Vintage Airplane - May 1982

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Sun 'n Fun '82 is now history, but it will long re-
main in the memories of those who attended. The weather
was outstanding, would you believe the low 80s to the
low 90s, with little or no wind! Thanks to a new build-
ing sponsored by the Florida Sport Aviation Antique
& Classic Association, members and their guests were
treated to a relaxing atmosphere complete with fresh
iced tea, exhibits and a large front porch with dual
swings. At no time did we observe any wasted space
on either swing! Funds donated thus far allowed the
Association to complete the basic structure of this new
facility and future donations will fund the completion
of the interior.
The OX-5 Aviation Pioneers have also completed
their permanent building on the Sun 'n Fun grounds
and their warm hospitality surrounds the nostalgic
meeting of men and women who made our aviation
history. When attending the 1983 Sun 'n Fun Fly-In,
be sure to stop by the OX-5 building. Many rare photo-
graphs and artifacts are available for browsing and
you will never regret the opportunity.
Attendance of antique and classic aircraft was about
the same as at the 1981 Fly-In. Weather in the south-
east states improved dramatically during the last of
the week which helped the attendance situation. The
award winners will be reported in the June issue of
VINTAGE. Fly-bys were a daily event and participa-
tion in the Antique and Classic Parade of Flight was
effective with representation of each of the age groups
present. Balloon enthusiasts and photographers had a
field day near the end of the week when about twenty
hot air balloons began a flight about 8:30 a.m. from
the Lakeland Airport. The wind was light to calm and
the sight of those colorful balloons slowly rising and
moving across the airport filled one's heart with envy.
The Division held its regular scheduled Board meet-
ing at Hales Corners on April 2, where final plans were
discussed concerning participation and duties during
the upcoming EAA International Convention at Osh-
kosh. Our many committee chairmen and co-chairmen
have been appointed and have accepted their responsi-
bilities for the Convention.
Of interest to those members in the Milwaukee area
was the announcement that a new EAA Antique IClassic
Chapter is being formed. The organizational process
is underway and with the interest generated so far,
this new chapter should be outstanding. If you in the
Milwaukee area are not aware of this new organiza-
tion, please contact one of the local antique Iclassic
members for details.
2 MAY 1982
By Brad Thomas
AntiquelClassic Division 
The Officers and Directors unanimously voted to
accept the appointment of Roy Redman, Kilkenny, MN
as an Advisor to the Division Board. Roy is a dedicated
antiquer and his restoration work is outstanding. His
acceptance will enhance the Division and the attain-
ment of its goals. Welcome aboard, Roy.
The VINTAGE AIRPLANE continues to become a
publication where aviation history is compiled and
printed for our members. The efforts of the contributors
are greatly appreciated and we hope that articles con-
tinue to come in. How many times have we found it
was "too late" to recognize someone, or to compile bits
of aviation history that should have been researched,
written and published? We must continue to visit with
the aviation pioneers who are still with us, and record
their stories, many of which have never been in print.
Significant bits of history will be lost forever if we
wait for "someone else" to do it.
In addition to historic material, we want to continue
to include coverage of items of current interest. The
staff of The VINTAGE AIRPLANE cannot cover every
fly-in as has been explained in the past, so our cover-
age of these events must come from the volunteer con-
tributions of our members. The ratio of antique air-
craft to classics is probably about 1 to 7 but the ratio
of stories concerning the restoration of these planes is
just the opposite. We are woefully short on restoration
articles Iphotos on classic aircraft. Please don't be bash-
ful ... tell us about your classic projects.
Since the arrival of the March issue of The VINTAGE
AIRPLANE, the response to our request for your thoughts
on the availability of a Repairman's Certificate for vin-
tage aircraft is encouraging. Each letter received is
read thoroughly and will help us in determining the
feasibility of making such a proposal.
Of the responses received so far, ALL are in favor
of such a Repairman's Certificate. The responses are
positive in suggesting various do's and don'ts and they
include explanations. We need your input, whether or
not you are in favor of a Repairman's Certificate for
vintage aircraft. Our membership is composed of dedi-
cated restorers, owners, pilots and enthusiasts. We repre-
sent a cross-section that has the expertise and knowl-
edge to assist in formulating a proposal. If you have not
written us your comments, please do so at once, for
we want to obtain as many r esponses as possible t o
gain the pulse of our membership.
P.O.  BOX  229.  HALES  CORNERS.  WI  53130 
President  Vice· President 
W. Brad  Thomas, Jr.  Jack C. Winthrop 
301  Dodson  Mill  Road  Route  1,  Box  111 
Pilot  Mountain, NC  27041  Allen, TX  75002 
919/368-2875  Home  214/727-5649 
919/368-2291  Office 
Secretary  Treasurer 
M.  C. " Kelly"  Viets  E. E. "Buck"  Hilbert 
7745  W.  183rd  St.  P.O.  Box  145 
Stilwell,  KS  66085  Union, IL  60180 
913/681-2303  Home  815/923-4591 
9131782-6720 Office 
Ronald  Fritz  Morton  W.  Lester 
15401  Sparta Avenue  P.O.  Box 3747 
Kent  City, MI  49330  Martinsville, VA  24112 
616/678-5012  703/632-4839 
Claude  L.  Gray, Jr.  Arthur R.  Morgan 
9635  Sylvia Avenue  3744  North  51st  Blvd. 
Northridge, CA  91324  Milwaukee, WI  53216 
213/349-1338  414/442-3631 
Dale  A. Gustafson  John  R.  Turgyan 
7724  Shady Hill  Drive  1530  Kuser  Road 
I nd ianapol is, IN  46274  Trenton, NJ  08619 
317/293-4430  609/585- 2747 
AI  Kelch  S. J. Wittman 
66  W. 622  N. Madison  Avenue  Box  2672 
Cedarburg , WI  53012  Oshkosh , WI  54901 
414/377-5886  414/235-1 265 
Robert  E.  Kesel  George S. York 
455  Oakridge  Drive  181  Sloboda Ave. 
Rochester, NY  14617  Mansfield,  OH  44906 
716/342-3170  419/529-4378 
Ed  Burns  Stan Gomoll  Gene  Morris 
1550  Mt.  Prospect  Road  1042 90th  Lane, NE  27 Chandelle Drive 
Des  Plaines, IL 60018  Minneapolis, MN  55434  Hampshire, IL 60140 
3121298-7811 6121784-1172
John  S.  Copeland  Espie  M. Joyce. Jr.  S. H. " Wes"  Schmid 
9 Joanne  Drive  Box 468  2359  Lefeber Road 
Westborough, MA 01581  Madison, NC  27025  Wauwatosa, WI  53213 
617/366-7245  919/427-0216  414/771-1545 
Paul  H.  Poberezny  Gene  R.  Chase 
George  A.  Hardie, Jr.  Norman  Petersen  Pat  EHer 
FRONT  COVER  ... Carl  Swanson' s 
brand  new  replica  Siemen' s  Schuckert 
D  IV.  WWI  German  fighter  flies  by  with 
Jerry  Thornhi ll  at  the  controls.  See 
story on  page  6. 
(Dick  Stouffer photo) 
BACK  COVER  .  .. 1937  Stinson  SR-9F. 
NC19425.  SIN 5715  photographed  at 
Pittsburgh ,  PA  in  August  1940.  See 
more  details  in  AlC News,  page  4. 
(Photo  by  Ken  Sumney via Ted  Koston) 
Straight  and  Level  . .. By Brad Thomas ... .... . .... 2 
AlC News ... Compiled by Gene Chase ...... .... . .. 4 
Early  History  of Aircraft  Dope  ... From U.S . Air
Service, July 1920 by Russell A. Felgate . ...... . . 5
Siemens-Schuckert  D IV  Replica  . .. 
By Norman Petersen. . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Dedication  - Waco  Owners  and  Others  .. . 
By Ray Brandly .. .. ............ ... . . . . . . . . . . . .. 10 
Out  of the  Barn  and  Into the  Sun  .. . 
By Phil Michmerhuizen ...... .. .... . . . . . . . . . . . . . 13 
Letters  to  the  Editor  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .  16 
Mystery  Plane  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..  17 
Borden' s  Aeroplane  Posters  From  The  1930's .. . 
