Vintage Airplane - Jul 1995

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Tom Poberezny
July1995 Vol.23,No.7
1 Straight & Level/
2 AlCNews/
Compiledby H.G.Frautschy
4 FromtheArchiveslDennisParks
7 Pass ittoBuckl
MarkeHngII< Communications
Golda Cox
Mike Drucks
Sara A.Otto
ComputerGraphic Specialists
Olivial.Phillip JenniferLarsen
Mary Jones
NormPet ersen
GeorgeHardie,Jr. Dennis Parks
Jim Koepnic k Mike Steineke
CarlSchuppel DonnaBushman
Isabelle Wiske
President Voce-President
Espie'Butch'Joyce ArthurMorgan
P.O. Box35584 W211 NII863HilnopDr.
Greensboro.NC27425 Germantown.WI 53022
910/393-0344 414/628-2724
Secretory Treasurer
SIeveNesse E.E. 'Buck'Hilbert
2009HighlandAve. P.O. Box424
AlbertLea.MN56007 Union.IL60180
507/373- 1674 815/923-4591
JohnBerendt RobertC.' Bob' Brauer
7645EchoPointRd. 9345S. Hoyne
CannonFalls.MN55009 Chicago.IL60620 
507/263-2414 312/779-2105
GeneChase JohnS.Copeland
Oshkosh.WI 54904 Shrewsbury.MA 1545
414/231-5002 fiJ8/842-7867
PhilCoufson GeorgeDaubner
28415SpringbrookDr. 2448LoughLone
Lawton.MI49065 Hartford.WI s:!IJ27 
616/624-6490 414/673-5885
ChOflesHarris StanGomoll
7215East46thSt . 104290thLane.NE
Tuisa.OK 74145 MN55434
918/622-8400 612/784-1172
DaleA.Gustafson JeannieHill
7724ShadyHill Dr. P.O. Box328
Indianapolis.IN46278 Horvard.IL60033
317/293-4430 815/943-7205
RobeltUckteig RobertD.' Bob"Lumley
1708 BayOaksDr. 1265South 1241hSt.
AlbertLea.MN56007 Brookfield.WI53005
507/373-2922 414/782-2633
GeneMorris GeorgeYork
IISCSIeveCourt.R.R. 2 181 SlobodaAv.
Roanoke.TX 76262 Mansfield.OH44906
817/491-9110 419/529-4378
S.H.'Wes' Schmid
Wauwatosa.WI 53213
S.J. Wittman
JoeDickey JimmyRollison
55OakeyAv. 640AlamoDr.
Lawrenceburg.IN47025 Vacaville.CA95688
812/ 537-9354 707/45l-{)411
DeanRichardson GeoffRobison
6701 ColonyDr. 1521 E. MacGregorDr.
Madisen.WI 53717 NewHaven.IN 46774
608/833-1291 219/493-4724
8 WhatOurMembersareRestoring! 
....- -- -'"lr'..zi:"
10  TypeClubNoteslNormPetersen
12 NeopolitanFloat-

16 FrankWarren's
18 ReplicaRacerslH.G.Frautschy
22 TemcoT-35"Buckaroo"/
Norm Petersen
25 WelcomeNewMembers
26 MysteryPlanelH.G.Frautschy
28 Calendar
29 VintageTrader
32 Antique/ClassicMerchandise
FRONTCOVER ...DelmarBenjaminandhisGeeBeeR-2SuperSportsterreplica
hovebeenwowingairshowcrowdsandairracing fons for the pastcouple of
years. Delmar ondmaster builderSteve Wolf ofCreswell. OR built the R-2.
which first flew in 1991. Look for this and mony other racerreplicas atEM
OSHKOSH '95duringthe 'GoIdenAgeofAir Racing" celebration, EMPhoto
byJim Koepnick. Shot with 0 Canon EOS-l equippedwith on 8O-2ClJmm 12.8
lens. 1/500atilionKodakLumiere 100 film. Cessna210 photoplanepiloted
BACK COVER ...Aviation ortist Sam Lyons captures the excitement
surrounding Springfield. MAondtheGranvilleBros. Aircraft Co. with his acrylic
painting entitled "Gee Bee Sportsters: 24"xI8" limited edition prints are
available of this painting - contael S&V Enterprises. 4600 Kings Crossing Dr..
Kennesaw.GA30144.orcall 1/800-544-4992.
Copyright © 1995 bytheEAAAntique/ClassicDivision Inc. All rightsreserved.
VINTAGEAIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EMAntique/Classic Division. Inc. of the Experimental
Aircraft Association and is published monthly at EMAviation Center, 3000 Poberezny Rd., P.O. Box 30B6, Oshkosh, Wisconsin 54903-3086.
Second Class Postage paid at Oshkosh, Wisconsin 54901 and at additional mailingoffices. The membership rate for EMAntique/Classic
Division,$27.00forcurrentEMmembersfor 12monthperiodofwhich$15.00isforthepublicationofVINTAGEAIRPLANE. Membership
POSTMASTER:Send address changes to EMAntique/Classic Division, Inc.. P.O.Box 3086, Oshkosh,WI54903-3086.FOREIGN AND APO
ADDRESSES- Pleaseallowat leasttwomonthsfordeliveryofVINTAGEAIRPLANEtoforeignandAPOaddressesviasuriacemail.
ADVERTISING - Antique/Classic Division doesnotguaranteeor endorseany productoffered through the advertising. We inviteconstructive
EDITORIAlPOLICY:Readersareencouraged tosubmitstories andphotographs. Policyopinionsexpressedin articlesaresolelythoseofthe
authors. Responsibilityforaccuracyinreportingrestsentirely thecontributor.Norenumerationismade.
Materialshouldbesentto:   VINTAGEAIRPLANE,P.O.Box3086, Oshkosh,WI54903-3086. Phone414/426-4800.
This will be the last issue of VIN-
TAGE AIRPLANE you will see before
the Oshkosh '95 Convention begins, and
in a way it hardly seems fair that a com-
plete year has passed since the 1994 Con-
vention. There are a number of changes
that have occurred to the grounds this
past year. The most noticeable addition
is the construction of two new commer-
cial display hangars. These buildings are
located west of the new concrete taxiway
where the heavies and military aircraft
are displayed. Don't fret though - An-
tique/Classic Headquarters will still be
located in the same place as it has been
in the past. I encourage everyone to
come by and visit with us and it's a good
location to ask friends to gather for the
air show. Your Headquarters (the Red
Barn) offers the following services this
year: a new full line of Antique/Classic
logo merchandise that can be purchased
at the Convention, and if space is limited
for your return trip, shipment can be ar-
ranged. This merchandise will also be in
inventory year 'round for your ordering
Through a new policy this year, we
will have a list of aircraft that are for sale
by different individuals located on the
Convention grounds. If you see an air-
plane on the flight line that has the An-
tique/Classic "For sale" sign, you will be
able to come into the Red Barn, ask to
see the list and read information about
the airplane. If you wish, you can come
directly to the Red Barn and look at the
list first to see if an airplane type you are
interested in is for sale. If you have an
airplane to sell, we ask that you register
the airplane for sale. Past commen ts
from members about the manner in which
some airplanes have been offered for sale
on the flight line prompts this change.
To make your stay more fun, we will
have a laminating service available, as
well as the button machine to perform
any special services that you may want
done. At this time, we are planning to
have Pat Packard displaying and selling
by Espie "Butch" Joyce 
some of his artwork. Pat is a very tal-
ented artist and is responsible for a large
portion of the art and design work in the
EAA Air Adventure Museum. Pat will
also be happy to talk to you about any
special artwork you might want done. I
plan on asking him to paint my Clipped
Wing Cub on the back of my leather
coat. The Red Barn will have a Steve
Wittman area that I think that you will
find of interest.
A popular effort appreciated by mem-
bers in the past is the information desk
located on the front porch of the Red
Barn, staffed by Jeannie Hill and her
volunteers. The Barn sales area will be
ably staffed by Kate Morgan, Ruth Coul-
son and their volunteers.
Because of the increased activities at
Headquarters, additional volunteers will
be needed. Your help as a volunteer is
needed and appreciated in all areas. If
you can stop and give some of your time
at the volunteer booth located on the
corner (out in front of the Red Barn) it
will make your time spent at Oshkosh
more enjoyable.
Here are your A/C EAA Convention
AlC Convention Management
Espie "Butch" Joyce 910/393-0344
Antique Awards
Dale Gustafson 317/293-4430
Classic Awards
George York 419/529-4378
Contemporary Awards
Dan Knutson 608/592-3712
Construction and Maintenance
Stan Gomoll 612/784-1172
Data Processing
Janet Bennett 616/684-8813
Flight Line Operations
Art Morgan 414/628-2724
Flight Safety
Phil Coulson 616/624-6490
Bob Lumley 414/782-2633
John Berendt 507/263-2414
Hall of Fame
Dean Richardson 608/257-8801
AlC Headquarters
Kate Morgan 414/628-2724
Interview Circle
Charlie Harris 918/742-7311
Gloria Beecroft 310/427-1880
Membership/Chapter Information
Bob Brauer 313/779-2105
OX-5 Pioneers
Bob Wallace 301/686-9242
Parade of Flight
Steve Nesse 507/377-1400
AlC Parking
George Daubner 414/673-5885
Participant Plaque
John Copeland 508/842-7867
AlC Picnic
Jeannie Hill 815/943-7205
Pioneer Video
Jeannie Hill 815/943-7205
AlC Press
Jeannie Hill 815/943-7205
Geoff Robinson 219/493-3360
Type Club Headquarters
Joe and Julie Dickey 812/537-9354
Volunteer Host
Judi Wyrembeck 414/231-4100
AlC Workshop
George Meade 414/926-2428
Bill and Sara Marcy 303/798-6086
The telephone numbers listed are ei-
ther the home number or work number
for these individual Chairmen, should
you need to contact them for any reason
pertaining to the Convention.
We will have the new shower in place
on the south end of the flight line. There
have been a number of other improve-
ments made to the show plane and show
plane camping parking area from air
show center to the south end of parking.
I feel I should point out the official
start date of the Convention is Thursday
July 27. Each year people continue to
arrive earlier and earlier to get a choice
spot - that's fine, but members who ar-
rive early need to understand that all the
services expected from Convention per-
sonnel do not go online until the official
opening day of the Convention. If you
wish to come early, you need to plan
your campsite accordingly.
The officers, directors, advisers,
chairmen and staff of the Antique/Clas-
sic Division stand ready to assist you in
any way that we can, so please let us
hear your needs and suggestions. Your
Division is on the go, so ask a friend to
join up with us. Let's all pull together
for the good of aviation. Join us and
have it all! ...
The selection of inductees into the 
EAA Antique/Classic Hall of Fame has 
been made.  The outstanding individuals 
Joseph P. Juptner, author of the "U.S. 
Civil  Aircraft" series of books, a  lifelong 
contribution on  his  behalf which  docu-
ments the history of each of the type-cer-
tificated aircraft certificated up to 1958. 
The late Cole  Palen, whose efforts to 
preserve pioneer, WW  I and  the  roaring 
'20s  era of aviation  at his  Old  Rhinebeck 
Aerodrome brought that time alive  for 
hundreds of thousands of spectators to his 
weekend shows. 
Kelly Viets,  longtime EAA supporter, 
volunteer and  antique airplane restorer. 
A  past  Vice-President and Director of the 
Division,  he  has  lent  both his  professional 
expertise in  architecture and  his  talents as 
an  aircraft restorer to  EAA and its  mem-
Congratulations  to each of the these 
men who will  be inducted  int o  the  A/C 
Hall  of Fame during ceremonies to be 
held in  conjunction with  the  EAA and 
A/C Board of directors meetings Novem-
ber 10, 1995. 
compiled by H.G. Frautschy 
If the story of the  restoration  of the 
Como Aero Club' s Caproni CaJOO,  as de-
tailed in  the article starting on page 12, 
has you  wishing for  more information, 
you  may wish  to purchase a  hard cover 
book published by the organizer of the 
restoration, Gerolamo Gavazzi.  He de-
tails  the  history and restoration of this 
particular Italian pre-war sesquiplane 
trainer in  an 80 page,  full  color book. 
Modelers will  be interested to know that a 
full  range of detailed  photos of the engine 
and  airframe,  and  three-view outline 
drawings of both the engine and  airframe 
are included.  Numerous historical photos 
are also published  in  the book.  It is  pub-
lished  in  English, with  the  translation  by 
Muriel Crawford.  Unfortunately, it  is  not 
avai lable in  the  U.S.  at this time, but for 
members in  the  United  Kingdom,  it  can 
be purchased at "The Aviation Book-
shop, "  656  Holloway  Rd., London, Eng-
land N19 3PD-G.B. 
It can  also be ordered directly from: 
"Caproncino S.r.I.," Via V.  Monti 6,  20123 
Milano, Italy.  Phone is  02/48011456.  Fax 
is  02/48008887.  The price,  if ordered di-
rectly, is  a substantial  $39.00, plus $13  for 
Pictured above the  the  participants in  the first  EAA Air Adventure week-
end at Pioneer Airport, held  May 27-28,1995.  From Left to right, they are: 
Kingsley  Doutt, Dorris  Doutt, lerry Pancoska, lanice  Pancoska, Michael 
Dean, Capt.  Vern Anderson  (Ford Tri-Motor pilot and volunteer), layne 
Sangerman and Charles Sangerman.  The weekend adventures, which  include 
flights  in  a  number of Pioneer Airport aircraft, have  proven to  be very popu-
lar.  For more information, please call  the  EAA Aviation  Foundation Flight 
Dept. at 414/426-4886. 
The weather has  heated  up, and  the 
early volunteers have  been  busy with site 
preparations.  The two  new  huge exhibit 
hangars are ready and waiting, and you 
will  see many changes to  the Convention 
grounds,  all  designed  to  make getting to 
your favorite place a bit easier.  There will 
be lots to see and do - if you  were on the 
fence  as  to whether to  hop in  the car or 
plane and head on  to OSH, perhaps this 
list of racers will  help you with your deci-
sion.  The following airplanes are sched-
uled  to attend  EAA OSHKOSH  ' 95  as 
part of the "Golden Age of Air Racing:" 
DH.88 Comet "Grosvenor House"
Brown B-2 "Miss Los Angeles"
Miles and Atwood Special
Howard DGA-6 "Mr. Mulligan" (2 each!)
Travel Air Mystery S
Wedell-Williams #44
Wedell-Williams #121
Gee Bee Z "City of Springfield"
Gee BeeY
Gee Bee E (2 of them!)
Gee Bee R-1
Heath Baby Bullet
Louise Thaden' s Travel Air
Melba Beard's Bird biplane
Wittman "Chief Oshkosh"
2 Clipwing Monocoupes
Henderson' s Scout Plane
There may also be last  minute changes 
to  this  list,  including the possibility of a 
second Gee Bee R-1! 
