Vintage Airplane - Jul 1983

STRAIGHT AND LEVEL

CLAUDE L. GRAY, JR.

Guest Editorial by

Claude Gray

Director, EAA Antique/Classic Division

The members of the EAA Antique/Classic Board of Directors have been encouraged to submit articles present­ ing their ideas and viewpoints concerning aviation mat­ ters. Following is the first in a series of guest editorials, this one focusing on EAA aircraft judging. As a guest writer for this month's "Straight and Level," I want to express some thoughts on subjects which I believe are of interest to many owners and restorers of antique and classic aircraft. As Chairman of the EAA National Judging Committee, I wish to comment on our judging of aircraft for awards at Oshkosh and other EAA fly-ins. The ideas, thoughts and planning over the years have developed into what we feel is a system of fairness in scoring. We want to give credit to an aircraft restorer for his research, quality and workmanship, and effort to bring an aircraft back to its FACTORY FRESH original condition. The dictionary says restore means "to bring back to a former condition". This condition is spelled out in our Guidebook for Aircraft Judging which is available from EAA Headquarters for $1.50 postpaid. The point system for grading a restoration is what we consider the fairest way to determine the winner and the relative positions of other aircraft being judged. A study of the Antique/Classic grade sheet shows that the restorer has full control of both the plus and negative points. The plus side of grading measures quality of work­ manship and appearance and does not reflect authenticity. The negative column deducts points for non-authentic items. I will mention at this time that radios, strobe lights and instruments required by the FAA are not penalized as non-authentic items. This is all very basic, but I want to emphasize the fact that most non-authentic items carry a small negative value and you can make up the penalty points lost with a little extra care in workmanship and quality on the plus side. To date no Grand Champion has gone through the judging procedure without having a negative point or two scored against it. One of the reasons for going into such detail on the scoring is to, perhaps, clarify the owners' concepts of au­ thenticity for judging purposes. An aircraft that has been flying for 30 or 40 years with most of its original parts intact is very authentic but most likely those parts have greatly deteriorated and the aircraft is certainly not F AC­ TORY FRESH. We as judges and many of you as dedicated restorers, would not feel satisfied if an aircraft in this condition were given the Grand Champion honor or any other awards for that matter. We may all want a Grand

2 JULY 1983

Champion but we know from experience over the years a Grand Champion does not just happen . Top-notch quality , appearance and authenticity are goals from the day the first nuts and bolts are removed during the restoration process. Some owners wish to modernize or customize their aircraft. For these we have a customized category for judging and awards. Scoring is based solely on quality and workmanship; authenticity is not considered. The judging committee will put your aircraft in the category where it will best score - either customized or as an authentic restoration, to your best advantage . Each year at Oshkosh I hold ajudging forum for antique and classic aircraft restorers. This is open to all of you and will be held on Sunday, July 31 at 1:30. We judges are glad to answer your questions and hear your ideas and suggestions. In addition, the Guidebook mentioned earlier is available during Oshkosh at the Antique/Classic Red Barn. Another topic I want to mention is the public exhibit of Howard Hughes' great flying boat, "The Spruce Goose". It is now on display next to the Queen Mary ocean liner located at the harbor area at Long Beach, California. I attended a pre-opening showing on April 12 and have to say that the display is great and well worth a trip to California to see. The plane is housed in the world's largest aluminum dome. It encloses the 319-foot wingspan with plenty of room around it for other related displays. The visitor gets a good view of the upper deck which includes the cockpit plus an inside view of the lower level in the main hull. The lighting in the dome is spectacular and every few minutes the plane is flooded with bright white lights for picture taking. Art Linkletter of TV fame remarked on a show the other night that the area just after one enters the dome should be called the "religious area" because most everyone, when they first see the plane, says, "Oh my God". Yes it certainly is an impressive sight and we should • all be grateful it was saved from destruction .

PUBLICATION STAFF EDITOR

Gene R. Chase

JULY 1983. Vol. 11, No.7

MANAGING EDITOR

Pat Etter

COPYRIGHT © 1983 EAA ANTIQUE/CLASSIC DIVISION, INC., ALL RIGHTS RESERVED

EDITORIAL ASSISTANT

Norman Petersen

FEATURE WRITER

George A. Hardie, Jr.

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

President W. Brad Thomas, Jr. 301 Dodson Mill Road Pilot Mountain, NC 27041 919/368-2875 Home 919-368-2291 Office

Vice President Jack C. Winthrop Route I, Box 111 Allen, TX 75002

2141727-5649

Treasurer E. E. "Buck" Hilbert P.O. Box 145 Union, IL 60180 815/923-4591

Secretary M. C. "Kelly" Viets Route 2, Box 128 Lyndon, KS 66451 913/828-3518

Contents 2

Straight and Level by Claude Gray

4

AlCNews by Gene Chase

4 5

Antique/Classic Forums Schedule at Oshkosh '83 Wiley Post and the Winnie MaeGolden Anniversary

Page 5

by Joe Haynes

10

Sun 'n Fun '83 Photos by Gene Chase

12

BordenlThompson Aeroplane Posters from the 1930s

14

Ted Kosten's Picture Album

16

Mystery Plane

16 17 18

Calendar of Events Letters to the Editor Book Review

by Gene Chase

DIRECTORS Ronald Fritz 15401 Sparta Avenue Kent City, MI 49330 616/678-5012

Claude L. Gray, Jr.

9635 Sylvia Avenue

Northridge, CA 91324

213/349-1338

Dale A. Gustafson AI Kelch 7724 Shady Hill Drive 66 W. 622 N. Madison Ave. Indianapolis, IN 46274 Cedarburg, WI 53012 31 7/293-4430 414/377-5886 Robert E. Kesel 455 Oakridge Drive Rochester, NY 14617 716/342-3170

by Gene Chase by George Hardie

by Gene Chase

Morton W. Lester

P.O. Box 3747

Martinsville, VA 24112

703/632-4839

Arthur R. Morgan 3744 North 51st Blvd. Milwaukee, WI 53216 414/442-3631

John R. Turgyan

1530 Kuser Road

Trenton, NJ 08619

609/585-2747

S. J. Wittman Box 2672 Oshkosh, WI 54901 414/235-1265

George S. York 181 Sloboda Ave. Mansfield, OH 44906 419/529-4378

ADVISORS John S. Copeland 9 Joanne Drive Westborough, MA 01581 617/366-7245

Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434 61 21784-1172

Robert G. Herman W 164 N9530 Water Street Menomonee Falls, WI 53051 414/251 -9253