By Lionel J. Salisbury ...... . . .. .... .... .. ... . . . 18 
The  Curtiss-Wright  Falcon  .... ..... .. . ... .. ........  19 
Calendar  of  Events  ... .. ...... . . . . . . . . . . . . . . . . . . . ..  20 
Page  7  Page  10  Page  13 
Editorial  Policy:  Readers  are  encouraged  to  submit  stories  and  photographs.  Policy  opinions  expressed  in  articles  are  solely  those  of  the  authors. 
Responsibility  for  accuracy  in  reporting  rests  entirely  with  the  contributor.  Material  should  be  sent  to:  Gene  R. Chase,  Editor,  The  VINTAGE  AIR-
PLANE,  P.O.  Box  229, Hales  Corners, WI  53130. 
Associate  Editorships  are  assigned  to  those  writers  who  submit  five  or  more  articles  which  are  published  in  THE  VINTAGE  AIRPLANE  during  the 
current  year. Associates  receive  a  bound  volume  of THE  VINTAGE  AIRPLANE  and  a  free  one-year  membership  in  the  Division  for their effort. 
THE  VINTAGE  AIRPLANE  (ISSN  0091-6943)  is  owned  exclusively  by  EAA  Antique/Classic  Division,  Inc.,  and  is  published  monthly  at  Hales  Corners, 
Wisconsin  53130.  Second  Class  Postage  paid  at  Hales  Corners  Post  Office,  Hales  Corners,  Wisconsin  53130,  and  additional  mailing  offices.  Mem-
bership  rates  for  EAA  Antique/Classic  Division,  Inc.,  are  $14.00  for  current  EAA  members  per  12  month  period  of  which  $10.00  is  for the  publication 
of THE  VINTAGE  AIRPLANE.  Membership  i s open  to  all  who are  interested  in  aviation. 
ADVERTISING  - Antique/Classic  Division  does  not  guarantee  or  endorse  any  product  offered  through  our  advertising.  We  invite  constructive 
criticism  and  welcome  any report  of  inferior merchandise obtained  through  our advertising  so  that  corrective  measures  can  be  taken. 
One of the truly elegant aircraft of the day, this 1937
Stinson SR-9F, NC18425, SPN 5715, appears to be stand-
ing by as the man near the tail waits to assist the boarding
of passengers for a trip to someplace. Time was August
1940 at Pittsburgh, PA. The pilot's name on the side of the
fuselage is C. H. Curry, Jr. Note the four low frequency
radio antenna wires extending forward from the rudder
to the wing tips and forward fuselage.
This photo was taken by Ken Sumney who sent the
negative to Ted Koston, knowing that Stinsons are high
on Ted's list of "favorite airplanes." Ted made the print
for our use in The VINTAGE AIRPLANE.
This beautiful Stinson "Gull wing" Reliant is currently
owned by J . J . "Jonsey" Paul (EAA 36793, A IC 145), 14418
Skinner Road, Cypress, TX 77429. Jonsey is Chairman
of the National Stinson Club.
Help is needed at EAA's Oshkosh facilities at Wittman
Field not only at Convention time, but on a year around
basis. The weather, of course, determines the areas of
work, which include grounds maintenance, vehicle
maintenance, carpentry and painting. Contact Vern
Lichtenberg, Site Supervisor, at Box 2591, Oshkosh,
WI 54903, Tel. 414 /231-4044, if you can assist in any of
these areas.
Volunteers are also needed for various jobs at the
Kermit Weeks Flight Research Center where the EAA
Aviation Foundation's flying aircraft are based. Continual
aircraft maintenance programs are in progress at this
facility, under the supervision of Tony Goetz, Foreman
of the Kermit Weeks Flight Research Center, P.O. Box
2591, Oshkosh, WI 54903, Tel. 414 /233-1460. Contact
Tony regarding details of work needed here.
The FAA has issued a new rule which would prohibit
the use of numeric zeros and ones, and alphabetic O's
and I's in aircraft registration numbers when these
numbers and letters could be interpreted as one or the
other. This is a change in paragraph 47.15 of the Federal
Aviation Regulations.
From the "Hangar Flyer," EAA Chapter 92 newsletter,
Irvine, CA comes the following:
Through the fine efforts of Elbie Mendenhall, we
were able to contact an organization that charters real
live DC-3s to groups such as ours. They can take 26 EAA
Chapter members and guests to the big 30th Anniversary
fly-in. The plane comes complete with two pilots and a
stewardess and will take about 10 hours of flying time to
travel the direct route. There will be one refueling stop
on the way and we will have an option as to where that
will be and whether we wish to stay there overnight.
The fare will be $675 per person round trip for the direct
route and about $100 more each in the event we want a
scenic side trip to Yellowstone, for instance.
Another way to go is via Jet America from Long Beach
to Chicago for about $298 per person round trip. We could
rent a bus or a number of vans in Chicago and then drive
up to Oshkosh via the scenic Lake Michigan route. The
trip leaves on July 30 and returns on August 7.
Contact Alex Kozloff, 29 Whitewood Way, Irvine,
CA 92715. Tel. 714 /552-7742.
New Jacobs engines, parts and overhauls are available
from Bill Goldman (EAA 98828, A IC 4180) of Goldman
Gear Company, Mesa, AZ 60296. This information pro-
vided by Clifford Crab (EAA 19811, A IC 286), 25575
Butternut Ridge Road, North Olmstead, OH 44070.
Clifford is Chairman of the Cessna 195 Club.
Univair Aircraft Corporation announces new additions
of frequently requested Aeronca, Champion, and Citabria
series parts. These parts incl ude FAA IPMA approved
aluminum wing ribs for the above series. Also, recently
approved are the U2-1655 Bellville Taxi Spring Assembly
which is used in the U3-1207 Shock Strut Assembly.
Univar has also added the Ul-9805landing gear U-Bolt
that requires replacement as stated by Bellanca Service
Letter C-135 (dated 12 /13178). Other U-Bolts that Univair
has recently manufactured are the U1-10325 tail-
wheel U-Bolt (length 1.84") and the U1-10589 tail wheel
U-Bolt (length 2.03").
For further information call or write Univair Air-
craft Corporation, Rt. 3, Box 59, Aurora, CO 80011. Tel.
303 /364-7661.
Approval was granted at the January 22 Board of
Directors Meeting of the EAA Aviation Foundation for
an auction of aircraft and aviation artifacts determined
to be excess to the needs of the museum. At the April
board meeting, recommendations from the Acquisition
and Disposition Sub-Committee were presented on the
method of operation, personnel required and aircraft
to be auctioned. The auction is scheduled for 1:00 p.m.,
Friday, August 6, 1982 at the Oshkosh Convention.
A decision also was made to open the auction to
others who wish to sell their aircraft in the highly
charged atmosphere that will prevail during the Con-
vention. Therefore, a limited number of slots will be
open to owners of EAA sport aviation type aircraft
(homebuilts, antiques, classics, warbirds) in the auction.
Aircraft must be licensed and flyable and preference will
be given to the finest show quality machines. A $200.00
entry fee will be required to obtain an auction slot and
be listed in the sales catalog.
If you desire a slot, write immediately to EAA Aviation
Auction 1982, Box 469, Hales Corners, WI 53130,
providing: (1) The aircraft make, mocel, and N number,
(2) a statement describing the general condition of the
aircraft and (3) include a current professional quality
photograph of the aircraft. Be certain to include your
full mailing address and phone number.
For additional information contact Dave Jameson
at 414 /235-6483 or write to him at 4322 Bellhaven Lane,
Oshkosh, WI 54901.
The deadline for receipt of slot requests is June 1,
1982. Requests will be considered on a first come,
first served basis.