Many personalities associated with  the 
Golden Age will  be there, including the 
children and grandchildren of many of the 
Granville brothers.  Also expected  is 
Gladys Granville Jones, the last of her 
generation who  actually  worked on  the 
Gee Bee racers in  Springfield with  her 
brothers.  Col. lames Doolittle, comman-
der of the  U.S.  Air Force Test Pilot's 
School and  Gen. limmy Doolittle's grand-
son  will  be on  hand, as will  others.  You'll 
not want to  miss  this! 
One of the highlights of the Conven-
tion' s tribute  to  the "Golden Age of Air 
Racing"  will  be  a  Gee Bee forum, to  be 
held July 28,  at 10:00 a.m. in  forum  tent 
#6. Ted B.  Blakeley, P.O. Box 183, Bor-
ing,  OR 97009-0183  is  organizing the  fo-
rum  - if you  have any information you 
think could be of use to him, please  feel 
free  to drop him  a line. 
During EAA OSHKOSH '95, your pur-
chase of a  flightline  pass will  also allow 
you free  admission  to the EAA Air Ad-
venture Museum.  lust show your wrist-
band at the door and breeze your way  into 
EAA's world class facility.  During the 
Convention, the museum Speaker Show-
case series will  include  presentations by 
aviation  notables including aerobatic pilot 
Sean Tucker , master homebuilder and 
Sport Aviation columnist Tony Bingelis, 
Voyager pilot Dick  Rutan, former Soviet 
2 JULY 1995
pilot Alexander Zuyev, Vi e tnam ace
Steve Richi e, av ia tion writer Richard
Collins and many ot hers. New exhibit s
wi ll include a tribute to " Women With
Wings," the new Pioneer Airport exhibit
and perhaps a few added surprises.
Over a year before the untimely passing
of Steve and Paula Wittman, plans have
been underway to build a hangar at Pi o-
neer Airport which would house the in-
credible artifact collection and aircraft of
the Wittman legacy. The EAA Aviation
Foundation is planning on enteri ng the
next phase of those plans with the ground-
breaking ceremony schedul ed fo r Tues-
day, August 1, at 11:30 a.m. at Pioneer
Airport , immedi ately following the cere-
monies at the EAA Memorial Wall. The
plans call for a 60x60 foot hangar in the
style of Steve's original hangar. Construc-
tion and finishing of the hangar would
take place over the fall and winter, with
completion in time for the 1996 season at
Pioneer Airport. All interested individu-
als are welcome to attend the ground-
breaking on August 1, and memorial con-
tributions are welcome. For more
informati on, contact the EAA Avi ation
Foundation Development Department ,
P.O. 3065, Oshkosh, WI 54903-3065.
The assistant museum director for the
Staggerwing Museum in Tullahoma, TN,
Bill McClure, has, through the generosity
of Dave Warren of Southwestern Aero
Exchange in Tul sa, OK, acquire d the
cockpit and nose section of a Navy Beech
18. The museum hopes to set the cockpit
up fo r di splay in compl ete as poss ible
condition and, to that end, they need
some donor assistance. They are looking
for (but are not limited to) an instrument
panel , all main panel instruments, both
the pilot' s and co-pilot' s seats, cockpit
lighti ng, floor boards, and panel placards.
The plan is to involve the st udents in the
Aircraft Maintenance program at Middle
Tennessee State University in the
restoration of the cockpit, and will serve
as a focal point in the incorporation of
the Twin Beech Association 's first dis-
play at the fi rst-class Staggerwing Mu-
seum. Call Bill at 615/895-6836 if you can
provide any help with this worthwhile
Be sure to stop by Antique/Classic
Headquarters (The Red Barn) and check
out the new line of A/C logo wear, as well
as many new shirts and sweats with color-
ful airplane motifs. For a preview of some
of the merchandise avail able, see the An-
tique/ Classic advertisment at the end of
this month's issue of Vintage Airplane . ...
Did you know that over 27 million
people attended aviation events in
the U .S. last year? Did you know
that makes aviation the second most
popular in-person spectator sport in
the country? It shows once again
what many EAAers have understood
for a long time: Fascination with
flight is something people share al-
most universally.
We are pleased to announce one
of the most ambitious programs to
meet the needs of that market ever
undertaken by our marketing and
communications department. On
July 15, at 12 noon EST, a one hour
monthly television series, dedicated
to covering all aspects of aviation
will premier. It will be produced by
EAA's Paul Harvey Audio/ Visual
The production team is headed
by Dick Matt, Executive Pro-
ducerlDirector. Dick is also EAA's
Vice President of Marketing and
Communications. WriterIProducer
Jon Tennyson will write and associ-
ate produce the series. Director of
photography is Scott Guyette.
Other team members are Tim
Kramer, editor and Jay Koepke,
camera mount specialist.
The show is titled Ultimate Flights
and it will appear on the cable sports
programming network, ESPN2. A
newly produced one hour show will
follow in each succeeding month
(check your local listings for show
times). Ultimate Flights will follow a
video magazine format simi lar to
many popular news shows. Regular
departments or "columns" will be
augmented by fascinating features
from all around the world of avia-
We' ll keep you post ed on pro-
gramming plans for Ultimate Flights
here in the pages of VINTAGE
AIRPLANE. The premier show will
feature stories of aerobatic champi-
ons; a physically challenged aviator;
women in aviation; Steve Wittman's
last interview; a fascinating Young
Eagle youth feature on the most re-
cent activities of "Father Goose,"
Bill Lishman, the man who trained
wild geese to fly in formation with his
Ultralight; a "What's Up" current af-
fairs segment hosted by EAA presi-
dent Tom Poberezny; coverage of air
racing and other activities from the
Sun 'n Fun EAA Fly-In Convention;
a segment on legendary homebuilder
Ray Stits and more.
On-going contributors to the
show, in addition to Tom Poberezny,
will be international aerobatic cham-
pion Patty Wagstaff, who hosts
" Women in Aviation"; John and
Martha King of King Schools who
will present "Let's Go Flying," a seg-
ment designed to teach viewers the
basics of aerodynamics and flying;
Sean D. Tucker, one of the true su-
perstars of the airshow circuit, who
will present a monthly feature enti-
tled "Sky Dancing" and Ken Toson,
the young star of the "Young Ea-
gles" motion picture, who will host a
youth in aviation segment called
"Young Eagles."
Ultimate Flights will represent far
more than an entertaining hour. It
will be intended as a forum of infor-
mation exchange for all who are in-
terested in the fascinating world of
flight. From Warbirds to Ultralights;
from hang gliders to tactical jets;
from those who have only dreamed
of piloting a plane to the most cele-
brated pilots in the world; it's our in-
tention to cover it all.
In a very real sense this show be-
longs to all EAA members. Tell
your friends about it. If you like it,
support the advertisers. Write a let-
ter to ESPN complimenting them
for recognizing the size and impor-
tance of the aviation interested
community... and don ' t forget us.
Write us here in Oshkosh and let us
know what you think.
The  Israel  Redhead Racer 
Thanks  to  the efforts of John  Beetham, 
EAA  Treasurer,  the  EAA  photo archives was 
loaned an  album ofair  racing photos  belong-
ing to  the family ofHoward  Lyon.  The photos 
taken  by Mr.  Lyon are  mainly of golden  age 
air  racers.  Of special  interest are  the photos 
of Gordon  Israel's  Menasco  powered  racer, 
the  "Redhead."  Mr.  Lyon  had attended  the 
Von  Hoffman  Aircraft School  in  St.  Louis, 
where Gordon  Israel  was  a welding instruc-
tor.  Later,  Lyon would help Israel  in  the con-
struction of the "Redhead"  racer. 
Gordon  Israel not only designed and 
constructed his own racer the "Red-
head" but also  contributed to more fa-
mous Howard Racers; "Pete," "Ike," 
"Mike" and "Mister Mulligan."  Along 
with  Benny Howard he co-piloted Mis-
ter Mulligan  to a win in  the  1935 Ben-
dix  Race. 
4 JULY 1995 
by Dennis Parks
Gordon Israel, from Clayton, MO re-
ceived his first airplane ride in 1922 in the
Jenny of a friend. From 1928 to 1930, he
worked as an instructor at the Von Hoff-
man School which folded up in 1930. Is-
rael was then approached by Benny
Howard, who wanted his assistance in de-
signing and building a Wright-Gypsy pow-
ered racer. The airplane became know to
the racing world as "Pete." At the time,
Benny Howard was flying mail between
St. Louis and Omaha via Kansas City.
The racer was constructed in a hangar at
Lambert field that had been vacated by
the Von Hoffman School, which came
complete with full welding equipment.
In its debut at Chicago, during Sep-
tember of 1930, Pete won five firsts and
two thirds out of seven starts! Quite a
demonstration of the Howard-Israel the-
ory of design. Israel would also go on to
help design and build the other Howard
racers,"Ike," "Mike" and "Mister Mulli-
gan." Israel would co-pilot Mister Mulli-
gan to victory in the 1935 Bendix race. In
1932 Gordon Israel would design and
build his own Menasco powered racer,
the "Redhead." During his professional
career, Israel would remain active in the
aircraft industry, working for such compa-
nies as Curtiss-Robertson, Buhl, Stinson,
Howard, Grumman and Lear Jet.
The Redhead design was conceived in
January 1932. Design and construction
would continue through July when it was
ready to fly. It followed the same design
principles as the previous single-seat
Howard racers, using a steel tube fuselage
and wooden wings. However the Red-
head had plywood instead of fabric cov-
ered wings . The Israel design was also
unique in the use of the inverted gull
wing. Redhead was powered by a super-
charged Menasco "Buccaneer" C-6S six-
cylinder in-line engine of 544 cubic inches
rated at 230 hp. Though a faster machine
than Mike or Ike, the Redhead was
plagued by engine problems throughout
most of its career. However, its first prob-
lem was on the first flight, when the test
pilot cracked it up on landing. The air-
craft and engine and had to be rebuilt. A
new pilot was also needed and Israel
found Lou Bowen, an American Airlines
pilot, to fly the airplane.
1932: The Redhead's first racing ap-
pearance was at the National Air Races at
Cleveland in September 1932 where it
was entered as the "Gordon Israel Spe-
cial." Israel had high hopes for the ma-
chine as it was the only supercharged
Menasco entered. It did well at the start,
with Bowen well out in front by the sec-
ond lap, but the front bearing on the
Menasco started seizing and the revs
started dropping off. This happened in
every race and Israel came back from
Cleveland without earning a penny. A
disappointed Gordon Israel sent the en-
gine back to Menasco to have the main
bearing rebored.
1933: Los Angeles - At the Nationals
in July, with Gordon Israel at the con-
trols, the Redhead fared much better than
in 1932. Israel finished third three times
in the 550 cubic inch events, and fifth in
the 1,000 cubic inch event. For his efforts,
Israel earned $250.
1933: Chicago - At the International
races in September, Israel flew Redhead.
He placed second twice and third once in
the 550 cubic inch events, which gave him
a second overall standing, earning him
$225. Roy Minor in the Howard " Ike"
won each of the events. Israel ran 197.73
mph in his third event which would have
been fast enough to have won the first two
events, but Minor won at 201.8 mph.
1934: The Redhead" appeared at the
Omaha races in August. Israel won the
50 mile free-for-all at a speed of 197.3
mph . Unfortunately, he damaged the
ship very badly when he hit a bump on
the field on landing after victory in the
race. From all that we've been able to
find, this was the last time Israel raced the
1935: In 1935 Gordon Israel joined
with Benny Howard in piloting the
Howard "Mister Mulligan" to victory in
the Bendix cross country race from Los
Angeles to Cleveland.
(Above) This head-on view shows the inverted gull
wing. This feature was used by Israel to reduce the
wing-fuselage intersection drag. At the side of the fuse-
lage the airfoil had a 9% symmetrical section set a zero
angle of incidence to prevent any airflow separation at
the junction of the center section and the fuselage.
(Below) The short wing of the Redhead had many ribs
for strength, along with four compression bays. There
appears to be a one piece laminated leading and trail-
ing edge on the wing. The elliptical plan form was se-
lected in order to reduce the cord at the side of the
fuselage. Unfortunately, the airplane had miserable
stall characteristics and would snap-roll if one tried to
three-point it on landing.
(Above) The engine was a Menasco supercharged 544 cubic inch
six-cylinder engine. The fuselage (below) was of welded steel tub-
ing, the turtle deck plywood covered. The center section where
the wing panels were attached was heat treated.
(Right) The Israel Redhead, like the
Howard single-seat racers, was con-
structed very robustly. Howard and
Israel were extremely conscious
about incorporating enough struc-
tural strength. The Redhead and the
Howard racers were stressed to a 9G
limit. They were as strong as the
Army pursuit planes flying at the
time. Israel believed he had enough
concerns about keeping the hopped-
up Menasco engines running without
worrying about the airplane coming
(Left) Because of the miserable low
speed handling of the Redhead, when
Israel flew it at the Los Angles races
in 1933 he made only wheel landings
to keep from rolling the racer up in a
ball. In the two months between the
Nationals in LA and the Internation-
als in Chicago, Israel took the air-
plane back to St. Louis and put a new
center section on it, greatly improv-
ing the airplane's handling at low
(Above) After Ben Howard and Gordon Israel produced Pete, and prior to construction of Mike and Ike, Israel began work on
his own racer. It was largely completed by the time the Howard racers were begun. Work on the Redhead apparently
stopped while the two new Howard racers were completed. Israel's airplane was completed in the summer of 1932 after Ike
and Mike took to the air.
6 JULY 1995
by Buck Hilbert
EAA #21 Ale #5
P.O. Box 424
Union, IL 60180
I'm having a bad day! I just came
back from a trip to purchase another
load of stamps. The Post Office is be-
coming a major investment for me. I
spend more money down there paying
extra postage for information packets I
send to people, parts I mail, and things
I get that have postage due than I care
to think about.
BUT ... I gotta start thinking about
it. It is especially difficult to accept
when I spend several hours each day
here at my typewriter answering letters
and trying to help people. I feel a need
to answer each and every letter I get. I
truly enjoy the sense of accompli sh-
ment I get whenever I am able to help
people, eve n those who are not yet
members of our Antique/Classic Divi-
What bothers me is that often, and I
mean more often than not, I never hear
back from the very people who I try to
help. I send specifications, manuals, in-
formation, recommendations , refer-
ences and in general do everything I
can to help our members. Once in a
while I even have to give advice to the
lovelorn (aviation lovelorn - you know
the type - " I really like this airplane -
how do I find just the one that's right
for me?").
I ask them to share with their fellow
EAA and Division members when they
have an especially interesting project,
airplane or good idea. I meet and see
many people all the time, who have
great restorations and great ideas. In
return, I often get a deluge of answers
and help when I have a question or
problem that I need advice to solve.
But it is frustrating when I don't hear
back from those who I have sent mate-
rials to - I have no way of knowing if
they found it useful, or if they thought I
was blowing smoke. Feedback is im-
I'm sure many of you notice that I
sign off my column and letters with
" Over to You." Sure, it's an obvious
reference to our aviation radio phrase-
ology, but it much more than that!
