Vintage Airplane - Apr 1988

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by  Bob  Lickteig 
More heartbreaking news.
I realize that some of this material
was published in the NC News column
of the March issue of THE VINTAGE
AIRPLANE, but I feel it is important
enough to call to your attention again.
Remember the old saying going
around the aviation community - by
the time you can afford to purchase a
restored antique or classic aircraft -
you are probably too old to fly it. That
may be more true than you think.
In the current Waco Pilot, the club's
newsletter, Ray Brandly of the Na-
tional Waco Club makes the statement ,
"Wacos being sold into oblivion."
The newsletter continues, "We usu-
ally begin the first issue of a new year
with pleasant memories of all the
beautiful Wacos that were restored,
flown and displayed the previous year.
It now appears that there will be at
least five of these that will not fly
Take the case of a newly restored
UPF-7 which was totally destroyed
when the new owner fell asleep and
gradually flew it into the ground on his
way home. How do you fall asleep in
an open cockpit with a round engine
barking in your ear?
We can all remember the perfectly
restored HRE (one of three in the
world) that was displayed at Oshkosh
' 86 and '87. This rare bird was exten-
sively damaged during a ground loop
by the new owner.
All Waco lovers know the Model
RNF and it was a sad day when one
suffered major damage. The new
owner ground looped on his first land-
2 APRIL 1988
ing en route home. A qualified co-pilot
probably could have prevented this.
Another case, a YKS-7 was flown
on a demonstration flight for a prospec-
tive new owner when apparently fuel
starvation caused a forced landing on
a golf course resulting in major dam-
A new owner was being checked
out in a ZKC-S by an incompetent
instructor. Evidence points to landing
gear damage on a previous landing and
a landing speed of at least 20 to 30
mph faster than normal. Again major
Did you count them? That's five
prestigious aircraft that were lost in
one year, and all indications point to
pilot error.
George York, secretary/treasurer of
the Staggerwing Club reports the fol-
lowing similar cases that also could
have been prevented.
Casel :
"A well-qualified tailwheel pilot
purchased a Staggerwing but when he
went to pick it up the seller was on
another business call . The new owner
wanted to get going to be home before
dark, so he departed without a check-
"The new owner decided to land on
a sod field nearer home as dusk ap-
proached. The electrically retractable
gear didn't go all the way down and to
the surprise of the pilot the manual
crank handle turned very, very easily,
in fact it spun freely and the gear didn't
move. The pilot made a good landing
considering the situation and the plane
needed a new prop, slide tubes and
some sheet metal work. Had the new
owner gotten even a cockpit checkout
he would have been aware that the
landing gear crank has TO BE EN-
GAGED by pushing inward on the
handle against the spring.
This is an example of a competent
pilot, a good airplane and a weak
motor or dirty slide tubes causing a
real problem.
Case 2:
"An experienced former military
pilot purchased a Staggerwing at a
large fly-in, intending to fly it home.
Another well-known Staggerwinger
advised the new owner that the slide
tubes were very dirty (plane had sat a
while) and that he should clean and
lubricate them before flying if the gear
was to be raised or lowered . This was
ignored! On the first landing on the
way home the gear failed to extend
completely. The result was a partial
wheels-up landing. The plane needed
a new prop and other repairs.
Case 3:
"Two experienced IFR pilots picked
up a good D l7S on the coldest day of
the year. The engine was preheated
and the pair left for home.
"The weather was IFR and the
airplane was IFR equipped although
not certified. The first indication of
trouble was the smell of electrical
smoke while in instrument conditions.
The pilots made a successful
emergency landing with the crash
equipment standing by.
"The cold weather apparently forced
the gear motor into overload, and the
gear didn't retract fully. On some
Staggerwings it is necessary to hand
crank one or two notches (a fraction of
a tum) to ensure that the gear is com-
pletely retracted and the gear motor is
turned off. In this case the gear motor
continued to run and the circuit break-
ers failed to open, causing an electrical
I have been through the problem of
selling a restored antique . When the
prospective purchaser is standing there
with a cashier's check in his hand and
no arguments, it's difficult to say no .
I also know it is difficult to tell the new
owner he should have a competent
pilot help him fly his new purchase
home, and then spend the time to get
a proper checkout. This would be clas-
sified as negative selling - but it
might prolong the life of your airplane .
One of the objectives of our EAA
Antique/Classic Division is to restore
and preserve these priceless aircraft.
Perhaps a little discretion on our part
when selling them will go a long way
to fulfilling this objective.
We're better together - welcome
aboard , join us and you have it all. •
APRIL 1988evol. 16,No.4
Tom Poberezny
Mi keDrucks
Norman Petersen
GeorgeA. Hardie, Jr.
Denni s Parks
JimKoepni ck
Carl Schuppel
President VicePresident
R.J.Lickteig M.C."Kelly"Viets
1718Lakewood RI.2,Box128
AlbertLea,MN56007  Lyndon,KS66451
507/373-2922 913/828-3518
Secretary Treasurer
GeorgeS.York E.E."Buck"Hilbert
181 SlobodaAve. P.O.Box145
Mansfield,OH44906 Union,IL60180
419/529-4378 815/923-4591
JohnS.Copeland PhilipCoulson
9JoanneDrive 28415SpringbrookDr.
Westborough,MA01581 Lawton,MI49065
617/366-7245 616/624-6490
WilliamA.Eickhoff StanGomoll
41515thAve.,N.E. 104290thLane,NE
SI.Petersburg,FL33704 Minneapolis,MN55434
813/823-2339 6121784-1172
DaleA.Gustafson EspieM.Joyce,Jr.
7724ShadyHillDrive Box468
Indianapolis,IN46278 Madison,NC27025
317/293-4430 919/427-0216
ArthurR.Morgan GeneMorris
3744North51stBlvd. 115CSteveCourt,R.A.2
Milwaukee,WI53216 Roanoke,TX76262
414/442-3631 817/491-9110
DanielNeuman RayOlcott
1521 BerneCircleW. 104Bainbridge
Minneapolis,MN55421 Nokornis,FL34275
612/571-0893 813/488-8791
S.H. "Wes"Schmid
2359 LefeberAvenue
Wauwatosa,WI 53213
S.J. Wittman
7200S.E.85th Lane
RobertC."Bob"Brauer JohnA.Fogerty
9345S.Hoyne RR2,Box70
Chicago,IL60620 'Roberts,WI54023
3121779-2105 715/425-2455
Copyright"' 1988bythe EAAAntique/Classic Division, Inc. All rights reserved.
FRONT COVER ...Cruising over the lush Wisconsin farm land in P
their restored Piper PA-12 "Super Cruiser" are Bill Juranich at the age18
controlswith JoeJuranichin the rear seal. Seepage 17forthestory
ofthis 20yearrestoration. (Photoby Carl Schuppel)
BACKCOVER •..BOEING B-1. Having built HS-2Lliying-boatsfor
the Navy, Boeing decided to produce a similar type for commercial
use.The B-1 poweredbyaLibertyengineappearedin 1919andwas
soldto EddieHubbardwhowasthefirstprivatecontractorpaidbythe
governmenttocarryUnitedStatesMail.Hisroutewasfrom Seattleto
Itwasretiredeightyearslaterafterwearingoutsix enginesandliying
350,000 miles. It isnowowned bytheSeattleHistorical Society. Can
anyoneexplaintheregistration letters?
trademarks of the above associations and their use by any person other than the above associations is strictl y
solelythoseofthe authors.Responsibilityforaccuracyin reporting restsentirelywith thecontributor. Materi alshould
besentto:Editor,TheVINTAGE AIRPLANE,Wittman Airfield. Oshkosh.WI 54903-3086. Phone:414/426-4800.
The VINTAGE AIRPLANE (ISSN 0091-6943) is publ ished and owned exclusivelyby EAA Antique/Classic DiviSion,
Inc.ofthe ExperimentalAircraftAssociation, Inc.and ispublished monthlyatWittman Airfield,Oshkosh,WI 54903·
3086. Second Class Postage paid at Oshkosh. WI 54901 and additional mailing offices. Membership rates for
EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is
forthepublication ofTheVINTAGE AIRPLANE.Membership is opento all who are interested in aviation.
ADVERTISING- Antique/ClassicDivisiondoesnotguaranteeorendorseanyproductofferedthroughouradvertis-
ing. Weinviteconstructivecriticism and welcomeanyreportofinferiormerchandiseobtainedthroughouradvertiSing
sothat corrective measurescan betaken.
Postmaster:SendaddresschangestoEAAAntique/ClassicDivision,Inc., WittmanAirfield,Oshkosh,WI54903-3086.
2 StraightandLevel/byBobLickteig
4 AlCNews/byMarkPhelps
5 TypeClubActivities/byMarkPhelps
6 Calendar
7 LetterstotheEditor
8 WelcomeNewMembers
10 ACatalystHazard/fromFlightSafety
11 AGatheringoftheClan/byRonaldFerraro
13 ToMoscowandBack/byBillAllen
14 TheTimeCapsule/byJackCox
16 VintageSeaplanes/NormPetersen
17 20YearRebuild/byNormPetersen
20 VintageLiterature/byDennisParks
22 OurLastProject-Really!PartTwo/
28 MysteryPlane/byGeorgeHardieJr.
29 VintageTrader
RobertD."Bob"Lumley StevenC.Nesse
Nl04W20387 2009HighlandAve.
WillowCreekRoad AlbertLea,MN56007
Colgate,WI53017 507/373-1674
Compiled by Mark Phelps
Antique/Classic Parade of Flight-
Oshkosh '88
The annual Antique/Classic Parade
of Flight for Oshkosh '88 will be
staged Monday, August I as the main
event of the afternoon air show. The
only other air show acts will be the
individual aerobatic routines which
will follow the parade. There will also
be a fly-by time reserved for the past
Antique/Classic champion aircraft that
attend Oshkosh '88.
Since the parade is scheduled for
Monday , Chairman Phil Coulson will
contact members who have previously
flown in the event for registration
through the mail. The event this year
is planned to be the largest in our his-
tory. If you are not contacted and you
wish to participate, check in at An-
tique/Classic Headquarters by Sunday
July 31 for details. Briefing for the
parade will be at A/C Headquarters at
1 :00 p.m. Monday August I. For more
information, contact Phil Coulson,
28415 Springbrook Drive, Lawton
Michigan, 49065. Tel. 616/624-6490.
Oshkosh '88 River Boat Cruise
The EAA Antique/Classic Division
will again sponsor the annual River
Boat Cruise on Saturday evening July
30 during Oshkosh '88, sailing at 8:00
p.m. from the Pioneer Inn dock.
To ensure a comfortable evening for
all, ticket sales will be limited to 220
persons aboard the Valley Queen II.
To give everyone an opportunity to
purchase tickets, the committee has
arranged for the advanced sale of tic-
kets through the mail. The price is
$18.50 per person for the 2 I!2-hour
cruise and the Paddle Wheel buffet
(beef and chicken with all the trim-
Advance orders for tickets must in-
clude a check in the complete amount,
made payable to EAA Antique/Classic
Division. Include a S.A.S.E. and mail
to Jeannie Hill, EAA Antique/Classic
River Boat Cruise chairman, P.O. Box
328, Harvard, Illinois 60033. Do not
send to EAA Headquarters.
Ticket orders must be received by
June 15 and the tickets will be sent in
the S.A.S.E. by July 1. Tickets not
sold through the mail will be available
on a first-come basis at the A/C Head-
quarters Red Barn at Wittman Field,
Oshkosh '88. The tickets will go fast
so be sure' to order earl y !
EAA Air Academy Series Opens
The Premier EAA Air Academy
Weekend was presented last January
in Frederick, Maryland, home of the
A VEMCO Insurance Company, na-
tional sponsor of the Academy prog-
ram . Dedicated volunteers and eager
youth "shared the skills and lore of
aviation" in an abbreviated version of
the 16-day program held at the A via-
tion Center each summer. The program
consists of three activity areas includ-
ing classroom and hands-on experi-
ences with full-size aircraft compo-
nents and aeromodeling.
The concept of having Air Academy
activities across the nation has grown
rapidly beyond the Headquarters-led
programs planned for this year in Min-
neapolis/St. Paul, Indianapolis , Tulsa,
Toronto and the Sun ' n Fun site. A
plan is being developed for representa-
tives from EAA Chapters across the
nation to be trained in the presentation
of similar programs that will be pre-
sented on an on-going basis.
A special thank-you to the AV-
EMCO insurance companies, the
Academy of Model Aeronautics, the
Frederick Community College and the
many volunteers who stepped forward
to share their love of aviation with the
next generation.