(Continued on Page 21)
4 MAY 1982
From  U.S.  AIR SERVICE, July,  1920 
By Russell A. Felgate 
Late of Aeronautic Inspection  Department, 
British Air Ministry 
Editor's  Note:  According  to  the  first  paragraph  in  the 
following  article,  the  word  "Dope"  appeared  in  sensa-
tional  headlines  over  sixty  years  ago.  Nothing  has 
changed,  although  today  the  word  also  has  another 
completely  different  connotation.  This  article  was 
originally  titled  "Wing  Dope  From  Historic,  Technical 
Side"  and  is  an  interesting  account  of the  aviator's 
early  attempts  to  waterproof  the  fabric  of their  air-
The word "Dope" has recently been so conspicuous
in sensational headlines that it is probable that many
persons are not aware that the word has a real significance
in descr ibing a material used in the construction of
airplanes. The following notes on Aeronautical Dope
may therefore be of interest:
'The problem of flight in the early days of aviation
and one which perplexed would-be aviators to a great
degree, was that of furnishing a covering to the wings
or lifting surfaces of their machines. Of necessity these
wings must have lightness and strength together in a
greater degree than had ever been secured with any
combination of materials for any known purpose.
The earliest wings, and indeed those of today, were
constructed from light wooden spars and small wooden
components linked together with strong wires, a piece
of work more reminiscent of the piano-makers' art than
of engineering.
These structures were covered with materials in a
somewhat vain endeavor to render the whole wing im-
permeable to the air and to produce a "clean" surface
which would facilitate the constructor's efforts to obtain
Of the many materials which suggested themselves
for this purpose, brown paper seemed to offer most
probabilities, and was almost generally adopted in
the first efforts, but when cemented with starch paste
the paper tore very readily, was not sufficiently taut,
and, being almost destroyed by water, only allowed flights
to be attempted during the finest of weather.
Oil packing paper glued on while wet was scarcely
any more successful and probably the first approach to
a waterproof, although not taut, coating was brown
paper painted with a glue solution and varnished (about
"Pegamoid" was then tried, but it was found that,
although the material was waterproof, its tautness was
inadequate and its weight considerable.
It was decided, probably about 1909, to use cotton
fabric and to try to find some medium to render the fabric
more taut than was possible by simply securing the fabric
with tacks and sewing thread. For this purpose "Dopes"
or tauteners of many types were introduced and these
varied from flour paste on the one hand to glue and
similar compounds on the other.
It was found difficult to obtain both tautness and
waterproofness at the same time. Thus rubber-proofed
cotton fabric of much the same type as that now used
for balloons and airships, was tried; but while being
quite waterproof, it lacked the necessary tautening
properties and was quickly decomposed by the hot
lubricating oil splashed from the engine. Oil-proofed
fabric was no more successful.
At this time it occurred to a French art student
named Voisin that the starch paste, which he was in the
habit of using for tautening the canvas on which he
painted, would probably make a good airplane dope. This
suggestion aroused a good deal of interest among aviators
and a number of experiments were carried out. It was
found that the maximum tautness was obtained during
the drying of the paste, and that those aviators who used
this paste had to apply it to their machines a few minutes
before they purposed to begin their flights and then go
up while the wings were still wet. This starch dope was,
however, soon abandoned because the tautness of wings
covered with it varied so greatly with the weather.
Gelatine solutions were also used but were discarded
owing to the fact that the substance was partly soluble
in water. It is reported that Delagrange, who flew in
France in 1909, met his death through flying a machine
doped with gelatine solution. While in the air he was
caught in a shower of rain, the gelatine on the wings
was immediately softened, the wings crumpled up and the
machine crashed.
The next step was doping cotton fabric with glue size
and then varnishing. Casein softeners were also tried.
These dopes were discarded, however, owing to the fact
that their films became brittle within a short space of
time and the tautness of the wings was quite variable.
A collodian solution was then suggested and, as a
result of many experiments, it was found that this
constituted a better dope than any that had been tried
before. Considerable anxiety was, however, expressed
as to the inflammability of the celluloid film and the
matter was for a time allowed to drop.
The next step was the foundation of the present-day
dope. Cellulose acetate solutions were proposed. There
is some doubt as to the actual originator of this type of
dope, but the discovery is probably attributable to Dr.
Austerweil, an Austrian. Another name associated with
this question is that of a German chemist, named Eichen-
grum, who carried out a large amount of work on the
The dope used nowadays, therefore, usually consists
of a solution of cellulose acetate in some solvent such
as acetone, to which one or two other ingredients are
added to provide special properties. The wings, after
doping with this solution are drum taut and remain so
for many months regardless of the weather conditions.
As a rule, the dope layer, which is colorless and trans-
parent, is covered with a coating of a khaki-colored
varnish. The dope now used is, in fact, so reliable, that no
anxiety about the efficiency of his wings need at any
time be felt by the pilot . •
By Norman Petersen 
EAA Staff Editorial Assistant 
(Photos by Dick Stouffer except as noted.)
Every once in a while, an extremely capable person
shows up with that rare ability to do the difficult jobs
immediately and the impossible jobs taking just a bit
longer. Such a person is Carl Swanson (EAA 126116,
A IC 4044) of Route 1, Box 46, Darien, Wisconsin 53114.
His latest flying creation is the subject of this article
- a full size replica of a Siemens-Schuckert D IV powered
by a Gnome "Monosoupape" rotary engine.
Carl had previously built a Nieuport 27 replica with
a rotary engine which is now in Doug Champlin's Fighter
Museum in Arizona. His fascination with World War I
airplanes led Carl into the next project, the Siemens-
Schuckert D IV to be followed by a Halberstadt and
possibly a Hanriot! Again I must emphasize, Mr. Swanson
is a very capable builder.
The D IV was built on a foundation of steel tubing
in the fuselage and wood spar wings. Using plywood
formers and stringers, the fuselage is covered with
plywood to give it the typical round barrel look, remi-
niscent of a monocoque structure. The rather large
6 MAY 1982
Jerry Thornhill flies the D IV over the Southern Wisconsin
farm land in late fall, 1981. (Ed Burns photo)
elevator is balanced at both ends and contains an adjust-
able trim tab at the trailing edge. Below the tail sur-
faces is the auxiliary fin with its attached tail skid
cushioned by a bungee cord in tension. A small tail wheel
is built into the solid ash tail skid in deference to modern
hard surface runways. The rudder has a mass balance
ahead of the hinge line and remains effective down to 15
Welded streamline tubes make up the landing gear
with the spreader bar of streamline section and crossed
stainless wires in the plane of the rear landing gear struts
to add strength. Ultilizing 3.25" x 19" motorcycle tires
and rims, wheels have been made to use Kelsey-Hayes
disc brakes (for the aid of the pilot) and are covered on
both sides with fabric discs. Dual shock cord rings such
as used in the Aeronca Sedan provide "give" for the
wheels when landing.
Using an original airfoil similar to a Fokker, Carl was
able to engineer and develop the all wood wings for the
D IV. Plywood ribs are fitted on spruce spars and the
entire unit is made rigid by the clever use of horizontal
webs between all ribs that handle the normal loads of
drag and anti-drag wires. Mass balanced ailerons are
employed on all four wing panels and are operated by
torque tubes. Interplane struts are welded streamline
tube as are the cabane struts. Cross bracing between the
wings consists of sets of7 x 19 Mac Whyte stainless cables
using swaged fittings on the ends. An additional "anti-
drift" cable is attached between the engine cowl and lower
"V" fitting outboard on the wing. (The anti-drift cables
were installed on the original D IV to keep things in
line during very high speed power dives!)
Forward of the firewall is the area that separates
the men from the boys. Carl has literally had to become
an expert on rotary engines in order to gain a reliable
power plant that was basically similar to the original
Siemens & Halske rotary. Using a French built Gnome
9 cylinder "Monosoupape" of 160 horsepower, he has
created a facsimile of the D IV right down to the noisy
sounds of a rotary engine with regulated engine speed
by ignition selector switch instead of fuel. Dual ignition
is featured on the Gnome engine, the left mag is "blipped"
on and ofT by a blip button on the control stick. The right
magneto can be set at VB power, J,4 power, 'h power or
full power. The fractional settings cut out alternating
cylinders to reduce power for starting, taxiing, gliding,
etc. Remember that the entire engine whirls around
and the crankshaft is bolted to the firewall. The 9'
ash propeller is bolted to the crankcase and turns with
the engine. Needless to say, large amounts of torque
are generated by this whirling mass of engine at a maxi-
mum rpm of 1250.
The original 1918 SSW D IV used a 160-240 hp Siemens
Halske engine that ran two ways at once to produce
1800 rpm! The engine ran clockwise at 900 rpm while
the propeller ran 900 rpm in a counterclockwise direction.