When I write you and sign off with
"Over to You," it means I'd like and
need a reply. How do I know I didn't
say or do something that displeased
you? C'mon guys and gals, we have a
forum here with the EAA
Antique/Classic Division's Vintage
Airplane that can serve everyone of its
members. H.G. and I need your help
and your input, and we need feedback
so we stay on track.
A good exampl e are my comments
on the Aviation Rules Advisory Com-
mittee in a recent issue. I asked for in-
put on how you wanted to handl e the
revision of FAR parts 91 and 43 as per-
tains to Owner/Pilot maintenance. I
explained that these rules had been in
effect since 1938 and they could stand
some changing to meet today's needs.
Care to hazard a guess as to how
many people I heard from? Believe it
or not, less than ten! That's ten out of
nearly 10,000 members out there who
took the time to express their opinion.
I know there is a silent majority out
there. I certainly know it can be diffi-
cult to set your mind to it and actually
get with it. But gee whiz, gang, we
have until May of '96 to set in place re-
vised rules that could make it easier for
us to own and maintain our airplanes.
Isn't that some incentive? Paul
Poberezny can't do it all alone - nei-
ther can the other alphabet aviation or-
ganizations or type clubs. All of them
need member participation, and they
need it on a frequent basis.
This month's column isn't meant a
to be sour grapes or browbeating - it's
your wake up call and rallying cry. Re-
member, as volunteers we can't do
your bidding unless you make your
views known. Write them down and
send them back, and it you need more
information before you can form an
opinion, then all you have to do is ask.
It's why we are all here.
All is not gloom and doom - here's a
humorous note H.G. and I received a cou-
ple of weeks ago . ..
Dear Buck,
Could you possibly send me a copy
of your April "Pass it to Buck" in Vin-
tage Airplane? My husband was inter-
ested in your di scussion of the engine
hour recorder that didn't require an
electric or mechanical drive. (I didn't
know that and gave the magazine to
the recycler.)
I hope you'll be able to send this to
me and restore our domestic tranquil-
ity. Enclosed is $5.00 which I hope will
cover your expenses and a self-ad-
dressed, stamped envelope.
Thank you,
Maskao Smith
We were able to send another copy of
the April issue to Masako so her husband
could order a "Running Time Meter" for
his airplane. We were pleased to hear that
everything worked out fine. Now if we
can get Masako to hang onto her Vintage
Airplane a few months longer before send-
ing them to the (shudder at the thought)
recycler . ..
Over to you!
-------------------------------- by Norm Petersen 
These photos of a Piper PAolI Cub
Special, N4790M, SIN 11-439, were sent
in by longtime EAAer, Joe Gibson
(EAA 6748, A/C 16190) of Caroline,
WI, who restored the airplane over a
period of four years. The "basket case"
Cub was purchased from Lowell
Stephani (EAA 148825) of Black
Creek, WI, who had started the restora-
tion. The airplane came with a Ly-
coming 0-235 engine of 115 hp and a
set of Federal A WB-1500 wheel/skis.
Joe Gibson's Piper PA-ll Cub Special
Joe advertised the A WB-1500's for sale
and the telephone almost jumped off
the wall! (Apparently the demand ex-
ceeds the supply!) New wing leading
and trailing edges were installed along
with an 18-gal. tank in each wing. The
entire airplane was covered with the
7600 Process and butyrate dope done
up in the original Piper paint scheme.
The majored Lycoming is full electric
with landing light, nav lights, intercom
and all the goodies. A new cowl was
fabricated to go along with the original
nose bowl. Original 8:00 X 4 tires, tubes
and brakes are retained along with a
Maule tailwheel. A complete set of
new sealed struts from Univair was in-
stalled on final assembly. Joe reports
the PAolI is a joy to fly and really per-
forms with a strong engine and metal
prop. The pretty blue and yellow PA-
II has recently been sold to Johnny
Johnson of Pound, WI. and Joe is now
busy with a Piper PA-17 Vagabond.
Tony Morozowsky's Laird LC-lB
The bare airframe of a 1928 Laird LC-IB, NC5793,
SIN 161 , is pictured in the bright sunshine at
Zanesville, Ohio. Sent in by owner , Tony Moro-
zowsky (EAA 246668, A /C 15283) of Zanesville, Ohio,
the Laird is slowly being restored to flying condition
and will be powered by a Wright J-5 engine, its original
powerplant. Note the many crossed wires used in the
fuselage truss, a Matty Laird trademark. Visible also
is the push-pull tube to the elevator and the slave
struts between the upper and lower ailerons. (Hey
Tony, those wheels are going to be awful rough on
takeoff. Would suggest locating some with a wee bit 0 '
rubber on them!) Tony' s entire family is heavily in-
volved with airplanes and they have enough projects to
keep them out of mischief for years to come.
8 JULY 1995
1955 Cessna 180
This photo of a 1955 Cessna 180, N3180D, SIN
31978, was taken at Gallatin Airport, Bozeman,
MT, where the pretty airplane is based. Owners
Alan Dvain and Steve Kleimer, both residents of
Bozeman, were busy polishing the aluminum on
the classic Cessna as I happened by. Present plans
are to fly the 180 to EAA Oshkosh ' 95, so many
more folks will have a chance to view the pretty
bird. For many years, the Cessna 180 was owned
by the Nash Bros. at Redstone, MT, in the far
northeast corner of Montana.
Sidney Heidersdorf's
Piper J-SA Cub Cruiser
This very pretty 1940 Piper J-5A
Cub Cruiser, N31038, SIN 5-304, is the
proud possession of Sidney Heide rs-
dorf (EAA 375615) of Juneau, Alaska.
This entirely original J-5A sports an
original paint scheme of yellow with a
"fish hook" arrow, open cowling
around the cylinders of the Continen-
tal A-75 engine (complete with cast
aluminum valve covers) and propeller
spinner that flows into the lip on the
front of the cowl.
The metal Sensenich prop is one of
the very few changes from the original
1940 wooden propeller. Note the
original 8:00 X 4 tires , tubes and
brakes. This artistic photo was sent in
by noted aviation photographer, Roy
Cagle (EAA 15401, A/C 1691) , for- ton for many years before moving to
merly of Juneau, AK, and now of Alaska, is one of 375 J-5A Piper Cub
Prescott, Arkansas. Sid's J-5A, which Cruisers remaining on the FAA regis-
bounced around the state of Washing- ter.
John Mark's Grumman Mallard
Framed in the left hand window of Bob Redner's
Republic Seabee is the beautiful 1947 Grumman
Mallard, N1888T, SIN 131, being flown by owner,
John Mark (EAA 9866, A/C 8935) of Oshkosh, WI.
Pictured over Lake Winnebago near Oshkosh, the
pretty much stock Mallard has P & W R-1340 en-
gines and is kept in immaculate condition. While
enjoying a ride with Bob and Kimberly Redner in
their award-winning Seabee, John Mark formed up
on us while over the lake. I leaned across Bob's lap
and took the picture out the left window. We could
plainly see John Mark' s big grin on his face as he
pulled along side with the pretty Grumman, his
right hand on the overhead throttles. Thirty-two
Grumman G-73 Mallard's remain on the FAA reg-
istry today.
Douglas Solberg's Noorduyn Norseman
These photos of a "civilianized" 1943 No-
orduyn Norseman UC-64A, NC55555 , SIN
228, were sent in by veteran photographer,
Roy Cagle, now of Prescott , Arkansas. The
especially rare (on wheels) Norseman was the
pride and joy of Doug Solberg for many years
at Juneau, AK where these photos were taken.
Powered with a 600 hp Pratt & Whitney R-
1340 engine pulling a big three-bladed pro-
peller, the Norseman could haul a huge load
on wheels - up to 3400 Ibs. - and over a ton on floats.
Built in Canada in substantial numbers (over 700),
only about 50 of the big, fabric-covered machines
remain in service today. This particular Norseman
is now in a museum in Fairbanks, AK.
(Note: The Norseman Floatplane Festival will be held
at Red Lake, Ontario, Canada, on July 14 - 16,1995,
and up to 18 "Norsemen"(?) on floats are expected.)
Type Club 
The Funk Flyer  mance and reliability provided by adding
by Norm Petersen 
Compiled  from  various  type club 
publications & newsletters 
Ruth Ebey, editor and publisher
A FunkL ... Fly-ln?
by Bob Richardson
My young non-aviation neighbor
asked me what I had planned for week-
end activity and I told him I intended to
go to the "Funk Fly-In" at Coffeyville,
Kansas. He looked askance at me and
asked, "What 's a fly-in? " and " What's a
Funk?" It really takes some doing to ex-
plain to an uninformed ground pounder,
but to describe the remarkable charms of
the Funk flying machine is even more dif-
ficult. My friend did not seem impressed
with my dual explanations, shook his
head and went on about his business mut-
teri ng something about "to each his own,"
After that exchange, I began to realize
that there probably were a few aviation
enthusiasts around who were not familiar
with the grand old Funk either.
Here is a little background: the design,
a two-place , side-by-side, high-wing
monoplane originated with Joe and
Howard Funk in the late '30s, with a few
airplanes built in Akron, Ohio, in 1939.
(The CAA Type certificate No 715 was
approved on August 22, 1939.) These
early airplanes were called the Model B
and sported a 63 HP Funk Model E200
E4L, inverted, liquid-cooled engine (con-
verted automotive Model B Ford engine).
The Funk airplane project was moved
to Coffeyville, Kansas, sometime in 1941,
but soon after the demands of WWII
stymied airplane production and the
Funks turned to the manufacture of mili-
tary par ts. The littl e monopl ane, how-
ever, remained close to the hearts of the
Funk brothers, and by 1945 th ey were
ready to come back with a postwar air-
plane, the Model 8-85-C.
A number of refinements had been
made to the after-war airplanes, but the
big difference was the improved perfor-
10 JULY 1995 
the Continental C-85-12 (85 HP) engine.
The Funk was typical of many airplanes
of the period with fabric-covered wood
wings, steel tubular fuselage and conven-
tionallanding gear. Overall dimensions,
performance figures and maximum
weights vary with model designations,
but , generally, the airplane has a
wingspan of 30 feet, was 20 feet long, had
a gross weight of 1350 pounds and cruised
around 100 mph.
During those heady airplane building
days of 1946, the small Funk assembly
line put out two airplanes a day and had
an employee force of over 100 people.
Things began to slow down in 1947, and
as every airplane man of the time will teU
you, things came to a screeching halt in
1948. The Funk brothers closed down the
airplane business, regrouped, and went
on to bigger and better things, but the lit-
tle monoplane remained the sentimental
heart of Funk Manufacturing Corp.
The 8-85-C has been called a "gentle"
airplane , others have called it "solid, "
most just say "it's a good flying airplane"
and "as good as you can get with 85 horse-
power. " Owners will tell you that they
have never regretted taking a chance on
the little Funk. The airplane was de-
signed with the amateur pilot in mind.
Some were used as trainers, but the ma-
jority were valued as personal airplanes.
Over the years the stature of the little
two-seater has grown, and nowadays the
basic fifty-year-old design is very much in
demand by buyers and airplane collectors
around the country. Many of the remain-
ing airplanes have been rebuilt and recov-
ered several times, a few have been al-
tered with increased horsepower , but
most remain very close to their original
configuration. Usually they conform to
the early factory color schemes and are
either blue with cream trim, red with
black trim, or yellow with blue trim. The
C-85 models are mostly two-toned yellow
and maroon.
Funk airplane owners feel a special ca-
maraderie and have banded together in
the Funk Owners Association, a type club
that conducts a national fly-in annually at
Coffeyville, Kansas, usually in the latter
part of August (or the latter part of July).
Everyone is welcome to these affairs, and
if any are curious about this little air-
plane, they should plane to attend the
next "Funk Fly-ln."
Ri ght now it is hard to pin down the
exact number of Funk airplanes of all
models sti ll flying, or how many were
originally built, but one thing is notewor-
thy: everyone knows about a ll those
small postwar airplanes that were built in
Kansas, but at least 230 Funks were built
in Oklahoma - South Coffeyville, that is.
(Ed.  Note:  116 Funk aircraft remain on 
the  FAA  U.S. register today.) 
National Stinson Club's Plane Talk 
Bill and Debbie Snavely, editors
High Cost of Maintenance
Your maintenance bill depends on
how much hide your mechanic loses when
he is inspecting your engine. You know
those pretty nylon safety wires you put on
your engine to hold things neatly in place?
When you cut them with the side cutters
(dikes) or your knife, they leave very
sharp edges and get sharper as they get
To alleviate this problem, cut them
with your sharp knife right at the clasp.
Then run your finger over the edge to
make sure you got all the sharpness off.
If it is a little sharp, running a file over
the edge will help (to dull the sharp edge).
Safety wire that is as sharp as any nee-
dle needs some attention to also. Cutting
them with the side cutters (dikes) makes
them very sharp.
File these edges smooth and then curl
the edge back to the existing wire to help
this problem. The same can be said for
those nasty little cotter keys. I have heard
horror stories of mechanics getting im-
paled with  these wires as  they run  their 
hands into tight engi ne  compartments. 
Usuall y when  no one is  around  to  help 
you  out  is  when  this  wi ll  happen .  The 
onl y thing you  can  do  is  grit your teeth 
and pull the wire back out the way it went 
in.  Very painful! 
Blocked  Exhaust 
A  note  from  a  member states  that  the 
flame  tube burnt out and blocked  the  ex-
haust  pipe on  his Stinson 108-3.  When 
this happens, you  lose three cylinders on 
that side  and  about 400  rpm.  Of course, 
this  happened when  they had  full  tanks 
and  two  friends  in  the back.  Make  sur e 
that you check your exhaust tubes on  a 
regular basis. 
International Cessna 170 
Association - The 170 News 
Editor,  Velvet Fackeldey (417-532-4847) 
Rudder Cable Safety Check -
Dick Klockner 
Last month, as we touched down  from 
a  flight , I  heard a  soft ' ping. '  As I  was 
wondering what the  noi se  was, the plane 
began  turning right.  When I tried to cor-
rect with  left rudder, nothing happened. 
Then I tried left brake - nothing agai n. 
By  this  time we  were  heading for  the 
woods lining both sides of our runway. 
Since the plane wanted to go  right and 
time was rapidly running out, I decided to 
try a ground loop.  It worked and we  spun 
aro und , just missing  the  trees with our 
left wingtip. 
Nothing like  a n  exciting  landing  to 
wake a pilot up! 
A  rudder cable  had  broken.  It broke 
inside  the las t compartment of the tail 
cone.  It is  impossible to see in  there  and 
the  corrosion whi ch was occurring went 
undetected over a period of time by many 
people - including myself.  The rest of the 
cable was in fine  shape, but that small 
sect ion  inside  the cone and behind  the 
last bulkhead had actually rusted in  two. 