- Chuck Larsen, education director.
EAA Air Academy Scholarship
Applications Now Available
Contact the Education Office at the
EAA Aviation Center to help your
youngster or someone you know enjoy
the aviation experience of a lifetime at
EAA Air Academy '88 and/or explore
the possibility of securing financial
support for their pursuit of aviation
and career goals. Contact Education
Director, Chuck Larsen, EAA A Via-
tion Foundation, Wittman Airfield,
Oshkosh, Wisconsin, 54903-3065 . Tel
Mystery Plane Uncovered
Word comes from Don O'Heame of
Moose Jaw, Saskatchewan that an
Eastman Model E-5 Sea Rover has
been located in a bam in Cowichan
Valley. The Sea Rover was featured as
the Mystery Plane in last September's
The Vintage Airplane. Only five were
built by the Detroit Aircraft Company
before production was halted in 1929.
According to a Victoria Times arti-
cle, Roy Bames of Duncan, Saskatche-
wan was preparing to tear down an old
bam on his property. It seems that
there was some sort of old airplane in
the bam and Roy started to haul the
hulk off to the dump when it occured
to him that someone might find it of
value . David Maude, curator of the
Commonwealth Military Aviation
Museum at Pat Bay , did indeed jump
at the chance to save a rare vintage
All five Sea Rovers were sold to the
Columbia Development Company, a
Toronto-based mineral exploration
firm. The seaplanes were fitted with
canopies and participated in the hunt
for gold in the northern lakes and riv-
ers-a hunt that was largely unsuccess-
ful and the planes were sold. Maude
believes that the airplane found in Dun-
can was CF-ASV. Its registration
lapsed in 1935 and was last known, in
1939, to be stored in Alice Farm, well
up the coast from Duncan. How it
would have found its way south no one
yet knows, but its clear that the
airplane was in the bam for some time.
The farm was once owned by Martin
Braden, a sawmill operator who sold
the land and buildings to Barnes'
father: Braden had the engine running
about 25 years ago , according to what
Barnes was told, but the engine was
then disassembled and laid out on a
bench where it remained ever since.
"Lots of people knew it was in there
but nobody gave it much notice," said
Barnes about the airplane. Maude and
a team from the museum were able to
recover the magnetos, connecting
rods, camshaft and some gears from
the dump and a surprising amount of
the airframe is intact. The plywood
and metal hull was long since stripped
and burned but will be easy to repro-
duce from drawings-a good summer
project for museum volunteers. "You
could almost call this the find of the
decade," said Maude, "[the parts] have
been sitting in this bam for about 50
The flying boat's six-cylinder Cur-
tiss Challenger engine produced 185
hp. The Sea Rover exhibited "sprightly
behavior" according to Juptner's U.S .
Civil Aircraft. becoming airborne at
maximum take-off weight in 12 sec-
onds and performing well on the water.
An amphibious version was built later
incorporating retractable wheels which
cut down on performance and useful
It's also gratifying to know that
Barnes was pleased to donate the ultra-
rare airplane to the museum with no
strings attached. "They said I've got a
lifetime pass," he said, "I'm happy
with that.".
4 APRIL 1988
- - -
~ I~ y p   ClubActivities 
From Coupe Capers, the Ercoupe
- One technique used on airplanes
with fixed pitch props exhibiting poor
performance involves removing the
paint from the prop. Small imperfec-
tions in the surface of the prop cause
dimples in the paint especially if sev-
eral coats of paint have been overlaid
in years past. These disturb the surface
enough to reduce the aerodynamic effi-
ciency of the blades. Taking all the
paint off (using paint thinner) and re-
priming and repainting with a light
coat may yield a surprising improve-
ment. One aircraft gained 100 rpm
after receiving this treatment.
- The Mooney MI0 Cadet is the
only airplane of the Ercoupe series to
have differential braking, with each
brake pedal using its own master cylin-
der. The cylinders were built to be
"throw-away" types, to be discarded
when worn. Unfortunately, since the
Cadet has been out of service for 15
years the cylinders are no longer avail-
able. Bob Elliott was faced with this
problem and found that disassembling
the cylinder and replacing the worn
teflon ring with a standard O-ring
worked fine.
- Coincidentally, four Ercoupes en
route to the same event had problems
with fuel leakage. One had gas spillage
out of the nose tank cap and spraying
on the windshield; two had a problem
with fuel venting around the caps of
the wing tanks; and one developed a
fuel leak heavy enough that the pilot
made a hasty landing shortly after take-
off. Fuel was said to be standing in the
belly of the aircraft and running out of
the fuselage drain hole. Another pilot,
upon hearing of these problems, found
a fuel line cracked or coroded through
and dripping gas on his transponder.
The fuel system is the most vulnerable
system on your airplane so spend some
time examining it. The fuel overflow
might have been due to either plugged
or improperly located vents in the cap,
or that the fuel restrictor in the fuel
pump is missing and the pump is over-
filling the nose tank. On the larger fuel
Compiled by Mark Phelps
leak, it appears the fuel was apparently
leaking around a loose or worn tank
cap gasket to the extent that gas ran
over the top, down the inside of the
wing and into the center of the
- A small magnifying lens, usually
available at local novelty stores, stuck
on the altimeter can make it easier to
read those small altimeter-setting num-
From the Funk Flyer
From a letter by Jerry Wing, 2920
Douglas Street, Cheyenne, Wyoming
"I thought someone out there may
be interested in an update on the 0-
290D installation. We live at a field
elevation of 6,200 feet and during the
summer the density altitude is fre-
quently above the 9,000 foot mark. To
have more flexibility in scheduling my
flying I thought the bigger engine was
a must. Everything is a trade-off and
this is no exception. The maximum
gross weight is still 1,350 pounds and
the 0-290 has a dry weight of 264
pounds as opposed to 169 pounds for
the C-85-12F. I ended up with an
empty weight of 952 pounds and a
useful load of 398. The 0-290 doesn't
exactly sip the fuel. I cruise at around
2,500 rpm and a fuel burn of about 7.5
gph. That gives me an endurance of
about two hours with legal reserves.
But the performance is great. I haven't
seen [the weather] too hot for two
people. [The airplane] gets off quick
and lands short. I can pull the power
to idle and land back on the airport
from 500 feet (we don't recommend
that you try this at home--ed.). I
realize a lot of this doesn't have any-
thing to do with the new engine. The
Funk is just a fun airplane to fly. I
thought maybe somebody who is
thinking of a new engine might be able
to use some of this. Susie and I are
headed for Sun 'n Fun in April."
Jerry Wing
From Fly Paper, the newsletter of
the International Cessna 170 Associ-
"I've been doing a lot of soul search-
ing and head scratching since this AD
note came out on our fine bird's seat
tracks. Looking at the condition of
most of the seat tracks in the field
today shows that this is an area that has
long been ignored. I don't think that
all of our seat tracks have suddenly
deteriorated in the past six months. By
replacing the seat track with a new one
we should be able to pretty much elimi-
nate the incidents and accidents where
the seat would break free and slide aft
due to failure of the seat track. The
unfortunate part is that this scenario
makes up only a very small percentage
of seat related accidents. By far, the
larger percentage is made up of those
incidents of the seat breaking free be-
cause it was not properly secured in
the first place. This can be eliminated
by simply grabbing the hand hold and
giving the seat a good shake (this
applies to your right-seater too) and
verifying that the seat is properly
latched. With the newer seat tracks
installed, the holes are naturally of a
smaller diameter and the pin will be
even more likely not to properly seat
itself when the seat is slid into place.
Consequently, if we become compla-
cent with our new seat tracks, the inci-
dence of seat related accidents will
probably increase. I feel that a person
who is not taught to positively verify
that his of her seat is properly latched
simply has not received a proper
checkout in the airplane. Virtually all
of the general aviation aircraft built in
the last 30 odd years that have adjust-
able seats have a similar design. Don't
just slough this off as a "Cessna-iso-
lated" or even a taildragger-only prob-
Tom Hull
Parts and Maintenance Coordinator.
APRIL  1D-16  - LAKELAND.  FLORIDA  - 13th 
annual  Sun  'n  Fun  EAA  Fly-In  at  Lakeland 
Municipal  Airport .  Contact:  Sun  'n  Fun  Head-
quarters.  3838  Dranefield  Road.  P.  O.  Box 
6750.  Lakeland.  FL  33807.  phone  813/644-
2431 . 
APRIL 16-17 - WASHINGTON. DC - 8th  Annual 
Air and  Space Museum Tour - Garber facility. 
Dinner  speaker  of  note.  Limited  to  200.  Con-
tact:  Chapter  4  Museum  Tour.  2602  Elnora 
Street. Wheaton. MD  20902. 301 /942-3309.
19 Fly-in break1ast (8:00 a.m.) and lunch (12:00 
noon).  Loveland  Airport.  Contact:  John  Smith. 
28266  2nd  Street.  Lubbock.  TX  79413.  806/ 
EAA  Chapter  186  Spring  Fly-In  at  Muni cipal 
Airport. Trophies for winning showplanes.  Pan-
cake breakfast Sunday. Annual Apple Blossom 
Festival  downtown.  All  welcome.  Contact: 
George  Lutz. 703/256-7873. 
SHIRE - 121h  Annual Aviation  Flea Market at 
Hampton  Airfield.  Any1hing  aviation  related 
okay. Food  available. Contact:  603/964-6749. 
Louisiana  Balloon  Festival  and  EAA  Air  Show 
sponsored by EAA Chapters 244.261  and 697. 
Trophies.  Louisiana  Championship  Fly-In 
Series  Event  No.1.  Contact:  Jim  Riviere.  604 
Chambertin Drive. Kenner. LA 70065. 504/467-
MAY  21-22  - LIVE  OAK.  FLORIDA  - Florida 
Sport  Aviation  Antique  and  Classic  Associa-
tion.  EAA  AlC  Chapter  1  Fly-In  at  Kittyhawk 
Estates.  Contact:  Rod  Spanier.  502  James-
town  Avenue.  Lakeland.  FL  33801 .  813/665-
24th  West  Coast  Antique  Fly-In  and  Air  Show 
at  Watsonville  Airport.  Contact:  Watsonville 
Chamber of Commerce. 4081724-3849.
2nd Annual Twin Bonanza Association conven-
tion  at  the  Americana  Lake  Geneva  Resort. 
Contact:  Twin  Bonanza  Association.  19684 
Lakeshore Drive. Three Rivers. M149093. 616/ 
JUNE  3-5  - MERCED.  CALIFORNIA  - 31st 
Merced  West  Coast  Antique  Fly-In  at  Merced 
Municipal  Airport.  Contact:  Merced  Pilots  As-
sociation.  P. O. Box  2312.  Merced.  CA 95344 
or Linton  Wollen. 2091722-6666 after 5 p.m. 
2nd  Annual  National  Biplane  Fly-in  at  Frank 
Phillips Field. featuring a first-ever - Concours 
de  Elegance!  Be  part  of  the  largest gathering 
of  biplanes  since  WW  II.  Modern  factory  type 
aircraft  invited  and  welcomed.  Sponsored  by 
the  National  Biplane  Association  (NBA)  and 
the  Bartlesville  Chamber  of  Commerce.  Con-
tact:  Charles  W.  Harris.  Chairman.  9181742-
7311 . or Mary Jones.  Executive  Director. 918/ 
299-2532. Address  inquiries on  NBA member-
ship  to  NBA.  Hangar  5.  4-J  Aviation.  Jones-
Riverside  Airport.  Tulsa.  OK 74132. 
nual  Airplane  Gathering. saluting  replica. milit-
ary.  classi c  and  sport  aircraft  at  Mt.  Comfort 
Airport.  Sponsored  by  the  EAA  Chapter  900 
and  the  Central  Indiana  Sport  Flyer  Associa-
tion.  Contact:  Fred  Jungclaus.  317/636-4891 
(days)  or 317/342-3235  (eves). 
JUNE  5  - DEKALB,  ILLINOIS  - EAA  Chapter 
241  Breakfast  at  DeKalb-Tay!or  Municipal  Air-
port from  7  a.m. to  noon. Contact : Jerry Thor-
nhill . 312/683-2781 . 
JUNE  1D-12 - MIDDLETOWN. OHIO - 4th  Na-
tional  Aeronca  gathering.  celebrating  the  60th 
anniversary  of  Aeronca.  including  tours  of  the 
Aeronca  factory  and  the  U.S.A.F.  Museum. 