The idea was that the contra-rotating masses would
cancel each other. It must not have been perfect as the
original fin was built with a non-symetrical airfoil and
the left wings were four inches longer than the right to
offset torque! This complicated engine swung a four-blade
propeller of 12'2" pitch and 9' diameter! The extra weight
of the 11 cylinder engine required a support bearing at
the front of the engine - hence the "spider" which has
been faithfully reproduced on the replica.
Sporting a beautifully formed aluminum cowl and a
spun aluminum spinner, the D IV replica has that almost
brute power look to it. The dual Spandau machine guns
on top of the forward fuselage accent the authenticity.
It is evident that Carl has done his homework on the
paint job as it truly portrays the D IV as it looked in 1918.
One of the most famous pilots to fly the Siemens-
Schuckert in actual combat was Obltn. Ernst Udet,
Staffelfuhrer of Jagstaffel 4, and later to become rec-
ognized as a very famous German aviator. When the
Siemens machines were handed over to the Allies after
the Armistice, the first three Allied pilots to fly them
turned them upside down on landing! The Siemens
demanded expert pilots!
The problem of flying the D IV replica was solved by
turning the pilot's job over to Jerry Thornhill (EAA
103924), Box 125, Hampshire, Illinois 60140. Jerry was
well experienced with Carl Swanson's earlier planes
and has done all the flying of the D IV. Using a mixture
of 60 weight Aeroshell oil with 10% STP in the oil
tank and unleaded auto gas in the fuel tank, flights are
SpeCifications of original 0 IV:
Manufacturer: Siemens-Schuckert Werke G.m.b.H. ,
Siemenstaadt, Berlin and Nu:rnberg
Powerplant: 160-240 Siemens Halske ShIll and ShIIIa
Dimensions: Wing Span - 27'8", Length - 18'8W', Height
8'11", Wing Area - 163.25 sq. ft.
Rear view of the only flying S.S.W. 0 IV in the world! Wings
are rigged straight with no dihedral. Very clean design is
evident from this angle. Note hand-holds in center section.
Frontal view of 0 IV replica shows how bottom half of cowl
is open for cooling air to reach cylinders as they rotate.
Balanced ailerons are clearly visible.
Siemens-Schuckert 0 IV replica poses for a portrait with its
aluminum cowl and spinner shining in the morning sun. Note
bun gee cord on tailskid and very meticulous paint job by
builder, Carl Swanson.
Cockpit area shows steel tube construction and very basic
instruments. Left switch is for magneto controlled by blip
switch on stick. Right mag switch is used for Va, V4, Y2 and
full power. Center of panel has tachometer and hole to look
through to see gas guage! Note trim control on right side.
Nine cylinder Gnome rotary engine installed with front
bearing "spider" in place (used with the larger Sh III engine).
Note dual spark plugs on each cylinder. Push rods (one per
cylinder) have not been installed at this point.
8 MAY 1982
possible to a maximum of two hours. Fuel consumption
is 12 to 15 gallons per hour and oil consumption is a
little less than two gallons per hour. (You can see why
not everyone wants to use rotary engines in their home-
built airplanes!)
Flight characteristics are somewhat similar to an
aerobatic airplane where you have stability in smooth
air. Climb is best at 75-80 hp yielding 1300 fpm. The
landings are the real test. With the center of gravity
nearly 20 inches aft of the main gear, it moves back
another 10 inches as the tail comes down! Forget three-
point landings! Prior to touchdown, the line of flight
must match the centerline of the aircraft on the first
touch or the tail will try to get past the nose. Landing
on grass is almost essential. Once the machine slows
down, the tail will drop and forward visibility disappears
completely. The stall occurs at about 55 mph which is
a bit high for most World War I airplanes.
What is really amazing is how close to the original
D IV Carl's replica is able to duplicate weights. The
original machine had an empty weight of 1190 lbs. and
a gross weight of 1620 lbs. The replica has an empty weight
of 1170 and a gross weight of 1600 lbs. with Jerry Thorn-
hill on board!
The ultimate experience for genuine WWI buffs would
be standing on the flight line at Oshkosh observing
the arrival of a Siemens-Schuckert D IV complete with
the unmistakable noise of a rotary engine. Perhaps this
could happen in '82 if everything were to work out
according to plans and the distance to Oshkosh can be
negotiated without harm to this one-of-a-kind replica.
In retrospect, we all owe a debt of gratitude to the master
builder, Carl Swanson of Darien, Wisconsin.
Siemens 0 IV pilot Jerry Thornhill pours in a few gallons of
fuel before making a flight. Note gun sights on replica
Spandau machine guns.
Following is a list of full-scale World War I airplanes
by Carl R. Swanson in order of completion. Included is
type of construction and present location.
1917 Nieuport 17 - Original construction with 120
LeRhone rotary. National Museum of Canada
1917 Sopwith Triplane - Original construction with 130
Clerget rotary. National Museum of Canada
1918 Sopwith 2Fl Camel - Original construction with
130 Clerget rotary. National Museum of Canada
1916 Sopwith Pup - Original construction with 80
LeRhone rotary. Champlin Fighter Museum
1918 SPAD XIII - Modern construction with 0-360
Lycoming. Owls Head Museum, Maine
1918 Nieuport 28 - . Modern construction with 0-320
Lycoming. Owls Head Museum, Maine
1916 SPAD VII - Modern construction with 0-360
Lycoming. Dick James, California
1917 Nieuport 27 - Modern construction with 160 Gnome
Monosoupape rotary. Champlin Fighter Museum
1916 Sopwith Pup - Original construction with 80
LeRhone rotary. Steve Linsenmeyer, Michigan
1918 Siemens-Schuckert D IV - Modern construction
with 160 Gnome Monosoupape rotary
1917 Halberstadt Scout - Modern construction with
150 ENMA Tigre upright
1918 Hanriot HD-l (started) - Modern construction
with 120 LeRhone rotary
1918 SE5a (started) - Modern construction with 0-360
1916 Nieuport 11 (contemplated) - Modern construction
with 80 LeRhone rotary
Editor's note: Now you can see why Carl Swanson is
referred to as a "Master Builder" . •
Uncovered wing panel clearly shows plywood webs in place
of drag and anti-drag wires. Note welded "V" strut and
attach fittings. Aileron hinges look very sturdy. Workmanship
is outstanding.
Welded steel tail feathers are installed for fitness checks
before removal for covering. Note dual elevator horns and
trim tab horn.
By Ray Brandly 
(EAA  38963, NC 480) 
700  Hill Avenue 
Hamilton,  OH 45015 
(Photos  by K. Borisch  Unless  Otherwise Noted) 
We have all seen many examples of really sincere
dedication shown among those who fly antique air-
craft. Some are merely dedicated to ownership, others
show great dedication in proper restoration, but there
are those who demonstrate sincere dedication to both
proper restoration, the ownership and the flying of
their antique aircraft. These are the people who really
hold the antique movement together. They are not easily
swayed by those who believe that everything has its
price. They are the ones who take pride in flying,
maintaining and providing a rare and valuable antique a
good home for many years.
There are several members of the National Waco
Club who have owned their present Waco for more than
thirty years. A very high per cent of Waco owners have
had their present Waco for more than fIfteen years. These
are the dedicated people who strive for absolute perfec-
tion in craftsmanship and originality. They are the ones
who are aware that craftsmanship is actually a waste, if
the end result does not exemplify the real or original
product. Many times the only reward for such dedica-
tion is the satisfaction of knowing they have preserved
10 MAY 1982
The fishhook stripe is evident on AI Nogard's 1935 Waco
ZKC-S, NC14614, flown here by sons Gary and Alan from
Ballston Spa, NY.
An example of the placement of the registration number on
the rudder. This is on a Waco ZPF-6.
A variation of the custom three line stripe appears on this 1938 Waco ZGC-8, NC19360. (Photo by Dick Stouffer)
A good example of the diamond point stripe on this 1931 Waco QCF-2, NC11482 owned by Frank Fox, Rockville. MD.
This 1937 Waco YK8-7, NC17701, owned by Wayne Hayes, Trenton, NJ bears the funnel stripes.