Since one can' t see inside  that section, 
I would suggest disconnecting the cables 
and  pulling  them  out far enough  to in-
spect them.  Don't forget  this import ant 
National  Ryan  Club Newsletter 
Bill Hodges, editor (501-268-2620) 
Oil  Leaks  at the  Head  to  Cylinder -
Mike  Wilson, Technical Director 
Check for oil at the head gaskets, whi le 
doing the preflight.  If oil is  found  coming 
out at  the  gasket, have your mechanic 
check the torque of the nuts; the engine 
must be cool.  If you  are not able  to have 
a  mechanic do it,  you  can do  it  yourself 
for  a  temporary fix.  It may  not stop all 
the leaks, but at  least the  head will  not 
come off. A  severe leak could damage the 
head, cylinder, or piston  and  rings, due to 
excessive  heat. 
Use a 6 to 8 inch  end  wrench and start 
to tighten each  nut.  There are a  total of 
16  nuts  (on  a  Kinner  radial  cylinder 
head), so tighten every 3rd  or 5th nut , just 
a  little, like  1I6th of a  turn.  This means 
you will  need  to go  around  the head  sev-
eral times.  Every 3rd  nut means 3 times 
around  to  do all  studs once.  You  may 
need to go around the  head several times 
to  tighten  all  the  nuts just  a  littl e  at a 
time.  The reason why we  do it  this way: 
well, just take my word for it.  Before you 
start  to  tighten the nuts,  check  to see if 
some  of the studs show more threads be-
yond  the  nut.  Thi s may  be  an  indication 
of st uds being pull ed out of the head or 
stripped  threads. 
So  if you just creep up  on  the  nut s a 
littl e  at  a  time , you  will  be  able  to ge t 
your ship  back home.  Don' t  get carried 
away, and  use a  big long wrench, like  12 
inches  or more.  If all  you  have  is  a  12 
incher, then  hold  your  hand  at the 6 inch 
position.  There are many other things  to 
co nsider when  installing a  (cylinder) 
head.  I  always anneal the gasket before 
installation, also  the surfaces must  be 
checked for "true."  More next time. 
From the "International 
180/185 Club"  newsletter-
Johnny Miller,  president (916-672-2620) 
Landing Techniques 
The hi ghest  percent age  of acci dents 
occ ur  in  the landing  phase  of a  flight 
(37%).  There have been a couple of good 
articl es in  the  past di scussi ng three point 
(full  stall)  landings.  Club members have 
been doing  a  good job kee ping  us  in-
formed  about aircraft maintenance  infor-
mation, but not much is  said  about what 
you  have  to do every time you  fly  i.e. , 
land the airplane. 
From the many pilots I've talked with 
(I have over 300 180/185's insured), most 
say they  use a  three point (nose high  atti-
tude) full  stall technique  for  the majority 
of their landings.  They indicated this is 
the way  they were taught.  Set up the air-
plane, pull  power and  flare  a  few  feet 
AGL, hold  the yoke  back until  the air-
plane settles on  the runway.  For wheel 
landings, carry a little extra speed  and pin 
it on  the  runway.  Nothing could be  fur-
ther from  the  truth.  Neither procedure is 
the "best" way  to do it. 
I beli eve  many of you were never ini-
tially trained to do  wheel  la ndings  the 
right way - I  wasn ' t .  Most are told you 
only do wheel  landings  in  st rong cross 
winds.  Some are afraid of them. 
Except for  soft field  landings,  I believe 
a wheel  landing is act ually  the  preferred 
way  to land.  It 's  easy.  I'll briefly discuss 
why.  Many of you  know of the " MAF" 
Missionary Aviator ' s  Fellowship out of 
Redlands,  CA.  For over 20 years  they 
have  bee n  training  th ei r  pilots  to  fly 
Cessna 180/185's and 206's in  countries all 
over the  wor ld  a nd  sti ll  have  over 40 
180/185' s in  service.  Their training con-
sists of hundreds of classroom and  flight 
hours with several trai ning flights  to Idaho 
to fly  the back country.  They have  in-
structors with over 10,000 hours of 1801185 
time alone.  I know there are  ot her train-
ing facilities , but for  my  money, these 
guys are the real experts.  They have to fly 
these aircraft for a  living in  all  conditions. 
Obviously they had  to  develop, standard-
ize and  use  procedures and  techniques to 
insure consistency and safety. 
Guess what?  They use  the wheel land-
ing 98%  of the time, except on soft sur-
Landings depend on feeling,  reaction 
and  response.  You want each  landing to 
(Continued on page 26)

From the International Cessna 120/140 Association 
Bill Rhoades, Editor and Maintenance Advisor 
Roy L. Farris writes: I called you  recently to ask  if you  had  any  experience with 
cracked fuselage stringers,  and you said that you had not. 
You asked at the  time if I would  send a description of the repairs. 
Whil e  trying to find  a  small vibration in  my  (Cessna) 140A, I  found  the  upper 
center stringer cracked over 60%  of its width.  It required removal of the windshield 
and several  instruments  in  order to  remove and buck the rivets which  were neces-
sary to  replace it.  We fabricated  a new one, and used the old cast bracket which the 
upper center motor mount  bolts to.  Replacing the stringer solved  the vibration 
probl em.  Enclosed is  a sketch  of the stri nger and location of the  crack.  I  think 
these stringers should be checked at each  annual.  Thank you, Roy L. Farris #3445 
eapolitan  Float 
by H.G. Frautschy
with information supplied by Gerolamo Gavazzi and
his book "Vintage Wings On The Lake"
The remarkable restoration of
the last Caproni Ca. 100 still flying
Certain aspects of antique airplane en-
thusiasts are universal, no matter where in
the world they live or what language they
speak. Gerolamo Gavazzi, AIC 15849 of
Milan, Italy is one of us who simply
couldn't bear to see an old aeroplane
crumble into dust. His passion for the
Caproni Ca.100 runs deep into his soul.
Before WW II, Gerolamo' s father was the
proud owner of a Ca.100, often referred to
as a " Caproncino," and it was in this air-
plane that as a young boy Gerolamo was
treated to an airplane ride. Later, he even
managed to fly I-ABOU on a semi-regular
basis after joining the Como Aero Club in
1962. His ties to the brigh tly colored
sesquiplane were steadfast.
When Gerolamo's father gave him that
ride after the War, the Ca.100 was al-
ready an old airplane. The Italian Air
Force had replaced them in 1938 with the
Breda 25, a more complex training air-
craft. To those who enjoy the history of
various aircraft of the world, the Ca.100
might have a vaguely familiar look. An
Italian Ministry of Aviation request in
1928 for proposals to build training air-
craft for the Italian Royal Air Force re-
quired the Caproni factory to work fast,
so, in the interest of speed, they acquired
a license to build the DH.60 Cirrus Moth
from DeHavilland. The Caproni engi-
neers made a few changes to the basic DH
design - the landing gear was redesigned,
with a pair of oleo strut shock-absorbed
landing gears, instead of the bungee
corded straight axle landing gear on the
DH.60. The vertical tail also underwent a
profile change, but the biggest change to
the DH design was a wing revision. A
number of large Caproni bombers has
used an inverted sesquiplane configura-
tion, with the longer wing as the bottom
surfaces, and the smaller wings mounted
above. The Ca.100 was given this same
arrangement, resulting in an unusual look-
ing biplane. By 1930 the Ca.100 was in
production, and it continued to be made
until 1937. The inli ne upright Columbo
S.53 (four cylinder, 90 hp), S.63 (six cylin-
12 JULY 1995
der, 145 hp) and 95 hp, 7-cylinder radial
Fiat A.50 engines were used for power,
with the 145 hp S.63 the favored engine.
Approximately 680 Ca.100 trainers
were built during the 1930's, and it proved
itself a very capable trainer. Before the
war began, it was thought that nearly 300
of the aeroplanes still existed, but the war
years took their toll on the survivors.
Many pre-war aircraft that served no mili-
tary purpose were converted to scrap and
recycled, so few private aircraft survived
the second World War. After the War,
there were 15 Ca.l00's remaining, and
three of them were f10atplanes that would
come to operate at the Como Aero Club.
The Como Aero Club has a long and
interesting history. Located on the shore
of Lake Como in the city of Milan , in
northern Italy, it was created in 1930 to
serve as a base for local flight training as
part of a nationwide encouragement of
aviation by the Italian government. It
opened in 1932, and was officially inaugu-
rated the next year with the arrival of the
Dornier DO-X, the 12 engined German
seaplane which stayed for 3 days.
A flying club was established at the
Como water aerodrome, and was very ac-
tive until the start of WW II, during which
each and every aeroplane owned by the
club was destroyed. When the club was
started again in 1946-47, the organizers
had to start from scratch with an empty
The empty cove on lake Como in
northern Italy began to hum again with
aeronautical sounds, including a Macchi
MB 308 (a high wing cabin airplane) and a
SeaBee. Amazingly, a Ca.100 was located
and purchased by the club. The first of
three that would operate at the post-war
Como Aero Club was as registered 1-
ABOU. Two more Ca.100's were added,
I-COMA and I-DISC. All three were in
service and out of service at various times
and of the three only two survive, I-DISC
and I-ABOU. I-DISC was grounded after
being damaged in a landing accident, and
was later restored for static display in the
Giocanni Caproni Museum in Trento. 1-
ABOU continued to fly until 1968.
Macchi of Varese built SIN 3992
Caproni Ca.lOO during the late spring of
1932, completing the airframe in June.
Built as one of 36 seaplanes assigned to
the Rome-Lido Aerobrigta operating as a
pri mary flight school, it operated there
until 1938, when the school was closed and
the airplane was moved for a time to the
town of Desenzano, on Lake Garda.
It remained in service as a training
aeroplane until 1940, when it was then
sold to a famous Italian powerboat racer,
Samuele Silvani. The airplane was flown
to Pavia water Aerodrome. It was regis-
tered as I-ABOU and kept there until
grounded by the hostilities. Fortune
smiled on the little biplane, for it's pur-
chase by a private individual just as the
War was beginning would help ensure its
survival. Stored out of sight from both the
Axis and Allied military, the airplane
would remain undisturbed in storage until
1947, when an agreement was made for
the Como Aero Club to purchase the
sesquiplane. The Ca.l00 was flown to
Como in 1948 in less than airworthy con-
dition, but it did arrive and delighted club
members began an extensive overhaul.
Along with the aeroplane came a spare
pair of floats. I-ABOU has never had a
wheel landing gear, having always been
mounted on a pair of wooden floats. Five
spare Columbo S.63 engines were bought
surplus from the Italian military.
After it's first restoration, the Ca.100
flew until 1952, when a landing accident
put it out of commission until 1957, and
then again, it was damaged in 1963 and
had to be repaired. As a training airplane,
it is not surprising that the aeroplane had
some hard use, and by 1967, the basic air-
frame and engine bad simply begun to
wear out. It's airworthiness certificate ran
out in 1967-68, and it steadi ly declined as
it sat in the back of the Como Aero Club
I-ABOU has lost it's Airworthiness
Certificate because the engi ne was usi ng
oil at a prodigious rate, and couldn' t reach
the rated power standards it needed to
pass inspection. At some point after it
was grounded, the Ca.100 was hauled out
of the hangar and an attempt was made to
run the engine and slide her down the
ramp into the water. Before it could be
pushed onto the lake, the Columbo
ground to a halt , seizing after having sat
for too long without proper care. The for-
lorn antique then sat in the humid lake air
for quite some time, corroding and rot-
At one point, a businessman from the
nearby town of Brianza was allowed to
display the Ca.100 outdoors in his garden,
and the elements further attacked the air-
frame and engine.
By the mid-1980' s, the airplane was
back in the hangar at the water aero-
drome. 1985 proved to be a turning point
in the history of I-ABOU. One day, as
the old sesquiplane was being moved in
the hangar, one of the floats cracked open.
It was obvious to all that I-ABOU had to
restored soon, or it would be lost to his-
tory, becoming just another photo in so
many picture collections. The Aero Club
members began to show some interest in
the old sesquiplane, and the Ca.100 was
returned to the water aerodrome. Per-
haps it could be restored to its former
glory . . .
(Above) The Caproni Ca.100
"Caproncino" captured over Lake
Como in northern Italy after its six-
year long restoration. The sesqui-
plane is laid out with the shorter
wing on top, and the entire struc-
ture, including the floats, is wood
with metal fittings. The Ca.1 OO's
basic design grew out of a licens-
ing agreement with DeHavilland to
produce the DH.60 Cirrus Moth.
(Above, right) The instrument panel has been restored to its original configuration, no
small task considering the rarity of pre-war instruments in modern Italy.
(Below) The 145 hp Columbo S.63 six-cylinder engine powered the majority of the
Ca.1OOs built.
The projected costs were extraordi-
nary. Unlike the United States and other
countries around the world where antique
airplanes not only existed but flew in ap-
preciable numbers, It aly simply does not
have a cache of remaining antique air-
planes a nd spare parts to all ow the
restoration of a fleet of antiques, such as
we have here in the States. With that in
mind, it's not hard to imagine the kind of
responses Gerolamo Gavazzi got when he
started asking potential sponsors if they
were interested in joining him in a restora-
(Above) Gerolamo Gavazzi, the spark-
plug who organized the restoration of 1-
ABOU. (Right) The official rollout cere-
mony of the Ca.100 at the Como Aero
Club was dramatic, compete with an
"unveiling" of the old club aeroplane as
the restored sesquiplane was moved out
of the hangar.
14 JULY 1995
tion of the Ca.100. They looked at him
with disbelief. Rebuild that?! To Fly?
Sure .. .
The few sponsors who expressed a cer-
tain amount of faith that it could be done
wanted to impose their own will on the
project. Friends were also asked to join in
the effort, but many simply said it couldn't
be done. "Put in a modern engine, and
get a ' Special certificate of Airworthiness,'
and add some radi os," were the words
most often spoken to Gerolamo when
he' d broach the idea to some of his friends.
Finally, it became clear that he was going
to have to go it alone, and organi ze the
restoration of the "Caproncino" on hi s
The end of the year 1985, Gerolamo
Gavazzi had organized "Caproncino Sri ,"
formed as an organi zati on specificall y to
restore th e I-ABQU. A pr oposa l was
made to the Como Aero Cl ub, which they
accepted, opening the road to restoration
for the old Caproni.
As is so typi ca l the world over, the
restoration of the airpl a ne depended
most on what was needed for the engi ne.
(Left) Another shot of the Ca.100
serenely flying past the Italian villas lin-
ing the shore of Lake Como.
Having been worn out a nd the n left to
the ele me nt s surely must have almost
comple t e ly r uined it. Ge rola mo fir st
went to each of the fl ying clubs that still
existed who in the past had operated the
Ca.l00, but none could help with parts or
any other informati on. It was a longshot ,
but how about the Itali an military? Since
the airpl ane had bee n widely used as a
military trainer before the war, perhaps
the Aeronautica Milit are still had some
long lost pa rt s tha t could aid in the
restoration. The upper level Italian offi-
cers who met with Gerolamo were inter-
ested in helping, but they could not offer
any part s - inquir es by the staff came
back time and time again with negative
results. The parts simply didn't exist in
the normal channels of supply.
Networking can often have unex-
pected results, and while conversing with
the " Grupo Amici Velicoli Storici "
(GAVS), or the "Friends of Vintage Air-
planes Group," he was reminded that it
was possible that a few of the aviation
trade schools had older engines that were
used as training aids.
