PUBLICATION STAFF

PUBLISHER Paul H. Poberezny

EDITOR Gene R. Chase

MANAGING EDITOR Pat Etter

EDITCRIAL ASSISTANT Norman Petersen

FEATURE WRITER George A. Hardie, Jr.

EAA ANTIQUE/CLASSIC DIVISION, INC.

OFFICERS

President Vice President W. Brad Thomas, Jr. Jack C. Winthrop 301 Dodson Mill Road Route 1, Box 111

Pilot Mountain, NC 27041 Allen, TX 75002 919/368-2875 Home 2141727-5649 919-368-2291 Office

Secretary Treasurer M. C. "Kelly" Viets E. E. " Buck" Hilbert Route 2, Box 128 P.O. Box 145 Lyndon, KS 66451 Union, IL 60180

913/828-3518 815/923-4591

DIRECTORS

Ronald Fritz Claude L. Gray, Jr. 15401 Sparta Avenue 9635 Sylvia Aven~e

Kent City. M I 49330 Northridge, CA 91324 616/678-5012 213/349-1338

Dale A. Gustafson AI Kelch 7724 Shady Hill Drive 66 W. 622 N. Madison Ave. Indianapolis, IN 46274 Cedarburg, WI 53012

317/293-4430 414/377-5886

Robert E. Kesel Morton W. Lester 455 Oakridge Driye P.O. Box 3747

Rochester, NY 14617 Martinsvilie, VA 241 12 716/342-3170 703/632-4839

Arthur R. Morgan John R. Turgyan 3744 North 51st Blvd. 1530 Kuser Road Milw'aukee, WI ·S3.216 Trenton, NJ 08619

414/442-3631 609/585-2747

S. J. Wittman George S. York Box 2672 181 Sloboda Ave.

Oshkosh, WI 54901 Mansfield, OH 44906 414/235-1265 419/529-4378

ADVISORS

John S. Copeland Stan· Gomoll 9 Joanne Drive 1042 90th Lane, NE

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

Robert G. Herman Espie M. Joyce, Jr. W 164 N9530 Water Street Box 468

Menomonee Falls, WI 53051 Madison, NC 27025 414/251-9253 919/427-0216

Gene Morris Daniel Neuman 27 Chandelle Drive 1521 Berne Circle W.

Hampshire, IL 60140 Minneapolis, MN 55421 312/683-3199 612/571-0893

Roy Redman S. H. "Wes" Schmid Rt. 1, Box 39 2359 Lefeber Road

Kilkenny, MN 56052 Wauwatosa, WI 53213 507/334-5922 414/771-1545

NOVEMBER 1983 • Vol. 11, No. 11

Contents

3 Straight & Level by Brad Thomas

4 AlCNews by Gene Chase

4 Mystery Plane by George Hardie

5 A New Beginning by Henry M. Ogrodzinski

8 AKid's View of the 1937 National Air Races, Part I byTed Businger

14 BordenlThompson Aeroplane Posters from the 1930s

by Gene Chase 16 Members' Projects 16 Calendar of Events 16 Letters to the Editor

Page 5

Page 8

Page 14

FRONT COVER .. . The '83 Grand Champion Replica is the 191 6 German WWI Halberstadt OW, N1 388J powered with a modified 150 hp Enma Tigre engine. Built by Carl Swanson of Darien, WI and flown by G. Thornhill.

(Photo by Ted Koston)

BACK COVER . The EAA Aviation Foundation's 1931 Morane Saulnier M.S. 181 , N304JX. Power is a 60 hp Salmson. Craft was purchased in France by EM member Ray Jones of Sewalls Point, FL and donated to the Foundation. EAA Chapter 304 in Jackson, MI restored the plane and delivered it at Oshkosh '83.

(Photo by Gene Chase)

Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor . Material should be sent to : Gene R. Chase, Editor, The VINTAGE AIRPLANE, P.O. Box 229, Hales Corners, WI 53130.

THE VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division, Inc. of the Experimental Aircraft Association , Inc. and is published monthly at 11311 W. Forest Home Ave. , Frank lin, Wisconsin 53132, P.O. Box 229, Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130 and additional mailing offices. Membership rates for EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.

ADVERTISING - AnliquelClassic Division does not guarantee or endorse any product offered through our advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained Ihrough our advertising so that corrective measures can be taken.

Postmaster: Send address changes to EAA Antique/Classic Division, Inc., P.O. Box 229, Hales Corners, WI 53130.

STRAIGHT AND LEVEL

What makes a fly-in a success? What is involved within the internal structure of the sponsoring organization to make things fall into place? These and many more questions arise during discussions of the success of our smaller fly-ins throughout the USA. Let's examine this structure that brings together so many with a common interest.

In 1936, at the age offourteen I visited the Greensboro, North Carolina airport for a fly-in on a bright clear Saturday. In those days, it would have been called an air show, but it was a fly-in by today's standards.

Aircraft fly-bys were as popular then as they are now, and as they taxied past the intersection, I was able to take some 16 mm silent movies of J-2 and E-2 Cubs (J-3s were not yet in production) , a Cessna Airmaster, Stinson Jr., an early Gullwing, "bathtub" Aeronca, a Beech E17 used as a jump plane, Johnny Crowell's Gee Bee Sportster and a Menasco Ryan ST A. Probably the most interesting event of the day was a "race" between the Gee Bee and the Ryan STA.

As I remember, there was a small charge to visit the airport that day and the real fun of the day was watching the various pilots and their friends enjoying a casual day of togetherness. As a youngster of fourteen , that day spurred my ambition to someday become a pilot. Our "fly-ins" of today may be new to some EAAers, but the basic concept of togetherness was evident even in the early years.

A fly-in of today can be a one-day affair of an EAA Chapter, a weekend venture such as the Ole South Fly-In held in Tul­lahoma, Tennessee, a regional function such as the annual Sun 'n Fun Fly-In in Lakeland, Florida, or our Annual EAA Interna­tional Convention in Oshkosh. Most of us just plan to attend one or another of these types during the year, but many of us have no basic idea what is involved to complete a successful fly-in .

Starting with the basics, someone has to be in charge of each event, whether a one-day affair or a week-long event. From there on the size and complexity governs the additional help required to make the event a success. Many of us are involved in these fly-ins by volunteering in some manner. Aircraft must be parked, participants registered, fly-by briefings held, judging completed, banquet arrangements (if one is held) made, and of course, the social functions coordinated. So you can see each particular volun­teer's job is just as important as the next. Dedicated spouses often assist in many of the activities, and so often are not given the credit due them for , not only their volunteer work, but their moral support as well.

So, what makes one fly-in so different and more enjoyable than others? Hard work, experience and dedicated effort are the basic contributions to the success. Without a doubt, weather is an important factor as 99 percent of the aircraft flown to a fly-in arrive and depart under VFR conditions. As we have experienced over the years of the EAA International Conventions at Oshkosh, if the weather was down in a basic geographical area, the at­tendance from those areas was definitely affected by the extent and length of the foul weather conditions.

In another instance, a local weekend fly-in held a few years back was washed out because of the weather, but over two hundred

By Brad Thomas President

Antique/Classic Division

arrived by ground transportation in order to attend the banquet that evening.

Let's examine further some of the small factors that contribute so much to a successful fly-in. If you were an arrival at a fly-in for the first time, wouldn't you feel welcome to be parked and greeted by a member of the local group? What a fine feeling it is to have someone greet you with an introduction and welcome. You are then directed to the registration area where the smiling face of another volunteer makes you feel at home. When you decided at the last minute to come to the fly-in and, of course, had no reservations for overnight accommodations, how good it felt to have someone familiar with the area make arrangements for you and your guests! The little things count.