Espie M. Joyce, Jr. Box 468 Madison, NC 27025 919/427-0216

Gene Morris 27 Chandelle Drive Hampshire, IL 60140 31 2/683-3199

Daniel Neuman

1521 Berne Circle W.

Minneapolis, MN 55421

61 2/571-0893

Roy Redman RI. 1, Box 39 Kilkenny, MN 56052 507/334-5922

S. H. "Wes" Schmid 2359 Lefeber Road Wauwatosa, WI 53213 4141771-1545

Page 10

Page 14 FRONT COVER . .. Dave Jameson, Vice President of the EAA Aviation Foundation circles for a landing at Burlington, WI on 6/16/73, in his immaculate 1929 Lockheed Vega painted to represent Wiley Post's record-selling Vega. (Photo by Lee Fray)

BACK COVER . . , Photographed at Oshkosh '82 is this beautifully polished 1950 Cessna 140A, N9467A, SIN 15469, owned by Richard L. Harris (EAA 115323, AlC 6353) of 2119 Grand, Carthage, MO 64836. Richard is currently assigned to Norton Air Force Base, San Bernardino, CA. (Photo by Norm Petersen)

Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to: Gene R. Chase , Editor, The VINTAGE AIRPLANE , P.O. Box 229, Hales Corners, WI 53130. THE VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division , Inc. of the Experimental Aircraft Association , Inc. and is published monthly at 11311 W. Forest Home Ave. , Franklin, Wisconsin 53132 , P.O. Box 229, Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130 and additional mailing offices. Membership rates for EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE . Membership is open to all who are interested in aviation . ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken . Postmaster: Send address changes to EAAAntique/Classic Division , Inc .. P.O. box 229, Hales Corners, W153130 . VINTAGE AIRPLANE 3

LAST REMINDER TO

ATTEND THE CHAPTER

SUPER SPECTACULAR

AT OSHKOSH '83

CULVER PQ14 GROUP

IS FORMING

Ted R. Heineman (EAA 99481), 2111 S. Grand Ave. , Santa Ana, CA 92705, tel. 714/979-4233 is restoring a Culver PQ14 and is anxious to contact others with an interest in this series of aircraft ... it was also known as the TD2C and NR-D. Ted edits a newsletter which contains classified ads plus other information of interest, for exam­ ple: Mark Eaton, tel. 509/924-4241 has a Culver wing which he will give away "free".

Meet and hear EAA Founder and President Paul Poberezny, EAA Aviation Foundation President Tom Poberezny and key staff members. They will present a program explaining the full range of EAA endeavors and how Chapters and members can actively participate in them. This program should be a top priority for Chapter officers and members attending Oshkosh '83. Put it on your Convention schedule. It will take place Monday, August 1 at 9:00 a .m. in Forum Tent #2 at Oshkosh '83.

TYPE CLUBS AT OSHKOSH '83

LANDING GEAR BUILKHEADS

AND AILERONS AVAILABLE

FOR CESSNA 120/140 AIRCRAFT

The following Type Clubs have reserved spaces in the Antique/Classic Hospitality Tent near the Red Barn at Oshkosh '83: 1. Luscombe Association

John B. Bergeson

615 W. May

Mt. Pleasant, MI 48858

5171773-3436

2. Swift Museum Foundation, Inc.

Peggy Reynolds, Manager

Charlie Nelson, President

P.O. Box 644

Athens, TN 37303

3. International Cessna 120/140 Association

Jim Merwin (contact person)

663 121st Lane NW

Coon Rapids, MN 55433

6121755-0040

4. Aeronca Aviators Club

Joe Dickey

511 Terrace Lake Road

Columbus, IN 47201

812/342-6878

5. Little Round Engine Flyers

Ken Williams

331 East Franklin St.

Portage, WI 53901

We are pleased with the response to this first-time activity at the Convention and we predict it will become a popular function of the Antique/Classic Division. The Chairman of this activity is Espie "Butch" Joyce, Box 468, Madison, NC 27025.

Univair Aircraft Corporation, Aurora, Colorado an­ nounces that it is now producing landing gear bulkheads and ailerons for the Cessna 120/140 series aircraft. Both of these items have been hard to find for several years. The landing gear bulkheads are made of high strength steel alloy. They are part numbered 3-U0411496 for the left side and 3-U0411495-1 for the right side. The ailerons which are finished in the bare 2024T3 alclad aluminum, are part numbered 3-U0424000 for the left and 3­ U0424000-1 for the right. For additional information on these and other Cessna 120/140 parts, contact Univair Aircraft Corporation, Rt. 3, Box 59, Aurora, CO 80011, 303/364-7661.

ANTIQUE/CLASSIC FORUM SCHEDULE AT OSHKOSH '83 9:00

10:30

Saturday, July30

Tips on Covering with DeHaviliand Moths Grade "A" Cotton - Marv GerrySchwam Hoppenworth

Sunday, July31

Cessna 120/140s - "Curley" Owen and others

Cessna tinued)

Monday, August 1

Luscombes - John Bright & John Bergeson

Cessna 170s Mock

Tuesday, August 2

Fabric Covered Pipers - Ryan PTs Clyde Smith , Jr. Richards

Wednesday, August 3

Piper Vagabonds - Cecil Ogles

Thursday, August 4

Fabric Covered Pipers - Aeronca Restorations Clyde Smith, Jr. Augie Wegner

4 JULY 1983

120/140s

-

12:00

1:30

3:00

Bucker Jungmanns John Bergeson

Beechcraft Bonanzas John Frank, Jr.

Stinson Reliants - Roy Redman

Navion Inspections & Antique & Classic Air­ Modifications - Robert craft Judging Claude Rogien Gray

Stinsons - Gregg Dicker­ son

George

Cessna 170s (continued)

Fairchild 24 - Ed Wegner

Fairchild Berendt

William

Wacos

Aeronca Champions & Chiefs - "Buzz" Wagner

Aeronca Champions Chiefs (continued)

(con-

Swifts - Charles Nelson

-

Ray

Brandly

PTs

Piper Tri-Pacers and Pacer Conversions George Jennings

Fokker DR-I & Nieuport Taylorcrafts 17-24 bis Reproductions Barber -Walt Redfern

Beechcraft Staggerwings Jim Gorman & George York

Cessna 190/195 - Cliff Crabbs. Bill Terrell

Cessna tinued)

-

190/195

John &

Forrest

(con-

I /

(Don Pratt photo collection)

and Harold Gatty in a sel­ ....._ -­ Post without his eye

and the

WINNIE MAE

QoQdetl u4~~[ue!lga!ly

By Joe Haynes

(EAA 15586, Ale 7040)

4544 Royal Lane

Dallas, TX 75229

"Post Circles the Globe in 7 days, 18 hrs., and 49 1/2 minutes." This composite headline sparked newspapers from the New York Times to the Maysville, Oklahoma News, July 22, 1933. Wiley Post became the first pilot to fly around the world solo and he accomplished the feat in record time. This was not a stunt, but a carefully planned flight to prove that commercial air travel was feasible to any part of the globe.

