer, or whoever. Compared with the totalnumber of aircraft registered in the U.S. today, antiqueand classic aircraft represent only a very small portion.Their value is usually considerably more than the originalcost when new. The dedicated restorer who earns his livingin a restoration business is a rarity these days, and manyof us owe them a debt of gratitude for their knowledge andexpertise in producing aircraft which permits so many ofus to own and fly vintage aircraft or replicas of same.Historical preservation is something all restorers hopeto achieve. The many superb museums throughout theworld obtain their display aircraft in several ways donated for static display or purchased to be restored bycommercial or volunteer groups. Some aircraft donated tomuseums are in airworthy condition, licensed, and can beflown. Our EAA Aviation Foundation is fortunate to ownmany historical aircraft that fall in this category andseveral are flown for others to enjoy during major aviationevents .Replicas of several early flying machines have beenconstructed by various institutions and/or individuals.These are often built from only the barest of plans and oldphotographs. The flying of these replicas, some of whichrepresent one-of-a-kind historical aircraft, give us the onlyopportunity to see such rare types in the air.In conclusion, most of us do restore our antique andclassic aircraft as a hobby and we lj re proud of ourmachines. The aircraft do retain monetary value,


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PUBLICATIONSTAFFPUBLISHERPaulH.Poberezny

EDITORGene R Chase

MANAGINGEDITORPatEtterEDITORIALASSISTANT

Norman PetersenFEATUREWRlnERGeorge A.Hardie,Jr.

EAAANTIQUE/CLASSICDIVISION,INC.OFFICERSPresident VicePresidentW.BredThomas,Jr . Jack C.Winthrop301 DodsonMill Road Route1.Box 111PilotMountain,NC27041 Allen.TX 75002919/368-2875Home 2141727-5649919-368-2291 Office

Secretary TreasurerM_ C."Kelly" Viets E E."Buck" HilbertRoute2.Box 128 P.O. Box 145Lyndon,KS66451 Union. IL60180

913/828-3518 815/923:4591

DIRECTORSRonaldFritz Claude L. Gray,Jr.15401 SpartaAvenue 9635Sylvia AvenueKent City,MI49330 Northridge.CA 913246161678-5012 213/349-1338

DaleA.Gustafson AIKelch7724ShadyHillDrive 66W.622N. MadisonAve.Indianapolis.IN46274 Cedarburg,WI530123171293-4430 414/377-5886

RobertE Kesel Morton W.Lester455 OakridgeDrive P.O.Box 3747Rochester.NY14617 Martinsville.VA24112716/342-3170 7031632-4839Arthur R Morgan John R Turgyan3744North51 stBlvd. 1530KuserRoadMilwaukee,WI 53216 Trenton. NJ08619

4141442-3631 609 /585-2747S J Wittman GeorgeS YorkBox 2672 181 SlobodaAve.Oshkosh,WI54901 Mansfield,OH44906414/235-1265 419/529-4378

ADVISORS

MARCH1983 Vol. 11,No.3COPYRIGHT c 1983 EAA ANTIQUE/CLASSICDIVISION.INC ALL RIGHTSRESERVED

Contents2 StraightandLevelbyBradThomas4 AlCNewsbyGeneChase5 Antique/ClassicDivisionChapterDirectoryUpdate6 A C_ "Charlie" Miller- PilotandMasterCraftsman,PartIbyTedBusinger12 TheJ.GarbrickLarkbyArchie DiFante14 "GoldenOldie"by Norman Petersen15 ABusiness ExecutiveFlies16 AeroMeridian- TheMasterRebuildersbyNormPetersen17 Oshkosh'82Antique andClassicJudges18 Members'Projects19 MysteryPlane

byGeorgeHardie20 Lettersto theEditor21 Calendarof Events22 50thAnniversaryof theGerle13Flight

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FRONTCOVER . Laird LC-B"Commercial"builtby E M."Matty"LairdforStandardOilCompany(Indiana).Seeinterestingsidelightonpage15.ArtworkbyUweFeist(EAA 153815,AlC6238),Bellingham,WA is from the collectionofJohnP .Koral .OrcasIsland,WA. Photoprintsmay beobtained by writing to P.O. Box 592, Eastsound, WA98425.BACK COVER With its sparkling newred and black paint job


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WILBUR WRIGHT BIRTHDAYCOMMEMORATION

The First Flight Society of Kill Devil Hills , NorthCarolina has requested the assistance ofEAA Chapter 339of Norfolk , Virginia in putting on a fly-in to commemoratethe birthday of Wilbur Wright at the scene of the firstpowered flight. The major purpose is to gain more recognition for the museum and monument at Kill Devil Hills.

This Wilbur Wright Fly-In is scheduled for April 15-17,1983 at the Wright Brothers Memorial and First FlightAirstrip, Kill Devil Hills , North Carolina . The theme ofthe event is History of Flight and the group hopes to getgood participation by owners/operators of all types of sportaircraft.On Friday night there will be an Early Bird Gatheringat the Holiday Inn. A dinner and the awards will be heldthere on Saturday night.Housing is available at the Holiday Inn, 919/441-6333for reservations; or camping at Colington Park Campground, Inc., 919/441-6128. Transportation is availableby courtesy car from both of these facilities.Fuel is available at Manteo Airport. Bring your owntie downs and/or anchors. For more information contact:Outer Banks Chamber of Commerce at 919/261-2626 .

NORTHWEST STINSON GROUPSPONSORS MEMBERSHIP DRIVE

Newly elected president W. S (Jerry) Wallin urges allStinson owners in the Washington, Oregon, British Columbia area to participate in forthcoming local fly-ins. TheNorthwest Stinson Club was founded at Harvey Field,Snohomish, Washington in 1976 and is affiliated with theNational Stinson Club. For further information contact W.S (Jerry) Wallin, 29804 179th Place S.E., Kent, WA 98031or phone 206/631-9644.

AMA MOVES INTO NEW QUARTERS

THINK "BURLINGTON"Officials of the Northeast EAA Fly-In have announcedthat the 14th annual edition of their event will be held

August 26-28 at the Skagit Regional/Bay View Airport inBurlington , W A . rather than at its previous site atArlington, WA. Bay View is located approximately 25miles NW of Arlington. According to officials, the new sitewas chosen in the interest of safety, availability of volunteer help, economics and to preserve the overall quality ofthe fly-in .

The 1983 fly-in and campout will focus on providing acasual atmosphere conducive to EAA fellowship and shar-ing of experiences and ideas. There will not be any scheduled air show activities .Awards will be made for aircraft of all EAA typeswishing to be judged. Meals will be available at the siteall three days and plans are being made for a Texas-stylebarbeque for Saturday night, followed by awards and festivities around the campfire.

For further information, contact Northwest EAA FlyIn, 4515 145th Pl., SE, Bellevue, WA 98006 or Dave Woodcock at 2061747-2748.