Each of us attends a fly-in for various reasons. Many will have a "trophy" aircraft and expect an honest and accurate judging for the category entered.

Others arrive to be with their buddies and friends who have similar or identical type aircraft. Type clubs are becoming an important factor in the activities of fly-ins where members can park together and swap ideas and stories. Just watch a group such as the Cessna 120/140 Club and see the action, fellowship and hospitality which are so much a part of their functions.

Many of us do not even own an aircraft to fit the particular "theme" of the fly-in , but we do love sport aviation as a whole and enjoy the collections of aircraft present at a fly-in. Photograph­ing the aircraft present, talking with the pilots, discussing general restoration projects and future intentions always make the fellow­ship portion of a fly-in an enjoyable event for not only yourself, but the people you talk with. Very rarely do you introduce yourself to someone at a fly-in who is not eager to answer your questions and share knowledge about his aircraft.

In summary, it is obvious that a successful fly-in is achieved through many factors . The little things that contribute to its success are the work of the volunteers who contribute their exper­tise and time to their particular group.

As long as each of us does our part as volunteers the entire event becomes the success that we all want it to be. Just remember that a successful event of any nature is not the accomplishment of one individual who may reluctantly receive the credit, but rather the help and assistance given by the many who want their organization to be liked, their event attended and enjoyed. •

VINTAGE AIRPLANE 3

~ewsU Compiled by Gene Chase

TRIBUTE TO EAA At a meeting at the National Air and Space Museum

on the evening of September 22, the program was devoted to EAA's activities. The meeting was jointly sponsored by the FAA and the National Aeronautic Association. Pic­tures of the Oshkosh Fly-In were shown to an audience of 300 people in the main auditorium of the museum. Paul Poberezny spoke and introduced the new EAA film by actor and singer John Denver. The meeting ended with a talk by Steve Wittman on his racing career, followed by a question and answer session.

FAA's Certificate of Commendation was presented to EAA members Gene Brown, George Lutz, Andy Prokop and David Scott for their participation in the past year and a half in the National Airspace Review exercise.

CORRECTIONS Two telephone numbers were incorrect in the Type

Club listing in the September 1983 issue of VINTAGE. The correct numbers are: Aeronca Aviators Club - 812/342­6878, and Aeronca Club - 414/552-9014. We apologize for any inconvenience this may have caused.

PROJECT SCHOOLFIGHT­STINSON

Parts are needed for a Stinson 108-3 being restored in a Project Schoolflight program by Fred W. Howard (EAA 176229, A IC 6538) at the Kelly Road Secondary School, 4540 Handlen Road, Prince George, B.C. V2K 2J8 Canada. The wind-damaged plane was purchased in Oregon for the program and will be a total rebuild from the airframe up. Needed are a RH aileron and 3 pc. engine cowl. Fred is seeking a source for used parts.

Fred and his wife Ann flew a Piper PA-17 Vagabond to Oshkosh '81 which had been built as a school project at the same school.

BENOIST FLYING BOAT ­70TH ANNIVERSARY FLIGHT

The City of St. Petersburg, Florida and the Pinellas County Aviation Historical Society are planning a celebra­tion to commemorate the 70th anniversary of the first flight of the first scheduled airline. On January 1, 1984, the replica of the Benoist Flying Boat will be flown from St. Petersburg to Tampa just as Tony Jannus did on January 1, 1914. Eddie Hoffman is scheduled to be the pilot.

There will be a cocktail party, banquet and dance at St. Petersburg's Whitted Airport on New Years Eve and a pancake breakfast the next morning. The Benoist flight will be at ten o'clock as it was 70 years ago.

A fly-in has been arranged as part of the celebration and all EAA members are invited to attend in their an­tiques, classics, and homebuilts. Many dignitaries are being invited and the event should attract national media coverage.

For further information contact Mrs. Pat Quinn, 649 Folsom St. So., St. Petersburg, FL 33707.•

MYSTERY PLANE

lar - although expensive - cabin trans­port, and even today presents a mod­ern appearance admired wherever surviving examples appear.

By George Hardie

The smooth lines of this month's Mystery Plane will probably provide a clue to its identity. Note the "X" license, possibly not evident in the published picture but can be sp-en on the original photo which was provided by George Goodhead of Tulsa, OK. The type became an extremely popu­4 NOVEMBER 1983

Answers will be published in the February 1984 issue ofThe VINTAGE AIRPLANE and should include as much specific information as possible. We offer no prize but the satisfaction of contributing to furthering our avia­tion knowledge.

The photo in the August 1983 issue of VINTAGE is the Applegate am­phibian produced by Ray Applegate in 1939 and acquired by Piper Aircraft for development early the following year. It was to sell for $2500 but the disappointing performance evidently discouraged Piper from proceeding to market it. References are found in Sportsman Pilot for January 15, 1940; Aero Digest, March 1940; Popular A v­iation, March 1940 and ·the book Mr. Piper and His Cubs. Correct answers were submitted by Russ Brown, Lynd­hurst, OH; Ted Businger, Willow Springs, MO; Dick Gleason, Austin, MN; George Mojonnier, Snohomish, WA; and Robert Peterson, Mahaffey, PA.•

(Photo by Marian Cavadlas) Tom Poberezny, EAA Aviation Foundation President addresses the group.

(Photo by Ted Koston) Aerial view of the new EAA Aviation Center. The wing extending to the left of the central tower will house the staff offices, library, etc. and the other wing contains the museum and restoration shop.

By Henry M. Ogrodzinski

This article is meant to convey some of the color and emotion at the dedication ceremonies of the EAA A viation Center for the EAA members who were not able to attend. To fully cover all of the events ofJuly 30th would require several issues ofThe VIN­TAGE AIRPLANE. All of us who were fortunate enough to be a part of the dedication have very special memories of that special day. We will always recall briefinterludes which lent themselves to the significance ofthe occasion. For instance, one EAA member vividly remembers meeting Cliff Robertson in the Aviation Center's Goldwater Conference area. The world-renowned actor was graciously signing autographs for a number ofyoung EAA volunteers who had helped to make the dedication ceremonies a success. Robertson looked up and gazed across the beautiful new facility and said, "Isn't this great!"

Future articles in VINTAGE will describe, in detail, both the museum and the conference areas of the A viation Center. The Center is, of course, the new home of the EAA International Headquarters, and that too will be described in the near future.

Thirty-one years ago, Paul H. Poberezny dramatically influ­enced the course of aviation history when he founded the Experi­mental Aircraft Association. For those of us who did not.lIttend that first, pivotal EAA meeting at Curtiss-Wright Field in Mil­waukee, it may be easy enough to imagine the elements involved in that charter gathering. There was certainly some good humor, a few moments of solemnity, and a quiet confidence in an unlim­ited future in what Paul has often referred to as "this vast ocean of air above us." The participants in that first EAA meeting could not have known that they were setting the pattern and standard for thousands of similar meetings around the world. Nor did Paul

VINTAGE AIRPLANE 5

(Photo by Marian Cavadias) Participants in the dedication ceremony applaud as Paul Poberezny closes his remarks. (L-R): Cliff Robertson, Audrey Poberezny, Paul Thayer, Barron Hilton and J. Lynn Helms.

Poberezny fully realize the impact that the EAA would have on the world of sport and recreational aviation.

