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LIGHTPLANE MANUFACTURING
1940
When one discusses aircraft, their his-
tory, construction, and performance it is
easy to overlook the fact that the aircraft
were produced by a company as a busi-
ness venture, a means to a living, and
hopefully for a profit. This was brought
to mind as I ran across a financial study of
the aviation industry done in 1940. The
study, "An Appraisal of Prospects for the
Aircraft Manufacturing Industry," was
undertaken by the Wall Street financial
house, White, Weld & Co.
The study covers the production and
financial footing of 50 companies. These
companies included not only airframe
manufacturers but also powerplant com-
panies, instrument companies and parts
suppliers. Mostly the companies covered
were the larger ones that would interest
financial investors. Companies such as
Boeing, Consolidated, Curtiss- Wright
were studied, but some of the lightplane
manufacturers were covered.
By the late 1930's civil aircraft produc-
tion had seen a resurgence - 1939 was the
best year since 1929. The largest part of
the growth had been in aircraft with en-
gines of 50 horsepower and under. In fact,
1940 would see a 78 percent increase in
production of 1 or 2 place single engine
aircraft.
PRIVATE FLYING
The 1940 AIRCRAFT YEARBOOK
reported on the status of private flying,
"More popular attention was devoted to
private flying in 1939 than ever before in
the history of American aviation.
"Licensed pilots increased by 8,281 in
1939, making a total of 31,264 at the begin-
ning of 1940. There were about 50 differ-
ent licensed models - and 20 others in ex-
perimental stage - for the customer to
choose from in buying a plane made in the
United States for private flying operations.
"Both the so-called ' lightplane ' and
planes for the private owner in the higher
weight categories, accommodating the 3
to 12 persons, enjoyed favor with the pub-
lic. The Civil Aeronautics Authority made
public some illuminating figures on the
growth in student training and in private
flying, as reflected by plane manufacture.
"As against 1,363 'Class l' airplanes
weighing not more than 1,300 pounds
in the 1,300-4,000 pound weight category
were made in 1938 and 513 in 1939. The
greatest gains in 1939 production were
shown in the category comprised of small
land planes. In all private-owner plane
models were further streamlined and bet-
ter outfitted as to interior decorations.
Upholstery became as much as a selling
point for buyers as climbing abili ty or
landing speed.
"Of the total of 31,264 licensed pilots
on January 1, 1940, 43 percent were
termed private pilots and 26.7 percent
solo pilots. At the same time the total
number of certificated aircraft numbered
13,772. For purpose of comparison, on
January 1, 1939, licensed pilots numbered
26,144 and airplanes 12,210."
PROSPECTS FOR THE AIRCRAFT
MANUFACTURING INDUSTRY
In the introduction of the White, Weld
& Co. report they described their object
as the presentation of the industry as it
then appeared. The biggest influence be-
ing the war in Europe and an increasing
U.S. build-up at home.
"The present demand for aircraft is far
beyond productive facilities. This condi-
tion, which applies both here and abroad,
cannot last indefinitely but certainly no
change seems possible while the war con-
tinues. When the military demand for air-
craft tapers off a reversal of conditions to
a point where capacity is considerably
above requirements will mean a drastic
reorganization of the aircraft manufactur-
ing industry. Attendant losses in value of
investments will be substantial. Just how
AIRCRAFT COMPANIES
BEECH AIRCRAFT CORPORATION
CESSNA AIRCRAFT COMPANY
LUSCOMBE AIRPLANE COMPANY
PIPER AIRCRAFT CORPORATION
REARWIN AIRCRAFT
TAYLORCRAFT AVIATION
WACO AIRCRAFT COMPANY
ENGINE COMPANIES
CONTINENTAL
SUPPLY COMPANIES
AERO SUPPLY
EX-CELL-O
far this process may go is unpredictable
but the holder or prospective buyer of air-
craft securities is in a better position if he
is armed with information.
"While it is difficult to foresee post-
war conditions it would seem reasonable
to assume that there would be a substan-
tial demand for aircraft made in the
United States. Because of the large air-
craft manufacturing capacities of Europe
there would be no European military
business for United States manufacturers
after the war terminated but the possibili-
ties in other fields would be sufficient to
maintain a sizable industry. "
Among their reasons for the continued
growth of aircraft production in the United
States were: Domestic commercial avia-
tion should continue to grow rapidly for
many years; Export business of commer-
cial planes should continue to be substan-
tial because the European nations are not
using funds for research and development
of peacetime aircraft; the use of airplanes
for freight and express has shown substan-
tial increase and domestic demand shows
an increasing tendency for aircraft for pri-
vate and sports use and miscellaneous
non-military activities.
The bulk of the White, Weld & Co.
document consisted of reports, tables, and
charts on individual aircraft companies. In-
formation provided included which models
of aircraft were in production, production
costs, size of factories, new orders, backlog
and sales for fiscal 1938 and 1939.
It is interesting to note that, compared
with lightpl ane manufacturers, the parts
suppliers had much higher sales volume.
The much photographed Beechcraft
1938 1939
$1,141,399 $1,328,000
$185,609 $199,157
$133,165 $471,325
$768,145 $1,768,652
$155,973
$495,971 $717,316
$747,909 $925,791
$7,256,648
$1,069,775 $1,254,506
$4,298,192 $6,608,151
manufactured in 1938, there were 3,042 in
The following entries reprint the information that was given in the study for representative
1939. A total of 348 single-engine planes
lightplane manufacturers.
VINTAGE AIRPLANE 5
I
BEECH AIRCRAFT CORPORATION
biplanes and monoplanes have continued
to sell in increasing quantities for com-
mercial and private use and a monoplane
model has been successfully developed as
aU. S. Army photographic plane.
Principal models for which specifica-
tions are available are:
Ibs. Ibs. m.p.h. m.p.h.
weight gross cruising maximum
Model Engine h.p. empty weight speed speed
0-17A (5 place) 1-Wright Whirlwind 320 2,430 4,050 182 195
0 -17R (5 place) 1-Wright Whirlwind 420 2,515 4,200 202 211
0-17S (5 place) 1-P &W Wasp Jr. 400 2,515 4,200 202 211
E-17B (5 place) 1-Jacobs 285 2,120 3,350 177 185
F-170 (5 place) 1-Jacobs 300 2,170 3,350 182 195
18-0 (8-9 place) 2-Jacobs 300 each 4,336 7,200 206
18-S (6-8 place) 2-P &W Wasp Jr. 400 each 4,750 7,200 225
18-A (8-9 place) 2-Wright Whirlwind 320 each 4,442 7,200 206
The 17 series planes are biplanes and
the 18 series are monoplanes. Both the
17 series and the 18 series have been
purchased for feeder line transports,
and the U. S. Government and foreign
governments have made purchases of
both types for general utility purposes.
Military awards received by the Com-
pany amounted to approximately
$1,000,000 in 1939, consisted chiefly of
orders from the U. S. Army for 2-engine
monoplanes for photographi c and per-
sonnel transport service. A small number
of biplanes were purchased by the U. S.
Navy. These military orders resulted in
nearly doubling the amount of new busi-
ness received during the fiscal year.
The following table, which is based
partly on estimates shows the amount
of orders and sales for the periods in-
dicated:
Sept. 30, 1938 Sept. 30, 1939 Estimated number
to Sept. 30, 1939 to Feb. 29, 1940 of planes
Backlog beginning of period $347,000 $1,219,000 21
New orders received 2,200,000 1,342,000 161
$2,547,000 $2,561,000 182
Deliveries 1,328,000 825,000 112
Backlog at end of periods 1,219,000 $1,736,000 70
At the end of its past fiscal year, the
Company's plant contained 125,000 sq.
ft. of floor space.
Employees had been increased from
an average of 250 for the year ended
September 30, 1938 to 630 in May 1939
and 802 at December 31, 1939. Probably
the average number of persons em-
ployed during the fiscal year ended
September 30, 1939 was approximately
500. Excluding engines, it is estimated
that the average output in the 1938 fis-
cal year was equivalent to $3300 per em-
ployee and that such output declined to
$2500 per employee in the year ended
September 30, 1939.
The management has estimated
that the Company with present per-
sonnel and facilities can produce six
biplanes and six monoplanes per
month or ten biplanes and four mono-
planes per month. These planes with-
out engines would have an appropri-
ate value of $3,000,000 per year. The
following estimates assume that such a
rate of production could be reached by
the year-end.
1940 production
under favorable
conditions
Rate at
9/30/40
Value of planes, exclusive of engines
Number of airplanes:
Biplanes
Monoplanes
$2,400,000
80
30
110
$3,000,000
120
48
168
6 MARCH 1993
CESSNA AIRCRAFT COMPANY
Models produced by the Company
include single place seaplanes having a
weight empty of 1,655 lbs. and a land
plane somewhat similar to the seaplane
having a weight empty of 1,420 lbs. The
land plane is specified as a Photographic
plane. The Company also produces a 5-
place commercial plane having a weight
empty of 3,500 lbs. and a gross weight of
5,000 lbs. This plane is powered with 2
Jacobs engi nes, each having 225 h.p.
The Company's plant consists of 50,000
sq. ft. of floor space and there were 92
employees as atJanuary 17, 1939.
Sales in the 10 months ended
September 30, 1939, amo unt ed to
$199,157 and in the 11 months to
November 30, 1938 to $185,609.
From balance sheet 9/30/39
Capitalization
December 31, 1939
350,000 shares of
Common stock
d Deficit.
Net Income
per share
10 mos.to 9/30/39 d$0.03
11 mos.to 11/30/38 d 0.01
NetWorking
Capital
$149,431
Net Fixed
Assets
$161,552
LUSCOMBE AIRPLANE COMPANY
The Company manufactures private and commercial aircraft. Its 2-place Model 50 has a weight empty of 650 Ibs. and a gross
weight of 1,200 Ibs. This model is powered with the Continental A-50 engine of 50 h.p. The Company has also produced a 2-
place model known as the Model 8A which is approximately the same size as the Model 50 but which uses a Continental A-65
engine having a rating of 65 h.p.
Sales in 1938 amounted to $133,165 and in 1939 to $471 ,325. A portion of the sales in both years were represented by parts
made for other manufacturers of aircraft.
From balance sheet 12131/39
Capitalization
December 31, 1939
346,908 shares
Net Income
per share
1939 d$0.19
Net Working
Capital
Net Fixed
Assets
VINTAGE AIRPLANE 7
PIPER AIRCRAFT CORPORATION
This company, successor to the Taylor Aircraft Corpora-
tion, is credited with producing and selling approximately 60%
of the light airplanes purchased in this country in 1939. The
Company's planes are well known under the name "Cub."
In the year ended September 30,1939 sales were 1,374
pl anes, and 2,500 planes are scheduled for the present fiscal
year.
Principal models for which specifications are available are:
Model Engine h.p.
Ibs.
weight
empty
Ibs.
gross
weight
m.p.h.
cruising
speed
m.p.h.
maximum
speed
Cub Sport (2 place)
Cub Trainer (2 place)
Cub Coupe (2 place)
Cruiser (3 place)
1-Continental*
1-Continental
1-Continental
1-Continental**
50
40
65
75
600
574
750
750
1,100
1,000
1,301
1,450
82
72
92
86
100
110
* Can also use Lycoming, Franklin or Lenape.