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NEW AVIATION STATIONERYAVAILABLEUnivair now has a line of classic aircraft stationerycalled, Plane Paper. Drawings of aircraft include:Aeronca 7AC, Cessna 120/140 Ercoupe, Luscombe 8A,Piper J-3 Cub, PA-12 Super Cruiser, PA-18 Super Cub,PA-22 Tri-Pace r, Stins on 108-2 and 108-3 , and Taylorcraft.Stationery sets include one particular aircraft or a mixed

assortment of all those listed.Each set consists of 20 printed sheets, 20 blank sheetsand 20 envelopes that have a printed hangar design, sellingfor $4.95 each. For further information contact UnivairAircraft Corp., Rt . 3, Box 59, Aurora, CO 80011 . Phone303/364-7661.

FLEET CLUB CHAIRMANGeorge C. Gregory (EAA 47962, A/C 5995), 4880

Duguid Road, Manlius, NY 13104, telephone 315/682-6783has been named chairman of the Fleet Club. Interestedpersons who are not on his mailing list are invited tocontact George.

MUSEUM NEEDSSeveral months ago William J. Schlapman (EAA

133433 A/C 4799) of Winneconne, WI volunteered to re store one of the Foundation 's engines . a basket caseWWI 160 Gnome Rotary. He has completed the projectexcept for several missing parts which are badly needed.To make a completed engine we need the following:prop hub , face plate, combination oil and fuel pump, ignition distributor drive, tach drive assembly , machine gunsynchronizer, two magnetos , the magneto ignition blockfingers 2 ), rear crankshaft flange and spanner nut, airintake elbow and pipe.

If anyone can assist in locating any of the above, pleasecontact Ralph Bufano, Executive Director, EAA AviationFoundation , Inc., P.O. Box 469, Hales Corners, WI 53130.Tel. 414/425-4860.

ANTIQUE/CLASSIC DIVISIONCHAPTER DIRECTORY UPDATE

FLOR IDA OKLAHOMA1. LAKELAND 10 . TULSABlly G. Sp ikes GeorgeE. Goodhead, Jr.Md For ida at Eustis 6326E. 4th Street430WSem ino leAve . Tu lsa,OK74112Eustis, FL 32726 TELEPHONE:(918)838-8388TELEPHONE: (904)357-0625 MEETING: 2ndThursday, 7:30p.m. ,MEETING :ContactPresident IliffArcraft , Hangar 17 ,TulsaMICHIGAN InternationalAirport8. WESTERN PENNSYLVANIAPh ilip L. Cou lson 5. YORKRt. 2, Box39B Paul L. SchidingLawton, MI 49065 Colonial CraftsShoppeTELEPHONE (616) 624-6490 401WestMarketStreetMEETING:ContactPresident York , PA 17404

MINNESOTA TELEPHONE:(717) 741-10864. Minneapolis MEETING : 4thThursday, 8:00p.m,StanGomo ll ShilohBranch , YorkBank104290th LaneN E TEXASMinneapolis, MN 55434 2. HOUSTONTELEPHONE: (612) 784-1172 J. J. PaulMEETING :ContactPresident 14418SkinnerRd .

NEWJERSEY Cypress, TX 774297. FLANDERS TELEPHONE: (713) 373-0418AnneM. Fennimore MEETING: 4thSunday, 2:00 p.m. ,4RidgeRoad DryCreekAirport,Cypress


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A C Charlie Miller, circa 1942 when he was General Superin-tendent at the Douglas Company.

INTRODUCTIONSeldom are we privileged to gain an insight into the

actual thought and construction methods - the nuts andbolts - of building the early aircraft. Charlie Miller beganhis aviation activities several years before CharlesLindbergh made his historic flight , an era of great interestto most antiquers .His indoctrination included both building and flyingplanes of those early years . As builders were more successful than pilots at eating regularly and keeping their billspaid, Charlie gradually moved in that direction. He soonlearned that his experiences as a pilot and having firsthandknowledge of their problems was a definitie asset. This

Al;II'lPILOT ND M STER CR FTSM N

Part Iy Ted usinger

E 93833, le 2333)Rt. 2, ox 280Willow Springs MO 65793(Photos from the author's collection except as noted)

E RLY YE RSCharlie was born in Switzerland on May 5, 1904, theson of a construction company owner. His earliestmemories are of his father building what would be described today as low income housing. During WWI thecompany built a form of pre-fabricated barracks for the

French government . As a young boy Charlie rememberswatching the air battles over Verdun .In 1919 Charlie left Basel to enroll in a college/work

program in Chatigny . After college he spent a year incentral Switzerland in a work/study program on an experimental farm.

In 1923 he decided to migrate to the U.S. where he


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Dick Bowman and Hawley Bowlus were the instructorsat Ryan. Charlie's pilot permit was issued by the Board ofAir control for the City of San Diego on December 31,1925 .This was followed by a city council resolution datedJanuary 11 , 1926, instructing the auditor to issue thelicense His F.A.I. certificate was issued on April 20, 1926.

RYANCharlie reminisced: During training flights, usually ina Curtiss JN4-D, whenever clouds were present near the3,000 foot level , we climbed into them and tried to maintainlevel flight. This was impossible with only the rudimentaryinstruments on board.When the engine would slow down and the controlswould get sloppy, we would push the stick forward andwait for a pretty good "scream" from the flying wires. Atthis point we know we were headed down. Next we'd pullthe stick back into our gut and kick full rudder, puttingus into a spin. When we exited the cloud layer, there was3,000 feet of clear space to recover in and very little airtraffic in those days.About 1925, Claude Ryan had an arrangement thatwould bring the local sight-seeing busses to Dutch Flatsfor a scheduled stop. Dick Bowman and Ryan could thenattempt to cajole these folks into taking a 15-minute planeride for $5.One day Ryan and Bowman had just finished theirspiel, when I came in side-slipping a Jenny. UnfortunatelyI kicked her out a little too late and bounced about 30 feetback into the air, so I gave her the gun and went around,again . This time I made a very gentle landing, but Mr .Ryan had some very unkind words for my earlier demonstration in front of prospective paying customers.About this same time , a Hisso-Standard came in fromthe Imperial Valley, which is across the mountains fromSan Diego. It was the first time I'd seen a "2 x 4 and balingwire" repair job. Thi s had been applied to mend a crackedfront spar on one of the lower wings .The transient aviators only wanted gas to allow themto finish their flight to Los Angeles . At first we refusedtheir request, due to the condition of the plane, but werelented, after they pointed out that they had alreadysafely covered the most hazardous part of the journey.After we gassed them up , we watched the flying wiresgradually tighten as they made their take-off run . Guardian angels were protecting those fellowsThe plane which later was to become the flagship ofthe Los Angeles-San Diego Air Line, Inc. was the DouglasCloudster. The Cloudster was a terrific airplane, and thefirst to carry the Douglas name. Later the Cloudsterevolved into the U.S. Army's World Cruiser aircraft. Thefirst time J . J. "Red Harrigan, one of Ryan 's pilots flewthe Cloudster, I was along. He had never flown a planewith a super high lift wing like this, and on landing it hada great tendency to float. He aborted several approaches

BOARD OF AIR CONTROLCITY OF SAN DIEGO. CALIFORNIA

To : T hr HODonbl, CouDcilCity of $ ; 0 Di fK O Californ ia. '

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businessman and seven of his friends who wanted to go toEnsenada , Mexico. Neither Red nor John had landed therebefore, but they were told they could land on the beach.It was dark when they arrived a nd they could not distinguish between sand and water. Touching down in the surfand so ft sand, the Cloudster flipped over, fortunately withno serious injury to passe ngers or crew. Before they couldrescue her, the rising surf had destroyed the plane and allthey manged to save was the engine and a few odds andends.