A trip to Rome confirmed that the
Galilei Instit ut e had a Columbo S.63 in
their collection, but the Insti tute's offi-
cials were not thrilled with the prospect
of selling the engine. Gerolamo's enthu-
sias m must have swayed the men, for
they did agree to check into selling the
e ngine to him. They later came back
with the startling news that they couldn't
sell something that didn' t belong to them
- it was on loan from the Aeronautica
An excited Gerolamo Gavazzi went
right back to the officers who had tried
to help him on his previous visit. They
were incredulous, a nd they agreed to
help. At a meeting with all three of the
protagonists in this litt le play, Gerolamo
agreed to provide the Instit ut e with a
suit able e ngine for instruction, and the
Aeronautica Militare would sell him the
Columbo at auction. As all of the bu-
reaucratic wheels slowly turned (again,
some t hings are universal!) before the
deal was consummated, the engine was
sent to a museum, where the curator de-
cided he wanted to keep the engine for
display! Fortunately, the officers at the
Aeronautica Militare did not want to
break a promi se (how refreshing!) and
so they prevail ed, and the engine was
eventually sold to Ge rolamo for use in
the Ca.lDO.
Anothe r engine was eventually ob-
tained from a wind machine through a
surplus dealer in one of the seediest sec-
tions of Rome . It involved the convo-
luted negotiations with a wily junk deal er
and transporting the engine home in the
back of a little Fiat 131. For the full
story, I strongly suggest obtaining a copy
of Gerolamo Gavazzi's "Vintage Wings
On The Lake," a hard cover book pub-
lished by Gerolamo. Details are included
in A/C News on page 3.
Now he had three engines, and a luck
would have it, he was able to obtain an-
other from the "Istituto Technico Malig-
nani " in Udine. Engine overhaul could
now begin, with the original engine slated
for overhaul, and a second engine to be
rebuilt as a spare. The remaining engines
would be used for spare parts.
After cleanup, the parts were in-
spected, including the multiple-piece
crankshaft. The pistons were replaced
and the cylinders cleaned up and chromed
back to standard. The valve guides were
bored out, and new valves installed. Once
run, the first rebuild of the Columbo was
disappointing - it would not produce rated
power, and so a decision was made to
have the engine re-overhauled by a differ-
ent shop. After another year, the engine
ran up properly, and was made ready for
installation in the Ca.100.
The airframe of the Ca.100 was sur-
prisingly sound, and mechanic Sergio
Pinza, who did the restoration, under
the direction of Felice Gonalba, found
the fuselage, which is built up entirely of
wood, was in reasonably good condition.
The tail surfaces were not nearly as
good. Damage caused by careless move-
ment in the hangar had banged up the
rudder and elevator, and coupled with
rot from over 50 years of exposure and
use had ruined them beyond repair. A
new set was built up. The wings didn't
need much more than minor rib repairs
and cleaning up, with a careful inspec-
tion of the entire structure. The wing
struts were inspected and repaired, and
the wooden float that had split open was
fixed,with the other float inspected and
cleaned up.
The airframe accessories, including
the fuel tank, canopy frame and oil cooler
took a bit more effort, and all of the
metal fittings were x-ray inspected, sand-
blasted and pronounced fit for use.
The instrument panel had been cob-
bled up over the years, and so an effort
was made to return it to it's previous
glory. A Pezzani model 2 compass, built
up from the parts of two units, is the cen-
terpiece of the panel, and other instru-
ments were found in the stores of the
Como water aerodrome hangar. A clock
was also built up from the remains of two
non-working clocks. As the restoration
progressed, parts and pieces from other
Como warehouses were found, including
a float and other airframe components.
A few spare propellers were obtained
from the Caproni family, who had taken
an interest in seeing the last Ca.100 take
to the skies again.
After a six year effort, the Caproni
Ca.100 was ready for its first flight, re-
splendent in its new green, red and white
Italian military color scheme. Test pilot
Carlo Zorzoli, the last man to fly 1-
ABOU in 1968, was given the honor in
1991 of flying the newly restored sesqui-
plane from the Como water aerodrome.
The test flight was routine, and for the
first time in 23 years, a Ca.100 was flying
in Italian skies. At the conclusion of his
book, Gerolamo's comments regarding
his reason for passionately ensuring that
the Ca.100 was restored as it was, in orig-
inal flying condition, were summed up as
"Static restoration can, of course, be
done. While this too is auspicable (com-
mendable), it lacks the romantic touch.
A static restored plane is a piece of his-
tory, but it brings to mind dust, staleness
and mold. However much it may evoke
memories and emotions, it is a ghost of
the past. But when one clambers into the
cockpit of a plane that flies , from it em-
anates a fragrant mixture of oil, grease,
petrol, rubber and leather.
"The hotted engine and the drop of oil
on the floor are signs of life.
"When the engine is switched on, with
its unmistakable throb, the vibrations
shudder, and the instruments spring into
action, the aircraft seems possessed of a
Against monumental odds, Gerolamo
Gavazzi and his friends and partners have
breathed life into a part of Italy's recent
history. Our congratulations of accom-
plishing such an extraordinary task! *
Roscoe  Turner:  Three  Time  WInner of the  Thompson  Trophy ... 
(Far  right)  Roscoe  Turner  fuels  his 
racer,  dubbed the  "Pesco  Special," 
during preparations  for  the  Na-
tional Air Races in  Cleveland during 
1938.  Roscoe  won  the race  that 
year  with a 283.42 mph average 
speed.  The  last National Air Races 
held before WW /I took place Labor 
Day weekend,  1939. Roscoe re-
turned with  the same racer but with 
a new sponsor,  Champion Spark 
Plugs  (right).  When  the sun set on
the races at the end of the holiday 
weekend,  two momentous events 
had occurred - Roscoe  Turner had 
won  an unprecedented  third 
Thompson  Trophy race,  and the 
Germans had invaded Poland,  set-
ting the stage  for  the second world 
war.  Roscoe announced his retire-
ment from  air racing,  and the world 
knew that  future  peace was  uncer-
tain  until Nazi aggression  could be 
16 JULY 1995
Painting by Frank Warren
The winners: 
#29 Roscoe Turner - LTR-14
"Miss Champion" 282.54 mph
#70 Tony LeVier - Rider R-4
"Schoenfeldt Firecracker" 272.54 mph
#2 Earl Ortman - Rider R-3
"Marcoux-Bromberg Special" 254.44 mph
Others in the race: 
#52 Harry Crosby - Crosby CR-4
#4 Steve "WIttman - "WIttman "Bonzo"
#25 Joe Mackey - Wedell Turner
#5 Art Chester - Chester "Goon"
DNF - Out lap 18, out ofoil
Jim Younkin of Fayetteville, AR has long been bitten by the racer bug, having built up repli-
cas of two of the most famous racers of all time. In the foreground is the replica of
NR614K, the Travel Air Mystery S, winner of the 1929 Thompson Trophy race, which beat
the military's best biplanes by a good 50 mph. In the center of the formation is Jim's
replica of Benny Howard's DGA-6 "Mr. Mulligan," the only racing airplane to win both the
Thompson Trophy race and the Bendix Transcontinental race in the same year (1935).
Budd Davisson and Jim Clevenger collaborated on the construction of a replica Wedell-
Williams #44, the winner of the 1933 Thompson. Nearly 15 years in the making, Budd did
the engineering, and the remarkable team of Jim and his wife Liz put their heart and soul
into building the airplane. Its first flight was July 3, 1987 with Carl Pascarell at the con-
trols. After suffering some damage during Hurricane Andrew, the airplane has been refin-
ished and made a bit lighter, with a goal of moving the CG  forward a bit, making the racer
handle better.
Repl ica 
Racers ... 
the Golden Age
by H.G. Frautschy
As youngsters, they were the air-
planes flown by our heroes - Benny
Howard cleaning up in the ' 35 Thomp-
son Trophy race with an airplane that
look more like an executive transport
instead of a speedy racer. Steve
Wittman in his personally built racers,
gamely keeping pace with the most ex-
pensive racers money could buy, and
earning Steve enough money to grub-
stake him in the aviation business as a
fixed base operator. Or Jimmy Doolit-
tle and Lowell Bayles, Gee Bee pilots
who roared around the pylons at Cleve-
land, forever imprinting the vision of
the stubby little racers as icons of the
"Golden Age of Air Racing."
For many of us, the images we have
of that time are those of black and white
photos and newsreels. Devoid of color
and sometimes grainy, the snapshots of
past glory days left us younger race fans
with a hunger for more. For those
whose boyhoods were filled with a time
when heroes put all their life savings
into a race plane, unless they saw the
planes in person, screened pictures and
garish cover art on pulp magazines
would have to make do to fill out their
imaginations. For some, their talents at
building models soon translated to adult
vocations that allowed them to express
their aeronautical desires. By the late
1960's and early 1970's, a few men be-
gan to wonder if it was possible to build
a racer.
Questions began to be asked and,
fortunately, some of the people in-
volved in the original construction of a
few of the racers were still very much
alive, and very enthusiastic about set-
ting the record straight when it came to
their particular airplane'S reputation.
To whet our appetites for these rac-
ers of the past reincarnated, here are
just some of the replica racers that
should be on hand for the second
"Golden Age of Air Racing" reunion at
18 JULY 1995 
The start of the Gee Bee craze can cer-
tainly be traced back to the construction
of Bill Turner's Gee Bee Z replica in the
shops of Ed Marquart, built during the
1970's and first flown in November of
1979. Bill's flight, 'er, make that ground
experiences with the "Z" were nothing
short of wild, including an excursion from
the runway at Half Moon Bay that re-
quired a 5 month rebuild. Bill will be the
first to point out that the airplane was not
at fault - a new set of brakes were to be
fitted, but he was one landing too late in
getting them installed. The "Z" replica is
now owned by David Price and the Santa
Monica Museum of Flight, who purchased
it after the airplane was one of the aero-
nautical stars of the Disney movie ''The
Jeff Eicher and Kevin Kimball (above) of Florida are busy putting the final touches on their Gee Bee Z replica. Jeff and Kevin are not plan-
ning on making Oshkosh this year, but when we visited the Kimball shops this past April, the project had moved to the stage you see here.
All the construction drawings and structural analysis were done using a computer, and many of the lessons learned by others over the past
25 years of racing replica building were incorporated into the details on this Gee Bee.
(Left) Jim Jenkins' Gee Bee Ereplica over
the skies of central Connecticut. A pains-
taking reproduction of the "E," Jim's air-
plane is powered by a 110 hp Warner, and
he reports, as do the other Gee Bee replica
pilots, that the airplane flies very nicely but
that it can quickly become a handful on the
ground during rollout. jim first flew the
replica in September 1991. A second "E,"
built by Scott Crosby, has recently been
completed, and it is also scheduled to be at
(Right) The beautiful Gee Bee Model Y Sportster, built as a replica by
Ken Flaglor, and now owned by Jack Venaleck of Painesville, OH. Only
two of the "Y's" were built, and although both eventually crashed, the
design has proven to be sound and a spirited airplane to fly.
A snarl from the horizon, and a rotund shape takes
form as it buzzes past the crowd and whips into a
quick climb and roll. A rom! Then an inverted pass,
followed by knife edge flight in front of a dazzled
audience. Knife edge flight! From one end of the
country to the other, Delmar Benjamin has been de-
bunking the myth that the Gee Bee R-2 Super Sport-
ster is a mean, nasty airplane, ready to bite at mo-
ment's indiscretion. Built by Delmar and master
craftsman Steve Wolf, as well as others in Steve's
Creswell, OR shop, the Gee Bee R-2 replica brought
together the dreams of many Gee Bee enthusiasts
around the world when it flew Monday, December
23, 1991. Since that time, the R-2 has proven to be
a worthy airshow airplane, ably demonstrated by
Delmar. Far from a completely docile airplane, the
Gee Bee R-2 still requires the attention of the skilled
pilot at all times. Referring to his preference for
aerobatic airplanes, Delmar was quoted by Steve
Wolf as saying, "Stability spells boring." The Gee
Bee R-l replica fills the bill for Delmar!
During an East Coast
tour, Delmar Benjamin
and Steve Wolf were
treated to a Gee Bee fam-
ily reunion of sorts. Here,
Steve discusses the Gee
Bee R-2 project with Howell "Pete" Miller, the
chief engineer at Granville Bros. Aircraft when
the R-l and R-2 were built. At the Concord,
NH Air Festival, the Granville family members
enjoyed a visit with the R-2 - from left to right
are: Steve Wolf, Delmar Benjamin, Sherrelle
Antrum, June Dakin, Paul Granville, Pete
Miller, Matthew Jones, Barbara Haggerty and
Tom Jones.
(Left) A portion of fabric from the original R-2
is held next to the R-2 replica by Delmar during
the Concorde, NH Air Festival.
The perky Command-Aire "Little Rocket"
was reproduced by Joe Araldi, who en-
joyed a close association and collaboration
with Albert Vollemecke, the Little Rocket
designer. The original was the winner of
the grueling 5,541 mile All America Flying
Derby in 1930, a race set up by the Ameri-
can Cirrus Engine company to promote
their engines. The race was open to all air-
planes powered with either Cirrus or En-
sign engines. Joe's faithful replica has
proven to be a reliable racer, giving Joe a
taste of the "Golden Age of Air Racing."
20 JULY 1995
The resurrection of Benny Howard's Pete had long been a dream of Bill Turner's, one he gave up on before he built the Brown B-2 replica
"Miss Los Angeles." Since Benny was small (just slightly over 5 feet tall and slightly built), Bill figured his 6'5" frame wouldn't fit. Years
later, he was able to acquire what was left of the racer, which had been neatly rebuilt into a pretty little sportplane by a fellow from Mil-
waukee named Poberezny. Paul's "Little Audrey" used a pair of Luscombe wings and the remains of the fuselage of Pete, which had long
since been modified from its original form. Restored to its former glory, with a complete new set of wings and a rebuilt fuselage, painted a
gleaming white with gold and black trim, Pete looks ready to bring home the hardware from the races. Recently flown, it was piloted by
Robin Reid. A replica Pete has long been the dream of engineer and aviation journalist Budd Davisson, who has been slowly making head-
way on his project over the years. "Pete's" stablemates, "Mike" and "Ike" also still exist, owned by Joe Binder over the past 30 plus years.
Bill Turner, EAA 26489, was one of the lucky men who
grew up a teenager during the 1930's. He also had a father
who was a Naval aviator during WW I and avid aviation en-
thusiast for the rest of his life. Bill was fortunate enough
that his dad made sure that he and his son would head off to
the National Ai r Races each year in either Los Angeles or
Cleveland, and he was old enough to remember many of the
details that made the racers so appealing. (Sitting in Benny
Howard's Pete, making airplane noises until he was uncere-
moniously hauled out of the cockpit by Benny and Gordon
Israel certainly did much to keep his recoll ections strong!)