Wiley Post also became the first man to fly around the world twice as he and co-pilot Harold Gatty had flown the route in 1931 in the Lockheed Vega "Winnie Mae" marking the third circumnavigation of the world. Wiley Post's thoughts on the utility of the airplane were always 10 to 20 years ahead of the aviation community. This year, 1983, marks the 50th anniversary of Wiley Post's record solo flight. Wiley Post was born in a modest farmhouse on November 22, 1898 near Grand Saline, Texas, about 65 miles east of Dallas. He grew up at Rush Springs, Okla­ homa where his family had moved in 1910 during the Oklahoma oil boom. He saw his first airplane at a county

(L.C. Clark photo courtesy Pratt & Whitney)

Wiley Post (R) watches Lionel Clark (center) as the Wasp engine is prepared at Floyd Bennett Field for the 1933 flight.

(Photo courtesy Mobil Oil)

Post and the Winnie Mae at Floyd Bennett Field prior to the Mobil Oil Co. tour. Note the battered engine cowl and right landing gear from the Flat, Alaska mishap. The cockpit entry steps are extended on the left fuselage side and the tail skid has been replaced with a wheel.

(Photo from E. M. Johnson collection)

Jimmy Mattern and his " Century of Prog­ ress" Lockheed Vega at San Angelo (Texas) Airport, February 1933. He had flown from New York to San Angelo in 13 hours, 56 minutes. Color scheme was a large red bird painted on a blue fuselage and white wing.

6 JULY 1983

fair at Lawton, Oklahoma when Art Smith performed in a Curtiss Pusher. During 1917 he spent many hours around the Fort Sill Airfield hoping to find a way into flight training. He was able to enroll in the Army Radio School at Norman during WWI. After the war Post did not return to the new family farm near Chickasha, but became a roughneck in the Oklahoma oil fields near Walters. In 1919 he paid $25 to Capt. Earl Zimmerman for his first airplane flight. In 1920 the Post family moved to a new farm near Maysville, south of Oklahoma City, but Wiley Post did not like farming and deepened his commitment to an aviation career. In 1922 Post was back in the oil fields near Wewoka when Burrell Tibbs brought in his "Texas Topnotch Fliers" for an airshow. Post talked Tibbs into letting him make a parachute jump and then signed on with the flying circus. He made 99 jumps over the next two years. During this period of jumping he wrangled some flight instruction from Sam Bartel in a IN-4 Jenny. Post soloed in 1926 and set his sights on owning his own airplane. In October he lost his left eye in an oil field accident and received a settlement of $1 ,698.25, part of which he used to buy a damaged Canuck and had Art Oakley in Ardmore repair it. He used the Canuck to barnstorm with fellow pilot "Red" Gray. In 1927 Post met Powell Briscoe and F. C. Hall, who were oil partners in Duncan, Oklahoma. They were buying a Travel Air 4000 so as not to miss an oil deal. Post signed on as their personal pilot after much persistence and flew them throughout Oklahoma and Texas on business and hunting trips. Post and the airplane proved to be a valuable asset to the two oilmen and also bonded a close friendship . The Travel Air was traded in for an early Lockheed Vega, NC7954, which Hall named "Winnie Mae" after his daugh­ ter. Business was becoming soft in 1929 and Hall and Bris­ coe sold the Vega back to Lockheed. Wiley Post signed on with Lockheed as a delivery pilot and he used the Hall­ Briscoe Vega to fly escort for some of Edna Gardner Whyte's friends in the first Women's Air Derby, Santa Monica - Cleveland, for the 1929 National Air Races. In this competition Louise Thaden was first in a Travel Air, Gladys O'Donnell was second in a Waco, Amelia Earhart was third in a Vega, and Blanche Noyes was fourth in a Travel Air. It was during this race that Amelia met Post and they became friends and in later years Amelia con­

suIted with Post on her various record flights and her round-the-world flight. In 1930 Hall ordered a new Vega 5-B from Lockheed powered by a Pratt & Whitney Wasp, and brought Post back on the payroll as his pilot. This Vega was registered NC105W and was named Winnie Mae. Post had the airplane modified with extra fuel tanks, lowered the wing incidence 2°, and the registration changed to NR105W. Post flew the Winnie Mae in the 1930 National Air Races from Los Angeles to Chicago winning it at 192 mph. This distance race excited Hall and he and Post started talking about the ultimate in distance flight . . . around the world! This had only been accomplished twice, first by the Army Air Services' World Cruisers in six months and second by the German Graf Zeppelin in 21 days. Post enlisted the aid of Harold Gatty, an Australian who taught navigation in Los Angeles. They plotted a course across the Atlantic to Germany, across Russia to Alaska and down across Canada to New York and estimated they could complete the flight in less than 10 days. Post had the Winnie Mae modified to provide a set of blind instruments for Harold Gatty and Harold had de­ veloped an optical drift and ground speed instrument for the flight. On 23 June, 1931 Post and Gatty departed Roosevelt Field, New York in the Winnie Mae for England via Harbour Grace. From England into Berlin and then on to Moscow and across poorly charted Siberia and into Alaska. From Alaska, Post and Gatty headed for home across Canada to Cleveland and back to Roosevelt Field, New York , making the trip in eight days, 15 hours and 51 minutes. For the 15,474-mile flight they averaged 146 mph representing quite a record for 1931. After the flight Post began to think of another flight, only this time solo and completing it in less than a week. Hall who had sponsored the '31 flight was unable to sponsor another so Post solicited aid from aviation friends in Oklahoma. Jimmy Mattern of San Angelo , Texas at­ tempted to beat Post's record in 1932 but his Vega was forced down in Russia . The money backing was complete in 1933 and Post was able to equip the Winnie Mae with an autopilot developed by Lawrence Sperry, a radio direc­ tion finder developed by the Army Air Corps, and a Smith controllable propeller on the Pratt & Whitney Wasp. The biggest hurdle was overcome when Socony-Vacuum (Mobil Oil) agreed to sponsor Post by supplying Mobil gas, oil,

(Photo courtesy Pratt & Whitney)

Post and the Winnie Mae in flight prior to the 1933 around-the-world flight. The let­ tering on the fuselage side includes the 1931 flight Itinerary.