Historical Note: The Cloudster was built by DonaldDouglas in partnership with David Davis (of Davis wingfamel and its maiden flight was on February 24, 1921 atMarch Field, Riverside, California. Mr. Davis' main interest in the plane was as a vehicle in which he would bethe first man to fly non-stop coast-to-coast.In June, 1921 Douglas' chief pilot, Eric Springer andDavis started out on this mission, getting as far as EI Paso,

Texas where a timing gear failed, forcing them to land.By the time repairs were made, Army lieutenants JohnMacready and Oakley Kelly had successfully made the

Liberty powered Douglas Cloudster with three open cockpits -modified by Thornton McKinney and Ben Brodsky for sight-seeing.Sunday morning Mr. Ryan called to say, "A guy is comingout who wants to go to os Ange les. The fee is $35. Getthe mon ey before you take om"

The weather that morning was a combination of lowovercast with good sized patches of fog. This didn't instillconfidence that the journey would be a pleasant one. Iasked if Ed Morrow could go with me because an extrapa ir of eyes would be helpful (and his prese nce would helpto a llay my qualms). Ryan okayed this request.We warmed up the Hi sso-Standard and in due time ourpassenger arrived and paid the $35. We took off withconsiderable concern for th e low ceiling and headed upRose Canyon only to find the top covered. We then headedfor Torrey Pines but conditions were no better there so wedropped down to the beach where we found a 25 to 50 footceiling. Needing more space as a sa fety measure , I triedfor just a little more altitude. This wasn't successful as Iwas right back into the fog bank . I counted to four andwhen not out of it , made a one-eighty and got down on th ebeach again.


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Lindbergh's NYP Spirit of St. Louis.It went that way up to Laguna where we could do alittle better. At Long Beach the ceiling was about 1,500feet. We hunted around until we found Western Avenue,

then headed east to Ryan's Angeles Mesa Field. Afterdropping off the passenger, we refueled and headed back .I t was cl ea r weather all the way, which was a nice change.On one other flight to Lo s Angeles, I was told to watchthe water temperature and oil pressure gages (apparentlythis engine was about to give up ). In case of trouble I wasto get the crate down in any open field available, assmoo thly as possible. All the way north every bean fieldwas duly noted. Everything went along smoothly, though ,and another pilot flew it back , reasonably assured that theengi ne would continue to run.Our Ri sso's were overhauled by military perso nnelfrom Rockwell Field who were moonlighting at Ryan aftertheir normal workday was done. Those fellows did a heckof a goo d job at keeping us operating.

The standard set of inst ruments in use then weretachometer, water temperature and oil pressure gages.There was no compass as we were expected to know wherewe were going.Historical Note: T. Claude Ryan originated passenger service between San Diego and Los Angeles on March 1, 1925.This airline appropriately named "Los Angeles-San DiegoAir Line, was discontinued in March 1926. This airlineset a rare example, in that it operated at a profit, andnever accepted any form of government subsidy. The fleetof planes consisted of the Cloudster and several re-workedStandards.

the manufacture and installation of all the fittings on theship . Once these were all bolted or welded in place, wejoined the rest of the crew to help in any area, havingproblems in meeting the extremely tight delivery schedule.After things were pretty well wrapped up , we had tomove that enormous (for us) wing out of the second floorloft in the plant where it was built. Next we had to movethe fuselage out of the first floor shop , through a narrowdoor. We had the choice of removing the landing gear onone side or knocking out a three foot section of brick wall.We took the gear apart.The "Spirit" was then moved from the shop to DutchFlats airport where it was to be flown. All who were thereassisted with final assembly. My last involvement withthe ship, was holding the fire extinguisher at the ready incase of a back fire during run-up of the engine.Following Lindbergh's first test flight of the new plane,Charlie's brother Walter who had hauled us to DutchFlats that morning) said, "O.K. ! Let's eat!" This is thereason neither Charlie nor I are in the famous picture ofthe builders of the Spirit of St. Louis, as we were havinglunch. Walter was driving a delivery van for "Mrs. Conkling's Pies" and he treated us to a lunch of pies. I ate awhole blackberry pie and a lthough I survived, I swore thatif I ever ate a piece of pie again, it would be after lunch!

Shortly afterward , Charlie, Walter and I made a dealto rent a house and split the costs. After a few weeks,Walter located a two story place in Mi ssion Rills, overlooking the bay. The lower floor had three bedrooms, a frontroom , kitchen and bath which we rented for $35 per month .The owner and his wife lived on the upper floor. Walter,


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Jessie Cooper (Mrs. Locke)Doug "Wrong Way" CorriganW. B CrawfordAlbert C. CrygierPeggy De WittPat DavenportJune EddyA. J. Edwards (Sales Mgr.)Gus EoffH. A. EricksonVern FriedmanDon Hall (Engineer)George F. HammondJ. J. "Red" Harrigan (Test Pilot)Charles HansenHenry HunoldB. JonesDoug KellyRuth Kennedy (Mrs. Clemens)Ed Kravscyk (later Crosby)John LesterWalter LockeFred MagulaB F. Mahoney (Owner)Georgia Mathias (Mrs. Borthwick)O. R. McNealShirley MorrisonEd Morrow (Fittings and Dwgs.)A. C. (Charlie) MillerL. MuehleisenDale PowersClair RandA. C. Randolph (Periscope)Fred Rohr (Rohr Corp.)Frank SayJohn StonerBurt TindaleHelen Thorpe (Mrs. Hendrix)Bill Van Den AkkerJohn van der LindeLon Wheeler

Richard Robinson , but when completed, was delivered topilot Frank Hawks. As Ryan had sold his company to BF. Mahoney prior to building the "Spirit," the Gold Bugwas delivered as a Mahoney aircraft.In this particular plane the pilot's seat was located sohis head was just in front of the main wing spar . Whenwe were ready for the engine installation, we hoisted theWright Whirlwind to the front of the fuselage . HawleyBowlus (later, well known for his gliders), was shop fore-man and this tall man, with especially long legs wantedthe cockpit configuration to allow people his size to fly itcomfortably . With the engine in the location as designed,Hawley didn't have enough leg room, so he literally pushedthe engine forward, until there was enough room. Themotor mount was then fabricated to fit this newly arrivedat dimension.It really was a very attractive airplane and Red Harri-gan was on hand to make the first test flight. With allthat power, it went up like the proverbial "homesickangel." Everything was going just fine, until Red leveledoff and found that the nose would only stay up at fullpower, with the stick back against his belly. He had a bigproblem .. . how do you land anything that flies like this?After exercising a variety of options, he finally decidedon a maneuver similar to vol planing as used by earlierflyers . Vol planing is placing the craft into a shallow dive,then applying power to pull the nose up. After the planestalls, it enters another shallow dive, etc.