As an adult, he couldn't shake the thought of flying one of
the hairy chested raci ng beasts t hat had thrilled his chi ld-
hood. The few racers that remained were not for sale, so he
was left with only one choice - build his own!
The Gee Bee sure had lots of sex appeal to Bill, but oh,
its reputation. Perhaps somet hing a litt le more easy(!) to
fly. Here's how he described his search in the November,
1972 issue of Sport Aviation:
"The image of one racer kept popping into my head. As a
young boy I had taken a fancy to it because of its graceful lines.
It was a craft which was always in there performing year after
year. It bore a strong resemblance to the famous Howards
(Pete, Mike and Ike) but was bigger. Also, it had flaps to help
bring the landing speed down to something less than the wild
strafing run approach so common to most of its contemporaries.
Besides, it was crimson, with gold letters and I like any color as
long as it's red. It was, of course, the 1934 Brown B-2, Miss
Los Angeles."
Miss LA was bu il t by Bill and master restorer/custom
bui lder Ed Marquart and his shop craftsman at FlaBob airport
in Los Angeles. The racer showed up to thri ll the crowds at
EAA OSHKOSH ' 72, and its appearance seemed to spark a
resurgence in interest in racing airplanes. Power was a Ranger
engine, instead of the 6-cylinder Menasco - it was easier to find
and much easier to get parts for the Ranger than the 290 hp su-
percharged Menasco.
Flying Miss Los Angeles gave Bi ll quite an education, one
that has stuck with him as he and Ed Marquart have gone on to
bui ld up more replica racers: the Gee Bee model Z "City of
Springfield," and the Miles and Atwood Special. They've also
restored Benny Howard' s Pete, with their most recent achieve-
ment the construction of a replica DH.88 Comet, "Grosvenor
House. " None of the airplanes has been considered by Bill to
be easy to fly - they require constant attention, and many have
a particularly sharp break at the stall. Keeping in mind their
primary mission, to go fast, helps keep their flight characteris-
tics in perspective. Bill is once again organizing the Golden
Age of Air Racing reunion at EAA OSHKOSH.
For a list of events and special guests that are planning on at-
tending EAA OSHKOSH ' 95 as part of the "Golden Age of Air
Racing" celebration, please see the Ale News on page 2. ...
by Norm Petersen
Robert Dickson's 
rare  T-35  TEMCO  Trainer 
An old adage among airplane people
goes something like this , "Nothing is
prettier than someone else's polished air-
plane!" That ubiquitous thought kept
goi ng through my mind as I quietly ap-
proached a gleaming, highly polished res-
ident of the Swift row at Sun ' n Fun '95.
Closer inspection revealed the ai r-
plane to be one of the rare tandem-seat-
ing TEMCO "Buckaroo" models that
make your heart skip a few beats with
jealousy, pitter-patter a few more beats
with envy, then finally slow down to a
normal beat as hars h reality sets in.
There are only five T-35 Buckaroos on
the FAA register, three T-35 and two T-
35A. Of these, only four are presently
flying. Now you have an idea of how
rare this airplane is and yo ur relative
chance to ever own one. (But the beauti-
fu l taildragger st ill makes the heart
thump! )
This gleaming aluminum, 1950 model
T-35, N904B, SIN  6005, had been flown
in from Charlotte, NC, by its owner and
restorer, Robert Dickson (EAA 70408,
AIC 22357) and hi s lovely wife , Roye
Ann. The flight to Lakeland, FL, was
the very first time that Robert had taken
hi s wife along in this particular airplane
and they are most pl eased to report that
she loved every minute of it. Robert re-
ports the airpl ane fl ew great and made
the trip without a hitch. (Have you ever
noticed how much easier it is to own an
airplane that runs perfect when the Mrs.
is riding along?)
The highly polished " Bucka roo"
didn ' t happen overnight. It had been
purchased by Robert Dickson as a true
" bas ket case" in 1974, twenty-one years
ago. However , the full story of the
Buckaroo goes back even farther.
Robe rt Dickson was born in Char-
lotte, NC, in 1943 and has lived his entire
life there except for a stint in college at
Clemson University at Clemson, Sc. In
1961, his aviation interest was coming to
22 JULY 1995
the fore as he started taking lessons in a
Piper Colt and made his first solo flight in
a Piper Tri-Pacer. However, as is so of-
ten the case, the funds dried up as school
ex penses soon took care of a ny loose
Eventually, Rober t finished school
and became ga in full y e mpl oyed . By
1968, the aircraft " bug" was getting to
him once again, so he bought a Piper PA-
12 Super Cruiser and soloed the airplane
under the tut elage of CFI Don Stewart
eventually earning his Private license.
1969 was a banner year for Robert in
that he marri ed hi s lovely bride, Roye
Ann, and in the same year , deve loped
this urge for a low-wi nged retractable air-
plane call ed a Swift! He found one for
sale at Waymon Lanford Flying Service
in Greenwood, Sc. After a bit of negoti-
ati on, Robert traded a boat that he had
for the Swift - and drew a nice chunk of
boot money, besides! (Now you really
understa nd this happe ned a fe w years
Robert went down to Greenwood, SC,
got all checked out in the retractable
Swift, and flew it home to Charlotte. A
bit later, he was taking a fri end for a ride
when hi s passenger volunteered to show
him some exciting loops and rolls .
Robert respectfully declined and whil e
tying down the tailwheel, happened to
notice severe det er iorati o n in the aft
fuselage and tail feathers! The airplane
clearl y needed res torati on and Robert
felt a very shaky sense of reli ef that no
aerobatics had been attempted.
Later, he flew the Swift into the North
Wilkesboro, NC, Fly-In, where he met
the Swift guru, Charlie Nelson, and
joined the Swift Association. Returning
home, the Swift was dismantl ed for a ma-
jor restoration that would take the next
two years. Robert discovered two things
that all aircraft restorers already know.
It takes lots of time to restore an airplane
and secondly, it costs considerably more
money to complete than originally ex-
pected! However, all the effort was not
in vain as Robert 's newl y restored Swift
ran off with the Grand Champion Award
a t the Swift Fly-In at Ke ntuck y Da m
State Park near Paducah, KY, in 1973.
The excell e nt qualit y of Robert ' s
workmanship caught Charlie Nelson' s
eye and in 1974, Charlie extended an of-
fer to Robert to come up to Athens, TN,
and look at a TEMCO "Buckaroo" that
the Swift Foundation had for sale. It was
a true basket case and in dire need of ex-
pert rebuilding. Charlie felt that Robert
Dickson was the man for the job.
After looking the entire pile of Bucka-
roo part s over, a dea l was struck and
Robert purchased the airplane and
hauled the whole mess back to Charlotte,
NC, in a truck. This was 1974 and Robert
definitely felt he was almost in the air-
craft kit business - it was that bad! How-
ever, slowly but surely, each part and
(Above) "A Day at the Lake, high and dry as it should be." is the title of
this photo of Robert Dickson (front cockpit) and Bud Brown (rear) in
Robert' s beautiful T -35 as they form up on Charlie Nelson's Buckaroo
and photographer, Terry Heffield. Photo taken @1/250 @ F4 on Kodak
VPS-160 film.
Looking up into the left main gearwell gives us an excellent view of the
really painstaking effort put into the long restoration. Note the micarta
block used to convey the four pressure lines through the wing rib.
The fully instrumented front
panel, complete with full
avionics, is shown with the
lights on and everything lit up.
The rear instrument panel has
been rebuilt to original config-
uration and includes the origi-
nal " Radio Call, N904B" en-
graving from back in 1950.
(Above) Three and a half-year-old Robert
Dickson, Jr., sits in the newly acquired
T-35 project shortly after the long
restoration period began.
(Above right) Now an accomplished pi-
lot and CFI, Robert Dickson, Jr., sits in
the front cockpit of the totally restored
T-35 Buckaroo and readies for a flight.
(Amazing the difference twenty years
can make!)
piece was separated from the pile and re-
turned to new condition.
Perhaps the first item learned was that
very littl e of the original Swift airplane
was used in the manufacture of the T-35.
They were different as night and day.
About the only recognizable feature
common to the two airplanes is the wing
slot ahead of the ailerons on the leading
edge of the wing. When Robert would
become stuck on a part, he would solicit
help from the people at JAARS (Jungle
Aviation Air Rescue Service) who were
excell ent craftsmen and could lit erall y
build any piece and part required. In ad-
dition , he would often call EAA in
Oshkosh and end up with the answers to
his many questions. As Robert says,
"More EAA members should realize that
EAA is more than a magazine. For me,
it really paid off."
The original engine that came with the
project was a 165 hp Franklin that needed
a great deal of help. Only the crank was
airworthy! The rest had to be replaced as
the necessary parts and pieces could be
located (Spell that $$$$$). The years of
drilling rivets, cl eaning and priming, re-
riveting, fixing, rebuilding and general
restoration went by rather quickly. The
light at the end of the tunnel was starting
to show and by 1990, some sixteen years
into the project, the old (new) T-35
trainer was ready for her first flight.
Robert was pleased with the overall han-
dling of the airplane. The controls are
positive in their actions and it was easy to
see (and feel) that the airplane was built
for pilot training.
In 1990, Robert flew the T-35 to it s
first Swift National Fly-In in Athens, TN.
The trip proved one thing - the e ngine
was not in good shape and somet hin g
needed to be done. About this time, Sea-
24 JULY 1995
planes, Inc. of Vancouver, WA, came up
with a freshly majored 220 Franklin with
a constant-speed McCauley propeller.
Robert swallowed hard and decided to go
for it. The installation, which was quite a
substantial amount of work, was handled
by Don Maxfield at his Kearney, Ne-
braska, operation. The physical size of
the 220 is almost the same as the 165,
however, a new engine mount was re-
quired along with all the different
hookups to the engine. New baffles kept
the air going by the cylinders and the new
fully controllable prop was installed to
make use of all that horsepower. Robert
was especially pleased with Don
Maxwell's work and the result was a "real
hotrod" of a T-35 Buckaroo. The take-
off was much shorter, the climb was
something out of Star Wars and the cruise
was now in the 160 to 165 mph bracket at
65% power. The 34 gallon fuel capacity
makes for about a three hour range (at 10
to 12 gph) which Robert says is almost
beyond his kidney range.
In 1990, additional work was com-
pleted on the wings, control surfaces and
the tail surfaces. All aluminum that was
replaced was carefully chosen for even-
tual polishing, so the surface was closely
checked before installation. Needless to
say, Robert and crew became experts in
the fine art of riveting without leavi ng
tell-tale marks and "smil es. " The rear
instrument panel has been redone to
original condition while the front panel
(where all solo work is flown) has been
rebuilt to a modern, fully instrumented
panel for use in the Charlotte TCA. This
would have to be called a modern neces-
In 1994, the entire wing center section
was re-skinned with "beaded" skins that
were made with a special jig. Again, ma-
terial was selected that would polish well.
Incidentally, when the T-35 was origi-
nally built, it could be fitted with dual .30
cal. machine guns , one in each wing,
along with at least 100 rounds of ammu-
nition for each, an electric gunsight and
16 mm camera. The ins tallation was
unique in that the machine guns were
mounted on the torsional axis of the wing
to provide fighter plane accuracy. At the
time (early 1950's) the airplane was la-
beled as a "Cub Killer" in reference to its
machine guns. Apparently the designers
had Third World countries in mind at the
In 1951, the designers added ten 2.75
inch rockets (five mounted below each
wing) complete with a fire control sys-
tem, to make the T-35 a formidable fight-
ing machine. The evaluation of the T-35
was cut short by the Korean War and
eventually, the jet engine powered
Cessna T-34 won the competition for the
new Air Force trainer.
Having committed to a polished air-
plane, Robert has become the resident
guru on how to make an aluminum air-
plane shine. The results of his work are
really outstanding and if you look at the
T-35 in the bright sunshine, you will have
to be prepared to shield your eyes! At
Sun 'n Fun '95, the pretty little tandem
trainer drew more than its share of envi-
ous looks. Apparently we all have some
"Walter Mitty" in us and would like to fly
a small fighter one day! It surely attracts
a crowd!
Perhaps the best part of the Buckaroo
story is that Robert ' s entire family has
become aviation minded. Their son ,
Robert , Jr. a nd his wife are presently
both in advanced flight training at Lake-
land, FL (both are CFI's). In addition,
their daughter, Lisa, wants to learn to fly
in the family Super Cub, N3681Z, this
summer and is unsure whether to have
her brother teach her - or her sister-in-
law! (How's that for neat options?)
Robert says they plan on several trips
with the T-35 this summer including a
trip to Denton, Texas, for the 50th An-
niversary Reunion of TEMCO employ-
ees. They fully expect to visit with folks
who actually built their airplane way
back in 1950!
Perhaps the funniest happening in the
T -35 saga came at EAA Oshkosh last
year when Robert quietly stood by as a
group of younger folks came up to look
at the brightly polished airplane. One
said, " Gee, I didn ' t know they could
chrome plate airplanes. " To which a sec-
ond member of the party answered, "It 's
not chrome plated, it's polished stainless
* Robert just sat and quietly smiled.
Randolph Parent Hayward, CA
P. Mark Parso ns
New Members 
Charles O. Allen
David Almy
Ian Archibald
Richard Balfour
Robert B. Barnes
Joe Bauer
Archie F. Beighley
Mari on A. Bell
Michael D. Berry
Alain Bliez
Richard R. Borg
Paul C. Brent
Andy Brinkley
Harvey L. Bruner
John P. Call os
Michael M. Carey
William Castleton
William J. Clifford
Douglas L. Cline
Larry N. Collins
Philip H. Colmer
Clarence S. Conover, Jr.
Richard W. Cooper
Robert J. Cox
Col William T. Creech
Lloyd A. De Bock
H. E. Delker
Wayne K. Dickson
Doll Electric Corp
Jesse K. Douglas
Jeffrey R. Dwyer
Lloyd W. East, Jr.
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Greenwood, MS
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Ted Kell ey
William Kineyko
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W. Robert Koch
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l ose ph B. Lee
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Don B. Perrine Miami , FL
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W. Coas t Propell er & Accesso ries
Wilmslow, Cheshire, England
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Wraalstad.Gary Bryans Rd, MD
Joseph Zito Perry Hall , MD
Dorin Zohner Waterville, ME
by H.G. Frautschy
Here's a fun looking little amphibian that should inter-
est any of the web-footed pilots out there. The answer for
this Mystery Plane will be published in the October 1995
issue of Vintage Airplane. Answers for that issue must be
received no later than August 25, 1995.
The April Mystery Plane prompted a surprising number
of answers, considering the relative obscurity of the sub-
ject. Both the photo published in the April issue and on
this page were supplied by Earl Stahl of Yorktown, VA,
who visited the Jamison factory in Deland, Florida one
winter's day in 1949-50. Earl described the Jupiter:
"The plane is the "Jupiter," built by Jamison Aircraft, De-
land FL in 1949. Designed by CM. Jamison who previously
worked as an engineer for Beech and Culver. It seated three.