VINTAGE AIRPLANE 7

(Photo courtesy Mobil Oil)

Post strikes a pose atop the Winnie Mae similar to the night of 22 July at the end of his record solo flight at Floyd Bennett Field. Note the paint missing from the wing leading edge and the (later) added Mobil decals.

and grease for the engine rocker arms, Socony-Vacuum Compass Liquid, and aircraft liquid for the autopilot. Post was almost prevented from making the fl ight when the Russian trading company, Amtrog demanded $1000 cash advance to cover any emergencies. The Rus­ sians had incurred certain costs in the rescue of Mattern and the salvage of the airplane in 1932. Mr. C. B. Ames of the Texas Company (Texaco Oil) persuaded the Russians to agree to a $1500 letter of credit. This completed the final clearances necessary for the flight . Jimmy Mattern had prepared his bizarre-looking Vega "Century of Progress" for a solo round-the-world flight and he departed Floyd Bennett Field 3 June, 1933 across the Atlantic on his second round-the-world attempt. The press writers gave a lot of attention to the two flights and tried to create a competition. Post was still in Oklahoma City having the Braniff Airlines' maintenance shop complete the repairs and modification on the Winnie Mae and stated he was not going to be rushed even if Mattern made it in four days. S. E. Perry of the Braniff shop signed off the certificate of repairs for the Winnie Mae on 10 June and the Department of Commerce inspector completed its in­ spection and certification and relicensed the Winnie Mae NRI05W. On 14 June Post departed Oklahoma City for New York via Washington, DC, the same time Jimmy Mattern was speeding across Siberia on his round-the-world attempt. Mattern had the Bering Sea almost in sight when his engine quit and he crash landed near the Anadyr River. He built a raft and floated down the river and it was two weeks before Eskimos found him and the announcement was made that he was alive . Post was happy to learn of Jimmy Mattern's safety but remained frustrated at Floyd Bennett Field awaiting favorable weather over the Atlantic. Mr. Lionel Clark of Pratt & Whitney greeted Post at Floyd Bennett and told him that he would take charge of preparing the Wasp engine for the flight. The Wasp had accumulated some 846 hours at this point. This relieved Post of a tremendous burden and allowed him to concentrate on the flight ahead. Post maintained a constant contact with Dr. Kimball on meteorological conditions over the Atlantic and he began to receive favorable reports between 9-14 July. At

8 JULY 1983

midnight of the 14th it appeared the storms were moving and would continue to do so. Post decided it was time to go. At 5:10 a .m ., 15 July, 1933 Post sat in the Winnie Mae on the Flatbush Avenue end of Floyd Bennett Field with the nose pointed toward Jamaica Bay and all instruments were go. After a 1900 foot run, Post lifted the Winnie Mae off the runway and she was airborne on her way around the world again. Shortly after lift-off Post encountered fog and clouds so he turned on the autopilot and proceeded on instruments for the next 90 minutes, breaking out over Cape Cod on course. The next landfall was the rocky coast of Nova Scotia and here he was able to tune in St. John's, Newfoundland, and put his ADF to work, plus receiving updated weather reports. The sky was clear until about halfway across the Atlantic where he caught up 'With the storms which had kept him grounded in New York . He climbed to 11,000 feet but was still in clouds and rain. Going on instruments again, Post picked up a British radio station in Manchester which was providing a special broadcast for Wiley Post and saying that "Lindbergh never had anything like this in 1927." As he brought his radio compass to bear on the signal Post thought to himself that he and Gatty didn't have that problem either in 1931! Post dropped down through the broken clouds over the Irish Sea and raced across England and over the North Sea as the cloud base almost put him on the deck. Crossing the low coastline of Northern Europe, Post and the Winnie Mae sped across the flat farm lands and the Elbe River. A few minutes later the low skyline of Berlin appeared through the propeller arc and twenty-five hours and 45 minutes after takeoff from New York, Post touched the Winnie Mae down at Tempelhof Airport having completed the first leg of 3,942 miles at 153.5 mph. This was a record distance leg and later was called the "Wiley Post Route". Herman Goering, whom Hitler had recently appointed Chief of the German Air Ministry, was on hand to greet Post at Tempelhof. Post checked his tanks and found he still had 160 gallons aboard which put his fuel consumption at 485 gallons at a rate of 18.8 g.p.h. Refueling at Tempelhof consumed 21J4 hours and the autopilot servicing created difficulties. Post got away for a direct flight to Novo-Sibirsk, Russia, but he turned back

(Photo courtesy Mobil Oil)

Wiley Post and the spruced-u p Wi n­ nie Mae prior to his departure from Floyd Bennett Field on the Mobil tour. A new Smith propeller has replaced the borrowed fixed-pitch prop from Alaska.

to Koenigsberg in East Prussia when he discovered some of his charts missing. The autopilot began to leak badly and the weather moved in to keep him grounded. He was able to catch six hours of much needed sleep. Now behind schedule he decided to make an un­ scheduled stop at Moscow to get the autopilot fixed . Post departed Koenigsberg in such great haste he forgot his suitcase and flew for five hours through rain and clouds to land at Octobrisky Field, Moscow. Russian mechanics found the loose line in the autopilot and repaired and serviced it while Russian doctors examined Post for fa­ tigue. Post told the surprised doctors that Americans of pioneer stock could go for a week without sleep. After 21f4 hours in Moscow, Post was in the air heading for Novo-Sibirsk, Siberia. This was a stressful flight as he encountered clouds and fog requiring seven hours ofinstru­ ment flying. He climbed to 21,000 feet for a brief time but could not break out on top. He became apprehensive at one point as he worked his way through a pass in the Ural Mountains where the tops were 6000 feet higher than his altitude. The Moscow-Novo­ Sibirsk leg required 131f4 hours where upon landing Post was met by Miss Fay Gillis of New York who was a pilot. She was fluent in Russian as she had been in the country since 1930 with her father. Faye was instrumental in helping with the refueling of the Winnie Mae and had prepared handwritten instructions and charts for the re­ maining flight across Siberia. Shortly after departure, Post encountered more difficul­ ties with the autopilot and made an unscheduled landing at Irkutsk. This leg of 1066 miles was made at a speed of 161. 7 mph, which was his fastest leg. Storms were reported over the Baikal Mountains so Post decided to wait and during this time the Russians repaired the autopilot. After several hours Post took off for Khabarousk as a planned nonstop leg. Soon he encountered rain and dark­ ness and lost sight of the railroad tracks below which made him decide to bailout ifhis fuel gave out during the night. After seven hours and 33 minutes he spotted Rukhlova, landed and computed his speed at 99.5 mph for the leg; however, at this point he was only one hour behind his 1931 flight.