Banquet  on  Saturday  night with  speakers and 
judged  aircraft  awards.  Contact :  Jim 
Thompson.  Box  102.  Roberts.  IL  60962,  2171
JUNE  11-12  - HILLIARD,  FLORIDA  - Florida 
Sport  Aviation  Antique  and  Classic  Associa-
tion.  EAA  AlC  Chapter  1  Fly-In  at  Hilliard  Air 
Park.  Contact:  Rod  Spanier.  502  Jamestown 
Avenue. Lakeland. FL  33801 . 813/665-5572. 
Northwest Louisiana Fly-in. DeSoto Parish Air-
port.  Sponsored  by  EAA  Chapter  343.  Flying 
Events.  aircraft  judging.  camping.  Louisiana 
Championship Fly-In  Series  Event No. 2. Con-
tact:  Larry  Pierce.  Route  5.  Box  585. 
Shreveport. LA 71107. 318/929-2377. 
579  Fly-ln/Drive-ln  break1ast  and  airportlFBO 
open  house. Aurora Municipal Airport . Contact: 
Alan  Shackleton. 31 21466-4193 or Bob Rieser. 
Airport  Manager.  3121466-7000.
- Aerospace  America  1988  Air  Show  and 
Trade  Exposition.  Contact:  Tom  Jones.  Air 
Show  Director 405/681-3000. 
JUNE  17-19  - EL  CAJON .  CALIFORNIA  - 6th 
Annual  West  Coast  Travel  Air  Fly-In.  Join  the 
biplane  fun.  Contact:  Jerry  Impellezzeri .  4925 
Wilma  Way.  San  Jose. CA 95124. 
Annual  Colonial  Fly-In  sponsored  by  EAA 
Chapter 156 at Patrick  Henry Airport. Contact: 
Chet  Sprague. 8  Sinclair  Road. Hampton. VA 
23669. 8041723-3904.
ter  226  Fly-In  Breakfast.  Contact:  317/378-
Annual  Father's  Day  Fly-in  at  Legion  Field 
sponsored by Adams County Aviation Associa-
tion.  Pancake  break1ast  at  0730.  Static  dis-
plays.  crafts.  antique  engines.  etc.  60  miles 
due  west  Oshkosh  VOR.  Camping.  Monitor 
122.9.  Contact:  Roger  Davenport.  608/339-
SORT.  OKLAHOMA - International  Bird  Dog 
Association  annual  meeting  and  fly-in  at  Gol-
den  Falcon  Airpark.  Grand  Lake  Vacation  Re-
sort.  Contact : Phil  Phillips. 505/897-4174.
JUNE 23-26 - HAMILTON. OHIO - 29th Annual 
National  Waco  Reunion.  Contact:  National 
Waco  Club.  700  Hill  Avenue.  Hamilton.  OH 
Oklahoma City Chapter of AAA Fly-In. Contact: 
Don  Carry. 4051737-1604 or  Bud  Sutton. 405/ 
121h Annual New England Regional EAA Fly-In 
sponsored  by EAA Chapter 726. Vendors. flea 
market.  food.  trophies.  Contact:  Richard 
Walsh.  Muni cipal  Airport.  Orange. MA  01364. 
JUNE  29-JULY  2  - AMES.  IOWA  - Ercoupe 
Owners  Club  National  Convention.  Ames  Air-
port.  Contact:  Shirley  Brittian.  2070  Hwy.  92. 
Ackworth . IA  50001 . 515/961 -6609. 
JULY 8-10 -16th Annual Taylorcraft Fly-In/ Reun-
ion  at  Barber  Airport.  three  miles  north  of  Al-
liance.  Food.  fellowship  and  flying.  Chat  with 
the  people  who  built  your Taylorcraft. Contact: 
Bruce  Bixler. 216/823-9748. 
JULY  10 - WILLIAMS.  ARIZONA - 3rd  Annual 
Fly-In  Breakfast  at  Williams  Municipal  Airport. 
Sponsored  by  EAA  Chapter 856. Awards  and 
displays.  Contact:  Larry  Ely. 6021635-2978 or 
2151 . 
JULY 17-22 - FAIRBANKS.  ALASKA - Interna-
tional  Cessna  170  Association  Convention  at 
Fairbanks  International  Airport.  Convention 
site: Sophie Station Motel. Contact: Convention 
Chairmen. Rick and Cheryl Schikora. 1919 Lat-
hrop.  Drawer  17.  Fairbanks.  AK  99701 .  907/ 
456-1566 (work) . or 907/488-1724 (home) . Re-
member the  time  difference. 
JULY 21-22- DAYTON. OHIO- Day10n  Air and 
Trade  Show  at  Day10n  International  Airport. 
Contact:  Rajean  Campbell . 513/898-5901. 
- 36th  annual  International  EAA  Convention 
and  Sport Aviation  Exhibition at  Wittman  Field. 
Contact:  John  Burton.  EAA  Headquarters. 
Wittman  Airfield. Oshkosh. WI  54903-3086. 
Florida Sport Aviation  Antique and  Classic As-
sociation.  EAA  AlC  Chapter  1  Fly-In  at  Gilbert 
Field  Municipal.  Contact:  Rod  Spanier.  502 
Jamestown Avenue. Lakeland. FL 33801 . 813/ 
Southwest  Louisiana  Fly-In.  Sponsored  by 
EAA  Chatpers  529  and  541 .  Trophies. 
Louisiana  Championship  Fly-in  Series  Event 
No.  3.  Contact:  Bill  Anderson.  211  Bruce 
Street. Lafayette. LA  70533. 318/984-9746. 
Annual  Louisiana EAA Convention. sponsored 
by  EAA Chapters 614  and 836.  Trophies. ban-
quet. camping.  Final  Louisiana  Championship 
Series  Event.  Contact:  Jim  Alexander.  2950 
Highway  28W.  Boyce.  LA  71409.  3181793-
Florida Sport Aviation Antique and  Classic As-
sociation.  EAA  AlC  Chapter  1  Fly-In  at 
Thomasville  Municipal  Airport.  Contact:  Rod 
Spanier.  502  Jamestown  Avenue.  Lakeland. 
FL 33801 . 813/665-5572 . •
6 APRIL  1988 
Letters TO The Edito'<.mJ ..     
• .. ,I •
Delta dawn
Dear  Mr.  Cox; 
Sorry  I'm late - my  answer to  your 
question  about the "Delta" (Time Cap-
sule  - Feb.)  is  perhaps  the  hundredth 
one . 
Renee  Francillon's  Putnam  book, 
"McDonnell  Douglas  Aircraft  Since 
1920"  has  all  serial  numbers  of "De-
ltas"  and  "Gammas" listed,  along  with 
their  histories . 
Serial  number  42  (Delta  10-5) 
ended  up  in  Australia  as  A61-1.  It
cracked  up  September  30 ,  1943 . 
Owners:  George  F.  Harding,  July 
30,  1935,  to  April  27,  1938, then  Lin-
coln  Ellsworth,  Till  February  1939, 
then  Australian  Commonwealth  gov-
ernment,  as  VH-ADR,  till  December 
1942. RAAF then  used  it  as  a military 
transport,  as  A61-1 . 
Northrops  always  fascinated  me.  I 
remember  seeing  the  "Gamma"  2C , 
USAAC  attack  plane  Y A-13 ,  at  the 
1935  Detroit Aircraft Show,  in  Detroit 
City  Airport  Hangar.  I  had  no  camera 
then,  nor  when  I  saw  the  first 
"Gamma",  2A,  owned  by  Gar  Wood 
Industries.  "Sky  Chief'  had  become 
"Kinjockety III". As you know, it blew 
up  during  the  Bendix  race . 
Does  anybody  know  what happened 
to  the  Northrop  "Beta"  with  the  P&W 
Wasp  Jr.?" 
I  have  enjoyed  THE  VINTAGE 
AIRPLANE  very  much  and  always 
look  forward  to  the  latest  issue.  Keep 
up  the  fine  work. 
Robert  C.  Mosher 
(EAA  80433  NC 1383)
2504  N.  Wilson 
Royal  Oak,  MI 
Dear Jack; 
The  photograph  of  the  Northrop 
Delta on Page  11  of the February issue 
caught  my  eye.  That  particular  Delta, 
the  1-05, was delivered to Mr.  George 
Harding  by  the  Northrop  Corporation 
(the  second  Northrop  Company  which 
was  controlled  by  Douglas  Aircraft) . 
That  aircraft  was  later  sold  to  Lin-
coln  Ellsworth  who  also had  a Gamma 
1  B.  They  were  used  in  his  Antarctic 
exploration.  The  Delta  was  then  sold 
to  the  Royal  Australian  Air  Force  and 
was  probably  scrapped  by  them  as  I 
have  no  further  evidence  of that  par-
ticular  Delta. 
There  were  a  total  of  12  Delta  Air-
craft  delivered,  not  all  I-Os.  Of  the 
I-Os , eight (not seven), were built plus 
parts  that  went  to  Canadian  Vickers  in 
Canada,  who,  in  tum,  built  some  air-
craft  under  license  from  Douglas. 
Other  Deltas  were  the  I-A,  I-B,  1-C, 
and  I-E. 
The  breakdown  was  as  follows: 
I-B  Pan  American  (Airovias Centrales 
l-C  NB Aero  Transport  (Swedish) 
1-0  Richfield  Oil 
1-01  Powell  Crosley 
1-02 Hal  Roach 
1-03  William  Danforth 
1-04 Wilbur  May 
1-05  George  Harding 
1-06 Bruce  Dodson 
1-07  USCG  as  RT-l 
1-08  Parts  Canadian  Vickers 
I-E  NB Aero  Transport  (Swedish) 
Regards , 
Harry  Gann,  Manager 
Aircraft  Information 
Douglas  Aircraft  Company 
3855  Lakewood  Blvd. 
Long  Beach,  CA  90846 
One out of two
Dear  Mr.  Petersen; 
The  article  on  Capt.  Dan  Neuman 
(Northwest  Airways'  Stinson  - Feb.) 
was  great  and  enjoyable,  however  I 
would  like  to  point  out  a  quote  that 
was  made  that  appears  to  be  in  error. 
This  is  in  reference  to  the  Waco in  the 
Minneapolis  airport  terminal  building. 
Your  statement  says  on  page  9  of the 
February  '88  issue  that  it  is  engined 
with  a  Siemans-Halske  engine.  The 
Waco  lOs  offered  in  the  late  1920s 
stated  that  these  engines  were  Ryan-
Siemans  engines .  They  were  of  125 
hp.  I  have  a  Ryan-Siemans  prop  hub 
in  mint  condition  if  anyone  out  there 
needs  one. 
In  the  late  1920s  there  were  several 
biplane  manufacturers  who  were shop-
ping  around  for  a  reasonably  priced 
engine  to  replace the dwindling supply 
of the venerable OX and also overcome 
the built in problems that were inherent 
in  the  OX .  Two  engines  of  foreign 
manufacture to emerge, although never 
used  or  sold  in  large  quantities,  were 
the  125  Ryan-Siemans  and  also  the 
120-hp Walter.  The Siemans a product 
of Germany  and  the  Walter  a  product 
of Czechoslovakia.  Waco,  Spartan and 
Commandaire  offered  these  engines.  I 
know  for  sure  the  Walter  had  some 
built  in  problems  that  even  the  OX 
didn't have  and  proved  to  be almost as 
unsuccessful  as  the  old  Comet  radial . 
The  reason  these  foreign  engines  were 
considered  was  because  they  could 
offer a  radial  engine  which  was  a type 
made  famous  by  the  Lindbergh  histor-
ical  flight.  American  engines  were  av-
ailable but  in  many cases  the price was 
so  high  that  the  cost  of  the  engine 
exceeded  the  cost of the  airframe.  The 
Siemans-Halske  engine  was  used  on 
the  Bucker  Jungmeister  and  came  out 
in  the  late  or  mid  1930s. 
I  may  have  some  information  in  re-
ference  to  the  Harper airplane that  was 
shown  in  the  November  '87  issue.  I 
knew  a  sprayer  pilot  in  Mississippi  in 
the  1960s  whose  brother  owned  a 
Harper  and  was  in  the  process  of  re-
building  it.  He  had  spent  one  winter 
vacation  somewhere  up  in  one  of  the 
New  England  states  (NH,  VT,  or CT) 
helping  his  brother  with  the  wooden 
fillets  that  were  on  the  plane.  He 
brought  back  some  pictures  and  I  re-
member the fillets  as  being really large 
and  deep for  that size plane.  I think  he 
told me  it was  a two-place side-by-side 
airplane.  This  pilot  was  almost  killed 
in  a sprayer accident  in  the  mid  1960s 
and  I  don't recall  his  name.  I  feel  that 
there  is  a  better  than  good  possibility 
that  this  airplane  might  still  exist  in 
that  area  and  that  with  some  poking 
around  some  antiquer  in  that  area 
might  come  up  with  some  leads.  This 
may  be  the  one  Grega  mentioned  but 
he  didn't  say  where  the  airplane  was 
in  the  1960s.  Maybe  you  could  pass 
this  bit  of  information  on  to  some  of 
the  interested  parties. 