** Can also use Franklin.
Of the 1,374 planes delivered in the fiscal year 1939, 368 were Coupes, 240 were Sports, 742 were Trainers and 24 were kits.
These 1,374 planes sold for a total amount of $1,768,652 or approximately $1,300 per plane. Assuming an average of 700 Ibs.
per plane, average price was $1.85 per lb.
The Company occupies rented quarters of approximately 90,000 sq. ft.
At January 1, 1940 there were 525 employees as compared with 300 at the begi nning of the previous year. There were approxi-
mately 1,700 planes made by the Company in the calendar year 1939. Assuming an average of 412 empl oyees for the year, produc-
tion was equivalent to approximately $5,300 per employee.
On this basis the Company will have to increase its force by an average of about 200 employees during 1940 in order to pro-
duce 2,500 planes. On about March 15, 1940 the Company had unfilled orders for 437 planes.
Earnings % net income Earned Price Range
Sales Net Income to sales per share Over-the-Counter
10 mos. to
Sept. 30, 1938 $768,145 $14,031 1.8% $0.01 Bid 9 1/2 on 3/9/38
Year ended
Sept. 30, 1939 1,768,652 94,213 5.3% 0.89 Bid 20-12
REARWINAIRCRAFTAND ENGINES INC.
Model s manufactured include 2 and 3-
place planes for private and commercial use.
Plane weights for the 2-pla ce models are
around 850 t o 1,000 Ibs. empty and gross
weights range between 1,460 and 1,700 Ibs.
Engine power is between 65 and 120 h.p.
The Company also manufactures the Ken-
Royce engine. This is a 5 to 7-cylinder air
cooled, radial engine with power running be-
tween 70 and 125 h.p.
Sales from January 1, 1939 to May 16,1939
were $57,440, and in the year 1938, $155,973.
From balance sheet 5/17/39
Capitalization Net Income Net Working Net Fixed
December 31,1939 per share Capital Assets
1/16/39-5/16/39 $0.10
115,388 shares Common stock 1938 0.22 $92,380 $194,447
8 MARCH 1993
TAYLORCRAFT AVIATION CORPORATION
(formerly Taylor-Young Airplane Co.)
* Since December 31,1939,50,000 shares of stock have been issued to Fairchild Aviation Corporation upon exercise of options in
connection with a $30,000 loan. An additional loan for working capital of $20,000 was obtained from Fairchild in 1939 and an addi-
tional option on 25 ,000 shares at $1 each was granted. This option has not yet been exercised.
The company manufactures small 2-place land planes and amphibians. The company' s Model B land plane weighs 640 lbs. empty
and is powered with a 60 h.p. engine. The weight and specifications of the hydroplane are similar to those of the land plane.
Sales in 1939 amounted to $717,316 and induded 480 airplanes. In 1938, the company' s sales amounted to $495,971 and included
366 airplanes.
From balance sheet 12131/39
*Capitalization Net Income Net Working Net Fixed
December 31,1939 per share Capital Assets
1939 $0.16
161,397 shares Common stock 1938 $0.01 $115,570 $76,633
WACO AIRCRAFT COMPANY
The company has sold a large num-
ber of 5-passenger cabin planes to for-
eign customers in recent years with sales
price averaging around $6,000 to
$12,000 per unit. The substantial por-
tion of the company's business has been
with Brazil and Argentina.
A biplane trainer for U. S. Army has
also been developed.
Commercial plane weights empty
vary between 1,945 lbs. and 2,734 lbs.
Engine power ranges between 220
and 400 h.p.
The company's manufacturing plant
has a floor area of 100,000 sq. ft.
Sales in the year ended September 30,
1939 amounted to $925,791, and in 1938
sales were $747,909.
From balance sheet 9/30/39
Capitalization Net Income NetWorking Net Fixed
December 31,1939 per share Capital Assets
1939 $0.03
145,00 shares Common stock 1938 dO.24 $324,146 $253,365
d Deficit.
VINTAGE AIRPLANE 9
THE fAA AND GENERAL
AVIATION NEEDS YOUR INPUT!
by Larry 0'Attilio, Editor, Bellanca Contact!
Larry D'Altilio, the man behind the Bellanca Champion Club, has kindly consented to allow-
ing liS to reprint his article concerning the revision of Advisory Circular 43.13, "Acceptable Tech-
niques for Repairs and Minor Alterations." Often used by the FAA in determining if a repair has
been made "legally, " 43.13 is now in the process of being revised by the FAA. Larry eloquently ex-
plains why this process is so important to us all.
The FAA uses its own advisory circu-
lar , "Acceptable Techniques for Repairs
and Minor Alterations (AC 43.13-1A)"
change #3, as the primary guide for its field
inspectors and all A&P-Als. This means
that all U.S. general aviation aircraft need
to comply with the general concepts writ-
ten in this AC 43.13. If you desire to use a
material or technique not outlined in this
guide, you are venturing into new terri-
tory. This means that you will probably
need to file a 337 or 1 time STC to obtain
approval before your repair or alteration
would be considered airworthy.
Getting a 337 or 1 time STC means you
deal with the local GADO or FSDO and
one of their individual inspectors. Some-
times a 1 time STC also means that you
will work with an FAA regional engineer-
ing office too. Unfortunately, the internal
workings of the FAA, combined with the
current legal climate, makes it difficult to
get approval for even simple 337s and 1
time STCs (without a lot of turmoil).
There has been considerable difference of
interpretation from one region of the FAA
to another as to what acceptable tech-
niques for a repair or alteration should be.
They sometimes don' t agree on what is a
minor alteration and what is a major alter-
ation. A person may submit a 337 for a
minor alteration using documentation ob-
tained from another aircraft owner (who
had already obtained approval on their
identical model aircraft for the identical al-
teration) , only to find their local FAA un-
willing to agree with an approval obtained
in another FAA region.
The original AC 43.13 was written in
the 1950s as a replacement for the old
CAM-18 used by the CAA before it be-
came the FAA. The new manual added to
the old and kept some things while dis-
carding others. The manual was revised in
the 1960s but has not been substantially
changed since. There are many technolog-
ical advancements in repairs and alter-
ations that should be incorporated in AC
43 .13. More clarification and detail is
needed. There are many ways in which it
should be refined. The FAA knows this
(as you do) and has embarked on long
needed revisions.
The general aviation community is
lucky. The FAA gave the revision task to
an excellent employee in Oklahoma City
named George Torres. Mr. Torres is pri-
marily working alone to complete this
10 MARCH 1993
- HGF
task. The deadline for getting it finalized
and circulated is pretty much up to him
and he hopes to finish it all by the time
three more years have gone by. He has
done a lot already and there is quite a bit
in the suggested revisions that is brand
new. (There is a whole new section on
composites, for instance.) When it is done,
we will probably have to live with it for
years!
Mr. Torres needed to make a case
within the FAA for the importance and
urgency of this project. Not every FAA
official is fully familiar with the problems
that GA owners and their mechanics face
at an annual. Mr. Torres understood this
need for change. It is obvious that he is
very dedicated to thoroughness and excel-
lence, and his superiors have recognized
the value of the revisions to the flying pub-
lic who own airplanes. Mr. Torres also
told us that he was concerned with the
need to bring more standardization within
FAA regions (as to their interpretation of
AC 43.13). Since I have had a chance to
spend quite a few hours with Mr. Torres at
EAA Oshkosh '92, I know we couldn' t
have a finer individual to be in charge of
this essential project. His commitment as
a person and exemplary FAA official is
absolutely clear and he will pay close at-
tention to your input.
This revision process is a very large job
and is a big responsibility. Whatever ap-
pears in the revision is going to impact on
general aviation in a big way. Your means
to repair your airplane or alter it will be set
back or advanced entirely based on what is
in the revision. It may affect your costs of
repair dramatically, possibly up or down.
Since AC 43.13 is not an FAR, the FAA
does not need to seek your input via an
NPRM (Notice of Proposed Rulemaking).
However, much to its credit, the FAA
understands that the best way to arrive at
the revisions is to consult with the Als,
A&Ps and owners who deal with repairs
and alterations in the real world. Obvi-
ously these groups know from experience
what works and what doesn't. Their input
is crucial to the success of this manual and
crucial to the intelligent application of its
contents. The FAA inspectors will auto-
matically get a chance to make their sug-
gestions as to the needed revisions. Now
this is your chance (and your A&P's
chance) to do the same.
Let me make this loud and clear. The
biggest things that determine your cost of
flying (other than buying the airplane) is
fuel and repairs. Don't let the future be-
come too expensive. Get a copy of the AC
43.13-1A and look it over. While you are
at it, get a copy of the addendum used for
alterations, AC 43.13-2A. Go see your
A&P and encourage him or her to do the
same. Discuss it with others. Send your
suggestions for additions and changes to
the FAA as noted in the FAA document
that follows this article. You will not only
be helping yourself but everyone else in
general aviation too.
The fastest way to get a copy of AC
43.13 is from Aviation Maintenance Publi-
cations, 211 South 4th Street, Basin, WY
82410 (1/800/443-9250) . This is a reprint
and is quite close to the government 's ver-
sion . Get the government's own version
from any Government Printing Office. You
can also go to your A&P and ask to look
their's over while you stay at their shop.
When you submit your comments to
George Torres, you will be helping if you
can give actual examples and experiences
of where the manual was deficient. Try to
supply as much documentation as you can.
If you are suggesting new repair or alter-
ation techniques or materials, try to supply
engineering data or other items that would
allow George to make a case for the revi-
sion you are suggesting. Here is an exam-
ple. Our Bellanca Champion Club invited
Mr. Torres to speak at our EAA Oshkosh
'92 forum where our members could make
comments. We were anxious to see epoxy
glue repairs on wood structures added to
AC 43.13. Our members told Mr. Torres
about several brands of epoxy to consider
and promised to send him information on
the manufacturers who could supply the
engineering data for their products. So
don't be surprised if you see epoxy glue
wood repairs allowed on certified air-
planes in the final version of AC 43.1 3.
Think about your airplane as composed of
different systems and pieces. Imagine how
you think a repair or alteration should be
done to each of these areas. Think of a
method that is good practice and common
sense. Consider the use of the most cur-
rent materials and techniques. Now check
your ideas against what the existing AC
43.13-1A accepts. What do you think will
be allowed as airworthy? What can you
suggest as a ryvision to AC 43.13 as a re-
sult of this thought process?
I hope you will participate in this work-
ing relationship between the FAA and the
GA pUblic. It is a welcome opportunity
for all of us . In three years we all hope
that we can keep our airplanes in good re-
pair and modernized as needed to be use-
ful and safe.
Send your comments to: George
Torres, FAA Office of Aviation System
Standards, A VN-l13, P.O. Box 25082,
Oklahoma City, OK 73125, phone 405-
680-6923, Fax 405-680-4104 ...
The interior features a Texas Aeroplastics headliner, as well as a Narco Escort II, a
II Morrow 602 loran and a Narco AT-1S0 transponder with ACK encoder. The only
item not done by the Ebys was the upholstery on the seats - all other work was
done by Dave, Pat and their friends.
(Above) Pat Eby flies the Cessna while husband Dave rides in the right
seat. The Eby's Cessna is a excellent example of what was right in
aviation during the 195Os.
(Left) Retired Air Force pilot and crop duster Dave Eby is quite pleased
with the Cessna 140 he and his wife Pat have restored.