Red practiced this maneuver until he felt assured hecould accomplish it with this plane. He finally got it backon the ground, by the grace of God, and help from the"aeronautical angels." After Red regained his composure,he told Hawley that if he had been wearing a chute hewould have "jumped and let that damned plane go to hell."I bolted lead pigs into the tail to remedy the situation;thus we advanced in the "science of aeronautics. "Frank Hawks received the Gold Bug, renamed it "ThePride of San Diego , then with his wife sped to the EastCoast in time to greet Lindbergh on his triumphal returnfrom Europe.

This ship was later renamed "Port of Houston , andwas destroyed in Texas, date unknown .(Continued next month)


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theJ arbrick LarkBy Archie DiFante(EAA 167030, AIC 6191)

P O Box 14233Pittsburgh, PA 15239Photos courtesy of the author)

Editor's Note: Archie DiFante wrotethis story in 1974-75 while a jour-nalism student at Penn State. He isnow an aviation historian and an of-ficer in the E Greater PittsburghChapter 45 Archie is also trying tofind out what happened to Lester Gar-brick's aircraft - see note at end ofstory . G R GThe 1920s were considered the golden age of aviation. Those were theyears of barnstorming, penny-a-pound

airplane rides and Ford Tri-Motors.A viators were still considered daringfanatics who flew wood and fabric of-fins. t was a time when all one neededto fly were guts, a little money andtouch of insanity.That era is long gone. Most of the

daring pilots are in their seventies oreighties or else dead. The Curtiss Jennies, the Standards and the ThomasMorse Scouts have disappeared. Thereare a few preserved specimens inmuseums and some are still flying inthe hands of antique airplane buffs,

windshields for the two tandemcockpits were covered with oil andthere was a gas can on the pilot's seat.Faded letters on the fuselage identified it as the J. Garbrick Lark.

This airplane was the first of twoairplanes designed and built by LesterGarbrick, a farmer from Centre Hall,Pennsylvania. After World War I,Garbrick, still in his teens, decided hewanted his own airplane. At first, hetried to buy one of the thousands ofsurplus military planes flooding thecountry, but he was short on cash . Theonly practical solution, of course, wasto build his own .

In 1921 he bought an Anzani radial,hoping to use it for his new airplane.The Anzani proved to be a lemon, buthe was able to find another engine, a60 hp Roberts inline in Sandusky,Ohio. In 1923 he bought some airplaneparts from another man who was alsotrying to build an airplane . He got theworks for 400 .By working the night shift at a silkmill in nearby Spring Mills, he wasable to work on his airplane duringthe day . He started construction in1925 and three years later theairplane was ready to fly. Garbrickcarved the first propeller for theairplane for a solid piece of oak.The airplane was of his own design,

Garbrick Experimental Biplane andgiven the experimental aircraftnumber 529. Garbrick called it theLark .Although the plane was finished in

late 1928, Garbrick didn't solo untilafter one 20-minute flight lesson in1929. He then began to fly his airplaneacross the valley to visit Edna Cummings, who later became Mrs. Garbrick.A short time later, the first and onlyincident with the plane occurred whenthe Roberts blew up while beingrevved for take-off. The plane was undamaged, but for the third time Garbrick had to go shopping for an enginefor his airplane. He found a neighborwho had cracked up his Thomas MorseS-4 and was willing to sell Garbrickits 80 hp LeRhone 9J rotary.

Garbrick shortened the nose abouta foot by installing the rotary and the20 extra horses raised his cruise toabout 70 mp h . He never had any problem with the plane from that time on,although the new engine did make theplane tail-heavy .Garbrick built a hangar in town forhis new airplane and shortly afterwards he bought a wrecked AlexanderEaglerock which he rebuilt and sold.That was only the first airplane toshare hangar space with the Lark.


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ter Garbrick died in 1971 and hisplans and drawings were lost. Twostories in a local paper the CentreDai y Times one in 1959 and the otherin 1968 provided some background onGarbrick and his airplane .A letter written by Guyer Kelley ofMilesburg Pennsylvania and printed

in the October 1949 issue of FLYINGMagazine did provide some back-ground on the Garbrick midget bi-plane.According to the letter the planeweighed 90 pounds and had a cruisingspeed of 50 mph . The letter also claimsthat Lester Jr. had flown it.

Lark

Lester Jr. said the Indian pow-erplant was very temperamental andhad a tendency to lose rpms. Therewas just enough power to taxi theplane to about 20 mph but not enoughto get the plane to fly. Besides LesterSr. had a rope tied to the airplanewhich he held onto running behind

Detail of the pilot's cockpit. Note the control stick. The object Detail of the Lark's undercarriage.on the right side of the dashboard is the magneto, the whiteknob on the left is the starter.

The original L. Garbrick Lark with the Roberts engine shortlyafter completion in the early 1930's. Lester Garbrick and the Lark in the late 1960's. His Piper Cuband the hangar are in the background.


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his overgrown model airplane with itseight-year-old pilot. Against a stiffbreeze, however, the biplane wouldsometimes lift off the ground for a fewseconds.After Lester Jr. grew out of theplane, his younger brother, Dennis,played with it. By the 1950s bothbrothers had outgrown the midget biplane and moved onto larger planes .

In 1942 Lester Garbrick moved hisbiplanes to the farm and built a hangar and an airstrip for them . In 1948Garbrick added a 1946 Piper J-3 Cubto his collection.In 1950, Lester Jr . soloed at the ageof 17 and bought himself a 1946 Cubalso. Other local aviators began tostore their airplanes at the Garbrick sprivate airstrip and by the early1950s the airstrip housed a small airforce. In 1953 Garbrick bought anArmy-surplus Taylorcraft L-2 observation plane to add to his fleet.