Within a few hours Post and Winnie Mae were airborne again heading for Khabarovsk and after the 41f2-hour flight he found he was making 150 mph. As the Winnie Mae was refueled Post spent two hours studying the Rus­ sian weather maps which Jimmy Mattern had helped the Russians prepare with his Bering Sea area reports. This next leg of 3,100 miles was tough for a fresh pilot and Post was fatigued and the weather was bad. Departing Khabarovsk and heading across the sea of Okhotsk he plunged into a barrier of clouds and went on auto-pilot. The 15,000 foot peaks of the Kamchatka Peninsula were obscured in this murk and when he broke out after seven hours he found himself over a heavy cloud layer covering the Gulf of Amadyr where Mattern stood by on the Russian radio sweating out his passage. The hours rolled on until the mountains of the Seward Peninsula appeared through the propeller arc and Post started a gradual descent to 3,000 feet making landfall at Cape Prince ofWales, Alaska. Post next headed the Winnie Mae southeast to announce his arrival over Nome and then headed east toward Fairbanks. Again clouds obscured the terrain and Post could not pick up the radio at Fair­ banks. He began to veer southwest looking for a hole, spotting something familiar on his charts. He spotted the mining settlement of Flat, about 300 miles southwest of Fairbanks, and circled for a landing. The crude strip at Flat was only 700 feet long with a ditch at the end. With the Wasp throttled back, Post touched down but was unable to brake the Winnie Mae down before hitting the ditch, crumpling the right gear and bending the prop when she went up on her nose. Post was not injured and the damage appeared repairable so Joe Crosson was contacted at Fairbanks and he brought down a fixed pitch prop along with his mechanic, Huchison. Post took the opportunity to sleep while the miners hoisted the Winnie Mae out of the ditch and blocked her up for repairs. Crosson and Huchison changed the prop and repaired the damaged landing gear and woke up Post to inspect the repairs. They then took off together with Post following Crosson to Fairbanks where the Winnie Mae was refueled. (Continued on Page 17)

VINTAGE AIRPLANE 9

Best Custom Antique Award winner was this Howard DGA-15P, N68119, SIN 909 owned by Dan Kumler (EAA 84965, AlC 1026), Ocala, FL. ~

1929 Fleet2, N7629B, SIN 157, with a 125 hp Kinner B-5 owned by G. Thompson, St. Cloud, FL.

ByG

This 1946 Luscombe 8A, N71931, SIN 3358 received an Outstanding Aircraft Award. It is owned by John H. Best (EAA 81953), Lakeland, FL. 10 JULY 1983

Tom Hegy (EAA 6849) flew this 1946 Piper PA-1 2 Super Cruiser NC2~Cl~l.tN He was much more comfortable, especially Air flies to Sun 'n Fun.

1946 Culver V, N8442B, SIN V-98, powered with a Continental 85-12FHJ engine. Owner Is Paul A. Jenkins, Hawthorne, FL. This is a seldom-seen aircraft at fly-ins these days.

'Fun

OTOS Chase

Bill and Geraldine Jennings (EAA 186006), Dalton, GA had just finish~ pOliShing their beautiful 1946 Globe GC-1B Swift, NC90373, SIN 387. This aircraft is powered with a Continental C-145 and won the Best Restored Classic Award, 101 to 165 hp. VINTAGE AIRPLANE 11

,""'MM'M'M',""W"

BEECHCRAFT C 17 R

BEECHCRAFT C17R

More nostalgia ... EAA member Russell G. Karl of Peru, Illinois recently donated twelve original Thompson Malted Milk posters to the EAA Aviation Foundation Library, six of which had not been available to us when we published a series of 28 posters in previous issues of the Magazine. The Beechcraft C17R, presented here is the first of the six, and will be followed by the Stout Sky Car, Seversky Pursuit X18Y, Curtiss Hawk BF2C-1, Curtiss Condor Bomber and Boeing P-26A. This series was started in VINTAGE in the February 1979 issue when EAA member Lionel J . Salisbury of Brampton, Ontario, Canada provided a group of posters and articles for the Magazine. His collection was not com­ plete but other readers offered theirs for reproduction also. The back side of each poster contained a 3-view drawing ofthe subject aircraft, specifications and performance data, and a listing of other available posters. These listings on the backs of the posters donated by Mr. Karl included five additional aircraft which we will present here ifthe posters can be obtained; they are: Lockheed Electra lO-A, Grum­ man JF-1 Amphibian, Aeronca Low Wing and Pitcairn Autogiro as used by Amelia Earhart. DESCRIPTION OF BEECHCRAFT C17R

The description on the back of this poster was for a Beechcraft but not the C17R .. .it was for a Twin Beech 12JULY 1983

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BORDEN/ THOMPSON ~EROPLANE

POSTERS

FROM THE

1930's Article Number 29 By Gene Chase

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The Stout Sky Car will be featured next month.

BEECHCRAFT CI7R

which isn't even listed as one of the BordenlThompson posters! The following information on the Model C17R is from Joseph P . Juptner's "U.8. Civil Aircraft - Vol. 7". The C17R was a negative-stagger-wing cabin biplane with seating for four or five, and powered with a Wright R-975-E3 engine of 420 hp. In 1936 Louise Thaden and Blanche Noyes won the famous Bendix Trophy race in a C17R flying from New York to Los Angeles in 14 hrs., 55 min. ATC #604 was issued to this aircraft on 5/6/36 with many planes being ordered with custom colors making them spectacular show pieces. The C17R was not meant for the average pilot as it still had the hand lever-operated wheel brakes and some pilots claimed it took at least three hands to land it. As a teenager growing up in Scottsbluff, Nebraska, I recall seeing this same Beech, NC282Y, SIN 75 in 1936 and '37 when it stopped at the Scottsbluff Airport on several occasions. At that time it was owned by the Martin and Manning Oil Co. of Denver, Colorado. We don't know the current status ofNC282Y, but the FAA Aircraft Regis­

try records dated 10/30/82 note "Sale Reported".

Wing span 32' 0"

Length 24' 5"

Empty wt. 22501bs.

Gross wt. 39001bs.

Max. speed 211 mph

FROM TED KOSTON'S

PICTURE ALBUM

By Gene Chase

These photos are from the collection of well known aviation photographer Ted J. Koston (EAA 44514, NC 131), 38 Le Moyne Parkway, Oak Park, IL 60302.

One of only two flying in the world, this 1931 Stinson SM6000B, N11153, SIN 5021 was photographed at Oshkosh '72 during one of its many passenger carrying flights. The plane was originally fabric covered but this example has been metalized. This Stinson is currently owned by Robert C. Boyd (EAA 68366) of Athol, IO.