Dave has been involved in civilian avia-
tion. He start ed dating his wife Pat in
1948, and later, after earning his flight in-
structor certificate, he started to teach
Pat to fly. The year was 1956, and the
training at the Fairbanks Aero Club was
done in a newly paint ed Cessna 140.
That nice looking Cessna would be the
inspiration for the customized Cessna
you see here on these pages.
Before the lat est Cess na 140, there
have been other li ght airplanes - a Cessna
170 when thei r children were young, and
a Thorp T-18 they completed 6 years
ago. The Thorp is sti ll part of the family,
and is the Eby's "going places" machine.
It too is an award winner, having been
selected as one of the airplanes worthy
of a Wright Brothers Award in 1987, as
well as the Best Low Wing Homebuilt at
the Kerrvi ll e, Texas Fly-In. The Cessna
was originally bought in 1989 to be the
airplane that Pat could use to finish her
Privat e pilot training. Dave was con-
cerned that he mi ght lose hi s medical
certificate in the next few years, and hav-
ing a wife that flies will make it possibl e
for the Ebys to keep flying.
12 MARCH 1993
Complete with fiberglass wheel pants
and a Cessna 170 spinner, Dave and Pat
Eby' s 1950 Cessna 140A i s " looking
good" as it poses on the sandy soil of
Lakeland Linder Regional Airport during
Sun ' n Fun '92.
After Pat completed her training in
1990, Dave remembered how nice the
Cessna 140 was back at Fairbanks in
1956, and after seeing Jack Shahan 's
Cessna 140, he decided it was time to
overhaul their tired looking airplane.
Dave says that the work done on the
140 is a refurbishment, since he never in-
tended to do an original restoration of
the airplane. The airplane was disassem-
bled , stripped and then put back to-
gether, replacing various pieces of sheet
metal along the way. The 140 had been
scrambled by a tornado when it had 40
hours on it since it was built , and it then
sat in a barn for 15 years. It was rebuilt,
but there were still a few pieces that
needed more work. The left door, for in-
stance, was reskinned by Dave, as well as
taking the rudder, ailerons and flaps
apart and coax the wrinkles out of them.
The two top sections of cowling were
also replaced.
After it was reassembled, the little
Cessna was painted with Ivory Pratt &
The C-90- 12F installation al so i ncludes an alternator STC, and the engine
compartment was compl etely detailed.
Lambert Acry-Glo paint, with the trim
set off in Mack Truck Red. The basic
idea of the original Cessna color scheme
was kept, with a few changes made by
Dave - certain things never looked right
to him about the way Cessna finished the
140, so he simply made the changes to
his satisfaction.
One of the hardest, but most satisfy-
ing jobs done during the refurbishment
was the installation of a Texas Aeroplas-
tics headliner. It took a week's worth of
work to install, with no mistakes allowed
- if you cut the plastic too much, you had
to buy a new part and start all over.
Pat was anxious to get the project
done, so she could get back to flying the
Cessna. She was a big help to Dave dur-
ing the work on the Cessna, but it was
not the first time she had work to do on
an airplane. She was a big part of the
construction of the Thorp T-18. (Dave
says she is an expert riveter!) An active
pilot, she enjoys flying the Cessna solo,
although most of her flying is done with
Dave. Another aspect of aviation Pat re-
ally enjoys is her membership in the 99's,
the woman's aviation organization.
After finishing the airplane in 1991, it
took 8 awards at 5 fly-ins during the fly-
in season.
Included in the 1992 awards was the
selection of the 140A as the Best Custom
86-164 hp at Sun n' Fun '92, as well as a
Best Custom Class B prize at EAA
OSHKOSH '92. It looks like Pat and
Dave have another good looking travel-
ing machine! ...
VINTAGE AIRPLANE 13
ANAF N3N-3 Visits Oshkosh - on floats!
by Norm Petersen
Oftentimes, the tiniest bit of infor-
mation will uncover a story that begs to
be told. In the October 1992 issue of
VINTAGE AIRPLANE, a casual re-
mark was made that Willie Ropp' s Cur-
tiss/Wright Travel Air 16E on floats was
the first open cockpit biplane on floats
to visit the Brennand Seaplane Base
since a Naval Aircraft Factory N3N on
single center float visited in 1975.
Bingo! Within a few days, we re-
ceived a letter from Tom Ahlers (EAA
53721, A/C 19038) of St. Charles, MO
stating that he and his partner, Fred
Niedner, were the two pilots that flew
N3N-3, N12063, SIN 2996, to Oshkosh
in 1975, mounted on a center float. The
really sad part was that no mention of
this appearance was ever made in
EAA's magazine, even though they had
been photographed air-to-air when they
departed the Oshkosh area.
A detailed inspection of the EAA
archives from 1975 revealed absolutely
no seaplane photos of any kind! (The
seaplane fly-in was at that time a rather
informal get-together held at the same
time the EAA Fly-In was occuring, so
at that time no offical EAA photogra-
phers were assigned to shoot the sea-
plane activities.) This information was
sent to Tom Ahlers who promptly sent
a photo of his N3N-3 that had appeared
Almost directly under the photo plane, the N3N-3 reveals its classic lines and military
on a calendar in 1976. On the back
paint scheme. In 1975, the 12-inch registration numbers were required on the side of
side was a notation: Howard Levy, pho- the fuselage on civilian aircraft.
14 MARCH 1993
tographer , Brooklyn, NY. Now the
17-year-old mystery was beginning to
unravel.
We wrote to Howard Levy inquiring
about the N3N-3 from 1975. Back came
a nice letter along with a color trans-
parency and three black & white pho-
tos taken of the Ahlers/Niedner N3N-3
at EAA Oshkosh '75. Howard Levy
writes, "I remember it well, since 1 made
contact with the owner by pure luck.
He was leaving the following morn so
we arranged to be overhead at his de-
parture time. He couldn ' t fool with
wasting time for a photo mission as he
had to be rather exact for his flying time
and refueling sites. He was to land at
St. Joesph, MO for fuel so all we could
do was follow him a bit and shoot on the
go. Luckily, the sun was in a perfect po-
sition. Anyway, the shoot was from an
L-5 owned and flown by Tommy Atkin-
son of North Las Vegas, whom I flew
with numerous years."
We are most pleased to present
Howard Levy 's photos of N3N-3 ,
N12063 , taken in 1975. That 's Tom
Ahlers and Fred Niedner on board as
they take off and head south with the
pretty biplane. (Howard also enclosed
a photo of an N3N taken at Annapolis,
MD where they were used by the Naval
Academy for a number of years.)
Tom Ahlers reports they had to go
through the entire STC procedure to get
the N3N-3 li censed on the single center
float back in 1975. It had been licensed
on wheels, but never on floats before.
Incidentally, Tom and Fred still have
the N3N-3 today and have been flying it
on wheels all these years. They sti ll
have the complete float system and
mounting hardware so perhaps we can
Heading south into the morning sun, the N3N-3 strikes a pretty pose over the
Wisconsin countryside. Note the four ailerons, common to the N3N.
encourage them to once again mount
the biplane on its center float (plus the
two wingtip floats) and fly it "back to
Brennand's" during the big EAA Fly-
In. What a treat that would be for the
"old salts" that inhabit the base during
the busy week. (Say nothing of the "Sea-
plane Fly-Bys" during the convention to
stir some emotions!)
At least now the N3N-3 could be fu-
eled from the hose at the dock. Back in
1975, Al Ziebell had to drive to Wittman
Field and haul fuel in Jerry cans to the
seaplane base. He well remembers the
N3N-3 as the center float was "very slip-
pery" with oil when he refueled the big
yellow bird. Ah, progress!
A tip of the old hat to Tom Ahlers
and Fred Niedner for bringing this un-
usual story to our attention and a hearty
"Thank You" to Howard Levy for con-
tributing the photos he took so long
ago. Howard has been an aviation pho-
tographer for over fifty years and be-
si des being a great person, he is also a
walking encyclopaedia on aviation. ...
!
"E
;;:
'"
o
Howard Levy photo of a U. S. Navy N3N on floats taken on the Severn River at Anapolis, MD in front of the U. S. Naval Academy
where the type was used for a number of years as Cadet orientation aircraft. Note the engine starting crank is still attached to its
fitting, just to the left of the number "6".
VINTAGE AIRPLANE 15
I
WHAT OUR MEMBERS ARE RESTORING
----------------------------by Norm Petersen
Paul Gordon and his
Interstate StBt (L-6)
Photographed just after its first flight
following eight months of intensive re-
building is Interstate SIBl (L-6),
NC49105, SIN 203, owned by Paul Gor-
don (EAA 289386, A/C 16446) of Helena,
Montana. Paul reports the airframe had
just 339 hours since new and was in very
good condition. However, thirty-five
years ago, the greenhouse had been re-
moved, so it had to be totally refabri-
cated. In addition, the rear seat can now
swivel so the rear pilot ( observer) can use
the seat back as a table. The airplane is
quite original with the exception of the
Lycoming 0-320 of 150 hp, Cleveland
wheels and a Scott 3200 tailwheel. Note
the small aileron counterweights which,
together with total ball bearings in the
system, make for an almost unreal
smoothness in the controls - like moving
your hand through a pail of whipped
cream! Restoration was aided with a set
of factory drawings obtained from the
Smithsonian on microfilm.
Paul is currently working on another
L-6 restoration and also has a flying Inter-
state S-IA "Cadet" (N37451 , SIN 296).
His substantial knowledge of Interstate
aircraft is available to other Interstate
owners by calling Paul at 406-449-3192.
James Holte's Piper J-3 Cub
This photo of James Holte and his J-3
Cub, N92057, SIN 16490, was sent in from
the far northern part of Montana. Jim
lives at Outlook, MT just two miles south
of the Canadian border. (He spends a lot
of time flying the line, observing "Teepee
Rings" and other native sites.) The Cub
is based on Jim's farm and is flown about
150 hours a year, mostly for pleasure. It
is powered with a Continental A65. The
airframe has about 4000 hours on it. Jim
also has skis for the Cub but is a bit reluc-
tant to use them. He says the snow in his
area often has a crust on it and the skis
sometime break through with most un-
welcome results! Several local airplanes
have ended up on their backs on skis be-
cause of the poor snow conditions.
James ' Cub was at one time mounted
on floats and sharp-eyed readers will be
able to spot the rear fuselage float fit-
tings that have been covered over. In ad-
dition, the Cub has a "fishpole tube" be-
hind the baggage compartment for haul-
ing fishing equipment on those dream
expeditions.
16 MARCH 1993
Chris Carman's 7AC Champ
Having owned this Aeronca 7AC
" Champ", N82245, SIN 7AC-873, for
two years since it was refinished, Cris
Carman (EAA 394030) of New Free-
dom, PA has really enjoyed flying the
pretty tandem. Cris reports that his
Champ spent most of its life in Ken-
tucky, Baltimore, MD and southern
Pennsylvania before he purchased it
two years ago. He wants to personally
thank Paul Nuss, Patton, PA for teach-
ing him the great fun of flying taildrag-
gers. Cris was told a Champ would be a
cheap aircraft to own, however, he esti-
mates the cost of operation at some-
where around $350 per hour! His com-
ment includes, "I just can' t find parts or
sympathetic mechanics. " "But she sure
is fun!"