July 30, 1983 was another such historic day ... a milestone in the chronicles of aviation . .. a new beginning. The dedication and preview opening of the EAA Aviation Center attracted many people from many places and all walks of life. They gathered together for a few hours during the 31st Annual EAA Interna­tional Fly-In Convention and Sport Aviation Exhibition to pay a very special tribute to personal flight and to celebrate the comple­tion of the new EAA Aviation Center. Those who attended the dedication represented, in spirit, the hundreds of thousands of people who have joined EAA since that first meeting in 1953. While EAA has always been an aviation organization, it has been, first and foremost, an organization of people working together in their love of flight.

For example, Senator Barry Goldwater, the Chairman of the National Steering Committee for the EAA Aviation Foundation's Capital Campaign, was scheduled to be the keynote speaker for the dedication of the EAA Aviation Center. However, the distin­guished Senator from the State of Arizona had recently undergone minor surgery and his recovery period prevented him from joining those who had gathered to celebrate the preview opening of the EAA Aviation Center. In the true spirit of EAA volunteerism, Barron Hilton, Chairman of the Board and President of Hilton Hotels Corporation and active EAA member, graciously stepped forward and accepted the role as keynote speaker.

EAA has never been nor ever will be a static organization. It has always dynamically sought to serve its membership and work with others who are interested in the promotion and development of aviation. The importance of people to EAA was eloquently stated by Barron Hilton during his dedication speech. He said in part, "The Experimental Aircraft Association has demonstrated that scores of dedicated people . .. supported by a strong member­ship ... can achieve great goals. Thirty years ago at the first EAA Convention, this would have seemed impossible. But like the progress of flight itself, EAA has <!lways reached beyond the horizon. The EAA Aviation Center is a tribute to the 'can-do' spirit of EAA. I salute you and the thousands who will visit here to learn and to be inspired by the glory of flight. Thanks to Paul and Tom Poberezny and the dedicated members of the Experimen­tal Aircraft Association, a dream has become reality."

In addition to Barron Hilton, the dedication attracted dig­nitaries and celebrities from throughout the world of aviation. Special guests included world-renowned actor, Cliff Robertson, who acted as Master of Ceremonies during the dedication; Sam

Johnson CEO of the Johnson Wax Company; Deputy Secretary of Defense Paul Thayer; aviation great Steve Wittman, Federal Aviation Administrator J. Lynn Helms; well known radio person­ality and EAA Aviation Foundation Director Bob Collins; and many others who participated in the dedication ceremonies includ­ing renowned aerobatic pilot Kermit Weeks, who was singled out by Tom Poberezny for "being among the first who took the steps necessary to help make our dreams a reality." Greetings and congratulations poured in from local, state and federal officials including a proclamation from President Reagan. In part, the President said, "This notable event serves as a fine expression of our nation's continuing great interest in the development offlight. The Center will preserve the triumphs of the pioneers, builders and dreamers of flight. I commend your organization's devoted efforts to promote safer and more enjoyable and economical per­sonal aviation throughout the world. Once again, congratulations on this milestone in the history of EAA, and may you have even greater success in the future. "

Master of Ceremonies Cliff Robertson noted that, "This is the day we get to the top of Mount Everest. This is the Walden Pond of aviation . . . a place to come and reflect. All migratory birds need a place to rest and this is it." The Academy Award-winning actor is also a writer and poet. During the dedication, he faced the crowd of fellow EAA members gathered around the replica of the Wright Flyer displayed on sand actually brought in from Kitty Hawk, and read a poem he'd written while enroute to Oshkosh. He dedicated it to "the museum and the dreamers behind it ... particularly Paul and Tom Poberezny."

Deputy Secretary of Defense Paul Thayer, who appeared in his flightsuit in anticipation of his airshow performance later in the day, was also a dedication speaker. He compared the EAA Aviation Center to the National Air and Space Museum in Washington, DC. "Although it (the National Air and Space Museum) is a little larger at the moment, I can envision a time when this museum will rival Washington's in variety and tone. Young Tom turned on his afterburner and the result is what we see here today." Thayer, of course, was referring to EAA Aviation Foundation President Tom Poberezny who was roundly praised as the guiding force behind the Aviation Center from its concep­tion through construction, to preview opening and dedication. "It has been my life for nearly three years," Poberezny said. "Today the dream of all EAA members and aviation enthusiasts world­wide becomes a reality."

While EAA members the world over have read a great deal about the new EAA Aviation Center, the facility must be seen in order to be truly appreciated. James Remington, Senior Vice President of Philip Morris USA, confided to an EAA member that when he received his invitation to the dedication ceremonies he assumed he was being invited to "another ground breaking." Philip Morris, through its subsidiary, the Miller Brewing Com­pany, made a substantial donation to the EAA Aviation Center during EAA Oshkosh '82 and Remington was absolutely thrilled as he approached the new complex with the Tower of Aviation gleaming in the sunlight. "I do not believe that there is another organization in the world that could have accomplished this."

Many members, including the business and industrial leaders who have been very important to the development of the Aviation Center, noted that the building was constructed in a phenomenally short thirteen months. It was a common occurrence to hear visitors describe the Center with such superlatives as "awesome," "mag­nificent," and "beautiful". However, it is completely evident that the EAA Aviation Center is not now all that it will become. It was for this reason that the opening which followed the dedication on July 30 was referred to only as a "preview". In fact, as conven­tion week progressed, small changes and improvements were made in many of the exhibit and display areas. The EAA Aviation Foundation staff is still in the process of moving aircraft to the Center from the EAA facilities in Hales Corners and Burlington, Wisconsin. A dedicated cadre of talented men and women is still designing and building displays and exhibits. Nevertheless, the stunning facility has received rave reviews from the tens of thousands who have toured it.

During the first eight days of the Aviation Center's official life which commenced on July 30, 1983, fifty-five thousand regis­tered convention attendees toured the facility. During the initial three weeks of the Center's operation, 92,000 visitors experienced the rich heritage of our aviation history in a truly unique manner made possible by the new EAA building. Informal visitor surveys found there was no disappointment in the minds of those present. All comments were extremely positive and many contributors

6 NOVEMBER 1983

(Photo by Marian Cavadias) Premier racing pilot S. J. "Steve" Wittman, former manager of Wittman Field (then called Winnebago County Airport) was very influencial in the moving of EAA's annual Fly-In/Convention to Oshkosh in 1970, and later, the selection of the site as the home of the Aviation Center.

said, "My donation was well spent!" In fact , upon seeing the concrete and steel result of the EAA Aviation Foundation's Cap­ital Campaign, many members took the opportunity to make a contribution. The most popular level of support was to "buy a brick" for the Charter/Contributor's Wall. Members and Chapters will have the opportunity to buy a brick (representing a pledge of $500 over a five-year period) until December 31, 1983. Many donors pointed out this was a rare chance to have their names or chapter numbers permanently displayed in a magnificent, world­class museum. Of course, pledges of any amount are welcomed and encouraged. Most visitors agreed with Paul Thayer and Tom

Hoving in their comparisons of the EAA Aviation Center to the National Air and Space Museum. Hoving, a former Director of the Metropolitan Museum of Art in New York, a commentator on ABC's "20/20" program, and editor-in-chief of CONNOISSEUR Magazine, was extremely impressed by the facility. In fact, he plans to spotlight the Center in a future issue ofhis publication.