A nicely restored 1930 Kreider-Reisner KR-21 , NC235V, SIN 1042 photographed at Blakesburg, IA in 1972. It was formerly owned by Ronald L. Nash (EAA 70592, AlC 542), South Bend, IN.

14 JULY 1983

Only three examples are believed to have been manufactured by Waco of this 1932 Model IBA, N12453, SIN 3603. This rare plane seats two, side-by-side in the open cockpit, and was photographed at the DuPage Airshow, West Chicago, IL in July 1972. It has been owned and flown for many years by Dr. Ed Packard (EAA 43925, AlC 329) of South Bend, IN.

The only flying example of a Vultree V-1-A, this "Special," NC16099, SIN 25 was built in 1936 and delivered to publisher Wm. Randolph Hearst. It was restored from a basket case by Harold W. Johnston of Pueblo, CO and first flown by him in 1971. Seen here at Oshkosh '72 with Jim Bede's Douglas DC-3 in the background. This plane was featured in a cover story in the August 1980 issue of The VINTAGE AIRPLANE.

Seen at the Waco Fly-In at Hamilton, OH in May 1978, this 1928 Waco ATO Taper­ wing, N719E, SIN 97 is owned and flown by Gordon Bourland (EAA 48424, AlC 151) of Ft. Worth, TX.

VINTAGE AIRPLANE 15

MYSTERY PLANE By George Hardie Many old-timers will recognize the location ofthis month's Mystery Plane photo. The sign above the door of the hangar in the background reads "33rd Division Aviation," and the hangar with the tower on top next to it also belongs to that unit. Submitted by member Mike Rezich who took the photo, the designer-builder of the airplane is well known for his speedy little homebuilt still popular today. Answers will be published in the Sep­ tember 1983 issue of The VINTAGE AIRPLANE. Mike also responded to our request in the April issue for comments on our Mystery Plane column: "I kind of agree with you that the Mystery shots ought to be of airplanes of the Golden Age, from about 1926 through 1940. Most of the airplanes of that day were all interesting and hand crafted; even the so-called pro­ duction airplanes were not exactly alike, such as all of the 53 Lairds that Matty produced - there were not two exactly alike. "The average age of the EAA and Antique fellows is around 40 or 45 years old. Airplanes built prior to World War 1 could only be identified by hardnose historians such as George Hardie or myself." Member Ted Businger offers a

different view: "Please don't remove the Mystery Plane section - it is half the fun of VINTAGE AIRPLANE. Many times the plane is easily recognized, but others have to have a part in our Divi­ sion too, so 1 don't always send in my answer. Those I cannot recognize are part of the learning process, and that is what EAA is all about." We'd like to hear from more of you on your views of how to make the column more interesting. At press time only one correct answer was re­ ceived identifying the Mystery Plane in the May issue as a Caproni Biplane: Gentlemen: The May issue of The VINTAGE AIRPLANE shows a Caproni Biplane as the Mystery Plane. Lt. Tito Falconi flew daily at the 1933 Los Angeles National Air Races. He did the first outside loop I had ever seen, starting

-. . . . .

=en • • •

from about 1,000' a.g.l. 1 wonder ifhe survived WWII? Ernst Udet also flew in this meet. He picked up a scarf with a hook on the lower wing tip. Udet learned dive bombing there from a squadron of Marines flying F4B-4s. Hoot Gibson crashed his J-5 Swal­ low in the Will Rogers trophy race . How about an article on Fred Lund, test pilot for Waco in the early thir­ ties? H. M. Richey, M.D., F.A.C.S.

(EAA 82806, A /C 1221 )

2425 Cedar Ridge

Waco, TX 76708

CALENDAR OF EVENTS

JULY 2-3 - SUSSEX, NEW JERSEY - 1983 Feslival of Flight Fly-In at Sussex County Airport. Sponsored by EAA AlC Chapter 7 and EAA Chap­ ters 73 and 238. All invited. Fly market, square dance. food , camping permitted . Contact Ann Fennimore, 4 Ridge Road, Succasunna, NJ 07876. 201 /584-4154 . JULY 2-4 - BLAKESBURG, IOWA - Second Annual Aeronca Fly-In at Antique Airfield. Aircraft judging , awards, forums and meetings of several type clubs. For further information contact Aeronca Club, 1432 28th Ct. , Kenosha, WI 53140, 414/522-9014 or Antique Airplane Association , Rt. 2, Box 172, Ottumwa, IA 52501 , 515/938-2773 . JULY 8-10 - ALLIANCE, OHIO - Annual Taylorcraft Fly-lrJReunion at Barbers Field. Factory tours. many activities. Contact Allan Zollitsch, 37 Taft Ave .. Lancaster. NY 14086, 716/681 -1675 or Bruce Bixler, 12809 Greenbower Rd., Alliance, OH 44601 , 216/823-9748 . JULY 9 - GEORGINA TOWNSHIP, ONTARIO, CANADA - 3rd Annual Antique, Sport and Specialty Aircraft Fly-In and Brunch at Georgina Civic Centre Air Park. Contact Dick Shelton , Box 385, Sutton West, Ontario, Canada LOE 1RO. 4161722-3295 . JULY 10 - BROOKFIELD. WISCONSIN - Bob Huggins and F. S. Toney Day at Capitol Drive Airport. Everyone welcome. For information contact Chuck Faber, 4141786-3279 . JULY 15-17 - MINDEN, NEBRASKA - National Stinson Club - 108 Section Fly-In. All Stinson Lovers - 108 and Round Engines welcome. Aircraft judging, forums , banquet Saturday night. Camping on field or motel (3081 832-2750) available. For further information contact George Ackerman, Alliance, NE 3081762-4770. JULY 16-17 - HOLLISTER, CALIFORNIA - The Friendly Fly-In sponsored by EAA Chapter 62. Contact Edward Shaules, 3910 Paladin Drive, San Jose, CA 95124. 408/264-5714 . JULY 16-17 - NIAGARA FALLS, NEW YORK. 2nd Annual Fly-In and Inter­ national Airshow. Classics, warbirds and fly-bys . Two full days of aviation. Contact Joseph Koch, 188 Schoelles Road, No. Tonawanda. NY 14120. 716/689-9392 . JULY 29-31 - COFFEYVILLE , KANSAS - 6th Annual Funk Fly-In. Antiques, classi cs, homebuilts invited . Contests, trophies, dinner. Contact Ray Pahls, 454 Summitlawn, Wichita, KS 67209. 3161943-6920. JULY 30 - AUGUST 6 - OSHKOSH, WISCONSIN - 31st Annual Fly-In Convention. Start making your plans now to attend the World's Greatest Aviation Event. Contact EAA, P.O. Box 229, Hales Corners. WI 53130. AUGUST 5-7 - SHELTON. WASHINGTON - Third Annual Antique, Classic and Warbird Fly-In at Sanderson Field . Sponsored by Puget Sound Antique Airplane Club. EAA AlC Chapter 9. Public display. dinner Saturday evening . Fly-a-way Breakfast Sunday. Contact Pete Bowers, 10458 16th Ave. So., Seattle, WA 98168 , 206/242-2582 . 16JULY1983