Jack Mierzejewski's
Naval Aircraft Factory N3N
Two photos of the fuselage frame-
work and landing gear of Jack Mierze-
jewski (EAA 391867, A/C 18262) of
Burnaby, B.C., Canada and his Naval
Aircraft Factory N3N reveal the alI-alu-
minum construction - so unlike a Stear-
man. Jack goes on to report that only
816 N3N's were built by the Naval Air-
craft Factory vs. 10,346 Stearmans and
many special aluminum castings and fit-
tings were used, making restorations
more difficult (and spendy) for lack of
spare parts. However , the few lucky
ones who have discovered this fine Navy
trainer are in for a rare treat. Some of
the N3N's, on single center float , were
used as trainers at the Naval Academy in
Annapolis until the 1960' s when they
were sold into civilian heands . Jack ' s
N3N, Bureau No. 2951, was one of this
group.
Although Jack has found some corro-
sion from the years of exposure to the el-
ements , he has rebuilt the parts and
pieces until they sparkle like new. Since
1985, Jack has logged 1257 hours of
restoration work and enjoyed every
minute! He eventualy plans on installing
a P & W R-985 engine with a constant
speed prop to allow the N3N to perform
rather smartly. With all parts primed
with epoxy primer and finished in PPG
two-part polyurethane and finished with
dacron covering, the biplane should be
good for many, many years, probably
longer than Jack! We look forward to a
picture of the beautiful old trainer cut-
ting through the air on a cool morning
with Jack at the controls. ..
VINTAGE AIRPLANE 17
First Annual BAA Ski Plane Fly.,In (Jan. 23.,24, 1993)
by Norm Petersen
Photos by Donna Bushman
The "Weather Gods" smi led on the hardy
band of fli ers gat hered at Pioneer Airport im-
mediately behind EAA headquarters on Sat ur-
day mo rni ng, Jan uary 23,1993. Few would
have believed it possible, based on the weather
forecas t given Friday for the weekend - rain ,
sleet, freezing rain, snow, poor visibil ity and
wind!
This was George Blechel's first skiplane f1y-
in ever and as chairman of the food committee
(probably the most important job in the entire
world), he was rather concerned on Friday, the
day before the big event. In fact , we discussed
the possibility of moving the fly-in over to Sun-
day in hopes of improving weather. However,
Paul Poberezny saved the day with his com-
ment about the weather forecasters often miss-
ing the boat and besides, it was his wife, Au-
drey'S birthday - and the cake was ready!
The first light of Saturday indicated marginal
weather at best and the nervous fidgeting con-
tinued. Randy Hytry brought in a huge kettle
Chuck Larsen, EAA Education Director, winds up the Lycoming 65 engine on
his newly completed 1940 Taylorcraft BL 65 mounted on a set of nicely
restored Federal SC-1 skis. Started by Harvey Goldberg of West Bend, WI, the
project T-Craft has been quite a number of years in gestation!
18 MARCH 1993
of chi li that he had carefully made and George
Blechel added his four gallon batch. To this
was added George Daubner's large container
of chili pl us Loretta Petersen contributed an-
other huge kettle of her special chili. In short ,
we could al most feed the Russ ian Army - if
need be! To this was added a huge collection
of doughnuts, rolls , chips & dips, Dorothy
Chase's famous pumpkin bars and lastly, Au-
drey Poberezny' s beautiful birthday cake! It
was indeed a table fit for a king, complete with
picnic benches placed along the inside front of
the (heated) hangar for folks to sit on (courtesy
of Vern Lichtenberg).
Suddenly, the sun began to peek through be-
tween the clouds - and you could feel the mood
of the people change! Temperatures were in
the low thirties and the wind was coming di-
rectly down the Pioneer runway from the south-
east. Paul Poberezny' s Cuby on 1500 skis was
moved out to the flight line and Chuck Larsen
retreated to his hangar on Wittman Airport to
get his BL-65 T-Craft on SC-l skis ready. 01'
Tiger Bob Lumley soon showed up from Capi-
tol Drive Airport in Milwaukee with his
Aeronca Chief on Federal 1500 skis and things
were looking up (pun intended).
A most interested observer was Tom Ham-
blet (EAA 15754) of Grand Prairie, Texas, a J-
3 Cub driver from way back, who had come
north by airline the day before to actually see a
skiplane fly-in for the first time! This was all
new to him and he was excited. I drove him out
to Earl Grunska' s grass strip north of Oshkosh
and helped get his long frame folded into the
right seat of George Rotter' s J-4 Cub Coupe on
SC-l skis. After calling the Oshkosh control
tower on the phone for a no-radio approach,
the J-4, alo ng with Mark Warning in hi s
Aeronca Defender on SC-2 skis, headed int o
Pioneer Airport as a "flight of two." It was
Tom Hamblet's very first skiplane ride - and he
totally enjoyed it! The two ai rpl anes circled
Pioneer before landing to the southeast, both
pilots making near perfect landings. In just a
few minutes, Mike Weinfurter landed with my
Cub, NIOXS, on SC-1 skis and the place was
starting to look busy.
Nearly forty cars and pickups had joined the
party by this time which, in turn, swell ed the
ranks of people, spectators and hungry pilots.
The beautiful smell of hot coffee and warm
food was almost overpowering as the chow line
was officially opened and nearly 100 people
were served all they could eat. (Ever notice
how quiet a crowd gets when everybody is eat-
ing at once?) Mea nwhil e, Chuck Larsen ar-
rived with his neat 1940 T-Craft BL-65 on the
most beautiful SC-1 skis you ever laid eyes on.
He had completely dismantled the 50-year-old
skis, bead blasted the parts, primed them with
epoxy and then painted the skis gray with bl ack
pedestals. Assembled with all new bolts, nuts
and hardware, the skis really looked sharp, es-
pecially on a bright red airplane.
Meanwhile, the skiplane rides were being
given at a steady pace. Paul Poberezny was giv-
ing ride after ride in his black & yellow Cuby -
whil e grinning from ear to ear! Bob Lumley
had hi s Chief wound up to a full 65 hp as he
took off with one eager rider after another.
Mike Weinfurter kept up a steady pace with
passengers in the Cub. We had new people
lined up and ready to go as soon as each plane
With all 145 cubic inches roaring, Chuck Larsen unleashes the power of his
1940 Taylorcraft BL 65 as he makes a takeoff from Pioneer' s snow covered
runway. Happiness is . .. ....... .
RYAN
FLYING CO.
With his snarling Continental A-65 at full bore, Bob (01' Tiger) Lumley climbs out
smartly with his Aeronca Chief past the new Ryan Hangar. If ever the term "He
would rather fly than eat" is used, it would apply to Bob Lumley, who flies skis
with a passion at every conceivable opportunity - yet when it comes to eating
chili, he will put away his share with the best of eaters!
George Rotter' s nicely restored Piper J-4E Cub Coupe on matching Federal SC-
1 skis cuts a pretty picture at Pioneer Airport. Featuring a C85-12 engine with
full electrics, the Coupe is a familiar sight in Wisconsin skies, summer and
winter. Sharp-eyed readers will spot the rear fuselage float fittings which have
not been used to date.
VINTAGE AIRPLANE 19
With EAA photographer Donna Bushman in the front seat taking pictures, Paul Poberezny brings his shiny black 90 hp Cuby on
Federal 1500 skis, past the crowd at Pioneer. Although Paul hadn't flown skis for many years, about three (pillow soft) circuits
and he was right back in the groove, ready to help give rides. Unless you have personally flown with this pilot of over sixty years
experience, it would be difficult to explain the absolute "velvet touch" that Paul has on the controls of an airplane.
20 MARCH 1993
taxied in. The Pioneer Airport pattern
was busy!
Perhaps the toughest assignment befell
members of the EAA Canadian Council,
who had an all-day Saturday meeting at
EAA headquarters in full view of our op-
erations at Pioneer Airport - and they
couldn't come out to play!
Meanwhile, Tom Hamblet was busy
with his video camera, trying to document
all this fun for his gang back in Texas.
Airplanes and people were going by like a
Chinese fire drill and Tom was shooting in
all directions. He even managed a few
still pictures with his camera!
About thi s time it was " fruit-basket-
upset. " Gene Chase took over for Paul in
the Cuby, Dick Hill took over the Chief
for Bob Lumley and H.G. Frautschy took
over the Cub - and the rides continued!
Chuck Larsen cranked up the T-Craft and
after a few rounds, handed it over to Mike
Weinfurter. Mike's comment was, "That 's
as close to a brand new T-Craft as I have
ever flown! Beautiful! "
5-year old Alden Frautschy, son of H.
G. Frautschy, managed to build a neat
"snowman" while the airplanes were land-
ing, off-loading, re-Ioading and taking off,
one after the other. This youngster loves
airplanes - it must be in the genes.
As we stood in the crowd and observed
the skiplanes landing and taking off, it was
a universal feeling that we sadly missed
the many skiplane pilots from around
Wisconsin who couldn't make the fly-in
because of poor weather conditions in all
directions. Only in Oshkosh was it perfect
weather for a skiplane fly-in. With plenty
of food still available, it was decided to
continue the fly-in through Sunday - and
the phone calls went out.
Knowing that Tom Hamblet's birthday
was on Saturday also, we decided it was
time to make a skiplane pilot out of this
"Texas Taildragger." So we lured him
over to my Cub and carefully helped him
fold his tender body into the front seat -
NI0XS is a front seat solo airplane - and I
wound up the 90 hp Continental. Tom
taxied out with a grin a mil e wide on his
face, much akin to a kid with a new toy!
He was off and climbing in nothing flat
and proceeded to make a number of fly-
bys. Tom has done a "Crazy Cub Driver"
act for many years in Texas and is an ab-
solute master of the Cub. He can do
things with a Cub that makes you wonder
how he does it. After shooting a few ski
landings with absolute precision, Tom
came taxiing in with a huge grin on his
face. This was one happy Texan! (Hey
Charlie, I think we have another convert!)
Later, Tom had the full aerial tour of
Lake Winnebago and the huge ice fishing
community as he and Mike Weinfurter re-
turned the Cub to Earl's International
Airport.
By five p.m. , the Cuby, the Chief and
the T-Craft had been tucked away in the
Pioneer Hangar using Chuck Larsen's ski
dollies (and much manpower) to move
them across the concrete apron and floor.
All the food was carefully put away for
the next day and George Blechel saw to it
that everything was spic and span before
retiring for the day. It was conservatively
estimated that some fifty skiplane rides
had been given with most passengers en-
joying their very first skiplane ride. Even
the birthday twins, Audrey Poberezny and
Tom Hamblet admitted it was a really fine
gathering.
By Sunday morning, the wind had gone
around to the northwest and the soft,
slushy snow had frozen into hard ice.
However, the sky had cleared and the
"cool" wind really helped Joe Norris (1-5
Cub Cruiser on 1850 skis) and Tom Brown
(Luscombe 8A on 1500 skis) literally coast
downwind to Pioneer Airport in just a few
minutes from Wisconsin Rapids and
Unity, WI respectively. Ted Davis from
Brodhead, WI was next to land with the
flying club's J-5 Cub Cruiser on 1500 skis.
His three-year-old son, Trenton, was the
VINTAGE AIRPLANE 21
Aerial view of Pioneer Airport shows the gathering of the clan as Mike Weinfurter taxies out with the author' s J-3 Cub. That' s
Gene Chase with the camera, just between the first two airplanes. The bare spot was cleaned off for a "bonfire" in the afternoon -
a tradition with Audrey Poberezny' s birthday party.
happi est passenger of the day and ate like
a trooper.