The formal dedication took place within the museum before an audience of invited guests and convention attendees who were touring the facility for the first time. The official ribbon-cutting took place out-of-doors at 1:00 p.m. Many of the dedication speak­ers, including Barron Hilton, Father John MacGillivray, ClifT Robertson, Bob Collins, and of course, Paul and Tom Poberezny, took part in the ribbon-cutting. Hundreds of EAA members and dozens of media representatives were gathered in front of the building to witness and participate in this historic event.

The first few moments of the ceremony yielded a touching surprise, and no one was more surprised than Paul. As a United States Army Guard raised an American flag on the pole in front of the Aviation Center, Bob Collins informed Paul, and those who had assembled, that the flag was the same one which had draped the coffin of Peter Poberezny, Paul's father. Appropriately, Father MacGillivray then invoked a lovely, ethereal Prayer of Dedication.

As the ribbon was about to be cut, officially opening the new Aviation Center, the Foundation's faithful replica of the Spirit of St. Louis, flown by EAA Director, Captain Verne Jobst, swooped out of the beautiful blue sky. The Spirit, with the sun glinting ofT its wings, made a graceful low pass in front of the Aviation Center, circled for a second low pass, and with a wag of the wings, disappeared over the horizon . From that moment on, and for the rest of time, the EAA Aviation Center was open.

Undoubtedly, we will all read and hear more about the Avia­tion Center, its work, and the reaction of members and non-mem­bers alike to the awesome beauty ofthe facility and its remarkable exhibits. Most importantly, however, the work of the Experimen­tal Aircraft Association and the EAA Aviation Foundation will continue to expand with new programs and the continuation of those that have already been developed and nurtured.

As we move into the future, the EAA Aviation Center will have a far-reaching influence on all aviation enthusiasts and our future in the skies. These activities will be pursued without losing sight of EAA's initial goal of putting hands and minds to work improving the future of both aviation and society. We are enter­ing a whole new spectrum of activity. Together we have ac­complished what some thought to be impossible; and together we will continue to investigate, discover, preserve and protect our very special world of sport and recreational aviation. •

(Photo by Marian Cavadlas) Tom Poberezny presents Dorothy and Steve Wittman with two handsome commemorative plaques during the dedication of the Wittman Concourse. This concourse is a skywalk which spans the full length of the museum, permitting excellent viewing of the display aircraft suspended from the ceiling.

VINTAGE AIRPLANE 7

Alex Papana from Roumania flew aerobatics in this Bucker Jungmeister. It was later owned by Mike Murphy, then Bevo Howard, and now is in the National Air & Space Museum collection in Washington, D.C.

A KID;FV~~~ /1931 J\fctJ) tIiOllJlctJ)I !AlIi Ir ~ctJ)cce§

(Part 1 bf a 2 part article) By Ted Businger

(EAA 93833, Ale 2333) Rt. 2, Box 280

Willow Springs, MO 65793

(Photos from the author's collection)

S. J. "Steve" Wittman's Menasco "Pirate" powered Chief Oshkosh. Steve won the Davis Cup Race (397 c.i.d.) and placed 2nd in the Greve Trophy Race in this plane.

(Wm.

8 NOVEMBER 1983

Up through 1936, my Dad's job of selling planes pro­vided our means of attending the National Air Races. However, beginning in 1937, a more personal effort would be required on my part if I were to see the entire event. Grandpa offered a two-week stay at his home which was less than ten miles from the Cleveland (Ohio) Municipal Airport, the site of the races. This offer was eagerly ac­cepted!

Doug Davis' Wedell-Williams after his landing accident at Cleve­land. The damage could not be repaired in time to compete.

(Ben Dudas photo)

Rare photo of the Hisso-powered Robbins Racer. Reggie Robbins entered the 1937 Thompson Trophy Race but was a no-show.

On that first day, Grandpa accompanied me to the airport to see for himself exactly what created all this enthusiasm, and what, if any, problems might exist. After that one visit, he was content to let this "airport bum" go alone.

By this time, a crew of men were busy sealing the airport against gate crashers. They were also installing canvas tarps over the chain link fence around the airport perimeter, to insure that non-paying customers could not have a free look. All this work created a good deal of consternation among the racing crews as the pilots and mechanics had to be able to communicate and fine tune the race planes. The extra distractions certainly didn't help their concentration.

My immediate problem was to get onto the field and my astute observation revealed a solution to this dilemma. The terminal building was too busy to allow screening out everyone not having business with the airlines. My scheme was to closely follow legitimate passengers or delivery people into the lounge area, then make a quick trip to the john. To discourage any suspicious observer, after suffi-

Tony LeVier and the Flagg Racer with Harold Johnson's Ford Tri-Motor in baCkground. The Flagg Racer was damaged in a landing accident, knocking it out of contention.

cient time had passed, I would make a fast exit through the side door of the terminal and end up on the aircraft parking ramp. Other kids used different methods of entry. One thing that helped me was the great number ofV.I.P.s and adults with official airport business which made tight security very difficult.

I discovered that the hangar location was a good place to be during the first few days of preparation and testing, but it was too remote from the show area during the actual races. On one of those days I recall a Mr. Eiler C. Sundorph, a Cleveland pilot who had a plane he was grooming for the Bendix cross-country race. He was nearly finished with testing and debugging it. The Sundorph Special looked similar to a Luscombe enlarged to a four-place machine. The Jacobs L-4 engine would give it scant opportunity to win over the greater power used in several of the pure racing planes and the modified Seversky Pursuits. The Sundorph was a well thought out, solid design. With a little luck, it might possibly finish high enough to encour­age financial support, which seemed to be the intention. Mr. Sundorph was a rather quiet man of great determina-

Pilot Lee Miles, left and Leon Atwood with the ill-fated Miles and Atwood Special.

VINTAGE AIRPLANE 9

Wreckage of the Miles & Atwood Special after it shed its wings during a qualifying run. Lee Miles lost his life in the crash.

ENTR

Joe Mackey in the gold-colored Wedell-Williams "Comet" which was entered in the unlimited Thompson Trophy Race.

tion . This was in sharp contrast to the flamboyant Roscoe Turner or the carefree and colorful Joe Mackey or Lee Miles.

Near mid-week more race crews began to arrive , most towing trailers, with their partially disassembled race planes on board. As the racers arrived , the local aircraft hangared at Jim Borton's Sky Tech (and one other FBO whose name can't be recalled) were removed to a grass tie down area adjacent to the hangars. Eventually most ofthe hangars housed at least a few of the race crews. Some of the racers were tucked away on a space-available basis.

At Cleveland there were two ways for kids like me to observe the air race preparations; one was to stick near the haven of the hangar. The other was to devise a method of gaining entrance as a "gopher." To do this it was first necessary to select a harassed-looking mechanic. When the targeted individual emerged from the hangar, the kid went with him on his errand, volunteering to return the part(s) to him when the shop work was complete. This ploy worked great for me!

Near the end of the first week, a Seversky racer, prob­ably Frank Sinclair's, stopped to refuel, then it departed for Burbank, California to join with the other Bendix entries. That same afternoon Art Davis made a hot land­ing in his Wedell-Williams, "The Utican," resulting in a screeching ground loop that flipped the plane onto its back.