With a Lycoming 0-235-C1 engine of 115 hp, it was said to
cruise at over 150 mph and land about 40 mph. With a wing
span of 19feet and length of 20feet, 10 inches, it was similar in
size to the Culver "V"; the cabin, however, was 48 inches wide.
Wings folded upward for storage. Construction was largely
24ST aluminum alloy. The targeted selling price was an-
nounced as $2,500! Flight testing was done by Ross Holdeman
and famous race pilot Earl Ortman."
During EAA Sun ' n Fun '95, an elderly gentleman came
up to me with the April issue in his hand an said "This air-
plane's no mystery - I designed it! " He then introduced
himself as Charlie Jamison, still of Deland, Fl. Charlie, it
turns out, is the chairman of the Sun 'n Fun Corn Roast , an
event that is growing in popularity each year.
Charli e gave us some additional insights about the
Jupiter and himself. After graduating from Parks Air Col-
lege in East St. Louis, IL in 1938 with an engineering de-
gree and a mechanic's license, he went to work for Dart
Aircraft. His first assignment was to get the CAA ap-
proval of the 90 hp Warner in the Dart. He then worked
on the design of the Culver Cadet with Al Mooney, staying
with Culver to extend the Cadet work into the PQ-14 pilot-
less aircraft. After the war, he started work on his own de-
sign, originally planning a "V-tail" (as depicted in the pho-
tos) . After analyzing the loads imposed on the aft fuselage
and thinking though other considerations about the stabil-
ity of the V-tail in the event of structural damage, Jamison
redesigned the tail to a conventional horizontal stabilizer
and vertical fin.
Charlie mentioned that the biggest roadblock to the
production of the Jupiter was lack of capital, the eternal
bugaboo of so many promising designs. He still has all of
the data and a remaining airplane. After production plans
fizzled, Jamison turned to earning a living as a fixed base
operator, rebui lding airplanes. He has also been an active
technical/engineering writer over the years, putting to-
gether proposals for businesses wishing to do business with
the government. A second attempt to put the airplane (by
26 JUNE 1995
(Continued/rom page 11)
be as "predictable" as possible and a
wheel landing is the most "pre-
dictabl e." Landing on wheels allows
you to (1) better see the approach,
touchdown and rollout , (2) puts all the
weight on the main wheels for most ef-
fective braking (a three-point landing
puts 500-600 pounds on the tail , this
weight is now " fr ee wheeling") , (3)
eliminates more lift because the angle
of attack is less, keeping you on the
runway, (4) there is less chance for
floating or drifting in cross winds, and
(5) better directional control on a
bounced or a bad landing.
Misconception: Wheel landings are
done at a higher approach speed.
Truth: A typical good wheel land-
ing approach is at 60 kts lAS unless
conditions require differently. Yes,
you saw it correctly, 60 knots . Re-
member a 10% increase in approach
speed equals a 21% increase in land-
ing roll! That's a lot folks!
Misconception: You should "pin it
on" the runway at touchdown.
Truth: If done correctly, you never
pin it on, you fly it until the whee ls
touch, then chop the power and apply
the brakes and there is very little or no
bounce. With this approach, you have
to resist cutting power until the wheels
touch. It takes practice.
Here' s the technique: Get estab-
lished on final. At one mile out , you
should be at 60 kts lAS (depending on
wind conditions), 500 feet above the
runway and descending at 500 FPM
carrying about 13"-14" MP with the
full flaps. Trimmed to hands off. The
aircraft should come over the thresh-
old almost level. Do not flare and do
not pull your power until you ' feel' the
wheels touch (resist the temptation) .
This has to be learned because your
natural instinct is always to pull power.
Almost simultaniously when you pull
power at wheel contact, come on with
as much brakes as you need and hold
neutral yoke. The torque from brak-
ing will help keep the tail up. Then as
the speed is reduced and the tail set-
tles, come back with the yoke. Power
controls rate of descent, if you reduce
your power, your descent rate will in-
crease (even at 2'), then you will have
to flare to compensate and you'll be
chasing the airplane. You want as few
changes to correct as possible. This
technique takes out the guess work - if
you' re low, add power, if high, reduce.
Never change attitude or trim, it 's sim-
A full stall landing has everything
changing at the same time which in-
cludes: power, speed, attitude, yoke,
visibilty and pitch. This is not as pre-
dictable because you're waiting for
things to happen, you're chasing it.
This wheel technique is near bullet-
proof if learned correctly. It is being
used all over the world by pilots much
more knowledgeable than I.  "MAF"
uses wheel landings at all airports in
Idaho they fly into. That includes Sol-
dier's Bar, Allison Ranch, Bernard,
Krassel and more. All you do is cut
power, brake and turn off the runway.
Until you learn it correctly, stay
with the technique you' re most com-
fortable with if it works for you. I rec-
ommend you practice this with a CFI
that really knows the technique. He
can see your mistakes. I took several
hours of training from "MAF" a few
years ago. It really improved my pro-
ficiency. Once correctly learned, you'll
wish you had known this years ago.
Happy flying!
Bill White
then designated the "J-4") into production in the early six-
ties also ran into financial difficulties.
Both Charlie Hayes, New Lenox, IL and AAA Presi-
dent Robert Taylor, Ottumwa, IA recall seeing the Jupiter
at the Oskaloosa, IA airport in 1950. Charlie even got to
fly the airplane during a demo flight.
Other answers were received from Jim Borden,
Menahga, MN; Larry Knechtel, Seattle, WA; Roy Cagle,
Prescott, AR; R.G. Beeler, Lakeland, FL; Bill Rogers,
Jacksonville, FL; Frank Strnad, Long Island, NY; and
Roger Johnson, Houston, TX. ...
(Left)  Charlie Jamison, Deland FL stands by an earlier air-
plane he did design work on - the Culver Cadet. 
(Above)  The Jamison Jupiter in its original configuration, 
sporting a  "V-tail" and showing off its folding wings.  It was 
later certified with a conventional tail. 
Send your Mystery Plane Replies to EAA Headquarters: 
Vintage Airplane Mystery Plane 
P.O.  Box 3086 
Oshkosh, WI  54903-3086 
JULY 15-16 - DELAWARE, OH - Central 
Ohio.  14th  Annual EAA Chapter 9 Fly-In. 
Young  Eagle flights, BBQ, Food.  Delaware 
Airport.  Contact:  Walt McClory 614/363-
Chapter  992  Fly-In  pancake  breakfast. 
JULY 24-26 - LACROSSE, WI  - (LSE)  An-
nual  convention  of the Short Wing Piper 
Club.  arrive 7123,  depart 7127.  Convent ion 
HQ - Midway  Motel.  For info, contact the 
SWPC president, Steve Marsh, 816/353-8263 
or the  SWPC News,  Bob or Elinor Mills , 
JULY  24-26  - LA  CROSSE,  WI  - Short 
Wing  Piper  Club  Annual  Convention. 
- EAA Chapter 104 of NW  indiana  l1th an-
nual  food  booth  at  Porter  Co.  Airport 
(VPZ).  8  a. m.  to 6  p.m.  daily during the 
week  of Oshkosh.  For more info, call  Barb 
Doepping,  2191759-1714  or  Alex  Ko-
morowski ,219/938-5884. 
43rd  Annual  EAA  Fly-In  and Sport  Avia-
tion  Convention.  Wittman  Regional Air-
port.  Contact John Burton, EAA, P.O.  Box 
3086, Oshkosh , WI  54903-3086, 414/426-
AUG.  5  - LAKE  ELMO,  MN  - Lake  Elmo 
airport  (21  D)  Annual  Aviation  Days, 
Rotary  Pancake  breakfast.  Wings,  wheels 
and whirlybirds.  For info call  6121777-9142. 
Cuyahoga County airport.  25th Anniversary 
Crawford  Meet.  Wings  and  Wheels,  with  a 
number of exciting events on the ground and 
in  the  air.  For  info  call  the  Crawford  Auto 
Aviation  Museum, 2161721-5722. 
AUG. 20 - BROOKFIELD, WI  - NC Chap-
ter  II  10th  annual  vintage airplane display 
a nd  ice  cream  social.  noon  'ti l  5  p.m. 
AUG.  25-26  - COFFEYVILLE,  KS  - Funk 
Owners  Assoc.  Reunion.  Contact  Gene 
Ventress, 9131782-1483. 
AUG. 25-27  - SUSSEX, NJ  - Sussex  airport. 
Sussex  Airshow  '95.  Gates  open  at  8  a.m. , 
show  starts  at  1 :30  p.m.  For  info  call 
20I /875-0783. 
SEPT 2  - MARION,  IN  - 5th  Annual  Fly-
In/Cruise- In  breakfast  sponsored  by  Marion 
Hi gh  School  Band  Boosters.  Antiques , 
Class ics,  Homebuilts ,  as  well  as 
Antique/Custom  cars  welcome.  For  infor-
mation contact  Ray Johnson, 317/664-2588. 
Chapter 104 of NW  indiana  hosts  the Tri-
motor Stinson  for  rides during Popcorn fest 
at Port er Co.  Airport (VPZ).  Winamack, In-
diana  Old  Antique Car Club display and 
pancake breakfast on Sunday.  For more info 
call  Paul Deopping, 2191759-1714  or Rich 
SEPT. 9-10 - MARION, OH - MERFI  (Mid-
Eastern  Regional  Fly-In).  513/253-4629. 
SEPT.  9-10  - HAGERSTOWN,  NJ  -
Washin gton  County  Airport.  Fairchild 
Homecoming  and  airshow.  Gates open  at  9 
a.m.,  airshow  at  Ip.m.  Join  Fairchild  own-
ers,  employees  and  fans  to  celebrate 
Fairchild's  contributions  to  aviation.  For 
info call  3101745-5708. 
SEPT.  9-10  - SCHENECTADY,  NY  -
County  airport.  Northeast  Flight  ' 95 
The following list of coming eVe1lts is furnished to our readers as a matter of information
only and does not constitute approval, sponsorship, involvement, control or direction of
any event (fly-in, seminars, fly market, etc.) listed Please se1ld the information to EAA,
A tt: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be
receivedfour months prior to the eve1l1 dale.
Airshow  - Sponsored  by  the  Empire  State 
Aeroscience Museum. 
SEPT.  10  - MT  MORRIS ,  IL  - EAA 
Chapter 682  and  Ogle  County  Pilots  Assoc. 
Fly-In  breakfast.  For  info  call  Bill  Sweet  at 
8151734-4320 or the airport at 8151734-6136. 
SEPT.  10  - VALPARAISO,  IN  (VPZ)  -
EAA  Chapter  104  4th  annual  Fly-In/Drive-
In  pancake  breakfast.  Call  219/926-3572  for 
SEPT.  14-17  - CODY,  WY  - International 
Cessna 195  Fl y-In.  For info contact Springer 
Jones,  50  Schni eder  Rd,  Cody,  WY  82414. 
Phone 307/587-8059 or Fax 307/587-8061. 
SEPT 15-17 - URBANA, IL - The Byron 
Smith  Memorial Stinson  Reunion  Fly-In, 
Frasca Field.  Call 3131769-2432  or 708/904-
SEPT 16-17  - ROCK  FALLS,  IL  - North 
Centrral  EAA  "Old  Fashioned"  Fly-In, 
Whiteside  Airport.  Contact  Gregg  Erikson 
708/513-0641  or  Dave  Christianson  815/625-
6556.  Pancake  Breakfast  on Sunday, 0700 to 
1100 local. 
SEPT. 16-17 - ROCK FALLS, IL - North 
Central Regional  Fly-ln.  708/513-0642. 
SEPT 22-23  - BARTLESVILLE, OK - 38th 
Annual Tulsa  Regional Fly-In, co-sponsored 
by  EAA A/C Chapter 10, EAA  lAC chapter 
10, AAA Chapter 2.  For info, call  Charlie 
Harris, 918/622-8400. 
SEPT 22-23 - LODI , CA  - The Great West 
Coast Waco and Travel Air Fly-In, hosted 
by  Precissi  Flying Service.  Flying events, 
memorabilia auction, and grea t  food.  Con-
tact s:  Frank Rezich , 805/467-3669 or Jon 
Aldrich, 209/962-6121. 
SEPT.  22-23  - MOCKSVILLE,  NC  - Tara 
Airbase.  10th  annual  "Anything That  Flies" 
Fly-In.  Early  arrival  on  the  22nd,  Big  Day 
on  23rd.  USO  styl e  bi g  band  party  Sat. 
night , awards,  military vendors.  2100x80 sod 
strip  - private  field  - operation  and  atten-
dance  is  at  your  own  risk.  Call  Novaro  or 
Jan Nichols, 7041'284-2161 , Or  910/650-8021. 
SEPT.  23-24  - LUMBERTON,  NJ  - South 
J ersey  Regional  airport.  Air  Victory 
Museum  Air  Fair, 10  a. m.  -5  p.m.,  air shows 
at  12  and 3 p.m.  Call 609/486-7575  to  volun-
teer, or 609/267-4488  for  info and directions. 
SEPT. 23-24 - ALEXANDRIA, LA - Gulf 
Coast Regional  Fly-In.  504/467-1505. 
SEPT.  28-0CT.  1  - CAHOKIA,  IL  - Parks 
College  reunion  for  WW  II  Army  Air  Force 
cadets  trained  by  Parks  at  Sikeston,  Cape 
Girardeau,  Tuscaloosa  or  Jackson,  MS. 
Call  Paul  McLaughlin  618/337-7575,  ext. 
364 or 292. 
OCT.  6-8  - PAULS  VALLEY,  OK  -
Antique  Airplane  Fly-in.  Contact  Dick 
Fournier  405/258-1129  or  Bob  Kruse 
405/691 -6940. 
OCT. 6-8 - EVERGREEN,  AL - South-
east  Regional  Fly-In.  2051765-9109. 
OCT 6-8 - WILMINGTON , DE - New 
Castle  Airport.  EAA  East Coast Fly-In 
25th  anniversary.  " A  Gathering of Ea-
gles"  WW  II victory airshow and Fly-In. 
Special statue dedication  in  honor of the 
WASP's of WW  II.  For pilot 'S  info pack, 
contact  EAA  East Coast Fly-In Corp., 
2602  Elnora St. , Wheaton, MD 20902-2706 
or phone 301/942-3309. 
OCT. 6-8  - HARTSVILLE, SC - Annual 
Fall  Fly-In  for  Antique/Classic  aircraft, 
sponsored  by  EAA  A/C  Chapter  3. 
Awards in  all  categories.  For info call  or 
write  R.  Bottom,  Jr. ,  103  Pwhatan  Pky. , 
Hampton ,  V A  23661  Fax  at  804/873-
OCT. 7-8  - RUTLAND, VT - Rutland  air-
port.  Annual  Leaf  Peepers  Fly-In,  8-
lla.m.  Sponsored  by  EAA  Chapter  968, 
the  Green  Mtn.  Flyers  and  R.A.V.E. 
(Rutland  Area  Ve hicle  Enthusiasts). 
Breakfast  both  days,  Fly-Market.  Call 
Tom Lloyd for  info: 802/492-3647. 