I  used  to  write  to  Gene  regularly 
when  he  was  on  the  crew  as  I  had 
known  him  for  many  years.  I owned a 
Church  Midwing  and  so  did  he  so  we 
had  something  in  common. 
C.C.  "Ace"  Cannon 
(EAA  1134  NC 7890)
408  NE  Flint 
Greenfield,  IA  50849 
(Continued on Page 10)

The following is a listing of new members who have joined the EAA Antique/Classic Division (through December 15, 1987). We
are honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issues of
THE VINTAGE AIRPLANE will contain additional listings of new members.
Madrid, Spain 
Vlntro Jr., Joseph 
Lakeville. Massachusetts 
Mathison, Keith 
Calgary, Alberta. Canada 
Uewellyn, James P. 
Bedlord, Pennsylvania 
Herlel, Edward A. 
Appleton, Wisconsin 
Worl<s, Phil 
Longview,  Texas   
Rowe,  Oramel  L
StOCkbridge,  Michigan 
Allen,  David  K. 
Monument. Colorado 
Stenbom, Freddy 
Alia, Sweden 
Kupper,  Louis J.
Bricktown, New Jersey 

Burlington,  ntario. Canada 
Saloga,  WIlliam A. 
BataVia, Illinois 
Roland Jr., W.D. 
Alexandria, Louisiana 
Fuclk, William C. 
Evanston, Illinois 
Anderson, Robert W. 
Willon Manors, Florida 
Keller Jr.,  Marl<  F. 
Lebanon, PennsylVania 
Barczak, Robert 
Bolingbrook, Illinois 
Schmid, Roland 
Saint.Jean, Quebec, Canada 
Shea, Kennon S. 
Quincy, California 
Calkins, Leon C. 
Holland, Michigan 
NiSi,  Meg 
Hasbrouck Heights,  New Jersey 
Wade,  Marl< 
Mesquite, Texas 
Zallack, Tony 
Fullerton,  California 
Stadler, Fred 
Arlington, Texas 
BenJamin,  N.H. 
Pikerington, Ohio 
Soward, Marvin E. 
Austin, Texas 
Rousch, William J. 
Alexandria Bay.  New Yorl< 
Hannemann, James R. 
Washington, Illinois 
Crocker, Freeman 
Thornton, Colorado 
Guatovlch, Gus 
Casa Grande, Arizona 
Gerner, Tom 
Cadyville, New Yorl< 
Prescott, Gordon H. 
Gilmanton  Iron  Works, New  Hampshire 
Dalton, Massa  usetts 
Scott, Dave 
Shawano, Wisconsin 
Jackson, T.A. 
Tucson, Arizona 
Walter E. 
Chico,  lifornia 
Maple,  James 
DetrOit, Michigan 
Parlnger, Glenn R. 
Wauwatosa, Wisconsin 
Galas, Stanley 
San Clemente, California 
Simms, Jack 
Clio, Michigan 
Grlndo Jr., Frank 
Gassaway,  West  Virginia 
Bartling III,  Martin  L. 
Knoxville, Tennessee 
Clarl<,  John P. 
Iowa, Louisiana 
TuCkneas,  Floyd J. 
Kent,  Washington 
Nalezlnek,  Edward 
Mansfield, Ohio 
Hazel, Warren  N. 
Paris, Tennessee 
Lemlsh,  Michael G. 
Northboro, Massachusetts 
Cornett, David C. 
Liano, California 
Beaulieu, W.J. 
Waltham, Massachusetts 

Trausd  , Austria 
Mapolee,  Hams Byrd 
Milton, Florida 
Martin,  Edward  I. 
Rancho Palos Verde, Calijornia 
Cosentino, William D. 
Lee's Summit, Missouri 
Ayers III,  Lawrence F. 
Warrenton, Virginia 
Dallas Independent School Dial 
Dallas, Texas 
Gebhart, Daniel T. 
Hanover, Pennsylvania 
Williams, Stephen C. 
Georgetown·Bath, Maine 
Nelson, Chris 
Rockford,  Illinois 
Saunders, Stuart 
Curtin, Australia 
Levandoski, Theresa 
Freedom, California 
Peerson, Charlee E. 
Rochester, New  Hampshire 
Blca Jr., Sergio de Faria 
Porto Alegre, Brazil 
Doman, Don 
Janesville, Wisconsin 
Brown Jr., William L. 
New Boston, Texas 
Lindberg, Marl<  D. 
Mounlain  View, California 
Honeycutt, Marl< L. 
Portsmouth, Virginia 
Squier, Daniel G. 
Kaukauna, Wisconsin 
Habenicht, Duane 
Escondido,  California 
McCloud,  David  J. 
Poquoson, Virginia 
Lewis, Oren F. 
Union  City, California 
Michele M. 
Roan  e, Texas 
Wolter,  Dennis 
Cincinnati,  Ohio 
Udall, Mlka 
Eagar,  Arizona 
Playter, Bud 
Greenville, Michigan 
Walsh, Boyd 
Arrington, Virginia 
Lyon, Richard 
Wiesbaden, West Germany 
Lester,  Robert E. 
FI.  Lauderdale,  Florida 
Delahaut, Chrlstlne E. 
Green  Bay, Wisconsin 
Senter, Kennsth L. 
Los Angeles, California 
Preter,  Everett Earl 
Rose  Hilt,  Kansas 
Treaster, Robert 
Key  Largo.  Florida 
Vander Pol, Gaa 
Harrison, South  akota 
BeCker, William A. 
Nashota, Wisconsin 
Brendle, Van 
Hickory, North Carolina 
Stromberg, Jan 
Froson, Sweden 
Schumaker, Thomas C. 
Kalamazoo, Michigan 
Fisher, Garry D. 
Fresno, California 
Ca  ary, Alberta, Canada 
Witkop, Robert H. 
Traverse City, Michigan 
Kalllsh, Brett 
Mount Laurel, New Jersey 
Stout,  Randall J. 
Eugene, Oregon 
Austin,  Loren 
Holly, Michigan 
Oglet_, Ben R. 
Livingston,  Texas 
Scheibe,  Waltar M. 
Warwick, Rhode  Island 
Nugent, Chartes 
Danville, Indiana 
Bays, James W. 
Garland, Texas 
Lopez, Sharon T. 
Greensboro, North Carolina 
Falck, Ga'r.t 
Bricktown,  ew Jersey 
Fojtik, C.D. 
Needville, Texas 
Schumacher, Marl< 
Cleveland, Texas 
Blackburn, Rodarlc H. 
Kinderhook, New Yorl< 
Beuerte, Gareld F. 
Hammond,  Louisiana 
Turner,  lewis 
Kenosha, Wisconsin 
Holt, HarleYt R. 
Naperville,  lIinois 
Llebenson, David 
Dallas, Texas 
Dobbs Sr.,  Homer L. 
Birmingham,  Alabama 
Welaa, John William 
Meadowbrook, Pennsylvania 
Alger, Ken 
Russell,  New Yorl< 
Forward,  Rolland L. 
Ingleside, Texas 
Kentela,  Daniel J. 
Burr Ridge, Illinois 
Ferns, Jack 
Concorde, New  Hampshire 
Swindle, Tom 
Arlington, Texas 
La Gore, Donald W. 
SI.  Charles, Illinois 
Toth Jr., Louis S. 
Island, New Yorl< 
Enman, Ann
Klamath  Falls, Oregon 
Bernegger, Marl< 
New London, Wisconsin 
Cotter Jr., Lloyd B.
Encino, California 
Johnson, Allen D. 
Watford City, North  Dakota 
Barl<er Jr., Robert C. 
Warwick,  Rhode  Island 
Johnson, Martin  H. 
Glen  Ellyn, Illinois 
Frledman, Louis 
Fullerton, California 
Bone, John R. 
Salt  Lake City, Utah 
Bredley, Gary 
Willunga,  South  Australia 
Frapple, Derek 
East  Bourne, Sussex, England 
Boothman Jr.,  Fred 
Middleboro,  MassachuseHs 
Wilson, J. Robert 
Grand Junction,  Colorado 
Speake, Steve M. 
Fresno,  California 
Megruder,  David R. 
Venice, Louisiana 
Baker,  Bruce A. 
Chandler, Arizona 
Krauaka, Bernard J. 
Milwaukee, Wisconsin 
Pendergraaa, Thomas W. 
Kirl<land, Washington 
Lefchlck, Charlas J. 
Washington, D.C. 
Hudson, Jim 
Athens, Texas 
PeCkham, Tom 
Dhahran, Saudi  Arabia 
Hatcher, William R. 
Fox  POint, Wisconsin 
Kirby, Edward 
Capron, Virginia 
Yust, Michael  D. 
SI.  Charles, Missouri 
Heynee, Jim 
Bushnell, Illinois 
Drager, Gabriele 
Nev.Jsenburg, West  Germany 
Anthis, Darryl  L. 
Tucson,  Arizona 
Bayer, Peter D 
Pari<  Forest South, Illinois 
Weir,  David 
New Yorl<,  New Yorl< 
Brown, Sandy 
North  Kingslown,  Rhode  Island 
Johnson, Eart  A. 
Jordan, Minnesota   
Brooks, Yale 
Brockton, Massachusetts 
Runyan,  Ben
Plano, Texas 
Willey, Dick 
Bakersiield, California. 
Hodge III, Thomas W. 
Santa Rosa, Califomia 
Jlnnette, F.  Earl 
Calpine,  California 
William., Herbert E. 
Tempe, Arizona 
Newton, Richard D. 
NAS Jacksonville.  Florida 
Anderason, Toruli 
Nalden, Sweden     
Menold, Richard L
Girard, Ohio 
Bordano, David P. 
Big  Rapids, Michigan 
Davey, John P. 
Oakville,  Ontario, Canada 
Lawls, Rusaeil  L. 
Dunnellon, Florida 
WoHl, Jan Douglas 
Chebanse, Illinois 
Rubendurat, Everett G. 
Foster,  Rhode  Island 
8 APRIL  1988
1950 CESSNA 170A
"Hidden Goodies" would probably be a
good name for this pretty Cessna 170A,
N325DE 19531, owned by Mark Lindberg
(EAA 228992, AlC 11986) of 235 Cypress
Point Drive, Mountain View, CA 94043.
Under the cowling, a 165 hp Franklin has
replaced the original C-145 Continental.
This installation, along with some cowl-
ing changes and moving the battery aft
of the baggage compartment can be com-
pleted with a logbook entry as it is an
optional engine in the original specs.
(Item 111) Additional upgrades Include a
Horton STOL kit, a 40 amp alternator, 172
front seats, 18 gallon Javelin auxiliary
fuel tank, Brittain wing leveler and a full
house instrument panel that won't quit!
With a fixed pitch prop, Mark reports
N325DE trues out at 117 kts at 7500 ft.
with precise leaning to 8.7 gph. The
airplane won best modified 170A at the
International 170 Convention in San
Diego in 1987.
by Norm Petersen
This pretty picture of Stearman N62420,
SIN 75-3482, was sent in by Peter Gill
(EAA 301041) of P.O. Box 5469, Enid, OK
73702, wo with his partner, E.A. McCune,
now own his World War II trainer. Powered
with a W670 Continental engine of 220 hp,
the blue and yellow Stearman formerly
belonged to Congressman Jim Inhofe
(EAA 179992) who was mayor of Tulsa
at the time. The aircraft was pictured
in National Geographic about four years
ago flying over Tulsa. "We have enjoyed
It very much," says Peter.
Dubbed the "Econo-Warbird" by its
owner, Don Ward, Rt. 1, Box 738, lin-
wood, NC 27299, this 1946 Ercoupe 415-
C, N93883, SIN 1206, has been painted In
pseudo-warblrd colors with striped talis,
blue fuselage and yellow wings. Dan says
the 'Coupe is the only affordable antiquel
classic open aircraft he knows of! Having
owned the Ercoupe for a year and a half,
Dan has learned to put up with remarks
from the non-Ercoupe pilots and enjoy
the 110-115 mph cruise on a meager 4%
to 5 gph consumption of auto fuel (EAA
STC). Admittedly, the Ercoupe turns a
few heads when Dan flies into an airport
gathering or an airshow. Dan would like
to form a group of four or five Ercoupe
owners In matching paint schemes with
consecutive numbers from his No. 38.