And who was filming all this on video?
OUf good friend from Texas, Tom Ham-
blet , of course. For some reason , the
much colder weather made the chili taste
even better the second day! And there
were any number of "goodies" including
The afternoon sun brightens the landscape as Paul's Cuby takes another person for a
ride around Pioneer Airport while the T-Craft and the Aeronca Chief await their turns.
The many footprints in the soft snow tell the story of a most enjoyable day of
skiplane flying.
22 MARCH 1993
birthday cake to go along with the chili.
Numerous folks had stopped over after
church to help with the "chili consump-
tion" and contribute to the hangar talk.
Just a t noon , Ken Reese from Capitol
Drive Airport in Milwaukee flew hi s nice
looking Piper Pacer on 2000 skis into Pio-
neer Airport to join the crowd. And as
the party was winding down, Bob Royce
from Green Lake, WI came in with his
Cessna 150 taildragger - on wheels, yet!
Bob is such an enthusiastic aviator (and
EAA docent) and admitted he could smell
the chil i on downwind!
By about 2:30 p.m., the planes had
taken off for home , the food was pretty
well cleaned up and the hangar looked
spic and spa n, in typica l EAA fashion.
Even George Bl echel admitted we had
enjoyed an exciting two days. Tom Ham-
blet figured he could rest up by Monday
morning for the flight home.
His parting comment as I brought him
to Wittman Field the next morning to
catch the airline was, " You know, Norm,
it doesn' t get much better than this." The
smi le on his face told the complete story -
he was a happy man.
Are we going to do this again? We
hope so - but as we all say here in snow
country, " there's nothing more tenuous
than planning a ski plane fly-in - you never
can tell about the winter weather!" '*
Aeronca C-3s are the buzzards of the
month. I have had several calls from
people either looking for parts or infor-
mation. One of these I KNOW will be
forthcoming. Gary Garner and Ted
Davis from the Brodhead, Wisconsin
skunk works are building an AERON-
COPY. It's an exact duplicate of my C-
3 Collegiate with the only exception be-
ing the engine; they are substituting a 65
Continental. From what I have heard of
their progress, they are well along.
Since the Funny Farm is only slightly
out of the way for Gary's commute
each weekend from Glenview, Illinois
to Brodhead, Wisconsin, he almost al-
ways stops by to get answers to ques-
tions, take measurements or just talk.
Since my article "The Uptown Swal-
low" apperared about 15 years ago in
VINTAGE AIRPLANE, I have aver-
aged about one inquiry a month about
Swallows. Either someone has just
found one, or knows of one, or wants
to know all about them. Two more
have turned up this past month; one in
Massachusetts and another in New Jer-
sey. At least the remains of two. One,
from the descriptions, has to be a TP
with an OX-5, and the other a Com-
mercial, also OX-5 powered. Neither
of them are complete airplanes and the
people are looking for drawings, ad-
vice, parts, etc.
This is a real problem. When we
were researching our Airmail Swallow
that now resides in the Museum of
Flight at Seattle, Washington, we dis-
covered that the original data with the
FAA at Washington National Airport
pending transfer to the National Air &
Space Museum, had somehow disap-
peared! This data, along with a lot of
other outdated and no longer in pro-
duction aircraft data, was stored in a
haphazard manner and curiosity seek-
ers like myself were given free run of
the basement storehouse to research
our projects. Originally there had been
PASS IT TO
--7]
An information exchange column with input from our readers.
by Buck Hilbert
(EAA 21 , Ale 5)
P.O. Box 424
Union, IL 60180
more than 50 boxes of material gleaned
from all the various field offices con-
cerned with the manufacture of these
various airplanes. They were slated for
the Smithsonian archives but somehow
the Red Tape inertia set in; the transfer
was never accomplished. Meanwhile
the stuff just evaporated. There was no
real inventory, and since FAA was so
short of personnel to assign responsi-
bility for the project, it disintegrated!
I guess by now you know what I'm
trying to say. There isn't any data! No
drawings, no specs. Your only resort is
to find one of the few remaining com-
plete airplanes and beg the owner or
custodian for permission to photo-
graph, measure and caress them.
Swallow had an imitator. Page Air-
craft of Lincoln, Nebraska built an
identical copy, with very few excep-
tions, of both the TP and the Commer-
cial. They are the Lincoln Page LP-3
and the Lincoln PT. Check the register
and see who has them, fellas (HINT).
The EAA Air Adventure Museum has
a flyable Lincoln PT-K and also a pro-
ject Swallow Commercial in the
restoration shops!
'--______________--.J!:.
e
Buck
VINTAGE AIRPLANE 23
Dick Cutler, Box 1085, Dublin, P A
wrote to ask:
Buck,
I am looking for a "Haywood check
valve," thread size 112-13 which was
used to "air start" some of the old
Warner and Kinner radials. If you
know of where I can buy a serviceable
unit, please contact me collect: 2151257-
0817. I hope to use it on only one cylin-
der of my R-55 (Ryan PT-22) with a
200 psi air bottle installed as ships equip-
ment. I understand I can get about
314ths of a revolution from one quick
blast of air after prime and prop is set in
the proper position. If I'm successful,
no more "Hemmingway " starts (Fare-
well to Arms).
Dick Cutler
Dick: As an ex-PT-22 owner and a
Kinner operator of many years, I have
yet to get a "Hemmingway" start. Mis-
ter Fleet bit Bill Haselton at Oshkosh
back about 1968 or '69-and that was
only because we had an impulse cou-
pling go awry. My first thought is that
a Kinner is the easiest of any of the
older engines to prop. You DON'T
?J PROP it, Dick; you merely pull it past
~ compression and GET OUT of the
~ way! Don't SNAP it, don't swing your
]! leg up in the air, just PULL it past com-
g pression with the blade at one of the
~ lower positions that allow you to walk
~ by as you PULL!
~ My second thought is one I don't
.£ even want to talk about! I don't be-
~ lieve the PT spec sheets show a Hey-
~
u wood starter or the addition of an Air
g Bottle to the equipment list. How are
~ you gonna get this one by the Feds?
I
£"
E Over to you,
This twin-engined cabin monoplane
was an experimental design by a well-
known company in the Golden Age pe-
riod of aviation development. The photo
is from Don Pratt via Gene Chase. An-
swers will be published in the June issue
of VINTAGE AIRPLANE. Deadline
for that issue is April 20, 1993.
The December Mystery Plane
brought an unusual number of replies.
Ralph Nortell, Spokane, Washington
gave a concise answer. He writes:
"NC276K is a Wallace Touroplane B
of 1929. The example shown was c/n 12,
and the type was awarded ATC No. 119
in March, 1929. The Touroplane B was
designed by Stanley Wallace and manu-
factured by the Wallace Aircraft Com-
pany in Chicago. Soon after production
of the Touroplane began, the Wallace
firm became a division of the American
Eagle Aircraft Corporation of Kansas
City, Kansas headed by E. E. Porterfield,
Jr.
"The Touroplane prototype was pow-
ered by an 80 hp Anzani engine. One
early example used the MacClatchie
Panther, and two others are reported to
have been powered by the venerable
OX-5. Apparently two of these early ex-
amples were converted to use the 100 hp
Kinner K5, and the Kinner K5 powered
all examples of the major production
24 MARCH 1993
by George Hardie
run.
"The Touroplane B was a compact 3-
place craft with folding wings that al-
lowed a tied own or storage space of 13 x
25 feet. Span was 37 feet and length 23
feet 10 inches. Reported cruise was 90
mph for a range of 500 miles. Gross
weight was 2100 pounds, and the third
seat in the rear could be removed to pro-
vide 30 cubic feet of space for cargo.
Available records indicate that at least
14 examples were produced."
A very interesting reply was sent in by
Tony Le Vier:
Dear George:
Just received my December 1992 is-
sue of VINTAGE AIRPLANE and got
the surprise of my life-I mean my flying
career. The first eye catcher was your
MYSTERY PLANE contest for,
WHAT'S MY NAME? I hope I'm the
first to name it because I believe I may
be one of the very few living aviators to
have flown the Wallace Touroplane back
in the so-called Golden Age Of A via-
tion.
The man who owned the one I speak
of was Floyd "Jimmy" Karnes of Monte-
bello, California. He learned to fly
shortly after Charles Lindbergh flew
nonstop from New York to Paris, France
in May, 1927. Jimmy learned to fly a
Curtiss JN4D "Jenny," and because his
instructor wouldn' t solo him unless he
put up the price of the plane, he bought
it for $400 and flew it to Pico/Montebello
airport on his solo flight.
At the same time, I was one of the
usual kids hanging around the airport
with the idea in mind to become an avia-
tor too. I had asked Jimmy Karnes if I
couldn't be his mechanic/grease monkey
to care for the Jenny. He agreed to my
proposition and that really became my
first job in aviation. That was late 1927.
It was at that time the Aero Branch of
the Department of Commerce came
down hard on unlicensed aircraft, partic-
ularly in California. Jimmy sold the
Jenny to a Dick Martin of Whittier where
I lived and I continued being the grease
monkey for Dick. I flew with Dick on
several occasions but he never would let
me try my hands at the controls. It was
July 1st, 1928 while at Balboa, California
for the 4th of July that I found a $10 bill.
The very next day I took off for home to
take my first flying lesson which was in a
new plane on the field called a "Long-
wing Eaglerock," powered by a Curtiss
OX-5 engine.
Aviation at that time was flourishing
like mad. Aircraft companies were
springing up all over the country. There
were Wacos, Travelaires, Stearmans,
Cessnas, American Eagles, Monocoupes
and hordes of other craft. Some were
pretty good planes; a lot of them were
not and fell by the wayside. In early
1929 I became the official assistant me-
chanic and grease monkey for the Whit-
tier Airways Company at the new Los
Angeles Eastside Airport between Pico
and Montebello on Whittier Boulevard.
I had a salary of $100 per month, $20 to
live on and $80 for flying which allowed
me to fly 15 minutes each day in an OX-5
Waco biplane. I finally soloed on March
28,1930. However, prior to that some-
thing happened that just about wrecked
everything that had been done to pro-
mote aviation-it was the Stock Market
Crash!
Overnight the country went bust and
aviation with it. Airplanes could be pur-
chased for about 20 cents on their dollar
value. This didn' t stop me one bit, but
flying was slow coming. I was able to get
a modest amount of flying for my me-
chanicallabor. This included flying
Travelaire biplanes, a DH4B, Mono-
coupe, Sportster, an experimental plane,
an Avro Avion, and then I purchased my
very own Velie Monocoupe. Time went
on, and it was now 1931. I had a private
pilot's license with 107 hours and 22 min-
utes logged.
Jimmy Karnes, now a successful gro-
cery entrepreneur, bought an almost new
Wallace Touroplane for about $1,000
and once again I became his boy "Fri-
day." My first flight in the Wallace
Touroplane was on June 6,1931. I was
allowed to fly the plane just about any-
time I wanted to. It was a great deal for
a young person of the period. Jim
Karnes always wanted me to fly with him
on most of his cross-country flights, shar-
ing the flying. I made my last flight in
the Wallace Touroplane when I deliv-
ered it to its new owner at Mines field on
February 28,1934. It its later life it be-
came an advertising fixture on top of a
restaurant in Los Angeles.