Dennis soloed at the age of 13 in1956. Mrs. Garbrick was the onlymember of the family of four whowasn t a pilot.Lester Jr . sold his Piper and movedto New York in the middle '50s. In1957 he bought the remains of acracked-up Waco UPF-7 biplane andreturned to his father s farm withthem. The two of them rebuilt theWaco and added it to the group.The small airport was kept busywell into the '60s. However, FAA regulations began to catch up with theGarbricks. The Lark, by this time almost 40 years old and still with theoriginal fabric, was grounded exceptfor occasional circuits around thefield.Garbrick, although in his late 60s,was still active. He was a member ofthe Flying Farmers and the EAA andwas well known to other aviators inthe area. Before he died in 1971, hehad begun construction of a glider andwas helping his two sons build a scalemodel of a K-6 locomotive, a sixwheeled engine used by the Pennsylvania Railroad. His total flying hoursare not known, but by 1960 he hadflown over 1500 hours. After his

they mentioned that the EAA onceapproached them with the idea of restoring the planes and putting themin the museum at Oshkosh. Thebrothers haven t heard from themsince. In the meantime, the twoairplanes sit in the hangar and attractquestions from curious people whocome to buy potatoes. Usually one ofthe brothers will stop and tell themthe story of their father and his planesback in the days ofthe barnstormers.

* * * * *Author's Note: In the summer ofI977,the Lark was sold by Garbrick'swidow to someone in New Jersey . Inthe early 1980s the Garbrick farmwas sold and all his personal artifactshave disappeared.

With this story I hope to pick up thetrail. Would anyone having any information on Lester Garbrick, the Lark,or its present whereabouts, pleasedrop me a line?

GOLDEN OLDIE Capt. Keen Taylor (EAA 6650), P.O Box 367, Seaford, Delaware19973 and his Ryan ST photographed in 1948 at Bader Field, Atlantic City, NewJersey. The large round roofed building in the background is Convention Hall. RyanST NC62127 is in fact Ryan PT-20B IN 324 SIN 40-2388, one of two sold surplus in1945. The second PT-20 built on January 15, 1940, had been converted from a Kinnerpowered PT-20A to a Menasco C4S (125 hp) powered PT-20B.Capt. Taylor reports that the Ryan was a little tricky on landing but once you learnedto handle that part, it was a delightful flying airplane. After two years of enjoyable flying, he delivered the airplane to Miami, Florida and sold it with a tear in his eye .


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A BUSINESS EXECUTIVE FLIESA Laird Airplane Wings a Standard Oil Executive OverMore Than Half a Million Square Miles of TerritoryEditor s Note: This bold headline appears on a page in anearly E M. Laird Airplane Company catalog describingone of the first corporate uses ofan aircraft. The followingis quoted directly from the catalog . . . G. R. C.

Typical of thousands of businessmen throughout thecountry is the Aviation Department Manager of the Stan-dard Oil Company (Indiana.642,904 square miles - that is the area of the tenmid-western states which are served and serviced by thiscompany. Within this huge territory thousands of pilotshave learned to expect Stanolind aviation fuels and lubricants wherever they drop to earth. The Aviation Department must make Stanolind available.A new motor presents a knotty lubricating problem.The Aviation Department must come to the rescue.The aeronautical laboratory of a university requiresexpert judgment or wants someone to address a group ofstudents. They call on the manager of Standard Oil's Aviation Department.And so this man leads a busy life. His duties involve

stops en route. Such trips are made twice or three timesweekly, summer and winter.Our experience points to the airplane as a tremendously useful new tool of 'Big Business.' And we heartilyendorse the Laird ship as thoroughly suited to the purposesof the flying business executive.TO BUSINESS EXECUTIVES: The airplane is becom-ing an essen tial factor in the quickened tempo ofcommerce.The Standard Oil Company of Indiana were pioneers inadopting the airplane for the use ofexecutives. But theyare not alone.To YOUR company, you are considering the purchaseofan airplane, our staffcan give material assistance. Call

on us for definite figures on operation costs. Let us helpyou determine F CTU LLY whether an airplane isadaptable to your particular requirements.


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ROMERIDIANTHE MASTER REBUILDERS

By Norm PetersenEAA Editorial AssistantPhotos Courtesy ofAero Meridian

Nestled among the many large buildings in theScottsdale Industrial Airpark at the Scottsdale, Arizonaairport is the neat, well kept home of Aero Meridian Productions. This long, one story building, tastefully done inearth tone colors , houses the operation of a complete aircraft rebuilding company headed by Woodson K Woods(EAA 76209, IC 535 , a most ardent aviation buff andentrepreneur.Besides rebuilding aircraft, Aero Meridian Productionsis involved in motion pictures and "still" photographyutilizing the talents of Christopher Woods, son of WoodsonK Woods and likewise a commercial pilot. A stunning1983 aircraft calendar called "Wings ofDreams and FlyingMachines" featuring photos of the beautiful restorationdone at Aero Meridian is available from them at CarefreeAirport. P.O. Box 2222, Carefree , AZ 85377, for $6.95.

Glen Stiles, master woodworker whose title is Restoration Engineer, sights along a stringer of a new turtle deck being bu iltfor a Waco a -2.

Perhaps the best known restoration completed by thistalented group of people was the Curtiss JN4-D Jenny thatwas restored for display in the Owl's Head Museum inMaine. Glen Stiles, the master woodworker of the group,was heavily involved in this project as the majority of workin a Jenny involves wood. Besides using old parts forpatterns, Glen had a full set of blueprints to work from inorder to make each part exactly like the original. Lookinginto the future, he had presence of mind to make a duplicate of each wooden piece as he went along One fine day,the a viation world will see another Jenny take to the air inabsolutely new condition. The old V-8 engine referred toas an OX-5 has been overhauled by none other than CharlieKlessig of Standard fame (from North Dakota toArizona ). t is faithfully pickled and enjoying the dryArizona air which is known worldwide for its inhibitionof corrosion.For airplanes of genuine antique flavor, it is hard tobeat the old Waco biplanes and Aero Meridian is heavilyinvolved in the restoration of these beautiful machines.Recently completed was a Waco UBF-2 done in a sparklingred and black paint job using gold trim . Right down to itsfour-piece windshields and close fitting wheelpants, thisUBF has to be one of the prettiest antiques in the ai r . Thequality of workmanship both inside and outside has to beseen to be believed. This editor was priviliged to examinea set of RNF wings that Glen Stiles was finishing foranother rebuild. Glen's woodworking is a sight to behold.All glue joints are tight with their properly cut angles.Glen uses T88 epoxy on all wing parts except wing-tipbows. These are laminated with Hughes FPL epoxy gluewhich gives an extremely strong bow. All metal fittingsare cadmium plated before final assembly which is completed with new AN hardware throughout.