AUGUST 5-7 - THREE FORKS, MONTANA - 6th Annual Montana Antique Airplane Assoc. Fly-In. Contact Bud Hall at 4061586-3933. AUGUST 8-12 - FOND DU LAC, WISCONSIN - EAA lAC International Aerobatic Championships. For information contact EAA, P.O. Box 229, Hales Corners, WI 53130. 414/425-4860. AUGUST 21 - WEEDSPORT, NEW YORK - Antique, Classic and Homebuilt Fly-In sponsored by EAA Chapter 486 at Whitfords Airport. Pancake breakfast and air show. Contact Herb Livingston , 1257 Gallagher Rd. - B, Baldwinsville, NY 13027. AUGUST 26-28 - TUI.SA, OKLAHOMA - Annual EAA Chapter 10 Fly-In at Tulsa Downtown Airpar1<. Contact LeRoy Opdyke, 13535 N. 155 E. Ave., Collinsville, OK 74021 . 918/:l71-5770. SEPTEMBER 1-5 - TULLAHOMA, TENNESSEE - 3rd Annual Ole South Fly-In at Parish Aerodrome, Soesbe-Martin Field . Sponsored by Tennessee Valley Sport Aviation Association, Inc. For information contact Jimmy Snyder, 5315 Ringgold Road. Chattanooga, TN 37412, 615/894-7957. SEPTEMBER 4 - BROOKHAVEN, MISSISSIPPI - Southwest Mississippi EAA Chapter 758 First Annual Fly-In at Brookhaven Airport. Contact Bill Ferguson at 601 1684-1399 . SEPTEMBER 11 - MARENGO, ILLINOIS - Hampshire AAA Chapter Fly-In at Kessler Field for all members and guests. Barbeque chicken, $4.00 donation. Bring a dish . Contact Walt Kessler. 20805 E. Anthony Rd .. Marengo, IL 60152. 815/568-6618 . SEPTEMBER 16-18 - RENO, NEVADA - Reno National Championship Air Races at Stead Airfield. Qualifying September 13-15. Airshow. Contact Greater Reno-Sparks Chamber of Commerce, P.O. Box 3499. Reno, NV 89505. 7021786-3030 . SEPTEMBER 17-18 - BALTIMORE, MARYLAND - 14th Annual EAA East Coast Fly-In at Glenn l. Martin State Airport. Sponsored by East Coast EAA Chapters. Show aircraft, static displays. flea market, forums, aerobatic demonstration , pancake breakfast, Saturday chicken barbeque. Contact Jim Eggleston, 2602 Elnora St. , Wheaton. MD 20902, 301 /933-0314 . SEPTEMBER 23-25 - TAHLEQUAH , OKLAHOMA - 1982 Tulsa Fly-In at Tahlequah Municipal Airport. Sponsored by Tulsa chapters of lAC. AlC , UL and AAA. For information contact Charles W. Harris, I 19 East 4th St. . Tulsa, OK 74103, 918/585-1591 . OCTOBER 6-9 - EFFINGHAM, ILLINOIS - International Cessna 1201140 Association, Inc. Annual Convention and Fly-In at Effingham County Memo­ rial Airport. For information contact AI Hourigan. 839 N. 6th St. , Vandalia, IL 62471 . 618/283-0320 . OCTOBER 14-16 - CAMDEN. SOUTH CAROLINA - EAA Antique/Classic Chapter 3 Fly-In . Antiques, Classics and Homebuilts welcome. Contact Geneva McKiernan . 5301 Finsbury Place. Charlotte. NC 27211 .

LETTERS Richard L. "Dick" Steely 8710 East San Esteban Drive Scottsdale, AZ 85658 Dear Dick: I read your letter to Gene (Chase) in The VINTAGE AIRPLANE (March 1983, page 18) and would like to con­ gratulate you on rebuilding the sharp looking Waco UPF-7. The statement that it is finished with acrylic lacquer contrary to my Manual recommendations caught my atten­ tion and I want to advise you that you can expect finish cracks after aging a year if the fabric is bumped or pressed firm because acrylic is a compromise metal finish and becomes very hard and inflexible with age. Storing under cover will delay the onset of brittleness. If you don't press or bend the fabric over sharp edges you should have a fair service life; however, finish cracks will start to appear within 100 hours flying time in the prop wash areas, especially tail surfaces, and center section. When you accumulate sufficient cracks to become a problem, write and get my Refinishing Procedure Manual. Sincerely yours, Ray Stits, President Stits Poly-Fiber Aircraft Coatings P .O. Box 3084 Riverside, CA 92519 Dear Ray : Thank you for your letter concerning the finish on my Waco UPF-7 . You are absolutely right about the finish cracking. The airplane was out of complete restoration only two months when the first cracking appeared. After ten hours of flight the cracking continued. The aircraft was stored in constant 45-50°F for five months. During this time long hairline cracks were very noticeable. After 40 hours of flight and one month in Arizona, the airplane had over 1400 hairline cracks ranging from 3 inches to 55 inches long, and many small cracks too numerous to count, both in and out of the slip stream. I had the good fortune of being contacted by your dis­ tributor, Floyd Newton, through the airport grapevine,

WILEY POST ... (Continued from Page 9)

Weather over the next leg to Edmonton, Canada kept Post on the ground for eight hours as he did not wish to make a night landing at Edmonton, knowing the shortcom­ ings of the field from the '31 flight. When he departed Fairbanks he was again in the clouds and four of the nine hours were spent on instruments. This time the field at Edmonton was dry and the Winnie Mae was refueled in 1112 hours. Soon Post was off on the final 2004-mile leg to New York. He set the autopilot and rigged a string tied to a finger and a wrench and dozed a little along the way. Crossing the Great Lakes, Post picked up the news on a commercial station that the famous Russian Arctic aviator Sigmound Levanevsky had flown Jimmy Mattern from Anadyr to Nome in a seaplane. Post was grateful for Mattern's help from Anadyr. As he sped toward New York in the afternoon the radios and newspap­ ers followed his progress and speculated upon his arrival time in New York. A crowd estimated at 50,000 people jammed on and around Floyd Bennett Field when the sound of the Winnie Mae's Wasp came out of the darkness and the landing lights could be seen. Post touched down at 11:50:30 p.m. on July 22, 1933. After 13 hours, 18 112 minutes flight from