Factory records show many combinations of this paint scheme
on Wacos built from 1931 thru 1935. Example: A Black airplane
used Red panels on the top side of upper wings and on the
bottom side of the lower wings, with numbers In Cream.
Another example was a Red fuselage with Black & Gold stripe,
Cream wings with Red panels using Black numbers. Numbers
were usually 24 Inches In height. On all Wacos built In 1930
or later, numbers on rudder should be five Inches In height,
located horizontally with the NC above the number.
Known as the GIllies type leading edge tri m.
, ,,,----___ -'--_

The Waco Aircraft Company offered a variety of paint --.-----r------- ------ ---------.....
schemes. Those most commonly used are shown below: 12"
Fish-hook striping originated In 1931 and was commonly
used thru 1936 on both open and cabin models.
Diamond point striping was very common on the Taperwlng, CENTER
Stralghtwlng, RNF, INF, aCF-2 and occasionally on the GXE. SECTION
FIne-line striping originated In 1932 and was used with some
variations thru 1936.
In 1936 Waco offered Funnel striping, Lockheed and Ughtnlng
striping and then added the Custom three-line the next year.
Bump cowls were common In 1933, 1934 and 1935.
the original and historical value of another rare Waco.
Very few people have been able to actually judge these
airplanes for their true authenticity or their rare historical
Waco owners are most fortunate in that they have a
choice of many authentic and different models, and there
never was a particular paint scheme or color that could
be called the original or factory standard. The owners
of J-3 Cubs have no choice, and it was much the same
with Staggerwings, Howards, Aeroncas, Rearwins and
so on. The only paint scheme used by Waco, that could
be called a factory standard, was the silver wings and
horizontal tail surfaces used with a Vermilion fuselage
trimmed with a diamond point stripe of black edged in
gold or silver. This was common during 1930 and 1931.
However, the same scheme was used with a choice of
Insignia blue or Stinson green fuselage. The blue and
the green fuselages used a Vermilion stripe edged in
gold or silver. Occasionally, a customer would ask for
cream wings instead of the silver. IntBrplane struts were
always painted the darkest color used in this paint
scheme. Waco also offered a choice of propellers and tires.
Yes, there were some Wacos sold with red tires, using
black lettering.
Waco owners are also fortunate that we are able
to refer to the actual sales records of most Wacos that
were sold. Many ask for the original colors and paint
schemes, as well as the original upholstery and the
original equipment used in their particular Waco, prior
12 MAY 1982
to starting their restoration project.
The annual Waco Reunion Fly-In at Hamilton, Ohio
the last weekend of June has become the mecca where the
most dedicated meet annually to display and fly the
finest examples of authentic restorations to be found
anywhere. We invite everyone to experience the greatest
display of enthusiasm in a non-competitive atmosphere
where each revels in the accomplishments of other Waco
owners. •
Bob and Doug Leavens, Toronto, Ontario, Canada own this
1928 Waco GXE, C-GAFD with the fuselage, fin and rudder
painted vermilion with the wings, stabilizer and elevators
in silver.
A happy  Phil  Mlchmerhulzen  and  the  newly restored  J-2  Cub. 

By Phil Michmerhuizen
(EAA 33782, Ale 581)
186 Sunset Drive
Holland, MI 49423
(Photos by the author except as noted)
I started to advertise and look for Piper J-2 Cub
parts in 1970. Soon I had acquired a bare fuselage with
nothing inside, a rather sad set of wings and a 40hp
engine. I cleaned and painted the fuselage, but now
what! I had no idea of how the floorboards, seats, rudders,
and the control stricks went. An unairworthy fuselage
was advertised in Oklahoma. After it was shipped to
Michigan, I at least had rudder pedals, control sticks
and a door.
Then I received a call from a friend in another state.
He remembered seeing old airplane parts in a barn several
years ago. He said he'd show me the barn, so I could talk
to the farmer.
About a week later Donna and I were sitting on the
farmer' s porch. He was very cautious and skeptical;
someone had gypped him in an airplane deal several
years ago, I found out later. At one time he had four
Cubs, including a J-2 and J-3s.
Yes, he did have parts left. They were   about
in three different barns, but he really didn't want to
sell them. We spent the better part of that day visiting
and reminiscing with him. He said he had belonged to
the Flying Farmers. He had flown to Iowa, Nebraska
and many other places in his Cubs which he kept at
the strip on his farm.
Later evidence leads me to believe he flew one air-
plane until it was damaged, worn out, or whatever. After
putting the pieces in the barn, he would buy another
plane. He let us go into the barns and oh what a sight!!
Parts scattered all over, hanging here and there, old
tractors, trucks, a spinning wheel, old baby buggy, and
on and on.
After supper we went back to the farmer's house;
he had had a chance to talk with his children and to
think it over. Finally, we agreed on a price. I could
buy all the "yellow" airplane parts that were in the
barns. He asked us to come back in the morning and his
son would help us load the parts.
Donna and I went to a motel for the night. After
breakfast the next day we had to go to the bank; the
farmer wanted cash. We then went to a store to get
some cardboard boxes. I was so afraid he might change
his mind. When we pulled up with our truck he hopped
up in the cab and away we went to the fIrst barn and
started loading. Eight dusty, sweaty hours later our
load consisted of a 1936 J-2 fuselage, a '39 J-3 fuselage,
a Continental 40hp engine, a Franklin 50, three smashed
wings, many bent struts, bent and twisted landing gears
(one set with 18 x 8 x 3 Goodyear airwheels), tail feathers,
floorboards, seats, boot cowls, and side enclosures. Also,
lots of "little stuff," like pulley covers, a glass inclinometer,
porcelain exhaust stacks and the old seat belts with CUB
stitched into them!
There were no log books, or papers, but we paid the
agreed price. We had him sign a bill of sale and then
we started back to Michigan.
About six months later I had the paperwork straight-
ened out on the '36 J-2 and even had the original N
number. I had been taking a lot of pictures, making
sketches and notes before taking anything apart. From
here on it was a rather typical restoration project -
my fIrst.
In the winter of 1974 - 1975 I sandblasted the fuselage.
John Emmons, the All who was looking over my shoulder
checked it and found only two tubes which needed
replacing. All the tubing was re-oiled inside and epoxy
Phil sandblasts the fuselage frame, January 16, 1975.
Preparing to solder the hand spliced and wrapped cable
ends, March 12, 1976.
Fitting the wings to the fuselage on May 5, 1979. L-R: Dan
Bauman, Ken Dannenberg, Jason Petroelje and Gord
14 MAY 1982
primed outside.
I took a large cardboard refrigerator box and made a
small sandblaster in the basement to handle the small
parts. With a light in the top, vactium hose in the side,
plexiglass on one side and two arm holes, it worked just
fine. Using the old floor boards and seats as patterns,
it was no problem making them.
We took the Continental A-40 to Bob Thompson
(also known as "Mr. A-40"), in Dayton, Ohio, for an
overhaul. On our way back home after picking up the
engine in June, 1977, we stopped at the farmer's place
to show him the pretty little A-40. He asked if we had a
prop for it. We didn't. Five minutes later he came out
of the house with two!! One was not airworthy, but the
other had been reconditioned at the Anderson Prop Co.
and was still boxed and wrapped in 1949 newspapers!
In February, 1978 the airframe rolled out of the
basement garage door on the Goodyear 18 x 8 x 3 air-
wheels, with engine and prop installed. After tying the
tail down the little engine started quite easily and I
had a smile from ear to ear.
Only wing rebuilding and covering remained; almost
done!! Ha ha!! Mter removing the fabric, I kept one '36
wing intact for a pattern. I took five others apart to
get at the good ribs and steel fittings I needed.
The wings really were in sad shape. Besides a landing
accident (tree or pole), a concrete block hangar had fallen
on them!
Finally the ribs were sorted out and repaired, but
I was still concerned with corrosion. Donna and I went
to EAA Headquarters where I talked with Mr. Bill Chomo
about it. I followed his recommendation: scrub the ribs
with a stainless steel wire brush and phosphoric acid,
rinse and then apply zinc chromate.
The new spars, new drag wires and bolts arrived
and I started to re-assemble the wings. With help, the
wings were bolted to the fuselage for alignment and squar-
ing up.