To prevent further damage the ship was put back onto its wheels, largely by the "Armstrong" method with a bunch of us kids helping. The rudder, cowl and prop needed

BENDIX TRANSCONTINENTAL RACE

Race No. Pilot Plane Color

4 Earl H. Ortman Marcoux -Bromberg (Keith-Rider R-3) Black/alum. cowl

13 Jacqueline Cochran BeechD17W Green

17 Eiler C. Sundorph Sundorph Spec. Alum./red trim 20 Milo Burcham Lockheed 12 White&Red 23 Frank Fuller, Jr. Seversky SEV-3 Alum./red trim 25 Joseph C. Mackey Wedell-Williams

"Comet" Gold 29 Roscoe Turner Turner-Brown-Laird

"Meteor" Alum. 63 Frank Sinclair Seversky SEV-3 Blue & yellow 64 BobPerlick BeechA17F 92 Art Davis Wedell-Williams

"Utican" Black & white

AMELIA EARHART MEMORIAL HANDICAP RACE

19 Edna Gardner Cessna Airmaster 71 Dorothy Munro Rearwin 75 Betty Browning Cessna Airmaster 77 Gladys O'Donnell RyanST 99 Annette Gipson Monocoupe

Genevieve Savage RyanST

DAVIS CUP RACE - 397 c.i.d.

Roger Don Rae Folkerts SK-2 "Miss Detroit" Red/black trim

2 Art Chester Chester "Jeep" Cream/green trim 11 George Dickson Loose Special Red&black 21 Clem Whittenbeck Hardwick-

Whittenbeck Red 44 Lee Miles Miles & Atwood

Spec. Green 111 S. J. Wittman Wittman "Chief

Oshkosh" Red/alum. cowl Tony LeVier Flagg Racer Orange & black

(Collect-Air Photo) Folkerts SK-2 "Miss Detroit" flown by Roger Don Rae in the Davis Cup and Greve Trophy Races.

10 NOVEMBER 1983

some work, which could have been done quickly, but the C.A.A. inspector insisted on a full fledged tear-down of all areas showing damage. Time would not allow such exten­sive repair, so the Wedell was shoved into a hangar for the remainder of the races. This had been Jimmie Haizlip's "Wee Winnie" in 1932 and had set the existing record for this race at 245 mph. Lee Gehlbach flew it in the 1938 Bendix. During WWII this magnificent thoroughbred was utilized as a school classroom project.

Some hours later, Tony LeVier came to grief with the Flagg racer (see The VINTAGE AIRPLANE, May 1980 for details). After dark a rumor made the rounds that Genevieve Savage had been killed near Presidio, Texas. Mrs. Savage was enroute to Cleveland to enter the Amelia Earhart Memorial Race, a competition for ladies only. Amelia and Fred Noonan had been lost somewhere in the Pacific two months earlier. Injust one day , the 1937 Cleve­land races were reduced by three aircraft.

By this time many of the planes had been assembled and early morning and later afternoon hours were the favored times for test hops, or course familiarization flights . S. J . Wittman's mighty Bonzo and test pilot Jimmie Taylor's Seversky SEV-2 are the first unlimited class race planes on the field.

Below are the entry lists for the various events at the 1937 National Air Races. The Thompson Trophy Races were always billed as "unlimited" events but in reality they were limited to 1830 cubic inches of engine displace­ment (c.i .d .).

LIST GREVE TROPHY RACE - 550 c.Ld.

Roger Don Rae Folkerts SK-2 "Miss Detroit" Red/black tri m

33 Marion McKeen Brown B-2 "Miss los Angeles" Red

49 Clarence McArthur Delgado "Flash" Black/white trim 52 Harry Crosby CrosbyCR-4 Alum. 70 Gus Gotsch Schoenfeldt-Rider

"Firecracker" Yellow/maroon trim 88 Frank Haines Haines "Mystery" Bronze/red trim

111 S. J . Wittman Wittman "Chief Oshkosh" Red/alum. cowl

301 Rudy Kling Folkerts SK-3 "Pride of lemont" Cream/red trim

THOMPSON TROPHY RACE - UNLIMITED

4 Earl H. Ortman Marcoux-Bromberg (Kieth-Rider R-3) Black/alum. cowl

6 S. J. Wittman Wittman "Bonzo" Red/alum. cowl 22 Reggie Robbins Robbins Racer 23 Ray Moore Seversky SEV-3 Alum./red trim 25 Joseph C. Mackey Wedell-Williams

"Comet" Gold 29 Roscoe Turner Turner-Brown-laird

"Meteor" Alum. 63 Frank Sinclair Seversky SEV-3 Blue & yellow 70 Gus Gotch Schoenfeldt-Rider Yellow/maroon trim 92 Art Davis Wedell-Williams

"Utican" Black & white Jimmie Taylor Seversky SEV-2 Alum.

301 RudyKling Folkerts SK-3 "Pride of lemont" Cream/red trim

Lambert 90 powered Loose Special flown by George Dickson.

(Harry Thorell photo) Sundorph A-1 "Special" with Jacobs engine, ownedlflown by Eller C. Sundorph. It was entered In the 1937 Bendix Trophy Race.

Art Chester's beautiful Menasco-powered "Jeep." This aircraft is now owned by the EAA Aviation Foundation and Is being rebuilt by AlC member Henry Proescher in Virginia Beach, VA.

VINTAGE AIRPLANE 11

Rudy Kling's Folkerts SK-3 "Pride of Lemont." Rudy's hometown was Lemont, IL.

The rules which governed the closed course contests allowed any plane of lower c.i .d. to compete in all higher displacement classes. Each contestant was required to complete a one-lap time trial over the appropriate course. These time trial speeds were then used to separate the planes into Group I and Group II qualifying races.

The racer with the highest qualifying speed was placed in Group I; the second highest speed went into Group II; the third highest into Group I, and so on until all positions were filled . The qualifying races were 50 miles in length. The average speed attained by each pilot in the qualifying race determined his starting position in the feature race for that class.

The system worked this way: assume that pilot "A" won the Group I race at 250 mph; pilot "B" was second at 230 mph; pilot "C" was first in the Group II race at 245 mph and pilot "D" was second at 240 mph.

In the feature race pilot "A" would have the pole posi­tion with "C" on his right, then "D," then "B," etc. Each race was limited to a maximum of 10 aircraft.

The starter for all closed course races was the old pro, Joe Nikrent. Prior to WWI, Joe and Eddie Rickenbacker were competitors on the auto racing circuit. The 397 c.i.d., 550 c.i.d. and the ladies races were flown on a five-mile rectangular course. Only the Unlimited Thompson Trophy Race plus the associated time trials and qualifying races were flown on the ten mile trapezoidal-shaped course. All races utilize the same number one and number four pylons with the start and finish line halfway between.

By Wednesday, September 1, two days before the first race, the atmosphere around the hangars was somber. Lacking was the joviality and "horseplay" that had been in evidence earlier. Attempts at jokes or pranks drew caustic comments. It was painfully evident that the pilots and crews were getting tense as opening day drew closer. This was especially true of those with problems which remained to be solved. We kids learned to keep our mouths shut and to run when complying with any request.

On September 2, the situation was nearly chaotic with work at a feverish pitch, especially in the problem areas. One of my tasks was to bring lunch from the touring vending truck to the mechanics, thus saving them some much needed time. Art Chester was still near his tool box that evening when at 6:30 p.m. , Lee Miles decided to try to better his qualifying time. Lee was one of the favorites and I watched his takeoff from close to Chester's "Jeep." He completed one lap and was pouring on the coal going into turn #1 when a wing let go. Mrs. Chester let out a stifled scream and Art just moaned "Oh God!" The left wing failed first, the ship snap rolled, then the right wing departed. The remainder corkscrewed into a nearby woods. Apparently the canopy had opened as Lee's derby hat and 12 NOVEMBER 1983

(Albanese photo) Earl Ortman and the Marcoux-Bromberg (Keith-Rider R-3) with a P&W Twin Wasp Jr.

a medallion were missing. The next day a youngster re­turned the derby which bore the autographs of most of Lee's friends . The medallion, if located, was never re­turned.