Another section of Aero Meridian's plant is devoted tometalwork of all kinds. Much of the lost art of metalshaping has been brought back by these artisans in orderto form the intricate compound curve parts that are a partof these old airplanes. Especially impressive was the workdone in stainless steel when forming a new "dishpan" forthe nose of a radial engine airplane. They are equally


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M I ~ M I I I ~ I S ~ I R f , . J I ~ J T SThis section of he VINT GE IRPL NE is dedicatedto members and their aircraft projects. We welcome photosalong with descriptions, and the projects can be either

completed or underway. Send material to the editor at theaddress shown on page 3 of this issue.Dear Gene:I have most of the old log books on our 1931 standard110 Monocoupe NC10730, SIN 5W92, dating back to thetest hop at Moline, Illinois on February 27, 1931.All the flying on the Monocoupe was done in the centraland eastern part of the United States until November of1968. The airplane was based at Baton Rouge, Louisianafor awhile as well as Greensburg, Pennsylvania and various other places in that part of the country.I t was apparently used mostly for pleasure flying withsome airshow work logged by owner Joseph F . Reedy inthe Pennsylvania area in 1947.The log books show at least three engine changes starting out with a 110 hp Warner in 1931. The engine nowinstalled is a 125 hp Warner model 50 Scarab. SIN 1240A.The propeller is a Hamilton Standard ground adjustabletype.Before bein g flown to the West Coast by Shirley Wardleof Santa Paula California, the airplane was based atDelaware, Ohio and was owned by Arthur E. Ten Eyck.Sometime during the period that Mr . Ten Eyck owned theairplane , he acquired the NC number 273Y which is theoriginal Mr. Mulligan NC number. In the meantime BobReichardt of Santa Paula California spent several yearsbuilding a beautiful replica of Mr . Mulligan and was anxious to obtain the original number for his airplane. Mywife and I were in the process of restoring the Monocoupeat this time so we were glad to go back to the originalNC10730 for our airplane.The Monocoupe was moved from Santa Paula toJerome Idaho where we were able to purchase it and flythe ship back to Torrance, California where it is basedat the present time .Since our arrival in Torrance in November of 1972 wehave had a major overhaul put on the engine - then inNovember of 1975 we decided the airplane was about duefor a complete restoration. With my wife, Corene's, helpwe spent the next four and one half years on the projectand we are very happy with the results.The old Monocoupe is a lot of fun to fly and the engine,with 53:20 hours since major, has run great - no problems.Sincerely,Max O. Green(EAA 109807, IC 25495647 Marialinda St.

Dear Gene:I'm happy to tell you that Waco UPF-7, N32134, SIN5766, Data Plate No. 39643 has been restored and is flyingagain. it is powered with a 220 hp Continental with aSensenich wood prop. I acquired the plane in July 1976and the restoration occurred over a six-year p e r i ~ d . TheWaco is covered with Stits 103 dacron and finished withacrylic lacquer (R-M), yellow with blue trim. The cowlingis from a Cessna UC-78 and the wheel pants are fiberglass.

The permanent airworthiness certificate was receivedfrom Mr. Jess Larsen of the Minneapolis FAA GADO.After completing the restoration B. J. "Tony" Blackst one(EAA 33749), Burns Flat OK made the initial test hop,on 8/14/82 more than 25 years after the craft's last previousflight.This UPF7 was rolled out of the Waco plant at Troy,Ohio November 18, 1941, most likely in the standard blueand yellow scheme at the time. By late February of 1942,the aircraft was busily doing what it was designed to do:train new pilots in the Civilian Pilot Training Program .Ensuing years saw the aircraft on duty at Pittsburg Kansas; Fort Collins and Denver, Colorado; and Alliance, Nebraska. Following World War Two, N32134 went to Greeley,Colorado then Eaton then to Denver again where it wasequipped with a Wright R-975 and served some 75 hoursas a glider tu g. In September 1954, conversion work was


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This eight-year restoration project is nearing completion and should be flying by May of this year. It 's a TravelAir 6000, NC452N, SIN 6B-2040 being restored by DougRounds (EAA 78381 , A C 532 , Rt. 1, Box 200-A, Zebulon,GA 30295. Doug is finishing the plane in the colors ofTruman Wadlow's 1930 Ford Air Tour aircraft.

Bob Moore (EAA 113726, A C 3808), 916 So . 12th St.,Nederland, TX 77627 has restored 32 aircraft since 1967including this Stearman, N72AA, SIN 75-5867. This one

was completed in 1977 for Willard Duke (EAA 110578) ofNew Orleans, LA.t was in Bob's shop for 26 months and was made upfrom parts of three aircraft. It's covered with cotton andfinished with 27 coats of butyrate dope with every othercoat hand-rubbed . After the final coat had dried for sixweeks, it was sanded with 600 grit paper using Lux dish

washing soap and water. Finally the finish was polishedwith rubbing compound, then waxed with mold releasewax.Since this picture was taken, Bob has painted the wheelpants in checkerboard to match the fin and rudder, andinstalled a cowling finished in like manner.Willard Duke owns American Aviation, Inc. at NewOrleans' Lakefront Airport and undoubtedly this flashybiplane is based there .

By George HardieYSTERY PL NEHere's another mystery from the

collection of George Goodhead ofTulsa, Oklahoma. The airplane is evidently a one-off' cabin job of the preWorld War II period. Maybe some ofour readers can come forward withmore complete information. Answerswill be published in the Mystery Planecolumn in the May 1983 issue of TheVINT GE IRPL NE.The Silver Star Mystery Planeshown in the January 1983 issue wasa product of the Stinson Airplane Co .John Underwood in his excel lent book,The Stinsons writes, Built mainly asan exercise in all-metal techniques, itflew briefly in 1934-35. Power, 400 hpWright Whirlwind. The real mystery


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(Ed Phillips photo via Beech Aircraft)Photo No.1 - Hawks Model R, SIN R-2004, NR1313 in originaldeliveryconfigurationwith elevated fuselage spine, July 5,1930.Dear Gene:I just received my issue of The VINTAGE AIRPLANEfor January 1983 and want to commend you for anotherfine issue, and to thank you for publishing the Travel AirFord Tour article.I saw the Model R photo on the back cover and readthe question concerning the hump of the fuselage spine.I'd like to answer that question now ror the benefit of ourreaders . During my research for the book on Travel Air,much time was spent digging up facts on the Hawks Mystery Ship.When originally delivered to Hawks on July 5, 1930,the fuselage spine was modified from the earlier threeModel Rs . This was necessary as Hawks desired to havethe sliding overhead cockpit enclosure installed on R-2004.In the original delivery configuration shown in photo1, notice that immediately aft of the sliding cover thefuselage spine mates very nicely with the enclosure itself,permitting a low drag surface joint and probably makingthe cockpit a little bit more draft-free.From the joint area the spine then rose to a curvingpeak and gradually tapered off in form to the empennage.After accepting the ship and putting a few test flights onNR1313, high oil temperature problems with the 300 hpWright J-6-9 radial caused Hawks much concern, andTravel Air too. On July 11 , Hawks was up flying the shipwhen the engine failed and the attempted forced landingat Travel Air Field resulted in a crash with Hawks knockedunconscious, but not seriously hurt.The airplane received damage to the landing gear,cowling and propeller, with minor airframe damage to thefuselage . During rebuild at the factory over the next twoweeks, the fuselage spine was reshaped to the configuration shown in photo 2 with the lower profile of the spinequite noticeable. Also, the cockpit enclosure no longer hadthe nice fit to the fuselage spine as in the original configuration. However, in the rush to get the airplane rebuilt

(Ed Phillips photo via Beech Aircraft)Photo No.2-Texaco Model R, SIN R-2004, NR1313,July, 1930.