(Come on Ercoupe owners, have at it!)
Several carriers and fixed base
operators have recently reminded their
maintenance personnel of potentially
serious hazards in the use of certain
catalysts used to "lay up" fiberglass or
as hole fillers .
Methyl ethyl ketone peroxide
(MEKP) is in the family of organic
peroxides that are intrinsically unstable
and, in large quantities, potentially de-
structive. In using them, mechanics
must observe definite safety precau-
tions and have a knowledge of their
potential .
At a safety conference, an eye
specialist urged caution in the use of
catalyst or hardener that is added to the
fiberglass resin before the resin is
applied. The specialist said a drop of
this catalyst in the eye will progres-
sively destroy the tissue and result in
blindness . This will occur in some in-
stances even when an attempt has been
made to wash the catalyst from the eye.
Furthermore, once the chemical has
begun to destroy the eye, there is no
known way of stopping the destruction
or repairing the damage.
The specific toxic agent involved is
MEKP. In laboratory tests MEKP in
solutions of varying concentrations
was found to cause eye problems rang-
ing from "irritation" to "severe dam-
age." The maximum concentration
producing no appreciable irritation was
a solution containing 9.6 percent
Material published on the subject in-
dicates that washing_an affected eye
within four seconds after contamina-
tion prevented injuries in all cases, but
no known chemical neutralizer has
been reported .
Suggested protection for catalyst
users is protective glasses and the im-
mediate availability of a bland fluid
such as water for a thorough washing
of the ocular tissues .
Reports of one experience described
disastrous results. The victim had both
eyes contaminated while fiberglassing
a chair at home. Although he made an
effort to wash out his eyes, several
minutes apparently elapsed before he
found water. The use of one eye was
lost immediately, the other gradually
deteriorated over a period of about
eight years . Its deterioration was de-
scribed as resembling that resulting
from World War I mustard gas bums.
The hazard associated with
fiberglass resins was previously un-
known to those attending the safety
conference, although many had used
fiberglass resin at home or at work.
This hazard also may be unknown to
you and to your family members who
may have occasion to use a similar
type of resin and catalyst when work-
ing with fiberglass or hardeners used
in liquid casting plastic.
Letters To The Edito'<;m!
(Continued from Page 7)
Spartan praise
Dear Mr. Goodhead;
Enjoyed very much your interesting
article about the Spartan NP-I in the
November issue of THE VINTAGE
AIRPLANE. So little has been men-
tioned about this machine that I was
pleased to see it get some recognition.
As a naval aviator attached to the
naval reserve base, Lambert Field, St.
Louis, I flew my first NP-l on De-
cember 30, 1941 (Navy No. 3695).
Subsequently flew as pilot-instructor
thirteen different NP-Is from Navy
Nos . 3647 to 3700. Test NP-l flight
was July 22, 1942. They were phased
out shortly after.
On close examination of factory
photo on page 15 of your article, it
10 APRIL 1988
appears (with aid of magnifier) that
Navy No. 3648 is the plane in front.
By coincidence, my log book shows
that I flew Navy No. 3648 from Tulsa
to St. Louis on March 31, \942. What
puzzles me is that Mr. Wright's NP-\,
serial no. 47, Navy No. 3691 was de-
livered November 17, 1941, whereas
serial no. 4 ,Navy No. 3648 left the
factory on March 31, 1942 almost five
months later. Perhaps 3648 had been
rebuilt at the factory after major dam-
age-but who knows!
As regards flight characteristics, my
experience showed flat spin tenden-
cies, poor aerobatic qualities and diffi-
culty with crosswind taxiing and land-
ings due to an extremely "soft" landing
gear. In fact, our A&P shop attached
wing skids to keep the wingtips from
Before using any of these catalysts ,
check their chemical composition and
then take the appropriate precautions .
The cost of a pair of safety goggles is
a small price to pay for the protection
of your eyesight.
No epoxys use MEKP as a catalyst.
MEKP is used to catalyze polyester
resins, which are used for fiberglass
resins, certain casting resins and in
some paints and hole fillers. The mere
mention of polyester resin makes it
almost certain the MEKP is the
While epoxys do not appear to be as
potentially damaging to tissue, all are
accompanied by precautions regarding
toxicity. Handle them exactly as di-
rected in the printed instructions . Any
other procedure may cause unstable
peroxide to react violently. The Ameri-
can Insurance Association has a rela-
tively long list of manufacturing and
storage fires and explosions where
peroxides (including MEKP) were in-
volved .
When using catalysts in this family
of chemicals, adhere strictly to mixing,
application and storage instruction pro-
vided with each compound.
from Flight Safety Foundation Inc . •
touching the ground under certain con-
All in all, it was a stout machine but
just couldn't compete with the N3N
and the N25 series in the aerobatic
area. One of my friends, Ensign Porter
and his cadet, had to bailout of an
NP-I when a spin became uncontrolla-
Again, enjoyed very much your ex-
cellent article and wish you good luck
with any future articles you might
Niels H. Sorensen
3896 Idaho Circle North
Crystal, MN 55427
P.S. Noted that Mr. Wright's NP-l
doesn't have the General Tire stream-
lined wheels . Other than that it looks
great. •
Early morning view from a tent.
15-year-old Matt Ferrara prepares for a Stearman "experience."
A Bamboo Bomber arrives.
by Ronald J. Ferraro
You can see the mist rising from the
wings of the early birds preparing for
the first flight of what promises to be
a busy day. The sun struggles above
the Tennessee horizon beyond the
boundaries of the quiet country airport.
The sod runway is mowed and the
whole airport is dressed in its Sunday
best. A few Taylorcrafts, Luscombes
and two Cessna 170s are tied down on
the grass . The sign on the gas pump
says "1.29 per gallon, tax included."
A typical Sunday morning in
1946?-but this in 1987 and it is obvi-
ous that something out of the ordinary
is happening in Lexington Tennessee.
The clan is gathering!
A J-3 ballerina touches lightly down
as a lumbering BT-13 turns base. What
appears to be a brace of Navy Stear-
mans, sun reflecting bright yellow fab-
ric, enter downwind. In another time
you'd be sure that they must be from
the naval air station at nearby Mem-
phis. Suddenly the calm of the morning
is shattered by the scream of a Merlin
as the P-Sl Contrary Mary announces
her arrival leaving little doubt as to
who intends to be the center of atten-
The occasion is the third annual fly-
in of the Tennessee Taildragger's As-
sociation at what is proudly called the
finest 2,200-foot sod strip in the state
and the official home of this laid back
Who are the Tennessee Taildrag-
gers? Thirty-one dedicated taildragger
pilots and their families who have
taken it upon themselves to preserve a
dying tradition-flying airplanes with
little wheels in the back. Together they
have built themselves a grass runway
at what is officially Franklin Wilkins
Airport in Lexington, Tennessee, about
100 miles east of Memphis . In addition
to constructing the grass runway, the
Taildraggers also maintain it and mow
the entire sod parking and tiedown
areas as well. The airport does have a
hard surface runway of course but the
Taildraggers disdain its use and prefer
the more traditional sod .
Once a year this unlikely fraternity
invites one and all to visit and enjoy
turf flying, old airplanes, fried catfish
and genuine Tennessee bar-B-que.
There is no charge, there is no air
show, but there is good company, old
airplanes whose owners are always
ready to swap rides and hangar gossip
a-plenty to enjoy. It is a time to renew
old friendships and start new ones
among those who share a special bond.
It is also a time for a l5-year-old future
pilot to have his first Stearman "experi-
The fly-in has proven tremendously
popular and grows each year with more
airplanes registered every time . This
year there are Stearmans, a Bamboo
Bomber, Mustang and other exotic
airplanes in attendance but the essence
of the fly-in is captured by the Spirit
of Fred a well used Luscombe flown
daily by a member of the locally fam-
ous "Tullahoma Bunch." While most
of these airplanes are not showplanes
they get as much loving attention as
any grand champion and they are flown
more than they are displayed. The
number of aircraft with once common
names like Taylorcraft, Aeronca and
others, and the easy-going camaraderie
of their pilots is refreshing . The few
Cessna l50s and Cherokees seem
somehow out of place, from another
Yes 1946 is a great year-what more
could a pilot ask for? •
12 APRIL 1988
A Cessna 195 shooting touch and goes.
"Contrary Mary" announces her arrival.
An Army Stearman makes a low pass.
• • •
by Bill Allan
(EAA 278890)
Route 1, Box 94
Dike, Texas 75437
It was a bumpy fall day as I flew my
Luscombe 8A for the last time. I had
agreed to sell it and was taking it to its
new owner. The new owner wasn't
really new, he had owned the plane for
13 years before I bought it and he was
looking forward to getting it back. As
I flew along, my thoughts were on the
many flights I had taken with the Lus-
combe. I became so distracted that I
forgot where I was headed and had to
look for Glen's grass strip. Lining up
on final, I was determined to make my
last landing a good one. Everything
looked okay as I crossed over the 50-
equal a total of 12,678 miles. Accord-
ing to my atlas that would be more
than enough miles to take me to Mos-
cow and back. So , if you were expect-
ing to read of MiG dogfighting with an
8A, forget it! I didn't really take it to
Moscow, but I could have. Besides, I
think I had more fun going to the many
little airports I flew into than I ever
would have had going to Moscow. At
almost every airport it seemed a gray-
haired pilot would walk out, take a
look at the 8A and announce, "I used
to own a Luscombe, best plane I ever
had. Never should have sold it."
Standing on the ground, I watched
Glen take off and slowly disappear
from sight. I felt a little sad to see the
8A go but felt satisfied that it had
made a better pilot out of me, so I was
glad to have flown it. Anyhow, I was
also kind of excited as there were only
four days until I could go get my next
airplane and start over again. But
someday, when my hair gets all gray,
I'll bet I'll see a Luscombe land at an
airport somewhere, admire it for a mo-
ment, then walk over and say, "I used
to own a Luscombe, best plane I ever
had. Never should have sold it." •
foot obstacle (power lines), a little slip
and when I started to flare, a gust of
wind came up. I added power, but
finally the Luscombe touched down
gently as if to say, "just wanted to see
if you were on your toes."
Glen and I talked a moment, then
went into the house to sign the papers.
When we came out of the house it was
Glen's Luscombe again . He looked at
me and asked, "Do you want to fly it
home?" It didn't take long to settle in
the left seat, and we headed for my
home base.
I suppose by now you are wondering
where Moscow fits in this deal. Well,
while at Glen's I took out the logbook
and figured out that I had flown the
Luscombe 133 hours while I owned it.
At a cruise speed of 96 mph that would
'--.;.;..;._________...Ia: old bird?
The  Time  Cap_s_u_'_e_______BY_J_aC_k_CO_X_ 
Photographs are time capsules ... a fleeting instant frozen forever . .. preserved for future generations to use as a peephole to
the past. The EAA Foundation has thousands of negatives that have been donated by photographers . . . or their estates . . . who
attended great events of the 1930s like the Cleveland Air Races or simply haunted their local airports to photograph the airplanes
passing through. These priceless peeks at aviation's Golden Age deserve to be seen . .. and we intend to present a few of them each
month in this new feature. Any additional light readers can shed on any of the aircraft is welcomed. This month's photos are from the
Schrade Radtke Collection.
C8795, Serial Number 180, is one of 48 Cessna
AWs built in 1929 and 1930. With its ring cowl,
big wheel pants and non-standard paint
scheme, it is obviously someone' s customized
* job. Photographed sometime in the mld-1930s,
it probably has been recovered or, at least, re-
painted since leaving the factory, as evidenced
by the missing Cessna logo on the vertical fin.
Does anyone have any information on this racy
Art Chester runs up his Menasco C6S4 powered Goon ... named after a character in the Popeye comic strip. Raced in 1938 and 1939, Chester
finished second in the Greve Trophy Race in '38 and won in '39 at a record speed of 263.39 mph. Note the little flat disc on the tip of the
spinner. This was the pitch change actuator for the 2-position Ratier propeller. Made in France, its hub was pumped up with air to 80 psi
before each flight, which forced the spring loaded blades back into flat pitch for take-off. At about 150 mph, the force of the air on the
disc forced it backwards, releasing the air in the hub and allowing the blades to spring back into high pitch for racing speeds. Chester
died in the crash of one of his Goodyear racers at San Diego in 1949, but the Goon still exists - owned today by John W. Caler of Encino, CA.