This sudden disaster left everyone at the airport shak­en. Lee Miles was a very daring pilot with a flair of showmanship which was completely natural for him. He was also one of the most fun loving.

The races started on Friday, September 3 with the opening ceremonies scheduled for 11:00 a.m. This would be the smallest crowd at the races and I secured a favorable vantage point on the fence line. By noon the remainder of the racers had completed their one lap time trials and brothers Cliff and Paul Henderson were to put on a first class air show.

The vending booths and grandstands were adorned with red, white and blue bunting. The booths, tents and johns were spaced to allow easy access from any grandstand area, with minimum inconvenience to paying customers. Many young men (and a few girls) were everywhere hawk­ing an endless supply of souvenirs, plus the inevitable program books. Cliff partially defeated these sales efforts by scheduling an extremely tight show schedule. As one performance would be ending, the succeeding act would be on takeoff. In order to see the entire show, the spectators couldn't take their eyes off this fast-paced action.

The opening and closing acts were Jimmie Lynch's "Hell Drivers," America's premier automobile stunt team. To some, they seemed out of place at the world's leading aviation event.

CliffHenderson always featured the very best aerobatic performers at the National Air Races and for many years he sent Al Williams to foreign countries seeking talent. The performers in 1937 were Alex Papana from Romania and Count Otto Von Hagenburg from Germany in matched Bucker Jungmeisters; and Canadian Dick Granere with a comedy routine, in a Curtiss-Wright Junior. The U.S. Aerobatic Champion, "Tex" Rankin, thrilled the crowd with the smooth flying of his beautiful Ryan ST. Mike Murphy performed takeoffs and landings in a Piper Cub from "The World's Smallest Aircraft Carrier" . . . a speeding auto, fitted with a special platform on the roof. Charles Abel flew a biplane glider in an extremely short routine. The most impressive act was Harold Johnson, using a lumbering Ford Tri-Motor as his mount. His routine was similar to Bob Hoover's Shrike Commander performance, but with the added stunt ofpicking up a handkerchiefwith the Ford's wing tip. After seeing him, you would still say, "It just can't be done!" Al Williams was previously injured in a fall in a railroad Pullman car which sidelined him and his beautiful Grumman "Gulfhawk." Clem Wittenbeck filled in for AI, flying a Great Lakes.

Frank Fuller's Seversky SEV-3. Frank won the 1937 Bendix In this plane. Later, Ray Moore flew It In the Thompson Race placing 6th.

Parachute jumps were interspersed throughout the pro­gram. The most breathtaking act was the 10,000 foot de­layed opening by Earl Stein and "Buddy" Batzell in a game of "chicken" with chutes. (A year later Earl lost his life when his bat wing outfit fouled his chute during a jump in France.) "Tot" Drayer performed a triple cutaway and a mass jump by 30 parachutists was a very pretty sight to see.

The teams of military fliers were also given time slots. The Army brought Consolidated P-30 Pursuits and the Navy demonstrated their new Grumman F3Fs. The Marine Corps was still in antiquated Vought Corsair bi­planes, but their "dive bombing" the field was a pretty fair attention getter. The Army's "Three Skylarks" were not quite as sharp as in earlier years. The military forte was demonstrating team effort and at the conclusion of their segment, each group flew over downtown Cleveland in a salute to the city and the the Great Lakes exposition which had been going on all summer.

One day nine B-17s flew over and on one pass they --cere so low and slow that the sun seemed to be blotted out for an instant. The size of those huge new bombers was awe-inspiring.

Immediately following each day's opening, a Parade of Flight was held. This was an opportunity for the manufac­turers to show off their newest models. The crowd (myself included) took a "ho-hum" view of this portion of the show but several aircraft were worth noting. The new Ryan SCW was nearly as beautiful as the ST. The Rearwin Speedster looked racy and sleek. The tri-geared Waco Model N was a disappointment as it lacked the grace of this staid company's other offerings.

Waldo Waterman had two Aerobiles present with one flying the pattern while the other drove in front of the stands (sans wings). Without tails, they were strange look­ing craft. Frank Hawks demonstrated the Gwinn Aircar which had to be about the ugliest plane ever built. It was ballyhooed as a safety plane. (Hawks and a potential cus­tomer were killed in it a year later.)

The balance of the aircraft were slicked up versions of earlier offerings. Today we travel hundreds, and even thousands ofmiles to see these same aircraft at fly-ins!

Another event at the '37 Races was the Ohio Air Derby, sponsored by Mr. C. G. Taylor of Taylor Cub and Taylor­craft fame . This was an efficiency contest patterned after the old Ford Reliability Tours. It was for light planes of 40 hp or less. As I recall, all entries were Taylorcrafts, Cubs and Aeroncas. We only saw them fly over the finish line on their flight from Akron, Ohio. E. A. Spillar placed first; Walt Graham, second; Carl McQuigg, third; R. H. Bell , fourth ; Jack Marchand, fifth; and the lovely Abbie Dill was sixth.. (To Be Continued Next Month)

Solid red Hardwlck-Whlttenbeck "H-W Special" flown by Clem Whlttenbeck In the Davis Cup Race. Power was an American Cirrus. .

(Race Cocking photo) Harry Crosby and his Crosby CR4 which was entered In the Greve Trophy Race.

srATEM ENTOF OWHE~::~E:'~NT AND CIRCULATIOH

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VINTAGE AIRPLANE 13

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BORDEN/THOMPSON AEROPLANE POSTERS

FROM THE 1930's Article Number 33

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By Gene Chase

Description of Curtiss Condor

The Curtiss Condor which the Curtiss Aeroplane and Motor Company recently built for the Army Air Corps is a two-bay biplane designed for bombardment purposes. Two Curtiss Conqueror water-cooled engines supply the motive power for the Curtiss Condor. This model is of 12 cylinders and is known as the Curtiss Model V-1570. Each engine develops 600 or more horsepower. These engines are geared in the ratio of 2 to 1, thus adding to their efficiency. Each engine complete weighs about 860 pounds. This is 1.43 pounds per horsepower.

The Curtiss Conqueror-Condor mounts six 30-calibre stripped Lewis machine guns, which are grouped at strategic points in batteries of two to command all points of attack by hostile pursuit planes. One pair is mounted in the nose of the fuselage , and one each in the two engine nacelles. This arrangement is said to eliminate all possible 14 NOVEMBER 1983

blind angles of approach. All three batteries can be swung to converge upon a point 200 feet directly below the plane. Any combination of bombs weighing 2,500 pounds, or even more, can be carried for offensive purposes. The Condor is equipped with six parachute flares , two wing tip flares and two landing searchlights beneath the nose of the fuselage .

With one engine completely switched off, the Condor has an absolute ceiling of 9,300 feet and a service ceiling of 5,000 feet. Its rate of climb on one engine is 140 feet per minute and its high speed under the same circum­stances is 85 miles an hour. Level flight can be main­tained with one engine at a maximum altitude of 9,000 feet. The pilot has 42 instrument gauges to supply him with exact information at all times. From his seat, the pilot can operate dump valves which, in case of emergency, empty each gasoline tank in 45 seconds.