Dear Mr. Chase:I am writing regarding th e 1930 Cunningham-HallPT-6 pictured on page 8 of the January 1983 issue of TheVINTAGE AIRPLANEMagazine. This could be the sameCunningham-Hall in which I took my flight test to qualifyfor my 0 to 495 horsepower rating . The aero-inspector wasPaul N. Flannery. The date was August 27 , 1941 and theflight test was flown out of Hillsboro, Oregon. The a irplanewas number NC692W, powered by a Wright J6-9-330horsepower. Severa l weeks thereafter I barnstormed withthis airplane in western Oregon.The owner of this Cunningham-Hall was Harry MacFarlane. He had just restored this airplane at the EugeneVocational School in Eugene, Oregon where he was aninstructor in the Aviation Department. Harr y was also apilot. Since he had an artifical limb, the old C.A.A. wouldnot certify him past a private license. A short time afterPearl Harbor , Wien Airlines in Alaska offered to pullstrings in Washington to get him a commercial license ifhe would fly the airplane to Alaska and work for them.Harry MacFarlane is now retired and lives in southernOregon. If you would care to write to him to see whetherthe Cunningham-Hall on skis might be the same Cunningham-Hall NC692W, his address is: P .O. Box 386, GrantsPass, OR 97526.I, too, shall write to him to see if he can throw somelight on the mystery .Sincerely,Jerry Coigny(EAA 115709, NC 3459 46360 Todd Eymann Rd.

Miramonte, CA 93641


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one of the people who can make this claim.He was looking for an airplane to own in order to havesomething to fly while he was working on another aircraftproject. He didn t have any particular make or model inmind and after looking at several , he decided on an AeroncaChief which was located in Iowa.After the usual checking oflog books, other paperwork ,running the engine, kicking tires and everything else thathappens when you purchase a used airplane , it was whilehe was checking the identification plate that everythingcame to light. The idenitification plate shows Aeronca11AC Serial No. 227 . Date of manufacture 7-19-46.Since July 19, 1946 is his birthdate , you can draw yourown conflusion as to the care that this Aeronca suddenlystarted getting. Yours truly ,

R G Beeler(EAA 10668, AIC 5561101 2nd Street, EastHampton, SC 29924

Dear Sir:I am presently gathering information with a view towriting a book on one of the unsung series of aircraft ofWWII, namely the L-2, L-3 and L-4, known as the Grasshoppers.To further my research I would very much like tocontact anyone who operated these aircraft.We have in this country a number of L-4 Cubs thathave been restored to their former military markings; thenumbers are as follows:43 29601 , 43 30540, 43 1145, 44 80752, 44 801334480594,4479865, 454537 , 4329417 , and 42 36414.Should any reader recognize any ofthe above numbers,I would be most pleased to hear from them.Yours faithfully,Bob LomasBacons Cottage,Dragons Green,Coolham , Horsham,Sussex, RH13 7JFENGLAND

C LEND R OF EVENTSWe would like to list your aviation event in our calendar. Please sendinformation to the Editor, The VINTAGE AIRPLANE, P.O. Box 229, HalesCorners, WI 53130. Information must be received at least two months inadvance of the issue in which it will appear.

MARCH 13-19 LAKELAND . FLORIDA - 9th Annual Sun 'n Fun EAA Fly-In .Plans and site improvements being made to make '83 an even greatersuccess than 1982. Contact Sun 'n Fun Flyln, Box 2246. Lakeland. FL33803 or Ann McKee, 8131688-8214 or 668-6280.APRIL 15-17 - KILL DEVIL HILLS, NORTH CAROLINA - Wilbur WrightBirthday Fly-In at Wright Brothers Memorial and First Flight Airstrip. Sponsored by First Flight Society, National Park Service and EAA Chapter 339.Camping nearby, bring own tie downs. Dinner and awards presentationSaturday night. Contact Outer Banks Chamber of Commerce at 91912612626.APRIL 29 - MAY 1 - ROANOKE RAPIDS, NORTH CAROLINA - EAAAntiquelClassic Chapter 3 Fly-In . Antiques, Classics and Homebuilts welcome. Contact Geneva McKiernan, 5301 Finsbury Place, Charlotte, NC27211.APRIL 30 - MAY 1 - BOLIVAR, TENNESSEE - EAA Chapter 763 AnnualSpring Fly-In and Air Show. Contact Billy Whitehurst , Hardeman CountyAirport, Bolivar, TN 38008. 901 1658-6282 .MAY 1 - ROCKFORD, ILLINOIS - EAA Chapter 22 Annual Fly-In Breakfast.Eastern Aviation, Greater Rockford Airport. 7 a.m. 'til noon. For informationcall 8151332-4708.MAY 7 - FRANKLIN, WISCONSIN - Midwest Aero Historians Spring Meeting. EAA Aviation Museum, 11311 W. Forest Home Ave. Registration at8:30 a.m., program at 1 00 p.m. Clete Ahler, Crew chief on Convair B-36,Reuben Kaiser, B-24 pilot in the 15th Air Force in Italy, and John Kmet,Wisconsin Squadron, Confederate Air Force. Contact Ken Borkowitz, 707W. Maplewood Ct. , Milwaukee, WI 53221 . 414/482-0696.MAY 13-15 - HAYWARD, CALIFORNIA - Hayward to Las Vegas ProficiencyAir Race. Private Pilots License required. Awards and trophies, cash prize.Kits 3.00 from Hayward Air Race Commit tee , 20301 Skywest Drive,Hayward, CA 94541 . For information call Lou Chianese at 4151581-2345 ,ext. 5285.MAY 20-22 - COLUMBIA, CALIFORNIA - Seventh Annual Luscombe Fly-In.For information contact Continental Luscombe Assn 5736 Esmar Road,Ceres, CA 95307 . 209/537-9934 .