14 APRIL 1988
Originally built as a 4-place Sikorsky S-39-A, NC 805W was modified by the factory into a 5-place S-39-B. Both models were powered by
the P&W R-985 Wasp, Jr., rated in 1930 at 300 hp. The extension of the rudder below the horizontal tail is the principal visual difference
between the A and B models. The most famous S-39 was one used on the Martin Johnson expedition to Africa in the 1930s. What appears
to be Steve Wittman's Chief Oshkosh is just behind the Sikorsky's nose, with just the landing gear and a wing visible.
The Bleriot 110 "Joseph Le Brix" (named after a French distance flyer who had died in a crash during a record attempt) was one of 3
special aircraft ordered by the French Air Ministry for upholding French pride during the era of record flights in the late 1920s and early
1930s. It set a world's duration record of 67 hours 53 minutes in December of 1930 and set a world's closed course distance record of
6,703.5 miles in March of 1932, with pilots M. M. Bossoutrot and Maurice Rossi at the controls. In August of 1933 Rossi and Paul Codos
set a world's straightline distance record in the airplane, flying from Floyd Bennett Field in New York City to Rayak, Syria, a distance of
5,654 miles. The following year they attempted a flight from Paris to San Diego, but were forced down at New York City ... becoming the
first to fly the Atlantic both ways non-stop. Powered with a 650 hp Hispano-Suiza V-12. Forward vision was via a system of mirrors. The
photo was taken at NYC after the forced landing in 1934. Span was 86 ft. 11 in. - fuel capacity was over 2,000 gallons for the 1934 flight!
by  Norm Petersen
These two photos of an Aeronca
C-3, NC14091, on Edo 1070 floats
were taken at Chautauqua Lake, New
York in the summer of 1936. They
were sent in by William (Bill) Schil-
decker (EAA 132673, A /C 4341) of 7
Pleasant View Circle, Daytona Beach,
FL 32018.
He writes , "The plane was owned
by Fred C. Cook at that time . My
brother and I learned to fly that sum-
mer and I helped Fred with gas, fares
and advertising when he used the plane
to hop passengers at the numerous
lakes in western New York state. It
was a fun airplane and very thrilling to
a 16-year-old. The only problem was
a glassy (water) day when both floats
would not break the surface at the same
time-you lifted first one and then the
other if you had a passenger.
" If any of your readers know the
location of this plane at the present
time, I would appreciate them getting
in touch with me . .
"The experience that summer
hooked me on water flying . I am now
on my third Lake amphibian-a 1984
EP-and I have 3,609 hours of water
time. It has been a wonderful way to
see the country from the Bahamas to
Canada and most points in between
where there is water.".
16 APRIL 1988
20 YEAR 
by Norm Petersen
"How much did your annual inspec-
tion cost?" I asked of the gray-haired
gentleman as we looked over his
airplane. "Seventy-five dollars ," was
the reply . I immediately had a positive
indication as to the shape and condition
of the 42-year-old airplane - a 1946
Piper PA-12 "Super Cruiser,"
NC7614H , SI N 12-489.
The gray-haired gentleman was Joe
Juranich (EAA 97357, A /C 11042) of
Box 277 Basehor, Kansas 66007 , a
retired truck driver (40 years) and dedi-
cated aviation buff par excellance! Be-
sides enjoying aviation since he earned
his private license in 1954 in a Cessna
140, Joe is a dedicated family man and
his three sons all have an aviation bent ,
especially Bill Juranich (EAA 292665)
of 5316 Douglas Street, Kansas City ,
Kansas 662106, who not only helped
in the PA-12 rebuild , but received his
private license in the Super Cruiser on
March 15, 1986.
The story on the pretty red and black
Cruiser goes back to October 1965
when Joe found an ad in the Kansas
City Star. He carefully looked over the
airplane and ended up buying it for
$1,500. For three years the PA-12 was
flown by Joe and his oldest son, Bob .
However in February 1968, Bob
noticed there was no oil pressure while
airborne! He made a quick 180 and
landed on the Juranich landing strip.
Eventually, pieces of bearing were dis-
covered in the oil, so the 180-hp
Lycoming was tom down for a com-
plete overhaul.
With the engine apart, they decided
to rebuild the airframe also, so in 1968,
the airplane was taken down to the
bare frame, sandblasted and chromate
primed. By 1969, the rebuild got side
tracked and the airplane was shoved
into a comer of a loft in the shop build-
ing. It sat there for 14 years!
Joe's answer to what he was doing
for 14 years was very straightforward
- "Working and raising three boys."
(Anyone who has raised a family of at
least three children knows what Joe is
talking about!)
In late 1982, the old yearning to
finish the Super Cruiser began to sur-
face, so the fuselage was readied for
covering with Razorback fabric. Joe's
son Bill had become very handy with
a spray gun while painting cars, so he
was elected to do the painting. The
build-up was done with butyrate dope
and the final colors were Irnron
polyurethane. Many hours were spent
18 APRIL 1988
with sandpaper during this entire time
and it really shows on the finished
A seat cover concern in Kansas City
sewed up a new interior. Joe took the
original patterns to the firm and had
them duplicated in very pleasing mate-
rials. The seats, cabin walls, etc. are
nicely harmonized with the exterior
paint job.
About this time, Joe discovered that
the buyer of the Varga bankruptcy
stock in Phoenix , Arizona was selling
brand new Lycomings . New 150-hp
engines were $8,200 and 180-hp en-
gines were $8,500! Wanting to stay
with an auto fuel engine, Joe bought
one of the 150-hp engines and using a
Stoddard STC from Univair , installed
the new engine in the PA-12. The in-
stallation required a new engine mount
that is three inches shorter than original
to maintain CG with the extra heft. In
tum, the engine required all new baffl-
ing, exhaust system, propeller and
numerous other gidgets and gadgets
before it was ready for flight.
A new cowling was fabricated from
PA-18 parts plus some new metal to
make a really neat installation. The
workmanship on this airplane is ex-
tremely sanitary. The new propeller
from Maxwell Prop Shop and a spinner
from Univair finished the installation.
With 150 hp 0-320 Lycoming engine installation, things get a bit crowded under the
cowl! Note large heater muff for adequate cabin heat, so handy in cold weather. Engine
had 194 hours total time when this picture was taken.
Overhead view of the PA-12 shows the generous sized wing with its USA 358 airfoil.
Each wing holds 19 gallons of fuel. Note auto-gas stickers near fuel caps.
Really nice workmanship is evident in
this photo of the landing gear and cabin
area. Note photographer's image in the
Some years ago, Joe had stumbled
into a set of fiberglass PA-12 wheel-
pants for $35 and, with a little measur-
ing, decided a set of 8:00 x 6 tires
would fit them to a 'T." A new set of
Bodell wheels and brakes were instal-
led along with new tires and tubes . Joe
especially likes the Bodell wheels be-
cause they install on the standard four-
bolt pattern and they don't have the
brake disc out in the open as the Cleve-
land style brakes do. A new eight-inch
Maule tailwheel was installed on the
Above the cabin door, the recessed fuel
tank drain is visible. This is a very neat
solution to an old problem.
aft fuselage and to date it has per-
formed flawlessly .
Although he had not checked the
old wing struts, Joe figured that 40
years of service was long enough , so
he opted for a new set of struts and
forks from Univair. (Three months
later the strut AD came out!) Joe likes
the security of flying the Super Cruiser
with brand new struts installed.
New windshield and glass was in-
stalled all around along with a modifi-
cation of the left window to open from
the front and the back. This helps the
backseat passenger in the summertime.
One clever improvement was the
placement of the two fuel tank drains
into recessed openings in the bottom
Father and son team of Bill and Joe
Juranich pose by their 20-year restora-
tion job. Bill's two sons, Steve (14) and
Charlie (10), will be the next generation
to fly.
of the wings. The recesses are fabri-
cated from small pie pans as used in
children's baking sets! With the recess
going into the wing about 1-1 /2 inches,
the Curtiss Quick-Drain valve does not
protrude into the door opening arc, yet
is fully functional inside the small re-
cess . Any seepage or drips fall
harmlessly outside the wing. Each fuel
tank contains 19 gallons so the total
capacity of 38 gallons will give about
a 4-112 hours range at eight-gph cruise.
Normal cruise speed is about 110 mph
at 65 percent power.
An added extra is a full set of strut
cuffs that Joe located in Oregon. These
cuffs not only sharpen the looks but
also help the speed just a tad. A close
look at the finished airplane reveals
Tail feathers of the Super Cruiser feature
close ribstitching and polished brace
wires. The black-edged-in-white trim is
especially sharp looking.
that all screws are stainless. Bill
explained how they would screw the
stainless hardware into a wood block
and polish each piece with a drum
before removal and installation on the
airplane . The result is quite startling as
the screws appear to be chrome plated.
(The real advantage will come in future
years as the non-rust feature comes
into play.) Each screw was installed
with a neoprene washer that keeps the
paint from chipping as the screw is
New instrument panel includes dual
Narco 720 radios plus many more
goodies. Note chrome plated rudder
One  more  feature  that was  added  by 
the  Juranich's  was  strobe  lights  on  the 
wings  and  tail.  When  combined  with 
the regular navigation lights and a lead-
ing  edge  landing  light,  night  flying 
becomes  an  enjoyable  experience.  Of 
course,  dual  720  Narco  radios  and  a 
wide  complement  of  instruments 
doesn't  hurt  either. 
All  these  goodies  are  not  without 
some  penalty  and  in  this  case,  it  trans-
lates  into  empty  weight.  The  PA-12 
tips  the  scales  at  I, liS  lbs.,  which  is 
about  150 lbs  over the original  weight. 
Of course,  with  150-hp,  performance 
is  still  excellent. 
The clever black  and  white pinstripe 
With  his  father  in  the  rear  seat,  Bill  Juranich  pulls  the  Super  Cruiser  in  close  to the 
photo plane over the waters of Lake Winnebago. Note how the Bodell wheels look very 
much  like the original 8:00  X 4 wheels. 
by  Dennis  Parks 
Library/ Archives  Director 
The  Swallow  and  Wichita  Aviation 
The  aircraft  advertisements  in  the 
old  aviation  journals  provide  historic 
benchmarks  in  the  progress  of  avia-
tion .  In  this  case  the  trail  left  by  the 
Swallow  airplane  will  be  examined. 
Swallow  production  in  Wichita  had  a 
long  career  for  the  time  and  saw  the 
fates  of many  of Wichita's  famous  av-
iation  personalities  tied  to  it. 
The first persons to  be  involved with 
the  Swallow's  design  was  E.M. 
in  Spud  and Effic ienc ), Evenl $  for  Commcrcill l  at 
.he  rteenl  National  Ai r  Mcct$  .11  D.1),101'1 ilnJ  \\ it ili t a 
Spud  Ri nge  Ncvu  Oriole  Auaincd  in .,. }· P I  .. c(  OX'> 
A irpl;anc
$3,500  at  Wichita 
IV,ik l or A ddi,ional ' lI(u(",ol;oll
The Swallow Airplane Mfg.  Co. 
Wichita.  Kansas 
A';"  " b 
Vir,,)!, ] •.•11"" tw " F.·
,, .... 1.      ".',  1' 1,,1 . ,1, '1 1' )" • .  I'M
1'lIle  \'.111,' ,  FI;''' I;  Fi, lot
I:  \'  \,'r"d  'i'r."'I "  n"(,,,, .  I Il C 
.• '\,.1"
PI"th,.,  & II """,." 
', I  ""nh         
T"btl. ,  OLI .. 
"Matty"  Laird.  Matty,  from  Chicago, 
was  before  the  first  World  War  a  de-
signer  and  builder  of  personal-type 
airplanes  and  had  started  a  factory 
there  after  the  war. 
One  of  his  purchasers  was  Billy 
Burke  a  principle  in  the  Wichita  Air-
craft  Company.  Burke  suggested  to 
Jacob  "Jake" Mollendick,  a successful 
oil  man,  that  they  bring  Matty  to 
Wichita  to  build  his  new  commercial 
aircraft  design. 
After setting up  shop in  1919, as  the 
E.M.  Laird  Company,  the  company's 
first  airplane  was  manufactured  and 
test  flown  in  April  1920.  Called  the 
Laird-Swallow,  the aircraft was  an  im-
mediate  success  by  the  standards  of 
the  time ,  with  II  orders  coming  in 
after  the  plane's  announcement. 
Though  the  Laird-Swallow was bas-
ically  a cleaned-up Jenny  which  main-
tained  the  same  design  features  of  a 
wood  fuselage,  two-bay  wings,  and an 
exposed  Curtiss  OX-5  engine,  it  did 
provide  better performance and carried 
three  people  on  its  90  horsepower. 