OCT. 8 - TOMAH, WI  - Bloyer Field.  8th 
Annual  Fly-In  breakfast  sponsored  by 
EAA Chapter 935.  Flea  market , static dis-
plays.  Call  John  Brady  for  info:  608/372-
OCT. 12-15 - PHOENIX, AZ - Copper-
state Regional  Fly-In.  6021750-5480. 
OCT.  12-15  - Phoe nix,  AZ  - Williams 
Gateway  airport .  Luscombe  Foundation 
Southwest  gathering.  For  info,  call  the 
Luscombe Foundation  at 602/917-0969. 
OCT.  12-15  - MESA,  AZ  - 24th  Annual 
Copperstat e  Regional  Fly-In .  Call 
800/283-6372  for  info  pack,  or  if  you  wish 
to commercially exhibit , call 5201747-1413. 
OCT 14-15 - SUSSEX, NJ  - Quad-Chapter 
Fly-In,  Flylflea-market  sponsored  by  A/C 
Chapter 7,  EAA Chapters 238, 73  and 891. 
FOr  info,  call  Herb  Daniel , 201/875-9359 
or  Paul  Styger  (Sussex  airport)  2011702-
OCT.  20-22  - KERRVILLE ,  TX  -
Southwest Regional  Fly-In.  915/651-7882. 
28 JULY 1995
Membership  in  the  Experimental  Aircraft 
AssocIation, Inc.  is $35 for one year, including 12 
issues ofSPORTAVlATlON. Family memben1hip
is available for an additional $10 annually.  Junior 
Membership (under 19 ye8IS of age) is available
at $20 annually.  All major CI8dit catds accepted 
for membetship. 
Current EAA members  may join  the Antiquel 
Classic  Division and receive  VINTAGE  AIR-
PlANE magszIne foran additional $27peryear. 
EAA MemberIhip,  VINTAGE AIRPlANE mag-
azine and one year membership  In  the  EAA 
AntiqueICIIJssIc DIvision is available  for $37 per
year (SPORrAIRATlON magezIne not included). 
CUnent EAAmembeIS mayjoin the  /nIemationaI
Aerobatic Club,  Inc.  Division lind teee/lI8 SPORT 
AEROBATICS magazine  for an  additional $30 
zine and one year membership in the lAC 
Division  is available fo, $40 per year (SPORT 
AVlATlONmagezIne not 1ncIuded). 
1939 STINSON  SR-10 (Reliant)  - 10434 n, 
598  SMOH,  265  SPOH,  KX175B  Trans,  KI208 
OBS,  KT-76A  Xponder,  ELT.  Call  John 
Hopkinson  403/637-2250,  FAX  403/637-2153. 
Current EAA  members  may join  the  EAA 
Warbinfs  of America Division lind I8C8iwt WAR-
BIRDS magezIne for an additional $30per year. 
EAA  Membership,  WARSIRDS  magazine  and 
one year membership in the  Warbinfs DIvision is
available  for $40 per year (SPORT AVIATION 
magazine not included). 
Current  EAA  members  may  receive  EAA 
EXPERIMENTER magazine for an additional $18 
EAA  Membership  and EAA  EXPERIMENTER 
magazine  is  available  for $28 per year  (SPORT 
AVIATION magazine not included). 
WW  II  Warbird  - BT-13  trainer  1942.  P&W 
engine.  Kept  inside,  $35,000.  Call  Robt. 
Pearson,  414/691-9284,  Pewaukee, WI.  (7-1) 
1936  Aeronca  C-3  Master - 15  hours  since 
total  restoration.  Perfect.  E-113C  engine.  15 
hours  since  reman.  $18,950.  Hubie  Tolson, 
days 919/638-2121,  ext.  7433;  nights (before  9 
p.m.  ESn 919/637-3332 
GEE  BEE  etc.  - Model  plans  used  by 
Benjamin,  Eicher/Kimball,  Turner,  Jenkins. 
52  plans,  1/3  smaller.  Shirts,  etc. ! 
Catalog/News  $4.00,  $6.00  foreign.  Vern 
Clements,  308  Palo Alto,  Caldwell,  ID  83605, 
208/459-7608.  (9-3) 
Please  submit your remittance  with  a check  or 
draft  drawn  on  a United  States  bank  payable  in 
United  States  dol/ars. Add $13  postage  for 
SPORT AVIATION magazine and/or $6 postage 
for any of the other magazines. 
P. O. BOX 3086 
OSHKOSH,  WI54903-3086 
PHONE (414) 426-4800 
FAX (414) 426-4873 
8:15-5:00 MON.-FRI. 
manufacture,  STC-PMA-d,  4130  chromoly 
tubing  throughout,  also  complete  fuselage 
(J.  Soares,  Pres.) ,  7093  Dry  Creek  Road, 
Belgrade,  Montana  59718,  406/388-6069, 
FAX  406/388-0170.  Repair  station  No. 
(NEW)  Thi s  &  That  About  the  Ercoupe, 
$14.00.  Fly-About  Adventures  &  the 
Ercoupe,  $17.95.  Both  books,  $25.00.  Fly-
About ,  P  .O.  Box  51144,  Denton,  Texas 
76206.  (ufn) 
FREE  CATALOG  - Aviation  books  and 
videos.  How to,  building  and  restoration  tips, 
historic,  flying  and  entertainment  titles.  Call 
for a free catalog.  EAA,  1-800-843-3612. 
Something to buy, sell or trade? An inexpensive ad in the Vintage Trader may be
just the answer to obtaining that elusive part. .40; per word, $6.00 minimum
charge. Send your ad and payment to: Vintage Trader, EAA Aviation Center, P.O.
Box 3086, Oshkosh, WI 54903-3086, or fax your ad and your VISA or MasterCard
number to 414/426-4828.  Ads must be received by the 20th of the month for
insertion in the issue the second month following (e.g., October 20th for the
December issue.)
Wheel  Pants - The  most  accurate  replica 
wheel  pants  for  antique  and  classics  avail-
able.  100%  satisfaction  guaranteed. 
Available  in  primer  grey  gelcoat.  Harbor 
Products,  Co.,  2930  Crenshaw  Blvd. ,  Suite 
164,  Torrance,  CA  90501 ,  phone  310/880-
1712 or FAX 310/874-5934. (ufn) 
Ultraflight  Magazine - Buy,  sell,  trade,  kit 
built,  fixed  wing,  powered  parachutes,  rotor 
sailplanes, trikes, balloons and  more.  Stories 
galore!  Sample  issue  $3.00.  Annual  sub-
scription  $36.00.  INTRODUCTORY  OFFER 
OF  ONLY  $24.00.  Ultraflight  Magazine, 
12545  70th  Street,  Largo,  Florida  34643-
Curtiss JN4-0 Memorabilia - You  can now 
own  memorabilia  from  the  famous  Curtiss 
"Jenny,"  as  seen  on  "TREASURES  FROM 
THE PAST."  We have T-shirts,  posters, post-
cards,  videos,  pins,  airmail  cachets,  etc.  We 
also  have  R/C  documentation  exclusive  to 
this  historic  aircraft.  Sale  of  theses  items 
supports  operating  expenses  to  keep  this 
"Jenny"  flying  for  the  aviation  public.  We 
appreciate your help.  Send  SASE  to Virginia 
Aviation,  P.O.  Box  3365,  Warrenton,  VA 
22186. (ufn) 
Wanted  - Heath  Parasol  parts  (any  condi -
tion) or registration  papers.  Dennis,  614/876-
Wanted  - 3.125"  &  2.25"  Consolidated 
instruments; 26 x  5  wheel s  &  Brakes or simi-
lar  size;  Kolisman  or  Star  Pathfinder  com-
pass with  fish  bowl  face  and  bezel;  Triumph 
Magnetic  fuel  gauge,  model  122  or similar; 
looking  for  anything  Gee  Bee,  brochures, 
parts,  etc.;  Ted  B.  Blakeley,  P.O.  Box  183, 
Boring, OR 97009.  (7-1) 
Wanted  - Eclipse  Hand  Crank  Starter  for 
Kinner  K-5.  Consolidated  Mfg.  oil  pressure 
gauge.  516/785-1037. 
YouCan.. ...
VV( Aug 12th & 13th:
Jackson MI 
Two  hands-on days  of theory and practice.  Aug 26th & 27th:
Introductory Course - $149.  Excellent  North Hamploo NH 
overvi ew of designs, materials, & basic skills.  1Z1
Intermediate COurses - $199 each.  Oct 21st & 22nd:
Fabric Coverin$: Cover an  actual wing.  Tulsa  OK 
Composite Bastes: Fabricate a real  part.  Reservations & Information
Sheet Metal: Assemble a rypical  piece.  800-831-2949
Welding: Learn how to  handle a torch. 

• Homebuilts

Kit Plane Co. 's •

• Ultralights Workshops •

• Warbirds Airshow •

• Antiques
Fly-Bys •
• Camping Awards •
• Vendors Forums •
• Auto Engine Round-up Military Aerial Demonstrations •
October  12  - 15,  1995  •  Williams  Gatewa

Mesa,  Arizona  •  '-800-283-6372  ARIZONA
Nitrate/Butyrate Dopes 
From An Old Friend  Fly high with a 
quality Classic interior 
Complete interior assemblies for do-it-yourself installation. 
Custom quality at economical prices.
• Cushion upholstery sets
• Wall panel sets
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• Firewall covers 
• Seat slings
• Recover envelopes and dopes
Free catalog of complete product line.
Fabric Selection Guide showing actual sample colors and
styles of materials: $3.00.
259 Lower Morrisville Rd., Dept. VA
Fallsington, PA 19054 (215) 295-4115
High-tech, wet-look paint 
just doesn't  look ri ght on  a 
classic  airpl ane.  Return 
with us to  those  thrilling 
days of yesteryear. ..  back 
when  airplanes  had  a satin-
smooth fini sh  that  looked  a 
foo t deep. 
You can still get that gor-
geous finish with Classic Aero 
nitrate/butyrate dopes.  We 
use  onl y the very fi nest u.s.
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to  the letter.  Classic Aero is 
kind  to the environment 
and has  been exhaustively 
tested both in  the air and on 
the ground. 
Classic  Aero dopes are 
made  in America  by Poly-
Fiber, whose onl y business 
is making ai rcraft  coatings. 
The  icing on  t he cake  is 
that  the best costs less than 
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Classic  airplanes  deserve 
Classic Aero dope finishes. 
'  -:-

JohnA. Best
first soloed in  1  957 
with a  1946 Aeronco 
Right instructor 
1959 - 1962 
pilot for  Piedmont
Airlines 1962 - 1990 
retired in  1990 with
23,000 hours Rying
3 years Indiana Tech in 
To become an
EAA Antique & 
"AUA Inc. has offered and given my wife and
I the best rates on our Ale insurance over the
years. My wife and son also have pilot's
licenses. They both have low time, yet AUA is
able to give us very reasonable rates. A few
years ago they were very instrumental in
helping me find hull insurance for a month-
long 10,000 mile trip to Alaska and back."
- John Best
AUA will go the extra mile to give you the
best possible rates and service. Reach for the
phone and give them a call - it's free!
Fly with the pros.. .fly with AUA Inc.
AUA's Exclusive EAA
Antique/Classic Division
Insurance Program 
La er liability and hull premiums
Medical payments included
Fie t discounts for multiple aircraft
carrying all risk coverages
No hand-propping exclusion
No age penalty
No component parts endorsements
Discounts for claim free renewals
carrying all risk coverages
We're Setter Togetherl 
Get Your Official 
To  order or for  more  information call: 
(Outside the  US and Canada  414-426-4800) 
24 hour FAX:  414-426-4873 
or write EAA,  Dept. MO,  P.O.  Box  3086, 
Oshkosh, WI  54903-3086 
Major credit cards  accepted.  *WI  residents  add  5% 
sales  tax.  *Plus shipping and  handling. 
Show your Division Colors Proudly! Present your 
A/C  Membership  card  At  EAA  Oshkosh  '95  in 
the  Antique/Classic  Red  Barn  and  receive  a  10% 
(Above,  Left)  You'll  be  warm  and  toasty  around  the  fly-
in  campfire  with  your  fleece  shirt/jacket,  trimmed  with 
the  NC logo.  100% polyester  Polartec® inside and  out, 
it has  zippered  slash  pockets  and  a zippered  cowl  neck. 
It's  avai lable  in  navy blue. 
Sizes M-2Xl  ..........................$52.95* 
(Below)  Just  what  you  need  while  cruising  along  in 
your  airplane,  this  sturdy  natural  cotton  duck  baseball 
cap  has  a  brown  leather  brim  and  the  colorful  (blue, 
hunter  green  or  maroon)  NC logo.  One  size  fits  all, 
adjustable leather strap .  ....•.••.....•••..$12.00* 
(Left)  The  Antique/Classic  sport  shirt  looks  great  whether  at  the  air-
port or the  golf links.  Made of 100% combed  colorfast  cotton,  it  is 
availabl e  in  royal  blue  with  teal  trim,  fuschia  with  blue  trim  and 
black with fuschia  trim. 
Sizes M-2Xl  ..........................••........$28.95* 
32 JULY 1995 
(Ri ght) The 100% pre-shrunk
cotton ribbed scoop neck tee is
feminine yet casual. It also fea-
tures the NC logo embroidered
in a glossy thread in the same
color, and is avail able in blue
or rose.
Sizes S-l ..........$12.95*
(Above) You' ll be covered front to back with your favorite Antique,
Classic or Contemporary airpl anes on these bri ght 100% pre-shrunk cot-
ton T-shirts. Each i s topped off with the A/ C logo on the sl eeve.
Avail abl e in these pastel colors: cream, fuschi a, blue, green and orange.
Sizes S-2Xl ...............•............•••.......•$15.95*
(Above, left) Keep warm with thi s thi ck fleece-lined sweatshirt neatl y
embroidered with the Antique/Classic logo. Made of a 70/30 cotton/poly
bl end. Cowl neck, white with bl ack and gold logo, grey trim.
Sizes M-2Xl ....•.•.••••...........•...............$33.95*
(Left) Just right for those warm summer afternoons spent at the
airport, the scoop neck 100% pre-shrunk coHon tee features the
embroidered Antique/Classic logo in the shirt col or. Availabl e in
li ght green or cranberry.
Sizes Sol .....•..•...•......•.••.••.....•••..$12.95*
(Below, ri ght) If you need a littl e more warmth (say, when you' re
doing a littl e open cockpit flying!) you' ll need the Antique/Classic
hooded sweatshirt . Availabl e in oatmeal fl eece with accent
stripes of burgundy, navy blue and forest green on the shoulders.
Made of a 70/30 cotton/ poly bl end. Blue and burgundy NC logo.
Sizes M-2Xl ........••••.........•••.......••$38.95*
(Ri ght) The Antique/Cl assic
Division's colors have never
been bri ghter! Made of
100% pre-shrunk cotton, the
NC golf shirt is avail able in
jade green, turquoise, navy
bl ue and cranberry, with
matching color logo.
Sizes M-2Xl 26.95*

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