I had decided earlier to restore the J-2 as close to
original as I could. The old control cable had some of
the original Roebling roll splices at the ends and also
some nicropress and someone's attempt at a 5-tuck
navy splice. Oh those Roebling roll splices looked so
neat! I had already done the wire wrap and solder on
the tail brace wires. I tried the splices and anguished
over the results. At first they looked like spiders! Slowly
they did improve. John Emmons said they looked O.K.,
but to be sure I did a 10" sample with new cable and had
it tested in a lab. At 2,300 lbs. it broke in between the
splices! Soon the control cables were fmished.
One big decision was yet to be made - the fabric.
Original of course wag grade "A." New fabrics are
lighter, easier, better. Maybe at Oshkosh I could decide.
Pros - cons, good, bad, everyone had his preference. I
finally settled on the Stits process for several reasons.
1) A possible six pound savings in weight. 2) A good
instruction book (I had never done any fabric work
before). 3) A friend was just finishing up his Wagabond
and it looked super.
I found out that I'm not a painter. I wiped up the
worst runs ofT the floor! I had written to Piper Aircraft
for the original colors and their reply was "green and
yellow." The fabric work was fun and very educational.
Donna and I did the rib stitching together.
By April, 1981 I could not find much to do on the
airplane at home. On a Saturday morning we took it to
the airport and into John Emmon's hangar.
After assembling and rigging the airplane, I worked
on the three piece windshield. Everything takes me
longer than I think it will. Then we ran the weight and
balance and finally the taxi tests!
Now I could make application for an airworthiness
certificate to our local GADO office. On August 25,
1981 Mr. Noel Gary from the FAA handed me this
important piece of paper. The weather was good that
day but I waited one more day and on August 26,
1981 our airplane flew for the first time in about 30
years. It was exactly 45 years after it rolled out of
the Taylor Aircraft Company in Bradford, Pennsylvania.
The airplane now has 18:30 hours on it. The only problem
has been the windshield. I used material which was too
thin and flexible . It certainly is fun to fly. It lands
very slowly and I enjoy flying it with the tail skid.
I could not have done this restoration alone. My
thanks go to John Emmons, the A l l, Bob Thompson,
and to members of our EAA Chapter 211 - especially
Gord Meeusen who hammered out a new nose bowl and
did all of the aluminum work. I also want to recognize
my friends Dick Hill, Garth Elliot, Ed Kastner, Jim
Hays and Howard Brandon who provided information
which was instrumental in making the restoration so
As shown on the original ledger sheet from the Taylor
Aircraft Company, the empty weight of our J -2 was
553 pounds. As hard as I tried to keep weight down
wherever possible, the empty weight of our restored plane
came to 591 pounds. Interestingly enough, the quoted
empty weight of the plane as it left the factory, plus
the weight of the following components (as shown on a
company Weight and Balance report 139 dated November
8, 1937) comes out like this:
E. W. 5531bs.
Prop 8
Wheels 5
Tires 15
Skid 3
1 Gal. Oil 7.5
Our Cub is as authentic as we could make her and
as yet no carburetor heat, airspeed, compass or side
enclosures are installed. The registration number is
NC16957, SIN 823. The Continental A-40-4 is SIN
2016. Date of manufacture is August 26, 1936. Full
static rpm is 2250 and full throttle in flight produces
72-74 mph true air speed at 2400 rpm. The Lewis propeller
is Design L-33-2-22, SIN 5540.•
The Cub flies again, exactly 45 years to the day when it first
rolled out of the factory. .
The Continental A-40 expert, Bob Thompson, age 79 and the
engine he overhauled for the Michmerhuizens' Taylor J-2
CUb. Photo taken in Bob's shop in Dayton, OH on June 11,
The J-2 leaves the basement workshop for the trip to the
airport, in April 1981.
Editor's Note: Ted Koston forwarded the following letter
from Mike Rezich which corrects a misstatement in Ted's
"22nd Annual Waco Reunion" story in the January 1982
issue of The VINTAGE AIRPLANE. Mike also supplies
additional information on the subject Waco eRG which
we find to be most interesting:
Dear Ted,
I saw your beautiful spread in The VINTAGE AIR-
PLANE on the Waco Fly-In. I regret that I missed the
To straighten you out on Waco CRG, N600Y .. . it
was originally built for the Ford Reliability Tour as
was its sister ship, NR660Y. NR600Y was flown by John
Livingston and NR660Y was flown by Art Davis.
Both planes were built especially for the tour. You
will notice the landing gear vees and oleos are much
taller than the standard Waco tripod gear. The reason
was to lift off quicker during take-off which gave an
additional point advantage. NR600Y also had the super-
charged Wright J6-7-El engine.
You said it was the first aircraft to do smoke writing
over New York City .. . not so! This plane was bought
and operated by Andy Stinis, an old time smoke writer
in the New York area. But the first smoke writer in
America was an Englishman named Dick Acherly with a
Hisso powered SE5. He had a contract with Chevrolet
(and the secret for the smoke), and he wrote in script,
not print!
Later, Andy Stinis had a contract with Lucky
Strike and he used the Waco CRG, NR600Y, a Laird
LCR which formerly belonged to Alex Seversky, and
several Speed wing Travel Airs.
I bought our Speedwing NC606K from Andy in 1949.
It was also used in the smoke writing program. His
son is still in the business using five AT-6s.
Mike Rezich
(EAA 510, A /C 2239)
6424 S. Laporte Avenue
Chicago, IL 60638
Dear Sir:
The Mystery Plane in the March 1982 VINTAGE
AIRPLANE is the Gee Bee P-l. This was the first
Gee Bee Airplane and was first powered by a Velie
engine. Different engines were installed and tested
and the one pictured would be the Cirrus. Finally the
Kinner was installed as standard during production.
The series became known later as Model A. The
registration number on this plane was 3086. No "NC"
was included until production was started on these planes
- after approval.
One of these planes is currently owned by the Bradley
Air Museum, Windsor Locks, CT, Registration No.
Thank you for a fine magazine.
Yours truly,
Burton Williams
(EAA 115942, A /C 3328)
347 Southwick Rd.
Westfield, MA 01085
Dear Mr. Chase:
I was looking through some of my past VINTAGE
AIRPLANE magazines when I saw an article in the
March 1981 issue on page 6. The article is about a Waco
UBF-2 starring in a movie. I have recently seen the famed
movie, "Raiders of the Lost Ark" starring Harrison Ford
who plays Indiana Jones, an anthropology professor at a
16 MAY 1982
Near the beginning of the movie, Indiana Jones is
captured by some unfriendly natives after stealing a
prized artifact. He quickly escapes and runs to his friend
who is fishing off his plane. Jones, with natives not
more than a second behind him, yells to his friend to
start the plane and start moving. With split second
timing, Indiana Jones swings on a vine and lands next
to the plane. With spears coming from all directions,
Jones hangs on for life as he and his friend make a
hectic getaway to safety. As they narrowly miss the
treetops , the Waco UBF-2 on page 6 of March 1981
VINTAGE AIRPLANE and Indiana Jones fly off into
the sunset!
Art Webb
(EAA 155011, A /C 5615)
2626 West Avenue N-4
Palmdale, CA 93550
  '   t ~ , .'" 
" ' ~ l ...
• ~ l )   ' ~ Ll; . ..... . .A<'"..-.
Kinner  powered  Gee  Bee  Model  A,  N901 K  as  re stored  by 
Encel  Kleier  (now  deceased)  of  Claremore,  OK.  Robert  L.
Taylor,  AAA  founder  and  president,  spins  the  prop.  Photo 
taken  1 V HY62 at  Claremore's  Will  Rogers  Airport  by  Gene 
Dear Gene:
With reference to the "Mystery Plane" shown in my
just-received copy of the March 1982 issue of The
VINTAGE AIRPLANE, it is a Gee Bee Model A, and in
this picture mounted a Cirrus Ensign engine.
If I read it correctly the plane pictured is the first
one built and has the registration number 3086. It was
first powered with a Velie M-5 engine, then a Kinner
K-5, which was used on the production planes. This
particular plane was apparently used to test the suitability
of some other engines, for at various times it had a
British Armstrong-Siddely "Genet" (requiring a left-
hand prop), Chevrolair D-4, and the Cirrus engine. The
Chevrolair was an inverted four-cylinder in-line air-
cooled engine.