In closing I should point out that the
Wallace Touroplane was one of the
classiest small three place monoplanes
then manufactured. It was sort of a
Cadillac of airplanes as for workman-
ship. Built by the American Eagle Com-
pany in Kansas City, Missouri , they
spared nothing to make it a first-rate
product. Featuring a folding wing ar-
rangement to make it easy to store may
have helped to sell the plane, but to my
knowledge it was seldom, if ever, used.
We never did. The seating arrangement
was side by side dual stick controls for
training, which I did some of when I re-
ceived my Transport license in July 1932.
The third seat was behind at center.
In August, 1932, Jimmy and I tagged
along with the Cord Cross-Country Race
from Los Angeles to Cleveland for the
National Air Races. I carried Spud Man-
ning, the world ' s pre mi er delayed
parachute jumper (sky diver) at all the
stops along our race route. All the jumps
were from at least 10,000 feet. On
November 27, 1932 I entered the wrr in
America's first Junior Pilot Air Meet
and won 2nd place in the cross-country
race. I often performed mild aerobatics
such as loops and spins at Sunday airport
gatherings.
On March 5, 1933 I went barnstorm-
ing to Lompoc, California with the ex-
pectations of making a killing. It was
one of the wealthiest farming communi-
ties in California. We had advertised
Spud Manning's spectacular sky dive and
several thousand people attended. It
was my job to go through the crowd to
collect donations for the great event.
When the time came, I went all around
the airport to take the collection, only to
get a miserable $3.50. I was absolutely
devastated! I told the airport group
about it and the airport manager tossed
five bucks in the hat and suggested I go
through the crowd a second time and
give them a hard luck story. I did, ex-
plaining our situation and willing to take
any change they could spare. Almost ev-
eryone started digging for loose change,
resulting in pennies, nickels and dimes. I
ended up with about $35.00 and enough
to pay for lodging, eats and enough to
get home. The upshot of the debacle
was the fact that we got caught during
President Roosevelt's famous Bank Hol-
Wallace Touroplane B
iday. They were all closed and nobody
had any money.
Sorry to be so long-winded but
thought you might enjoy what it was like
in the Golden Years Of Aviation with
your MYSTERY PLANE!
With all best wishes,
Tony Le Vier
La Canada, California
Other replies were received from
Harley Hayes, Park Forest, Illinoi s;
Frank Aber, Livonia, Michigan; Marty
Eisernmann, Garrettsville, Ohio; Lynn
Towns, Brooklyn, Michigan; Robert
Wynne, Mercer Island, Washington; H.
Glenn Buffington, EI Dorado, Arkansas;
Paul Schiding, York, Pennsylvania; Dick
Scheffner, Milton, Florida; Leon Perry,
Atlanta, Georgia; Wayne Van Valken-
burgh, Jasper, Georgia; William Mitchell,
Coudersport, Pennsylvania; Doug
Rounds, Zebulon, Georgia; John Under-
wood, Glendale, California; and Jack
McRae, Huntington Station, New York.
References: Aero Digest, November,
1929; Juptner's U. S. Civil Aircraft, Vol.
2; VINTAGE AIRPLANE, February,
March, 1974.
ANOTHER MYSTERY SOLVED
In the article by Dennis Parks, EAA
Librarian, on the 20th Anniversary of
VINTAGE AIRPLANE in the Decem-
ber, 1992 issue, a photo of the first Mys-
tery Plane was shown with the comment
that it had never been identified. Jack
McRae, Huntington Station, New York,
had the answer:
"It appears to be the S. S. Pierce
Sporting Tractor as described in Aerial
Age Weekly for February 17, 1919."
John Underwood, Glendale, Califor-
nia adds this: "The airplane was the
brainchild of S. S. Pierce of the S. S.
Pierce Aeroplane Company, Southamp-
ton, New York, but in 1916 without its
experimental Lawrence " B" radial of 40
hp. It is worth mentioning that this 3-
cylinder radial was the direct ancestor of
the famous Wright Whirlwind. Pierce
had been an instructor at Bleriot's school
in Paris. Presumably that is Mr. Pierce in
the cockpit with his bicycle propped
against the designer's office. In those
days most designers rode bicycles." ...
VINTAGE AIRPLANE 25
WELCOME NEW MEMBERS
Peter Anders
Gruenwald, Germany
Jay L. Anderson Cord, AR
Mark Anderson Bates City, MO
Scott D. Ankeney Dayton, OH
Gary D. Austin Medford, OR
Michael W. Baker
Coon Rapids, MN
James E. Ballenger
Virginia Beach, V A
Bruce D. Balough
North Canton, OH
Gary L. Banks Calgary, AI, Canada
Gary L. Barger Ashville, NC
Robert D. Barley Accord, NY
Jim H. Bastiani Bozeman, MT
Steven Bastien Sheboygan, WI
Butch Bell Chester, VA
Julio Cesar Benvenuto
La Plata, Argentina
Berlow Inc. Butler, NJ
Hans Ulrich Binz
Winkel, Switzerland
Dennis Blunt Rockford, IL
William J. Boelk Ham Lake, MN
Joe Bolegoh
Jerseyville, Ont, Canada
H. Searles Boone
Douglassville, P A
John E. Boy tim, Jr. Norristown, PA
Dorothy Buffington Marion, TX
Robert T. Cassidy, Jr.
Southbury, CT
Edmund J. Catallozzi
Springfield, MA
Harry M. Clark Mesa, AZ
Lee C. Cobb Grapevine, TX
William J. Como
West Springfield, MA
Edwin Copeland Melbourne, FL
Larry Crawford Vienna, VA
John E. Dailey Sparks, NV
Ray Davis St. Charles, MO
Dennis Denham Auburn, CA
William V. Domke Valparaiso, IN
Fred A. Drufke Morton Grove, IL
D. Eric Dust Lyons, CO
Tariq Ebrahim Waynesboro, PA
Stan Edwards Norwich, NY
James M. Egan Chelmsford, MA
John L. Endsley Long Beach, CA
Stanley J. Enedy, Sr. Rochester, NY
Vaughn Fkow Hendersonville, TN
Eje Flodstrom Kungaelv, Sweden
Rudolph A. Forst Joliet, IL
Colin Fray Macclesfield, England
Edward W. Giering Talahassee, FL
Andrew C. Gray Renton, W A
R. L. Grayson Columbus, IN
John P. Greissing Berea,OH
Michael J. Grimes Lancaster, CA
Richard John Hagie Andover, NJ
William G. Harrison Ennis, TX
J . Pinhal Henrique Portugal
Ronald Herron Mayflower, AR
Richard G. Hester Yakima, WA
Leslie Hibbert Laconia, NH
Robert T. Hill Metuchen, NJ
Frank A. Hitchings, Jr. Memphis, TN
Dick Hitt Lexington, SC
Robert C. Hogan Bedford, TX
Robert Hollenbaugh
Middletown, OH
Dave Huschke Midland, MI
Gary L. Jackson Texarkana, TX
Robert James Salem, OR
Garred A. Jiles Aguadilla, PR
John C. Kafford
Sarina, Ont, Canada
Ed Katzen Bellmore, NY
Clayton V. Kerr Greenville, SC
Herb Kerr Atlanta, GA
Marshall L. Kjelvik Fargo, ND
LaVern Knoepke Preston, MN
Stanley R. Lambert Spring, TX
Edward Lyons Modesto, CA
D Dan J. MacDonald
Sidney, BC, Canada
Sigurd Maehle
Roedstilkvn, Norway
John D. Mankin Belpre,OH
Frank G. Mann Blue Springs, MO
Norbert Maurer Cincinnati,OH
B. Milze Mc Elwee Augusta, AR
Perry McDonough Tanner, AL
Peter A. McEnerney
Manchester, NH
Ryan C McFeaters Crestview, FL
Robert B Mitchell Cottonwood, AZ
Lyle E Moore Ames, IA
John Mutchie Santa Anna, CA
Lester Eugene Newman Tucson, AZ
Don Novas Blackfoot, ID
Clarence Olsen
La Ronge, SA, Canada
David A. Orzel Williamsville, NY
Robert A. Parker Benson, NC
Mark Penner
Kitchener, Ont, Canada
Ronald E. Peterson Homewood, IL
Louis Polovich Benld, IL
Gene P. Post Fresno, CA
Michael J. Rath Hebron, KY
Kerry L. Reeder Memphis, TN
Elmar W.O. Reithmaier
Putzbrunn, Germany
Rocky Rexrode Sunray, TX
Frank E. Roales Vincennes, IN
Barclay L. Rogers
Martinsburg, WV
Kevi n C. Ross Edson, KS
Joseph H. Rowe, Jr. Vero Beach, FL
Paul R. Sandberg Spring Hill, FL
William Sanford Hopewell, V A
Leslie Sargent APO,AE
Ronald S. Sellers Bolingbrook, IL
William B. Shepard
North Wales, PA
David B. Smith Cumberland, IN
Ernest E. Smith Sneedville, TN
Harry Smith Lynchburg, V A
Phillip Stover Noxon, MT
Leon Strock Lexington, SC
Van Hayward Stumpner
Pensacola, FL
Gary L. Sublette Southlake, TX
Bernard Tatro, Jr. Chicopee, MA
Thomas Taylor Seattle, W A
Edward Terris MSGT APO, AE
John Thomas Behtlehem, CT
Larry Trexler Ithaca, MI
Leslie Tugan Park City, UT
Tsgt Chester Twarog APO
Miami,FL
Kerry A. Uhler Howard, PA
Cliff Van Vleet Sierra Vista, AZ
Michael Vasil
Mississagua, Ont, Canada
Gene Waggy Odessa, TX
Prof Frank Wicks Schenectady, NY
Leonard H. Wieczorek
Apalachin, NY
Clark Wilson West Palm Beach, FL
Marilyn D. Wilson Whipple,OH
Gregory W. Witzel Hunsville, AL
James Wornall Cynthiana, KY
Charles D. Wyckoff Norwich, CT
The following list of coming events is fumished to our readers as a matter of
information only and does not constitute approval, sponsorship, involve".'ent,
control or direction of any event (fly-in, seminars, fly market, etc.) listed
Please send the information to EAA, All: Golda Cox, P.O. Box 3086,
Oshkosh, WI 54903-3086. Informati01l should be received four months prior
to the event date.
MARCH 19-21 - CHANDLER, AZ -
10th Annual Shamrock Air Derby Cross
Country Speed Race (AZ 99s). 602/961-
1172.
MARCH 20 - OSHKOSH, WI - EAA
Air Adventure Museum. Women in Avia-
tion presented by the 99s. 414/426-4800.
MARCH 20 - PUNTA GORDA, FL-
EAA Chapter 565 Fly-In Breakfast. Char-
lotte Co. 813/575-147l.
MARCH 24 - PAL-WAUKEE, IL-
Pal-Waukee Airport Pilots Assn. General
Meeting. 312/853-3550.
MARCH 27 - OSHKOSH, WI - EAA
Air Adventure Museum's 6th Annual
Model Airplane Show. 414/426-4800.
APRIL 4 - FT. MYERS, FL - EAA
Chapter 66 Pancake Breakfast Fly-In, Page
Field. 813/947-1430.
APRIL 17 - OSHKOSH, WI - EAA
Air Adventure Museum - Wiley Post and
the Winchester 21 seminar. 414/426-4800.