Specifications Performance

Aerofoil section . . . . . . . . . . . . . . . . . . . . . . . . . . . .. C-72 Load factor .. . .. . . .. . . .. . .. .. . . .. . ... . .... . . 4.5 Length overall . . . . . . . . . . . . . . . . . . 47 feet, 41/2 inches Height overall . . . . . . . . . . . . . . . . . . . . 16 feet, 6 inches Span overall . . ......... .. . . ..... . .... . . .. 90 feet Wing area ..... .. . .... .. .. . ..... 1,496 square feet Fuel capacity . . . . . . . . . . . . . . . . . . . . . . . . . 444 gallons Oil capacity . . . . . . . . . . . . . . . . . . . . . . . . . .. 38 gallons

Weights

Weight empty (with 298 lbs. water) .... . 9,190 pounds Useful load ... ... ...... . .. . .. . ...... 7,358 pounds Gross weight . . . . . . . . . . . . . . . . . . . . . .. 16,550 pounds

High speed . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 130 mph Landing speed . . . . . . . . . . . . . . . . . . . . . . . . . .. 45 mph Cruising speed ........ . ... . .... . . ... .. . 104 mph Rate of climb . . . . . . . . . . . . . . . . . . 900 feet per minute Range, full throttle . . . . . . . . . . . . . . . . . . . .. 545 miles Range, cruising speed . . . . . . . . . . . . . . . . . .. 792 miles Service ceiling. . . . . . . . . . . . . . . . . . . . . . .. 15,700 feet Absolute ceiling .... . . ... . ........ . ... 17,700 feet

The Boeing P-26A Pursuit will be featured next month.

A, !

1

Al:RO 1>T4!:JT

•VINTAGE AIRPLANE 15

MEMRERS~ PROJI~(jTS This section of The VINTAGE AIRPLANE is dedicated

to members and their aircraft projects. We welcome photos along with descriptions, and the projects can be either completed or underway. Send material to the editor at the address shown on page 3 of this issue.

Dear Gene: I thought I would let you know of the completion of the

restoration of my Travel Air N13906. The first flight after completion was June 4, 1983.

It's a 1929 model B-4000 which originally was powered by a Wright J-5 . It now has a Wright J-6-7 of235 hp which effectively changes it to a Model 4-D. The plane was at Peter Bryn's in Dazey, North Dakota until August of1982, when I purchased it and transported it home to Florida to restore it.

It had been converted to a duster/sprayer in 1948 by George Disinger of Jonesboro, Arkansas. After Peter bought the airplane and it was delivered to him at Dazey, he overhauled the engine, disassembled the plane and put it into storage. These facts made it a good candidate for restoration as the airframe was in very good condition. The major bulk of the work was in the conversion back to standard category from the duster configuration.

I can also vouch for the quality of workmanship put out by George Disinger and his crew during their conver­sion in 1948. It was done very professionally and most of

LETTERS Dear Mr. Chase:

I am a member of EAA and Antique/Classic Division and I do enjoy reading SPORT AVIATION and The VIN­TAGE AIRPLANE. Both publications are the best in the field for my money.

I would like to suggest that you publish the Overhaul Manuals and the Lycoming 0 -145 and Continental A-40 engines in the pages of VINTAGE. These manuals are very hard to come by and there are quite a few of the engines still around. The owners are hard pressed to find someone capable ofoverhauling or even understanding the older engines.

I feel that EAA must have these manuals in their library. Perhaps you could reprint them in three or four issues of the magazine.

Respectfully yours, Burly R. Page (EAA 147162, AlC 6684) P.O. Box 1640 Durham, NC 27702

There are several commercial sources for reprints ofhun­dreds ofaircraft and engine manuals including both ofthe above. The reproduction was excellent on the examples we've seen and the cost reasonable. Contact the following for a catalog: ESSCO, Mail Order Division, Shawnee Air­ways, Akron Municipal Airport, Akron, OR 44306-9990. Tel. 2161733-6241 .

Dear Buck Hilbert: I received a copy of the June 1983 issue of The VIN­

TAGE AIRPLANE recently through a friend who is a member. As an "L" plane owner I was most interested in your fine article and I look forward to more of the same.

Enclosed are several photos of my L-38 produced for the U.S. Army on 6/24/43. This aircraft was issued U.S. Army SIN 48-25857 and built by Aeronca as SIN 05839943.

The aircraft is restored in the original Army scheme including a trailing wire antenna. It flies beautifully and

16 NOVEMBER 1983

the wood was beautifully preserved by George's own con­coction of "line oil."

He is still active, by the way. Although he is 70 some years old, he has built a Travel Air for himself practically from scratch and can hardly wait to get it flying (if he hasn't by now).

My plane burns about 14 gph with the Wright and cruises about 105 mph at 1700 rpm or 115 mph at 1800 rpm ... not bad at all! It has excellent flying qualities that one has to experience to believe. It's really nice and I love it.

Sincerely, Martin Lowe (EAA 82007, AlC 1661) Rt. 2, Box 349G Hancock Road Sarasota, FL 33582

W. J. Crooke in his Aeronca L-3B.

usually fires off at the first pull of the propeller, especially when it's cool.

It is my understanding that the L-3B was used in combat only in the Pacific Theater. I would be interested in any research that you do on this subject.

Once again, thanks for a super "L" plane article - I look forward to more.

Sincerely, William J . "Bill" Crooke 239 Crestmont Avenue Norman, OK 73069 •

CALENDAR OF EVENTS NOVEMBER 1.20 - MIAMI. FLORIDA - Eighth Annual Harvest Festival

Antique Aircraft Exhibition. Sponsored by Historical Association of Southern Florida. At Tamiami earl< at Coral Way and 112 Avenue. For more informa­tion contact 305/558-2853 or 854-3289.

JANUARY 1 - ST. PETERSBURG, FLORIDA - 70th Anniversary of First Flight of First Scheduled Airline. Cocktail party, banquet and dance at Albert Whitted Airport on New Years Eve and pancake breakfast next morning. Replica Benoist Flying Boat will takeoff at 10:00 from SI. Petersburg to Tampa. For further information contact Mrs. Pat Quinn, 649 Folsom St. So., St. Petersburg, FL 33707.

MARCH 11-17 - LAKELAND, FLORIDA - Sun 'n Fun Fly-In. Join us for the 10th Anniversary of EAA's Spring Celebration of Flight. Contact Fly-In Office at 813/644-2431 or 8131665-6374, 8131644-93 9. 813/665-7955.

JULY 28 • AUGUST 4 - OSHKOSH, WISCONSIN - 32nd Annual Fly-In Convention. Start making your plans now to attend the World's Greatest Aviation Event. Contact EM, P.O. Box 229, Hales Corners, WI 53130.

E TER

The Past, Present, and Future of Aviation will unfold for you. The EAA Aviation Center is a tribute to the men and women who have made per­sonal flight possible and a proud salute to you, the members of the world's greatest aviation organization.

A bold new concept in museum design, using the modern magic of Audio-visual Technology offers the entire family the experience of flight.

... We Put It Together To Set You Apart

Paul & Tom Poberezny

Fly or drive to the EAA Aviation Center at Wittman Field in Oshkosh (just off Hwy. 41).

8:30 a.m. to 5:00 p.m. Monday through Saturday 11 :00 a.m. to 5:00 p.m. Sundays Closed on Easter, Thanksgiving, Christmas and New Years Day Guided group tour arrangements must be made two weeks in advance.