An  ad  for  the  plane  in  1921  called 
it  "America's  First  Commercial  Air-
plane."  The  text  went  on  to  state  "As 
the  Laird  commercial  airplane,  more 
and  more  of  them  laud  the  advanced 
design  by  which the  'Swallow' obtains 
a  maximum of speed on  a minimum of 
It was  during  these  early  years  that 
Buck  Weaver,  Lloyd  Stearman  and 
Walter  Beech  joined  the  project.  by 
1921  Weaver had  left and  in  the fall  of 
1923  Laird  left  because  of  disagree-
ments  over  management  and  policy. 

The  Greatest  Value  in  Commercial 
Increased  Climb  Greater  Speed 
Four  Ail rrons Insurt  East  of  (onlrol.  Slrt amlint 
Wirts  Rtducint  Parasilt  Rrsistanct  10 a Minimum. 
S27S0f!ll. at  Our Field


Swallow  Airplane  Manufacturing  Co. 

20  APRIL  1988 

on the N numbers on the tail came
from brother Bob Juranich in Seattle,
who had them made up and sent to
Basehor for installation. Bill had only
to peel the backing off and stick them
into position - total time, about 30
Below each wingspan bolt, a small
door is built into the wing fuselage
fairing to enable an inspector to view
the wing bolts during annual inspec-
tions. Just a few tiny screws come out
and the four doors are open! It is ideas
such as these that speed up the inspec-
tions. Now you can begin to see how
the Juranich's can get by on a $75
annual inspection! It just takes a little
We look forward to seeing this fine
family back at Oshkosh '88 along with
their beautiful PA-12 Super Cruiser..
Direct side view of a very pretty airplane! Sharp-eyed  readers will note the nose looks 
just a tad  shorter than  normal- about three inches! 
At this time the company name was
changed to Swallow Airplane com-
pany. The Swallow was redesigned by
Lloyd Stearman and advertised as the
"New Swallow."
Among the new design features
were a split axle, a completely cow led
OX-5 engine, and single bay wings
which eliminated two sets of drag pro-
ducing struts and associated wires.
A 1924 ad in A VIA nON proc-
laimed "The outstanding performance
of the New Swallow in the Speed and
Efficiency Event for commercial
planes of the recent National Air Meets
at Dayton and Wichita offers evidence
of its Superiority."
This design which was to set the
basic parameters for the next five years
was well received as 26 were built and
sold in the first six months . It  was
The 1927 S WALLOW
Duirned by W. M. Stearman
$2,485 ·OXS
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hoi......! ..... h...       ..............,.- n.. 1911 Sw.11o-
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during 1924 that Stearman and Beech
quit the company and joined forces
with Clyde Cessna, who owned a
Swallow, to form the Travel Air Com-
Two years later in 1926 enough
changes had been made in the airplane
to advertise it as the "Super Swallow."
The ad proclaimed "The Greatest
Value in Commercial Aircraft, In-
creased Climb, Greater Speed. " All
again with the OX-5 engine as stan-
For 1927 the Swallow was entirely
redesigned by Waverly Stearman,
brother of Lloyd. It retained the same
basic layout as the previous Swallows
as a three-place, open cockpit, biplane
powered by the OX-5 . It  now had a
steel tube fuselage and stronger N-
struts for the wings .
: IXI¥'XI: 
This Swallow received Approval
Type Certificate 51 in December 1927
and about 100 were built that year. An
ad in 1927 called it "America's First
Commercial Airplane" and stated that
the company was "The oldest man-
ufacturer of commercial airplanes in
The plane was produced for a few
more years but the basic design had
reached the peak of its development
and after a production run of five
years, was discontinued in 1929.
During its time the Swallow had not
only been a force in forging the com-
mercial airplane in the United States,
but also had been a training ground for
the founders of the following com-
panies; Laird, Waco, Travel Air,
Beech and Lincoln-Standard. Quite a
record . •
UYou folks know how it is."
by Eileen Macario
(EAA 29124, NC 1551 )
2003 Stoneham Drive
West Chester, Pennsylvania 19382
All photos courtesy of the author
Part Two
Months ago, when we were plan-
ning a work/time schedule for the
airplane, one of the major considera-
tions was the size of our basement.
Although there was enough storage
space for all of the sections, there was
not much "walk-around" area available
for working on one particular project.
So we decided to work on one section
at a time, complete its covering and
sti tching and then move it over to the
back room at a friend's auto body
shop , where Tom and I would do the
doping, painting and endless sanding.
Since the fuselage took up the most
space in the basement, we started with
it. Our next priority was the tail group,
and finally, the wings.
As you may have already guessed,
Torn is one of aviation's "old timers."
He was an airport kid, constantly hang-
ing around the Philadelphia Airport
just to be near the airplanes, and the
happiest day of his life came when he
received his pilot's license. He was an
instructor for several years, and when
he was around 22, he found out that
corporations actually paid their pilots
a salary! That really amazed him -
because he was so happy to fly that he
would have flown for free (fortunately
his present employer doesn' t know
that), and he has been a corporate pilot
for more than 40 years. He got his
A&E back in 1945 from the CAA , and
has hand-sewn fabric coverings using
the baseball stitch when airplanes were
made "the old-fashioned way." Al-
ways concerned with safety as well as
the appearance of the airplane, he be-
lieves that all work must be uncom-
promisingly perfect inside and out. In
fact, perfection is an obsession with
him. So the fuselage of the PA-12 had
22 APRIL 1988
been restored to factory-new condi-
tion, the gray primed ' tubing looked
sleek, with all sharp comers, protru-
sions, and welded spots covered over
with masking tape so that there were
no sudden bumps or bulges sticking
out, and now it was ready for covering.
Tom considers the covering of the
airplane to be the fun part and he uses
a system, the blanket overlap method,
which always results in a beautiful
finished product. His goal is to make
the fabric covering look like it was
born on the airplane. His method av-
oids that often-seen "V" shaped seam
on top of the birdcage. Instead , his
airplanes have only three major seams
and these will be 99 percent invisible
when the doping and sanding are com-
Using Ceconite 102 fabric, the belly
of the fuselage was covered first, from
the tail post up to the boot cowl sec-
tion, and cemented with RandoBond
cement, applied completely over and
around the lower side longerons. The
fabric was then shrunk. We found the
industri al heat gun to be the most effi-
cient means for conforming and tight-
ening the fabric. Moving the gun just
a few inches above the fabric generates
enough heat to shrink the fabric with-
out scorching it or glazing over the
weave on the surface. The porous na-
ture of this surface weave enables the
initial coats of dope to adhere better to
the fabric.
Then, with the fuselage on its side,
the length of fabric was laid from the
end of the vertical fin to the front end
of the cabin, positioning it with clamps
and snap clothespins. Tom then cut the
fabric following the general shape of
the fuselage, but with one exception.
He cut the fabric alongside the top side
channeling of the cabin from the front,
but then squared it off along the
crossmember which lies between the
two wings' rear fittings on the top of
the birdcage. This results in a rectangu-
lar open space on top of the cabin ,
where a rectangular piece of fabric
will be installed. Since that cross
member would normally be covered
with tape, it is the ideal location for a
hidden seam connecting the two side
fabric pieces to the top inserted piece.
Since we were working with the left
side of the fuselage first, Tom applied
the cement around the top and right
sides of the top stringer , and attached
the fabric over and around the side of
the stringer. The right side of the fabric
would overlap, and be cemented to,
the first side across the top stringer.
When covered with grade A cotton 2
inch pinked-edge tape, this becomes a
very strong merging of fabric and
wood, and, after doping and very
meticulous sanding, even the tape line
becomes almost invisible. To attach
the bottom of the side panels, cement
was laid along the undersides of the
longerons, and the fabric pulled around
to overlap the longerons and cemented
on the bottom of the longerons , so
that, in effect, these seams will be on
the belly of the airplane. At the
birdcage area, both side panels are
cemented across the cross member
(which lies between the two wings'
rear fittings) and along the top side
channeling over the cabin .
After the right and left sides of the
fabric were attached, the rectangular
piece of fabric was cemented at the top
of the birdcage, to the crossmember
and to the top side channeling. The
seam on the crossmember would be
hidden under tape, and the seam on the
top side channels would be hidden
naturally under the wing fairings . The
landing gear, which was in good condi-
tion and only needed cleaning and
priming, was covered and heat was
applied to shrink and shape all of the
fabric. The wheels were placed on,
and finally the fuselage was ready for
its trip to the auto body shop.On this
trip, it looked more like an airplane,
relatively speaking, of course.
A few months back, when the old
fuselage and tail group covering had
been stripped off, Tom had installed
the tail group and the new cables to the
stick and rudder pedals so that he could
check their movement and travel with
the controls. He stood back to sight
them for alignment and shouted, "Oh ,
that hurts my eyeball." Here, with the
stick fully back, the right elevator was
fully raised while the left one was only
partially raised . Investigation showed
that the left elevator's ribs were bent
and stretched downward, while the
right one was stretched upward
slightly. This caused the position of
the elevator relative to its hom to
change. We could only speculate on
what caused it, but one possibility
could be strong wind gusts hitting un-
secured elevators. And the result
would be that the pilot would have
difficulty getting the tail down for
landing, even with the stick fully back
- in effect he would be operating
with only one elevator in the full up
In addition to the alignment prob-
lem, the tip trailing edge and left-hand
spar of the left elevator were badly
rusted and required replacement. The
entire lower portion of the rudder was
rusted to powder and needed construc-
tion of trailing edge, ribs and hom .
Interestingly, the inside of the old fab-
ric showed a high-water mark where
water had lain for some time. It is
difficult to imagine the extent of dam-
age that water can do in a short period
of time until you feel metal tubing
disintegrate into chips in your hand.
One can never overemphasize the im-
portance of first, having sufficient
drainage holes on all of the airplane
surfaces, and secondly, keeping the
holes clear and unplugged.
When someone is in the midst of an
airplane restoration project, with tons
of cleaning, scraping, welding, wiring
and cementing to do, and surrounded
up to his kiester with parts, metal
sheets, fabric, tools and a million nuts
and bolts, probably the best thing in
the world is to hear some person say,
' 'I'd like to help you with the project,"
especially if that person is knowledge-
able about old airplanes. Tom heard
those welcome words from a friend,
Paul (affectionately called "Mr.
Paul"). Like Tom, Mr. Paul is a
genuine aviation old-timer (he was a
8-17 pilot in World War II) , who now
flies the tow plane for a glider club
based at the airfield where we hangar
our Starduster. Mr. Paul wanted to
learn more of the nitty-gritty details of
classic airplane restoration , and since
he is retired and has a few free hours,
he comes over one, sometimes two,
days a week to work on the PA-12 . He
is a really pleasant guy who likes to
whistle while he works and has been a
great help to Tom, because he knows
what to do and he understand how
Tom works.
When we had stripped the old fabric
from the right wing, we found it to be
in relatively good condition . Of
course, the spars, ribs, drag wires and
aluminum structure were covered with
a light powdered corrosion, and the
leading edge had a few minor dents .
Tom disassembled the wing, removing
drag wires, compression members,
leading and trailing edges, and several
ribs . After a lot of cleaning and scrap-
ing with that awful wire brush, the
wing was reassembled, primed and a
new bow tip installed. Tom did have to
manufacture new aileron hinges out of
steel channel, because the old ones
were just too rusted and pitted to re-
pair. The wing structure looked fac-
tory-new again.
The condition of the left wing was
a different story. The leading edge
looked like someone had hit it two or
20 times with a baseball bat, the trail-
ing edge was twisted and one of the
spars had a wave to it. After the usual
cleaning, scraping, prImmg,
straightening of trailing edge, tram-
meling, installation of new cables,
bell-crank hardware and bow tip were
completed; Tom got into some metal
work with the construction of a new
leading edge.
The first thing to be said in favor of
manufacturing your own leading edge,
is that it is a heck of a lot cheaper than
the store bought ones. We are talking
about $25.75 versus whatever Univair
or Wag-Aero charge now. Secondly,
you can make it fit 100 percent per-
fectly. Of course, it requires extra de-
tail work, effort and time; but that is
the name of the game in airplane resto-
rations, right???
Tom purchased one three-foot by
eight-foot sheet of .020 metal for
$17.75. After measuring, he cut it into
four sections, using his hand shears.