APRIL 18 - 24, 1993 - LAKELAND,
FL - "The Gift Of Flight". The 19th An-
nual Sun ' n Fun EAA Fly-In and Interna-
tional Aviation Convention. Lakeland-
Linder Regional Airport. For information
call 813/644-243l.
APRIL 24 - GLOBE, AZ - Holy An-
gels Fly-In. Globe San Carlos (Cutter Air-
port). 602/425-5703,425/5979.
APRIL 25 - SPRINGFIELD, IL - 2nd
Annual Fly-In Drive-In Breakfast. Capital
Airport. 217/483-320l.
APRIL 30 - MAY 2 - BURLINGTON,
NC -Spring EAA Fly-In for Antique and
Classic aeroplanes. Trophies in all cate-
gories; vintage aviation films; good EAA
fellowship. All welcome. Contact: R. Bot-
tom, 103 Powhatan Pkwy, Hampton, VA
2366l.
APRIL 30-MA Y 2 - CLEVELAND,
OH - 9th Annual Air Racing History Sym-
posium. 216/255-8100.
APRIL 30-MAY 2 - CAMAR-
ILLO, CA - Annual EAA Chapter
723 Camarillo Fly-In. Contact: Larry
Hayes, 805/373-5144.
MAY 1 - 2 WINCHESTER, VA -
Winchester Regional EAA Spring
Fly-In at airport. Trophies for win-
ning showplanes. Pancake breakfast
Sunday. Contact: Al orJudy Sparks,
EAA Chapter 186, 703/590-9112.
MA Y 2 - ROCKFORD,IL - EAA Chap-
ter 22 annual Fly-In breakfast will be held at
Mark Clark's COURTESY AIRCRAFT,
Greater Rockford Airport. For informa-
tion, call Wallace Hunt, 815/332-4708.
MA Y 2 - DAYTON, OH - 30th Anniver-
sary EAA Chapter 48 Funday Sunday Fly-
In at Moraine Airpark, Dayton, OH. Lots
of food, antiques, flea market and more.
Call Jennie Dyke at 513-878-9832.
MA Y 15 -16 HAMPTON, NH -
Hampton Field - 17th Annual Aviation
Flea Market. Fly-In, Drive-In, Camp-
ing on field - no fees. Cantact: Mike
Hart, 603/964-6749.
MAY 15 - 16 - JEFFERSON
COUNTY AIRPORT, TX - Between
Beaumont and Port Arthur, TX. First
Annual Appreciation Day. Contact:
Lonnie Hood, 409/838-6973 (W) or
409/892-6418.
MA Y 16 - BENTON HARBOR, MI -
Ross field, 7th annual EAA 585 pancake
breakfast, aviation and local exhibits, classic
cars, Lunch available for non arrivals. Con-
tact: AI Todd, 616/429-8518 or write Dawn
Patrol, 4217 Red Arrow Hwy, Stevensville,
MI49127.
MAY 21- 23 - COLUMBIA, CA-
Luscombe/ Monocoupe Fly-In. Co-
Sponsored by the Don Luscombe Avia-
tion History Foundation. Contact: Art
Moxley, 23331 SE 267 Pl., Maple Val-
ley, WA 98038. 206/432-4865.
MAY 22 - 23 - WADSWORTH, OH
- Wadsworth Municipal Airport (3G3).
EAA Chapter 846 Fly-In for experi-
mental, antique/classic and warbird air-
planes. Contact: 216/334-3699.
MAY 29 - DECATUR, AL - EAA Chap-
ter 9411Decatur-Athens Aero 5th Annual
FLy-In. Experimentals, Warbirds, and An-
tiques and Classics. Awards for planes and
pilots. Camping available. Call for more in-
formation: (205) 355-5770.
MAY 29 - 31 - MAYVILLE, NY -
Dart Airport and Aviation Museum.
Sport and Vintage Glider/Sailplane
Meet. Contact Dart Airport, P.O. Box
211, Mayville, NY 14757. Phone
716/753-2160
JUNE 4-5 - BARTLESVILLE, OK-
Frank Phillips Field. BIPLANE EXPO
' 93, the 7th annual National Biplane Con-
vention and Exposition. Biplane airshow,
forums, seminars, workshops. Biplanes
and NBA members free, for all others an
admission fee is required. Contact Charles
W. Harris, Chairman, 9181742-7311 or Vir-
gil Gaede, Expo Director, 918/336-3976.
JUNE 4 - 5 - MERCED, CA - 36th
Annual Merced West Coast Antique
Fly-In. Merced Municipal Airport,
Merced, CA. Contact: Don Nolte
209/384-1144.
JUNE 5 -6 - V ALPARAISO, IN -
Porter County Municpal Airport. NW
Indiana EAA Chapter 104 Pancake
Breakfast and Sandwich Lunch. Con-
tact: Bob Collins 219/884-1619.
JUNE 24-27 - MT. VERNON, OH -
34th Annual National Waco Reunion.
"G reatest WACO Show On EARTH".
For more information, call 513/868-0084.
JUNE 26-27 - GREELEY, CO - EAA
Rocky Mountain Fly-In. 303/798-6086.
JULY 7-11 - ARLINGTON, WA -
Northwest EAA Fly-In. 206/435-5857.
JULY 10 - 11- EMMETSBURG,
IA - 5th Annual Aeronca Fly-In spon-
sored by the " Taildragger Club".
Contact: Keith Harnden, Box 285,
Emmetsburg, IA 50536.
JULY 11- MICIDGAN CITY, IN
- EAA Chapter 966 Pancake Break-
fast. Contacts: The Dees - 219/324-
6060 or the Hugley's 219/325-0133.
JULY 24 AND 25 - SHIOCTON,
WI - Annual Fly-In. Contact: Joyce
Baggot,414/986-3547.
THURSDA Y JULY 29 -WEDNES-
DAY AUGUST 4, 1993 - OSHKOSH, WI
- 41st Annual EAA Fly-In and Sport Avia-
tion Convention. Wittman Regional Air-
port. Contact John Burton, P.O. Box 3086,
Oshkosh, WI 54904-3086. Call 414/426-
4800 for more information. ITS NEVER
TOO EARLY TO MAKE PLANS TO
ATTEND!
AUGUST 12-15 - LOCK HAVEN, PA
- William T. Piper Memorial Airport. Sen-
timental Journey '93. " Aerial Mail To
Lock Haven" is this years theme. All makes
and models welcome, especially Antique
and classic airplanes. Call 717/893-4200
(9am 'til 5 pm) , Fax 717/893-4218 or write
P.O. Box J-3, Lock Haven, PA 17745-0496.
SEPT. 11-12 - MARION, OH - EAA
Mid-Eastern Regional Fly-In (MERFI).
513/849-9455.
SEPT. 18-19 - ROCK FALLS, IL -
EAA North Central Fly-In. 708/513-0642
SEPT. 25-26 - WILMINGTON, DE -
EAA East Coast Regional Fly-In. 301/933-
0314.
OCT. 15-17 - KERRVILLE, TX - EAA
Southwest Regional Fly-In. 915/658-4194.
VINTAGE AIRPLANE 27
EAA ANTIQUE/CLASSIC
DIVISION CHAPTERS
Ever wonder if there was an EAA Antique/Classic Division Chapter near you? Here's your chance to
get involved locally with your favorite type of airplanes. (Not to mention the greatest airplane people!)
COLORADO
19 GRAND JUNCTION
Ray M. Guziak
2226 Rimrock Rd.
Grand Junction, CO 81503-1177
TELEPHONE: 303-243-5518
MEETING: 1ST THURSDAY, 7:30 PM
539 NORTH FIRST ST.
FLORIDA
1 LAKELAND
Shelly R. Decker
1735 Maplewood Dr.
Edgewater, FL 32132-3011
TELEPHONE: 904-423-8703
MEETING: CONTACT PRESIDENT
ILLINOIS
26 LANSING
Peter D. Bayer
25957 Middle Point
P.O. Box 134
Monee, IL 60449
TELEPHONE: 708-534-6240
MEETING: WINTER- LANSING
AIRPORT, SUMMER-TO BE
ANNOUNCED
CONTACT PRESIDENT
24 RANTOUL
William R. Claxon
205 Willard
Gifford, IL 61847
TELEPHONE: 217-568-7810
MEETING: 3RD TUESDAY, 7:00 PM
1403 HOL YCREST, CHAMPAIGN, IL
KANSAS
16 OVERLAND PARK
Gerald W. Gippner
14810 W. 159th St.
Olathe, KS 66062-3630
TELEPHONE: 913-764-8512
MEETING: 3RD FRIDAY, 7:30 PM
INTERSTATE SAVINGS,
87TH & METCALF
MICHIGAN
20 PINCONNING
George T. Buechle
3493 N. Tower Beach Rd.
Pinconning, MI 48650-9736
TELEPHONE: 517-879-4123
MEETING: 2ND SATURDAY, 2:00 PM
CARL A. GROSS AIRPORT
28 MARCH 1993
MINNESOTA
13 ALBERT LEA
Tim Steier
RR 3, Box 18
Blue Earth, MN 56013-9404
TELEPHONE: 507-526-2056
MEETING: 4TH THURSDAY, 7:30 PM
CONTACT PRESIDENT
4 MINNEAPOLIS
Stanley V. Gomoll
1042 90th Ln., NE
Minneapolis, MN 55434-3353
TELEPHONE: 612-784-1172
MEETING: QUARTERLY MEETINGS
CONTACT PRESIDENT
NORTH CAROLINA
3 MAYODAN
Susan B. Dusenbury
Falling Leaf Hangar
RR 4, Box 312A1
Stoneville, NC 27048-9804
TELEPHONE: 919-573-3636
MEETING: CONTACT PRESIDENT
NEW HAMPSHIRE
15 HAMPTON
Harvey B. Wells
PO Box 1487
Kennebunkport, ME 04046-1487
TELEPHONE: 207-985-4221
MEETING: 2ND SATURDAY, 11 :00 AM
CHAPTER CLUBHOUSE,
HAMPTON AIRFIELD
NEW JERSEY
7 FLANDERS
Walter P. Ahlers, Jr.
60 Main St.
Flanders, NJ 07836-9112
TELEPHONE: 201-584-7983
MEETING: 1ST TUESDAY, 7:30 PM
FLANDERS VL Y. AIRPORT,
CHAPTER MEETING HOUSE
OHIO
22 ZANESVILLE
John Morozowsky
1629 Wheeling Ave.
Zanesville, OH 43701-4528
TELEPHONE: 614-453-6889
MEETING: 3RD SUNDAY, 2:30 PM,
EVERY OTHER MONTH ON EVEN MO.
JOHN' S LANDING AIRPORT
OKLAHOMA
10 TULSA
Arnol I. Sellars
5642 S. Indianapolis Ave.
Tulsa, OK 74135-4164
TELEPHONE: 918-745-0956
MEETING: 2ND THURSDAY, 7:30 PM
HARDESTY LIBRARY
PENNSYLVANIA
5 YORK
Kenneth W. Wolff
RR 2, Box 211
East Berlin, PA 17316-8918
TELEPHONE: 717-259-8397
MEETING: 3RD THURSDAY, 7:30 PM
ADAMS ELECTRIC BLDG., TRINITY Rd.