DEDICATED TO THE EDUCATION , HISTORY AND DEVELOPMENT OF AVIATION

FLYING AND GLI DER MANUALS

1929, 1930. 1931 1932,1933

2.50 ea. SEND CHECK OR MONEY ORDER TO :

EAA Aviation Foundation, Inc. Box 469 Hales Corners, WI 53130

Allow 4-6 Weeks For Delivery Wisconsin Residents Include 4% Sales Tax

THE JOURNAL OF THE EARLY AEROPLANE

S.I\MPLE ISSUE $4 15 CRESCENT RD. POUGHKEEPSIE, N.Y. 12601

----------CLASSIFIED ADS---------­Regular type, 50~ per word; Bold Face, 5~ per word; ALL CAPS, 60¢ per word. Rate covers one insertion, one issue; minimum charge, $8.00. Classified ads payable in advance, cash with order. Send ad with payment to Advertising Department, The VINTAGE AIRPLANE, P.O. Box 229, Hales Corners, WI 53130.

ACRO SPORT - Single place biplane capable of un­limited aerobatics. 23 sheets of clear, easy to follow plans, includes nearly 100 isometrical drawings, photos and exploded views. Complete parts and materials list. Full size wing drawings. Plans plus 88 page Builder's Manual - $60.00. Info Pack - $4.00. Super Acro Sport Wing Drawing - $15.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/ 425-4860.

ACRO II - The new 2-place aerobatic trainer and sport biplane. 20 pages of easy to follow, detailed plans. Com­plete with isometric drawings, photos, exploded views. Plans - $85.00. Info Pac - $4.00. Send check or money order to: ACRO SPORT, INC., P.O. Box 462, Hales Cor­ners, WI 53130. 414/425-4860.

POBER PIXIE - VW powered parasol - unlimited in low, cost pleasure flying . Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 31f2 gph at cruise setting. 15 large instruction sheets. Plans - $45.00. Info Pack - $4.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/ 425-4860.

DAVIS WANTED, FLYING OR BASKET CASE. HAROLD BUCK 404/322-1314 NIGHT, BOX 868, COLUMBUS, GEORGIA 31902.

BONANZA, '47, Serial No. 31, 1600 SMOH. $9,800, Bill Jordan 214/298-0317.

PLEASE HELP - Wanted - Wright J-4 Whirlwind parts or complete engine for Travel Air 4000 I am rebuilding. Don Noonan, 1620 Catalina Avenue, Seal Beach, CA 90740. Call collect 213/598-6338.

STAINLESS STEEL SCREWS. Finest quality now avail­able at discount prices. Free catalog. Bemco Aero, 1098 Sharonton Dr., Stone Mountain, GA 30083, 404/294-7670.

BOOKS FOR AIRCRAFT DESIGNERS, RESTORERS. OUT-OF-PRINT AND CURRENT_ STATE SPECIFIC NEEDS. 4000+ ITEM CATALOG $2.00. JOHN ROBY, 3703Y NASSAU, SAN DIEGO, CA 92115.

WRIGHT R760 ENGINES, OSMOH OR RUNOUT, NOW AVAILABLE. ALSO GOOD SUPPLY OF NEW PARTS. 305/886-3180.

MEMBERSHIP INFORMATION • Membership in the Experimental Aircraft Association , Inc. is $25.00 for 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 19EAA years of age) is available at $15.00 annually. Family Membership is available for an additional $10.00 annually.

• EAA Member - $18.00. Includes one year membership in EAA Antique-Classic Division , 12 monthly issues of The Vintage Airplane and membership card. Applicant must be a current EAA member andANTIQUE· must give EAA membership number.

• Non-EAA Member - $28.00. Includes one year membership in the EAA Antique-Classic Division , 12CLASSIC monthly issues of The Vintage Airplane, one year membership in the EAA and separate membership cards. Sport Aviation not included.

lAC • Membership in the International Aerobatic Club, Inc. is $20.00 annually which includes 12 issues of Sport Aerobatics. All lAC members are required to be members of EAA.

• Membership in the Warbirds of America, Inc. is $25.00 per year, which includes a subscription toWARBIRDS Warbirds Newsletter. Warbird members are required to be members of EAA. • Membersh ip in the EAA Ultralight Assn . is $25.00 per year which includes the Ultralight publication

ULTRALIGHT ($15 ~. additional/or Sport Aviation magazine). For current EAA members only, $15.00, which includes UltralIght publicatIOn .

• FOREIGN MEMBERSHIPS: Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn .

MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED. ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWING ADDRESS:

P.O. BOX 229 - HALES CORNERS, WI 53130 - PHONE (414) 425-4860 OFFICE HOURS: 8:30 - 5:00 MONDAY-FRIDAY

1 B NOVEMBER 1983

STITS POLY-FIBER • IS THE WORLD'S ONLY COMPLETE FABRIC COVERING

SYSTEM APPROVED BY FAA UNDER AN STC AND MANUFACTURED UNDER AN FAA-PMA,

• WILL NOT SUPPORT COMBUSTION.

• WITH POLY-FIBER FINISHES, WILL NEVER RINGWORM, CHECK OR PEEl.

• IS THE LIGHTEST COVERING METHOD APPROVED UNDER AN FAA-STC.

• IS THE MOST ECONOMICAL, CONSIDERING THE YEARS OF TROUBLE FREE SERVICE,

• SAMPLE OF OUR NEW HIGH STRENGTH, LIGHT WEIGHT, SMOOTH FABRIC STYLES, WOVEN FROM SECOND GENERATION POLYESTER FILAMENT.

• NEW 68 PAGE MANUAL #1, REVISION 13, WITH DETAILED INSTRUCTIONS FOR FABRIC COVERING, REFINISHING FABRIC SURFACES, AND PAINTING AIRCRAFT FOR CORROSION CONTROl.

• LATEST CATALOG AND DISTRIBUTOR LIST.

l?~LIV~ (He (7()L[)~~ ~l?~ "I AVIATI()~

Jacket - unlined tan poplin with gold and white braid trim. Kn it waist and cuffs. zipper front and slash pockets. Antique/ Classic logo patch on chest. Sizes - XS through Xl ........... $26.95 ppd

Cap - pale gold mesh with contrasting blue bill , trimmed with gold braid. Antique/Classic logo patch on crown of cap. Sizes - M and l (adjustable rear band) ........ .. . $ 6.25 ppd

Antlque/ C ....lc Patche. large - 4Yi' across ....... ..... . . $ 1.75 ppd Small - 3V4 ' across .......... .... $ 1.75 ppd

AntIque/ CI..llc Decal. ­4" across (shown left) . . . . $ .75 ppd

Avanable Beck Illue. of The VINTAGE AIRPLANE 1973 - March through December 1974 - All are available 1975 - All are available 1976 - February through April, August through December 1977 - January through June, August through December 1976 - January through March, August, October th rough December 1979 - All are available 1960 - January, March through July, September through December 1961 -- All are available 1962 - February, May through December 1963 - January through October

Per Issue ................ .. ................... .. ............ $1 .25 f'pd lindbergh Commemorative Issue (July 1977) ... . . .... . . . . . . ... $ 1.50 ppd

Classic owners! Interior looking ahabby?

Finish it right with an airtex interior

Complete interior assemblies for do-it-yourself installation.

Custom Quality at economical prices .

• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat Slings • Recover envelopes and dopes

Free Catalog of complete product line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.

~

et .,?rQlr ex products, inc . 259 Lower Morrisville Rd., Dept. VA Fallsington, PA 19054 (215) 295-4115

7

Send check to: EAA Antique/CI••llc DtvllIon, Inc.

P.O. Box 229, Hale. Come,., WI 53130 Allow 4-6 Weeks for Delivery

Wisconsin Residents Include 5% Sales Tax

VINTAGE AIRPLANE 19