Bending the two 1-112 inch flanges on
the top and bottom of each section was
done with a professional press brake
by a local machine shop, which only
charged $8 for this service. Tom then
cut the notches for the ribs and the
cut-out for the landing light with the
hand shears. There are probably sev-
eral ways to form the sheet metal to
the curve of the front of the ribs, but
Tom's method works quite well . He
made a "shaping tool" out of a length
of PVC pipe which was attached to a
two-inch x four-inch length of wood.
He chose the two-inch thick pipe be-
cause it most closely approximated the
radius of the rib nose. Then he laid the
sheet metal under the pipe/wood and
"folded" it up, over and around.
When the shaped metal sheet is laid
in position on the front of the ribs,
naturally it must be held as tightly as
possible against the ribs so that the
screws can be placed accurately.Mere
clamps may not be enough to secure
the metal firmly; but Tom's method
guarantees that the metal will be held
tightly and immovably in position.
First you need a rather unusual item -
an innertube, and secondly you need a
length of wood (we used a one-inch by
one-inch x eight-foot). The innertube
was cut from the outside to the inside
into strips about an inch wide, in ef-
fect, making large, super strong "rub-
24 APRIL 1988
ber bands." The wood was cut into
pieces about a foot long. Then, with
the wood strips placed behind the front
spar, the "rubber bands" were
stretched across the ends of the wood
and around the entire leading edge.
The tension forces the leading edge to
lie tightly again the ribs and holds it
There was one other piece of con-
struction that Tom wanted to do before
covering the wing - and that was on
the landing light assembly. The previ-
ous installation was made in accor-
dance with the Piper STC and the lights
were fully operational. However, some
rust had developed along the line of
Tinnerman nuts and sheet metal
screws . Also, because the lights were
held in their brackets with machine
screws and stop nuts, it was frustrat-
ingly difficult to reach behind the bulbs
if they had to be replaced. Tom's sol-
ution was to make new sheet metal
frames for the entire light assembly,
and to attach no. eight plate nuts to the
back of the frame at one-inch intervals .
Not only is this a nicer installation, but
it facilitates fast access to the inner
parts of the light assembly .
26 APRIL 1988
With all screw heads and seams in
the sheet metal covered with tape, at
last the wings could be covered . Start-
ing with the underside of the wing, the
fabric was cut along the general shape
of the wing and held in place with
clamps and snap clothespins. The sel-
vage, which tends to pucker up when
cemented, was trimmed off. The trail-
ing edge was secured first, then the
leading edge. We started cementing at
the middle of each edge and then
worked outwards, because we found
that it was easier to pull and smooth
the fabric evenly across the wing, and
we ended up with hardly any excess
fabric at the bow tip or butt-end.
Working on the top side of the wing,
with the fabric held in position, this
time about one-and-a-half inch extra
was allowed at the trailing edge. The
extra fabric was pulled around and
cemented underneath the edge, thereby
placing the actual seam on the bottom
side of the wing. The result is a very
smooth look on the top side of the
trailing edge.
With both sides covered and with
the wing lying on the wooden horses,
Tom began to build in the wash-out by
blocking up the wing to the desired
shape, and then shrinking the fabric
with the heat gun. Later, the many
coats of applied dope serve to reinforce
that wash-out shape. Starting the wash-
out at this point makes for an easier
fitting when the wings are finally hung
on the fuselage.
Finally, with the bottom side up,
Tom trimmed off any extra fabric
along the edge and then applied a light
final coat of cement to ensure that all
edges lay flat. While the wing was still
horizontal, we marked the positions
for stitching. The wings were hung
from the rafters for stitching. - Mr.
Paul and I have now developed some
expertise at this task.
The covered wings joined the fusel-
age and the other parts in the back
room of Steve's auto body shop. The
plan is to use the larger space of the
body shop to complete all doping and
sanding, install all instruments, com-
plete the cabin interior, hang and run
the engine and prop, and test-fit the
wings and cables. When every part
checks out okay, the wings will be
removed. Then on a bright, sunny
morning, hopefully in mid-April, we
will take all of the sections over to the
West Chester Airport for an all-day
final assembly session, culminating in
the first flight. What a thrilling sight
that is . •
by George A. Hardie, Jr.
Typical of the period in which this
airplane was produced, this low wing
monoplane featured a cantilever wing
of considerable span. The landing gear
had the popular Goodyear airwheels
for additional shock absorbing ability.
The photo, date and location unknown,
was submitted by Owen Billman of
Mayfield, New York . Answers will be
published in the July, 1988 issue of
line for that issue is May 10, 1988.
The Mystery Plane for January was
no mystery to Bob Taylor of Tipp City,
Ohio, who writes:
'The plane you pictured is a two
place side-by-side B-2 Aerowing
Taylor Chummy designed by my
father, e.G. Taylor in 1927. Three
A-2 Chummys were built in Rochester,
New York, but this B-2 was built at
Taylor Brothers Aircraft in Bradford,
28 APRIL 1988
Pennsylvania between February and
May, 1930. The best record I have
shows 10 aircraft produced, including
the Guggenheim competition aircraft.
I believe only eight were built, and
two were rebuilt. The first Taylor Cub
was Serial Number 11 as a follow-on
to the Taylor Chummy.
"The engine pictured here is a 90-hp
Kinner. Normally the propeller had a
spinner which faired into the exhaust-
collector ring. The airplane was a clean
design, but succumbed to the Depres-
sion of 1929."
Charles Trask of York Haven,
Pennsylvania added this comment:
This particular Chummy, Cln 11,
NC 592V has a Kinner K-5 engine,
and is a rebuild of the second pro-
totype, C/n 8 which was built in 1928
and registered X-140E. Following sev-
eral minor accidents with the first pro-
totype (Cln 7 which carried the Iden-
tification No. 7303) the second pro-
totype was not flown and was stored
until it was rebuilt and given a new
identity in March, 1930. Following
C/n 11 three further Chummys were
built prior to emergence of the first
Cub in September, 1930. This one puz-
zled me a bit as the lift struts have been
changed from the original 'N' config-
Other answers were received from
Doug Rounds, Zebulon, Georgia;
Robert E. Nelson, Bismarck, North
Dakota; Charley Hayes, Park Forest,
Illinois; and Frank H. Dreher, San
Clemente, California .•
It's Exciting! 
It's for Everyone! 
See this priceless collection of
rare, historically significant air-
craft, all imaginatively displayed
in the world's largest. most mod-
em sport aviation museum. Ef)joy
the many educational displays
and audio-visual presentations.
Stop by - here's something the
entire family will enjoy. Just
minutes away!
8:30 to 5:00 p.m.
Monday t hru Saturday
11 :00 a.m. t o 5:00 p. m.
Closed Easter. Thanksgiving. Christmas
and New Years Day (Guided group t our
arrangements must be made two weeks
in advance).
The EM Aviation Center is locat ed on
Wittman Fi eld. Oshkosh. Wis. - just off
Highway 41. Goi ng North Exit Hwy. 26
or 44. Goi ng South Exit Hwy. 44 and
foll ow signs. For fly·ins - free bus from
Basler FI ight Service.

Wittman Airfield
Oshkosh, WI 54903-3065
Where  The  Sellers  and  Buyers  Meet. .. 
color! Fabulous Promotion and Gift item! PROMO·
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Oshkosh, WI 54903-2591. offer! Order! Call! 404/963-3USA. (4-6)
  per word, 20 word minimum. Send your ad to
1936 J-2 Taylor (Piper) - Excellent condition. 65
hp Continental. Also Piper J-5 basket case com-
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Bob Schroeder, days 4141739-0137, evenings 414/
766·5993. (5-2)
POBER PIXIE - VW powered parasol - unlimited
in low-cost pl easure flying. Big, roomy cockpit for
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sheets. Plans - $60.00. Info Pack - $5.00. Send
check or money order to: ACRO SPORT, INC.,
Box 462, Hales Corners, WI 53130. 414/529-2609.
ACRO SPORT - Single place biplane capable of
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$10.00 plus $2.00 postage. Send check or money
order to: ACRO SPORT, INC., Box 462, Hales
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NEW W-670 Continental 220 hp Cylinders.
Brand new aircraft cylinders. Never been on an
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$130.00 each outright. Ready for shipment. Call
813/355·3991 . (6-3)
SWISS WATCH REPLICAS! - Wholesaler! Pub-
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spinner to the tail wheel. Air Salvage of Arkansas,
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suit your design, any size, shape, colors. Five
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brochure. Hein Specialties, 4202P North Drake,
Chicago, IL 60618-1113. (c-2I89)
Wanted: 83 back issues of The Vintage Airplane,
write for list, $1 .25 each. Robert V. Beal , 825 W.
Broadway, Madisonville, KY 42431 . (3-1)
WANTED: For Bellanca "CH" restoration: 32 x 6
wheel and a pair of brake assemblies. Early shock
cord gear legs. JG·9 front exhaust, wheel pants,
cowling and instruments. I'd like to hear from any-
one who has operated or owned the CHI
Pacemaker. Dan Cullman, 17618 SE 293rd Place,
Kent, WA 98042. (4-1)
Wanted: Ex·Cell·O A·41 fuel injection pump for
Continental C-85·12J engine or information about
rebuilding such a pump. Sam Clipp, 364 W. Oak
Drive, Souderton, PA 18964, 2151723·5161.
- Why ruin your authentic masterpiece with nic-
ropress? The Navy splice still lives! $20.00 each
any size. Send your cables marked to length plus
12 inches, together with turnbuckle eye if required
to A&E #14917, Ralph Korngold, 385 Wilton Av-
enue, Palo Alto, CA 94306. (5-2)
Send check or money order with copy to Vintage Trader · EAA. Wittman Airfi eld. Oshkosh. WI 54903·3086.
Total Words---.-Number of Issues to Run ___________________
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Address ______________________________
List: $12.00 per bottle
The EAA Aviation
Center's staff
to preserve and
protect the
museum's price-
less collection of
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full  color lithographs, numbered and signed.  20"  x 24" 
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EAA Case Price (12): $72.00
Above prices include shipping for Continental U.S.A. Only.
Send $9.95 for each 16 oz. bottle or save an extra $3.95 per bottle and send $72.00
for each case of 12 - 16 oz. bottles to:
EAA. Wittman Airfield. Oshkosh, WI 54903-3086
Wisconsin Residents Add 5% Sales Tax
30 APRIL 1988
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Fabric  Selection  Guide  showing  actual  sample  colors  and 
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HERE'S  WHYI  * Proven Durability on Thousands of Aircraft
* FAA-STC For Over 630 Aircraft Models  * Superior Quality Coatings 
Developed and Manufactured Under an FAA-PMA  especially for 
Polyester Fabric  on Aircraft, Not Modified Automotive Finishes,  Water 
Borne House Paint, or Tinted and Relabled Cellulose Dope  * Will Not 
Support Combustion  * Lightest CoverIng Approved Under FAA-STC 
and PMA  * Most Economical Covering Materials  Considering  Years 
of Trouble Free Service  * No False  or Misleading Advertising Claims 
Aviation  Foundation.  Betore  Maki ng  Expensi ve  Mistakes, See This Tape 
and Learn How to  Do It Right the First  TIme.  $49.95.  Also Direct trom 
EAA (1-800-843-3612),  and trom  Stlts Distributors. 
WRITE  OR  PHONE FOR  FREE  * Sample of High Strength, Very 
Smooth 1.7 OZ  Patented Polyester Fabric  Developed  Especially  for 
Aircraft  Covering  * Manual  #1 with  Detailed  Instructions for Fabri c 
Covering and Painting Aircraft  for Corrosion  Control  * Latest  Catalog 
and  Distributor List. 
P.O. Box 3084-V, Ri verside, CA 92519 
Phone (714)  684-4280 
The  fabulous  times of Turner, Doolittle, Wedell 
and Wittman  recreated  as  never before in  this 
600-page  two-volume  series.  Printed on  high  grade 
paper with  sharp, clear  photo reproduction. Official 
race  results  1927 through  1939 - more  than  1,000 
photos - 3-view drawings - scores of articles about 
people and planes that recapture the glory, the drama, 
the  excitement of air racing  during the  golden  years. 
Vol.  I  (no. 21-14452)  and  Vol.  II  (no. 21 -14451) 
are  sold  for  $14.95 each, with  postage  charges  of 
$2.40 for one  volume  and  $3.65 for two volumes. 
Send your check  or money order to: EM Aviation 
Foundation,  Attn: Dept.  MO,  Wittman Airfield, 
Oshkosh, WI 54903-3086, 414/426-4800.  Outside 
Wisconsin, phone  1-800-843-3612. 




















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