TEXAS
2 HOUSTON
Cleo M. Bickford
14202 Skinner Rd.
Cypress, TX 77429-1667
TELEPHONE: 713-373-0700
MEETING: 4TH SUNDAY, 2:00 PM
DRY CREEK AIRPORT, CYPRESS
VIRGINIA
23 RICHMOND
John A. Ficklin
605 Shrewsbury Rd.
Richmond, VA 23229-6938
TELEPHONE: 804-282-7700
MEETING: 2ND SATURDAY, 9:30 AM,
ODD # MONTHS VIRGINIA AVIATION
MUSEUM
WISCONSIN
11 BROOKFIELD
George A. Meade
5514 N. Navajo Ave.
Glendale, WI 53217-5039
TELEPHONE: 414-962-2428
MEETING: 1ST MONDAY, 7:30 PM
CAPITOL AIRPORT
ARGENTINA
12 ARGENTINA, SAN PEDRO
Abel Debock
CC #275
San Pedro 2930 ARGENTINA
TELEPHONE: 0329-29307
MEETING: 2ND SUNDAY, 10:00 AM
AERODROMO MERCEDES
AVIATION UNLIMITED AGENCY
BeCOllle A Menlber Of The BAA
Antique/Classic Insurance Progralll!
BENEFITS INCLUDE:
Call Today!
• Lower Uability & Hull Premiums
• Fleet Discounts
• No Age Penalty
800-727-3823
• No Hand Propping Exclusions
• No Component Parts Endorsements
• A+ Company with In-House Claims
Service
• Option to Repair Your Own Aircraft
APPROVED
TURBO ALTERNATOR
TYPE BPE -14
UPGRADE YOUR NON-ELECTRIC PLANE
FOR TODA Y'S AIRSPACE SAFETY NEEDS.
Increase safety
by installing a
BPE-14 Turbo
Alternator to
power a radio,
strobe, nav.lights,
transponder, ect.
Fully qualified
with STC's for
many common
classics.
Call or write us
and we'll send
you the details on
the BPE-14 Turbo
Alternator. The
hi-tech design wind generator.
BASIC AIRCRAFT PRODUCTS, INC.
4474 Hickory Drive, Evans, GA 30809
(706 863-4474
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
• Headliners
• Carpet sets
• Baggage compartment sets
• Firewall covers
• Seat slings
• Recover envelopes and dopes
Free catalog of complete product line.
Fabric Selection Guide showing actual sample colors and
styles of materials: $3.00.
INC.
259 Lower Morrisville Rd ., Dept. VA
Fallsington, PA 19054 (215) 295-4115
per word, $5.00 minimum charge. Send your ad to
The Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-2591 .
Payment must accompany ad. ViSA/MasterCard accepted.
AIRCRAFT:
1946 Globe Swift -1600 TTAF; 1200 SMOH; recent top. 145 hp.
Well maintained with aood records. One pc. windshield, Cessna
seats new glass, Clevelands, 760 comm, transponder, spares.
$26,000. 708/697-5677. (3-1)
1946 Aeronca Chief - 2368 TT, 577 SMOH. Lsgal A-75 Continental,
new prop, 23 gal. cap., ICOM-A20, PL-99 Loran, headsets and
intercom. Flies great, 4.5 gph. $11 ,500 with equipment. 919/355-7638.
(3-1)
1946 Taylorcraft - 65 hp, Total restoration 1991. 600 TT, 140
SMOH. $12,500 or trade up or down for tandem aircaft. 507/674-
3000. (3-1))
MISCELLANEOUS:
CURTISS JN4-D MEMORABILIA - You can now own
memorabilia from the famous "Jenny", as seen on "TREASURES
FROM THE PAST". We have posters, postcards, videos, pins,
airmail cachets, etc. We also have R/C documentation exclusive
to his historic aircraft. Sale of these items support operating ex-
pense to keep this "Jenny" flying for the aviation public. We
appreciate your help. Write for your free price List. Virginia Aviation
Co., RDv-8, Box 294, Warrenton, VA 22186. (c/5/92)
Fly-About Adventures and the Ercoupe - Full color, 130 pages,
$17.95. Fly-About, P.O. Box 51144, Denton, TX 76206. (ufn)
SUPER CUB PA-18 FUSELAGES - New manufacture, STC-PMA-d,
4130 chrome-moly tubing throughout, also complete fuselage repair.
ROCKY MOUNTAIN AIRFRAME INC. (J. E. Soares, Pres.), 7093 Dry
Creek Rd., Belgrade, Montana 406-388-6069. FAX 406/388-01 70.
Repair station No. QK5R148N.
GEE BEE, etc. - Super scale model plans (used for Benjamin's
R-2). Catalog $3.25, refundable. Vern Clements, 308 Palo Alto,
Caldwell, ID 83605. (c-4/93))
Antique and Classic wheel pants - Will custom build in
fiberglass from original drawings, blueprints or photographs. Har-
bor Ultralights Products Co., 1326 Batey Place, Harbor City, CA
90710,310/326·5609, FAX 310/530-2124. (c-10/93)
WINDSHIELDS - WINDOWS - CANOPIES - for all unpressurized,
certified, custom or experimental aircraft. Unmatched 1/2 price re-
placement warranty covers damage during installation and service for
6 months after purchase. AIRPLANE PLASTICS CO., 8300k
DAYTON ROAD, FAIRBORN, OH 45324. 513/864-5607. (C-1/94)
Antique Aero Engines - formerly OX-5 parts and service. Sub-
scriptions $18.00 per year, ads free to subscribers. P.O. Box
134, Troy, OH 45373. (6-8/93)
For Sale - U.S. Civil Aircraft by Joseph Juptner - two Volume 6's,
one Volume 7. Ron, 707/996-1864. (3-1)
WANTED:
Wanted - Stewart-Warner tach/engine instrument for '46 Common-
wealth Skyranger. Also panel and switches. 208/342-1679. (3-1)
Need - Haywood check valve used on some old Kinner and Warner
engine cylinder heads to allow a compressed air start. Dick Cutler,
215-257-0817. (3-1)
30 MARCH 1993
COVERING SYSTEMS
INTERIOR ITEMS
i
-StitS -Randolph -Cushion Sets
. " -Ceconite -Air-Tech -Headliners -Seat
. .. Dopes, Fabrics, Tapes, -Carpeting Slings
Primers & Accessories -Canopy & Windshield Covers
-Baggage Compartments
FABRIC ENVELOPES
-Stits - Pl03 and HD2X2
"AN" HARDWARE
-Ceconite-lOl andl02
-Bolts QI==:::w- -Rivets
-Nuts -Washers -Pins
DROP-IN INTERIOR KITS
-Rttings -Screws e-t-
-Antique & Classic Aircraft
-Fasteners
Call for
Subscribe
your
to
FREE copy
JlEROPLANE
of our
1992
9{f.ws
catalog
CoIl1-800-831-2949 To order
ACCESSORIES , DECALS, STENCILS
-Windshields -Rlters tl CUB &PLACARDS
-Shock Cords -Tires' , .
-Tailwheels -Spark Plugs ' AIRFRAME PARTS
-Tubes -Instruments · -Spruce -Rr -Plywood
-Wheel. Brakes & Axles -Adhesives -Nails
-Propellers -Tail,Draggers -Steel Sheet & Tubing
-Master Cylinders -Aluminum Sheet &T
AWWA
MEMBER
leD
MEMBER
p.O. box 468
madison, north carolina 27025
(919) 427-0216
rANI( PAtNIINb AND REPAtRING
SANOILASTING. TANK LtNUS AND COAIINGS
'ItEVENIIVE TANK MAINTENANCE SERVICE
LADDER SAfETY EQUIPMENr
RESUvOIR LINERS AND ROOfS
DISMANTLING AND MOVING TANKS
NEW. USED ANO IECONDlTtONED TANKS
Champions Know Stits
Steve Lund's
I Kinner Hatz
Oshkosh '92
Grand Champion
Custom Built
From Plans
And Stits Is Now Poly-Fiber
Over the Thirty years of
this little biplan trouble-free use
identified Stits made Poly-Fiber
Poly-Fiber aircraft the clear choice of
covering products. champions and first-
Today those products time builders alike.
have a new name Now it's coupled with
and logo, but they still a level of service and
come with the best support all too rare
manual and how-to these days. Give us a
video in the business. call, 8 to 5 Pacific time.
Customer Service:
800.362.3490
Other Stuff:
909.684.4280
FAX:
909.684.05 18
Box 3084-5
Riverside, California
92519-3084
974 pages of practical,proven
construction techniques
for homebuilders
BY : TONY BINGELIS
EXCELLENT REFERENCE SOURCE -
MAKE GREAT GIFTS FOR THE
NOVICE OR EXPERIENCED
BUILDER - DON 'TBUILD
WITHOUTTHEM !
Information every builder needs, with all theright answers at one's finger-
tips. Prepared by Tony Bingelis specifically for EAA and SPORTAVIATION ,
these publications are profusely illustrated with photos, cutaway drawings
and easy to understand descriptions that clearly resolve the most compli-
cated problem. Invaluable material for anyone designing, building. restoring
or maintaining sport aircraft . Order you r copies today.
SPORTPLANE BUILDER .. . $19.95
(Aircraft Conslruction Methods - 324 pages)
FIREWALL FORWARD ..... $19.95
(Engine Install alion Melhods - 308 pages)
SPORTPLANE CONSTRUCTION
TECHNIQUES . ............ $20.95
(A BUliders Handbook - 372 pages)
Send check or money order - WI resi dents add
SPECIAL
OFFER
... order all three for iust
$52.97
5% sales tax . Add $2 .40 post age and hand li ng Outside U.S. call
for each publicalion ordered . for shipping prices.
Order immediately by calling EM's Toll Free Number.
1-800-843-3612
Major card s accepled.
EAA AVIATION FOUNDAnON
Dept. M.O., PO Box 3086, Oshkosh, WI 3086
VtNTAGE AtRPLANE 31
'AVEMCO secured the
vreck, assessed the loss,
md the settlement was
what I expected
rom them... quick and
"
_ong before Hurricane Andrew
nade its historic South Florida
3ndfall, aircraft owners were
Inxiously tracking its progress
Ind doing everything possible
o protect their investments in
[s path. One of them was
)avid Bodley, a professor of
:omputer science whose Piper
I.rrow was tied down at
-amiami Airport. But by the
ime it became apparent that
-amiami was at ground zero,
lodley, unable to find hangar
pace or to fly his aircraft to a
,afer location, tied his aircraft
,afely and hoped for the best.
Three days later, Bodley
In Canada Call
1-800-263-1631
was finally able to
get back into t he
target area. He
found AVE M CO's
Disaster Assess-
ment and Re-
sponse Team
(DART) had been
at the site since
the wind stopped.
They had already protected
what was left of his invest-
ment, and were ready to
complete the paperwork that
would pay his claim on the
spot. By early October, he was
in the air again .... in his newly
purchased Piper Comanche.
Naturally, the Comanche is
protected by the same com-
pany that insured the Arrow.
"Without AVEMCO,"
he says, "I wouldn't
have been able to
continue flying."
Our three decades
of keeping promises
like the one we made
to David Bodley, is
why AVEMCO insures
more general aviation
aircraft than anyone else in the
world.
Shouldn't you be enjoying
the same kind of security? Call
us today for a quote.
'When
Andrew hit,
the one thing
that stayed in
place was my
•
Insurance.
AVEMCO got
there before
I did."
-David Bodley
Tamiami, Florida
IfEMCO®
INSURANCE COMPANY
1-800-638-8440
By Aviation People... For Aviation People