The Model A was a two place side-by-side airplane.
Apparently only eight were built. It apparently never
achieved a full A.T.C., but was manufactured under a
Group 2 approval. Incidentally, the above plane was
also flown with floats and skis. Really, an interesting
plane that was certainly overshadowed by the sportsters
and racers that followed.
Regards to all -
J. William Knepp
(EAA 76534, A /C 435)
6214 S. Navajo Drive, R.R. 3
Bartonville, IL 61607
Dear Paul:
First of all , "Hello" from Australia. I am writing to
you to ask for your help or advice with two aircraft I
I have two Austers, a J5B powered with a Gipsy Major
Series 1 with electric start. This aircraft needs are-bag

I.  • 
and has been flying up until recently. It is in reasonable
shape, just needing re-covering and a good clean up.
It has a Fairey-Reed metal prop and approximately 200
hours to run on the engine. All of the log books are there.
It is a four place aircraft, cabin type with high wing,
and it's a taildragger. It's an excellent paddock aircraft
(short field take-ofT and landing). The registration is
The other aircraft is a J5G which is identical except
it has a Cirrus Major (155hp) engine. This aircraft is
completely stripped and in pieces. It has several major
parts missing such as right wing fuel tank, prop, wheels,
some instruments, and top, bottom and front cowls.
I was wondering if you knew of anyone over your
way who would be interested in buying them? I believe
there are not very many Austers in the USA or Canada.
I would be interested in selling them outright or perhaps
swapping them for a good Aeronca Sedan, Cessna 170B,
or perhaps a Cherokee 180 . . . preferably the Aeronca
or Cessna.
One day I hope to meet you at Oshkosh, or if you are
over here, please feel free to call. Hope to hear from you
in the near future.
Yours sincerely,
Barry Shelton
7 Biloela Ct.
Port MacQuarie
(Phone 065-831794 evenings)
AI Wheeler (EAA 64433, A IC 5519) created this
pencil artwork of the well-known N3N-3 owned by Bob
Van Vranken (EAA 48657, A IC 2201), Suisun, California.
Before his retirement and move to Hawaii, Al lived in
EI Sobrante, California where he served as newsletter
editor for the Schell ville Antique Escadrille Gazette of
the AAA Chapter based at Schell ville Airport. For several
years readers of "The Gazette" enjoyed AI's artistic
talents in each of the monthly issues.
Al based his Pitts S-l at Schell ville while he lived
on the "Mainland." We wonder if he took it to Hawaii
with him?
- From Al and Betty Nelson's "Bird Talk," Fall 1981.
There must be some advantages to formation flying
for geese or they would not persist in it. There is a
great advantage, say California Institute of Technology
researchers. As air leaves the wings of one bird it
provides an updraft for the birds following it in formation.
The resulting energy saving increases the range of
geese by 71 per cent.
But because the lead bird has to work harder than
the other birds following it in V formation, you will
see the lead bird drop back occasionally while another
bird takes its place.
Now, if I apply this principle to cross country in my
E-2 Cub, I should be able to fly non-stop from Milwaukee
to Bardstown, Kentucky. Incredible! . .. Ed.
This month's Mystery Plane photo was sent by Ted
Businger (EAA 93833, A IC 2333), Rt. 2, Box 280, Willow
Springs, MO 65793. Identification will appear in the
July issue of The VINTAGE AIRPLANE.
The March Mystery Plane was the prototype Gee Bee
Model A, built in 1930 by the Granville Brothers and
powered with a Cirrus engine in this photo. For additional
details on this interesting aircraft, see letters in "Letters
to the Editor" on page 16 from Bill Knepp and Burton
Williams, both of whom correctly identified the Gee Bee .
• 'iI  Dan Cullman, Lewiston, ID, George Tinker, Bangor,
ME, Mike Rezich, Chicago, IL, and John A. Eney,
Doylestown, P A also identified this mystery plane.
FROM  THE  1930'S 
Poster  Number  14 of the  original  Thompson  Series 
By Lionel  J . Salisbury 
(EAA  114523) 
Seven Harper  Road 
Brampton,  Ontario L6W 2W3 
A High  Speed Fighter 
Editor's  Note:  Twenty  of these  posters  originally appeared 
in  the  February  1979 through  September  1980  issues  of 
The  VINTAGE  AIRPLANE.  Starting  with  this  issue,  the 
first  of the  remaining  eight  of  the  nostalgic  series  will 
appear.  Lionel  Salisbury  accumulated  the  complete  set 
of posters  for  publication  and  obtained  permission  from 
the  Borden  Company.  The  original  posters  are  from  the 
collections  of Glen  Inch  of  Brampton,  Ontario,  Cedri c 
Galloway of Hesperia, CA and Marion McClure, Blooming-
ton, IL. 
"Thompson's Double Malted" - that was the product
that many a young man, and perhaps some young ladies,
urged their parents to buy in the early 1930's, not only
because they liked the drink, but more likely because
they wanted the coupon on the can, to send in for a poster.
The posters were 19" x 11" on stiff card, and in black
and white mostly, although some of the early ones had
a slight tint of buff. All the posters featured airplanes
of the day, all of interest to those pilots of the future.
Strangely though, this obviously successful promotion
for the Thompson product seems to have been its last,
for after the issue of the first series of these posters,
the Thompson Company of Waukesha, Wisconsin dis-
appeared, to become a part of the Borden Company.
Borden's continued with the promotion, issuing several
series of posters in the United States and Canada
while the product gradually became known as Borden's
Malted Milk.
This poster of the Curtiss-Wright Falcon is the third
and last supplied by Cedric Galloway of Hesperia,
California from his collection that he started in 1933.
Mr. Galloway was able to add these posters to the first
18 that have been published in The  VINTAGE  AIR-
PLANE,  from a collection by Glenn Inch of Brampton,
Ontario, Canada. When this collection of posters was
initiated in The  VINTAGE  AIRPLANE  we had no idea
that there had been in total , 30 posters made available
by Thompson's and Borden's. After Mr. Galloway came
forward with his additions, Mr. Marion McClure of
Bloomington, Illinois sent in his entire collection, from
which we will be able to present an additional six posters
for publication here. We will start with Mr. McClure's
posters next month, featuring the Douglas Dolphin.
The description and the three-view line drawing
of this month's aircraft "The Curtiss-Wright Falcon"
is from the back of the poster.
Description of Curtiss-Wright Falcon
The Curtiss-Wright Falcon is made by the Curtiss
Aeroplane & Motor Co. of Buffalo, NY. This type of plane
is used considerably in mail service, but the one illustrated
is one of the high speed U.S. Army fighting planes.
Specifications. Span, upper wing, 38 ft. ; lower wing,
35 ft .; Length overall, 28 ft . 3 in. Height overall , 10 ft.
4 in. Wing area (including ailerons), 351 square feet .
Power loading, 6.9 pounds per horsepower. Wing loading,
11.3 pounds per square foot. Curtiss D-12-E 435 horse-
power. Weight empty, 2,940 lbs.; Useful load, 1,060 lbs.;
Gross weight, 4,000 lbs.
Performance. High speed, 160 miles per hour .
Cruising speed, 136 miles per hour. Landing speed,
50 miles per hour. Rate of climb, 1,700 feet per minute.
Climb in 10 minutes, 12,500 feet. Service ceiling,
25,300 feet. Radius, 415 miles. Gasoline capacity, 90
gallons - 160 gallons maximum.
The fuselage is of riveted duralumin tubing, fabric
covered. The Frise ailerons are of duralumin and steel
skeleton, fabric covered. Tail surfaces are of duralumin
skeleton, fabric covered with balanced elevators and
rudder. The wings are constructed of spruce box spars
and spruce ribs, fabric covered. Landing gear is of the
split-axle type.
The pl a ne is equipped with Hamilton-Standard
propeller, Curtiss oleo shock absorbers, Eclipse starter,
Bendix brakes, Curtiss instrument panel and oxygen
18 MAY 1982
It-+ ---- --- .)8:0------ - (
H--- -- 3   ~   ~ ----.-;
MAY  21-23  - TULSA.  OKLAHOMA - Harvey  Young  Ai rport  41st 
Anniversary  Fl y-In.  Speci al  welcome  to  ultralights.  warbi rds. 
homebuilts.  antiques  and  classics.  Contact  Hurtey  Boehler.  Rt.  8. 