JUNE 10-12 - DENTON, TEXAS - Texas Chapter Antique Airplane Association Fly-In . For information contact Bob Landrum, Rt. 4, Box 14Q.Roanoke. TX 76262, 8171430-3387 (after 6 p.m.) or Jack Winthrop, Rt. 1.Box 111 . Allen , TX 75002. 2141727-5649.JUNE 10-12 - MIDDLETOWN, OHIO - Aeronca Fly-In. including tours ofthe Aeronca factory and U.S.A.F. Museum. Banquet on Saturday nightwith speaker and aircraft judging awards. For more information contactJim Thompson, Box 102, Roberts, IL 60962, 2171395-2522 .JUNE 12 - REDDING, CALIFORNIA - 10th Annual Fly-In breakfst and airshow at Muni Airport . Trophies, door prizes. 916/222-5225 .JUNE 18 - TOMS RIVER. NEW JERSEY 7 th Annual Antique & HomebuiltFly-In at R J. Miller Airport. Berekely Twsp. Trophies. flour bombingcontest , plane rides, refreshments . Admission free. Rain date June 19 .Contact Tom or Vivian Tedrow. Box 451 Three Brooks Rd ., Freehold, NJ07728. Phone 2011780-0765.JUNE 21 - JULY 11 - HOBBS. NEW MEXICO - 18th World SoaringChampionships. For information contact Soaring Society of America, Box66071 , Los Angeles , CA 90066. 2131390-4447.JUNE 24-26 - HAMILTON, OHIO - 24th Annual National Waco ReunionFly-In. Sponsored by the National Waco Club . For information contact RayBrandly, 700 Hill Avenue , Hamilton, OH 45015.JUNE 24-26 - PAULS VALLEY, OKLAHOMA - Pauls Valley. OklahomaFly-In sponsored by Greater Oklahoma City Chapter AAA. Contact BobAkin , Flying A Ranch, Route 1, Box 133-0, Washington. OK 73093. 4051288-6161 .

JUNE 25-26 - ORANGE, MASSACHUSETIS - 7th Annual New EnglandRegional Fly-In Sponsored by EAA Chapter 726. Restricted parking , aviation flea market, commercial exhibitors, seminars, overnight camping , foodand fuel available. Contact Paul Dexter, 15 Sunset Dr . Orange. MA 01364.Tel. 6171544-6412, evenings only.JULY 2-4 - BLAKESBURG, IOWA - Second Annual Aeronca Fly-In atAntique Airfield . Aircraft judging, awards, forums and meetings of severaltype clubs. For further information contact Aeronca Club , 1432 28th Ct. .Kenosha, WI 53140. 4141522-9014 or Antique Airplane Association. Rt. 2.


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~ ~ L I V ~ tRe3 ) L ) ~ ~ ~ ~ 1

A V I A T I ) ~J.cket - unlined tan poplin with gold andwhite braid trim . Knit waist and cuffs, zipperfront and slash pockets. Antique / Classiclogo patch on chest.Sizes - XS through XL 28 .95 ppdC.p - pale gold mesh with contrasting bluebill , trimmed with gold braid . Antique/ Classiclogo patch on crown of cap.Sizes - M and t(adjustable rear band) . . . . $ 6.25 ppdAntlque/C c P.tches

Large - i across . . . . . . . .. $ 1.75 ppdSmall - 3% across. . . ... 1.75 ppdAntlque/Cl c Dec.ls -4 across (shown left) . . . . . . .. .75 ppdAv.lI.ble Back IHue. of The VINTAGE AIRPLANE1973 March through December1974 All are available1975 All are available1976 February through Ap ril , August through December1977 January through June, August through December1978 January through March, August , October through December1979 All are available

1980 January, March through July, September through December1981 - All are available1982 - February, May through December1983 - January, FebruaryPer Issue . . .. . . .. . . .. . 1 .25 ppdLindbergh Commemorative Issue (July 1977) .. .. . ... . $ 1.50 ppd

Send check to :EM Antique/CI aIe Division, Inc.P.O. Box 229, Hale. Comers, WI 53130Allow 4-6 Weeks for DeliveryWisconsin Residents Include 5% Sales ax

Antal Banhidi's touring-plane Gerle 13" (1933).


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Classicowners!Interior looking shabby?

THE JOURNAL OFTHE EARLY AEROPLANEFinish it rightwith anairtexinterior l\MPLE ISSUE 4Complete interior assemblies for dO-it-yourselfinstallation. 15 CRESCENT RD. POUGHKEEPSIE. N.Y. 12601Custom Quality at economical prices. Cushionupholsterysets Wallpanelsets Headliners Carpetsets Baggagecompartmentsets Firewall covers SeatSlings Recoverenvelopesanddopes

FreeCatalogof completeproductline. FabricSelectionGu ideshowingactualsamplecolorsand stylesofmaterials:$3.00.

! .i VIS4 I irtexproducts, i ~ :259LowerMorrisvilleRd ., Dept.VAFallsington,PA 19054 (215)295-4115 l

FLYING ANDGLIDERMANUALS1929, 1930, 19311932, 1933 2.50 ea.

SENDCHECKORMONEYORDER TO:EAAAviationFoundation,Inc.Box469 HalesCorners,WI 53130

Allow 4-6Weeks For DeliveryWisconsin Residen ts Include 5%Sales Tax

CLASSIFIEDADSRegulartype, 45c per word; Bold Face,50c pe r word; ALL CAPS,55c per word. Rate covers one insertion, one issue; minimum charge,7.00. Classified ads payable in advance, cash with order . Send adwith payment to Advertising Department, The VINTAGE R-PLANE P.O. Box 229, Hales Comers, WI 53130

ACRO SPORT - Single place biplane capable of un-limited aerobatics . 23 sheets of clear, easy to follow plans ,includes nearly 100 isometrical drawings , photos andexploded views . Complete parts and materia ls list. Fullsize wing drawings. Plans plus 88 page Builder s Manual- 60.00. Info Pack - 4.00. Super Aero Sport WingDrawing - 15.00. Send check or money order to: ACROSPORT, INC. , Box 462, Hales Corners , WI 53130. 4141425-4860ACRO - The new 2-place aerobatic trainer and sportbiplane. 20 pages of easy to follow , detailed plans. Complete with isometric drawings, photos, exploded views .Pla ns - 85 .00. Info Pack - 4 .00 . Send check or 111 neyorder to: ACRO SPORT, INC. ,P.O . Box 462 Hales Corners, WI 53130.414/425-4860.POBER PIXIE - VW powered parasol - unlimited inlow.cost pleasu re flying . Big, roomy cockpit for the oversix foot pilot . VW power insures hard to beat 3Y2 gph atcruise setting . 15 large instruction sheets. Plans - 45.00.Info Pack - 4.00. Send check or money order to: ACROSPORT, INC ., Box 462, Ha les Corners, WI 53130. 4141425-4860.BOOMEFlANGS.Sporting, mildly eccentric, good exercise.J ust plain fun. Price list from Ben Ruhe, Box 7324-(V Al,Washington, DC 20044.

MEM ERSHIP INFORM TION Membership in the Expe rimental Aircraft Association, Inc. is $25.00 for one year, $48.00 for 2 yearsand $69.00 for 3 years . All include 12 issues of Sport Aviation per year. Junior Membership (under 19fAA years of age) is available at $15 .00 annually . Family Membership is availab le for an additional $10.00annually.

EAA Member - $18.00. Includes one year membership in EAA Antique-Classic Division, 12 monthly


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Vintage Airplane - Mar 1983