Note cracks in the finish on the fin and rudder of Richard Steely's UPF-7.

and have received your STC instructions, limitations and legalities. This material should be sent with all fabric orders. I followed the advice of an A&P on my finish and it has and will cost me dearly, not to mention the embarrass­ ment, down time and number of times I had to explain the cracking problems. Hundreds of people have seen the airplane and I will keep the attached information and pictures with the airplane wherever I go in the hopes of saving others the same mistake. I intend to recover the Waco in 1984 with your product and this time I will FOLLOW THE STC! The process I used was: Stits 103 fabric and tapes; non-tautening butyrate dope completely through silver finish ; non-tautening butyrate dope mixed with acrylic lacquer and plasticizer, compounded. I will keep you informed of any other problems that develop. Sincerely yours, Richard L. Steely

•

Edmonton, Canada, Wiley Post had circled the world in seven days, 18 hours and 49 112 minutes, breaking his and Gatty's 1931 record by 21 hours. When Post lifted himself through the overhead hatch he was greeted by his wife Mae, Harold Gatty and a delegation of his Oklahoma supporters. Post's first request was for a clean eye patch, which no one had thought to bring, and he had to settle for a clean handkerchief to tie around his head. Wiley Post became the first person to fly around the world twice by aircraft and the first to do it alone and at a record speed. This record remains unique today. Socony-Vacuum (Mobil Oil) later sponsored Post for a $7500 tour around the country to promote their products. For his 1933 record flight, Wiley Post received the Gold Medal of the Federation Aeronautique Internationale, be­ coming the second American to receive this honor. The Winnie Mae is currently on display in the National Air and Space Museum, Washington, DC . Editor's Note: Joe Haynes prepared this article for the March 1983 issue of the Texas AAA Chapter newsletter which he edits, and we are indebted to him for its use here. Joe gives further credit to E. M. John son for his copy of the Smithsonian Annals of Flight, No. 8; C. F. Morrison with Mobil Oil; and Harvey Lippincot, United Technolo­ gies Corporation (Pratt & Whitney). • VINTAGE AIRPLANE 17

BOOK REVIEW By Gene Chase Tired of reading about instrument approaches in 727s? Bored with radios, gyros and four-stripers? This whimsi­ cal account of fun flying around grass roots airports, called Just Plane Stories by Stan Johnson, is fast reading humor at its best. Among the topics are "The Great Egg Flight," "Coyote Studies," "Chickens Don't Fly Good" and "How to Avoid Bird Strikes". Available from PEA PATCH AIR­ LINES, 511 Terrace Lake Road, Columbus, IN 47201 for $7 .00 postpaid.

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ACRO SPORT - Single place biplane capable of un­ limited aerobatics. 23 sheets of clear, easy to follow plans, includes nearly 100 isometrical drawings, photos and exploded views . Complete parts and materials list. Full size wing drawings . Plans plus 88 page Builder's Manual - $60.00. Info Pack - $4.00. Super Acro Sport Wing Drawing - $15.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/ 425-4860. ACRO II - The new 2-place aerobatic trainer and sport biplane. 20 pages of easy to follow, detailed plans. Com­ plete with isometric drawings , photos , exploded views. Plans - $85.00. Info Pack - $4.00. Send check or money order to: ACRO SPORT, INC., P .O. Box 462 , Hales Cor­ ners, WI 53130. 414/425-4860.

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Go antique on ground and in the air: 1926 Std. 6 Buick Sedan fully restored. AACA Senior and Preservation Awards. $15,000. M. J . Shelton, 1567 Bartram Way, EI Cajon, CA 92021. 619/444-2323. WANTED: PARTS,TOOLS,MANUALS,TECH.ORDERS, SERVICE BULLETINS FOR EARLY WRIGHT 1820 F SERIES, F-50 SERIES, MILITARY -04, -78, -17, -19, -20, -25, -30, -33, -37 & -75. ODER, 13102 DAYWOOD DRIVE, HOUSTON, TEXAS n038. 713/445-3377. 1946 Stinson 108, 150 hp, 1950 'IT, 500 SMOH, Ceconite, strobe, FGP, elec. T&B, Edo 563 and mark 8, Txpdr, Mkr. $8500, without IFR pkg. $6500. 8151756-7712, home, even­ ings.

MEMBERSHIP INFORMATION

EAA ANTIQUE· CLASSIC lAC WARBIRDS U L TRALIGHT

• Membership in the Experimental Aircraft Association , Inc. is $25.00 for one year, $48.00 for 2 years and $69.00 for 3 years . All include 12 issues of Sport Aviation per year. Junior Membership (under 19 years of age) is available at $15.00 annually. Family Membership is available for an additional $10.00 annually. • EAA Member - $18.00. Includes one year membership in EAA Antique-Classic Division , 12 monthly issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number. • Non-EAA Member - $28.00. Includes one year membership in the EAA Antique-Classic Division , 12 monthly issues of The Vintage Airplane, one year membership in the EAA and separate membership cards. Sport Aviation not included. • Membership in the International Aerobatic Club , Inc. is $20.00 annually which includes 12 issues of Sport Aerob.atlcs. All lAC members are required to be members of EAA. • Membership in the Warbirds of America, Inc. is $25.00 per year, which includes a subscription to Warbirds Newsletter. Warbird members are required to be members of EAA . • Membership in the EAA Ultralight Assn . is $25.00 per year which includes the Ultralight publicatiop ($15 .00 additiona/tor Sport Aviation magazine). For current EAA members only, $15.00, which includes Ultralight publication . • FOREIGN MEMBERSHIPS: Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars or an international postal money order similarly drawn .

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18 JULY 1983

J.cket - unlined tan poplin with gold and white braid trim. Knit waist and cuffs, zipper front and slash pockets. Antique/Classic logo patch on chest. Sizes - XS through XL . . . . . . . . . .. $28.95 ppd c.p - pale gold mesh with contrasting blue bill, trimmed with gold braid. Antique/Classic logo patch on crown of cap. Sizes - M and L (adjustable rear band) .... .. ..... $ 6.25 ppd AntIque/C.....c P.tchea Large - 4Vi' across .... .. . .. . .... $ 1.75 ppd Small - 3V..' across . ... ... ....... $ 1.75 ppd Ant!que/Cl....c Dec... ­ 4" across (shown left) . . . . . ... .. . $ .75 ppd Av.l..bIe BKk luves 01 The VINTAGE AIRPLANE

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