Box  617.  Claremore.  OK  74017.  Telephone  918/ 341 -3n2 or  918/ 
MAY  28-30  - ATCHISON .  KANSAS  - Annual  Kansas  City  Antique 
Airplane  Association  Chapter  Fly-In.  Amel ia  Earhart  Memorial 
Ai rport.  For  details  contact  Bi ll  Hare.  6207  Riggs.  Mission.  KS 
MAY  29-30  - WATSONVILLE.  CALIFORNIA  - 16th  Annual  Watson-
ville  Fly-In.  Sponsored  by  the  Northern  Cal ifornia  Chapter  of  AAA. 
Two  days  of  airshows.  Camping  facil it ies.  No  pre-registrat ion 
required.  For  information  contact  Dick  Borg.  6515  San  Ignacio 
Ave.•  San  Jose. CA  95119. 408/ 226-3603. 
JUNE  4-8  - MERCED.  CALIFORNIA - Silver  Anniversary  West  Coast 
Fly-In  at  Merced  Municipal  Airport .  For  information  contact  Dee 
Humann.  P.O. Box 2312. Merced. CA  95344. 209/ 358-3487. 
JUNE  8  - DeKALB.  ILLINOIS  - EM Chapter  241  and  MST  Aviation 
co-sponsor  Annual  Fly-In.  Drive-in  Breakfast.  7  a.m.  to  1  p.m. 
For  details  contact  Martin  Crown. 815/ 895-6856. 
JUNE  8  - MENTONE.  INDIANA  - Dedication  ceremonies  for  the 
Lawrence  D.  Bell  Aircraft  Museum.  Museum  will  serve  as  historical 
research  source  for  personal  records  and  memorabil ia  of  Lawrence 
D. Bell . aviation  great. 
JUNE  11-13  - DENTON. TEXAS - 20th  Annual  Texas  AAAlEAA  Fly-In. 
For  information  contact  Jack  Winthrop.  Rt.  1.  Box  111 .  Allen.  TX 
75002. 214/727-5649. 
JUNE  18-20  - PAULS  VALLEY. OKLAHOMA - Oklahoma  City  Chapter 
of  Antique  Airplane  Association  Fly-In  at  Paul  Valley.  OK.  For 
information  phone  405/ 321-8042  - Don  Keating;  405/ 392-5608  -
Bud  Sutton. 
JUNE 19 - TOMS  RIVER. NEW JERSEY - EM Chapter 315  6th  Annual 
Antique  &  Homebuilt  Fly-In.  11 :00  at  R.  J.  Miller  Airport.  Refresh-
ments.  plane  rides.  flour  bombing  contest.  aviation  flea  market. 
(Rain  date  Sunday.  June  20.)  For  information  call  Lew  Levison 
201 / 367-4907. 
JUNE  19-20  - FREDERICKSBURG.  VIRGINIA  - 15th  Annual  Antique 
Aircraft  Fly-In  and  Air Show at  Shannon  Airport. " A Tribute to  Sidney 
L. Shannon. Jr." Antique  Aircraft  Fly-In  Saturday. Air show  Sunday  -
wing  walker.  aerobatics.  clown  act .  sky  diving  and  more.  For 
information  call   
JUNE  20  - ANSONIA.  CONNECTICUT  - 4th  Annual  Piper  Vagabond 
Fly-In.  Ansonia  Airport.  60  oct.  fuel  avai lable.  Contact  Jim  Jenkins. 
8 Hemlock  Drive. Huntington. CT 06484. 203/ 929-9814. 
JUNE 2So27  - HAMILTON. OHIO- 23rd  Annual  National  Waco  Reunion 
Fly-In. National  Waco  Club. 700  Hill  Avenue. Hamilton, OH  45015. 
JULY  - SUSSEX.  NEW  JERSEY  - Flanders  Valley  EM  Antique/ 
Classic  Chapter  7  and  EM  Chapter  238  Annual  Fly-In.  Antiques. 
warbirds.  homebuilts. and  factory  machi nes  welcome.  Food.  hangar 
square  dance  and  much  more.  Camping  and  lodging  upon  request. 
Contact  Dave  Sylvernal .  President.  One  Cayuga  Trail .  Oak  Ridge. 
NJ  07961  or  call  201 / 697-7248. 
JULY  3-5  - BLAKESBURG.  IOWA - Aeronca  Fly-In  at  Antique  Air-
field. For  information contact Augie  Wegner. 1432 28th Ct. . Kenosha. 
WI  53140. 
JULY  10.11  - ALLIANCE.  OHIO  - Annual  Taylorcraft  Fly/ lnlReunion 
sponsored  by  Taylorcraft  Owner's  Club  and  the  Taylorcraft  " Old 
Timers."  Factory  tours.  many  activities.  Contact  Bruce  Bi xler  at 
JULY  16-18  - ORILLIA.  CANADA - Annual  Orillia  Convention  by  EM 
of  Canada.  Orillia  Airport, 80  miles  north  of  Toronto.  Land  and  sea 
plane  facilities,  camping  and  motels.  Convention  UNICOM  123.4. 
Contact  Bill  Tee,  46  Porterfield  Road,  Rexdale,  Ontario .M9W  3J5. 
JULY  16-18  - MINDEN,  NEBRASKA  - National  Stinson  Club  Fly-In. 
For  information  contact  George  Leamy,  117  Lanford  Road ,  Sparten-
burg,  SC  29301 ,  803/ 576-9698  or  Mike  Emerson,  3309  Overton 
Park  E.,  Fort  Worth, TX  76109, 817/ 924-6647. 
JULY  16-18 - LEWISTOWN, MONTANA - 5th  Annual  Montana  Chapter 
AM  Fly-In  at  Beacon  Star  Antique  Airfield.  For  further  information, 
please  contact  Frank  or  Billie  Bass,  Beacon  Star  Antique  Ai rfield, 
Star Route.  Moore, MT 59464. 406/ 538-7616. 
JULY 30 - AUGUST 1 - COFFEYVILLE, KANSAS - Funk Fly-In. Antiques. 
Classics,  Homebuills  invited.  Contests,  trophies,  dinner.  Contact 
Ray  Pahls,  454  Summitlawn,  Wichita,  KS  67209.  316/ 943-6920, 
JULY  31  - AUGUST  7  - OSHKOSH.  WISCONSIN - 30th  Annual  EM 
Fly-In  Convention.  It's  never  too  early  to  start  making  plans  for  the 
AUGUST  6-8  - SHELTON,  WASHINGTON  - Sanderson  Field.  Second 
Annual  Antique,  Classic  and  Warbird  Fly-In  sponsored  by  the 
Puget  Sound  Antique  Airplane  Club,  EM  Antique/Classic  Division 
9. Arrive  on  Friday, Public Display Saturday, dinner Saturday evening. 
Fly-a-way  breakfast  on  Sunday.  For  information  contact  Fred  C. 
Ellsworth, 17639 SE  293rd  Place, Kent, WA  98031 . 206/ 631 -91 17. 
AUGUST  8-14  - SAN  ANTONIO,  TEXAS  - International  Cessna  170 
Association  Annual  Convention.  Contact  John  D.  Benham,  12834 
Dovetail , San  Antonio, TX  76253. 
AUGUST  9-14  - FOND  DU  LAC,  WISCONSIN  - Annual  International 
Aerobatic  Cl ub  Championships  and  Convention.  Contact  lAC,  P.O. 
Box  229, Hales  Corners, WI 53130. 
AUGUST  22  - WEEDSPORT. NEW  YORK - Antique/ Classic  and  Home-
built  fly-in  sponsored  by  Chapter  486.  Whitfords  Airport.  Pancake 
breakfast,  airshow.  Field  closed  1-5.  Intermission  for  early  de-
partures.  Contact  Herb  Livingston,  1257  Gallagher  Road,  Baldwins-
ville, NY  13027. 
AUGUST  27-29  - ARLINGTON, WASHINGTON - Northwest  EM Fly-In. 
Homebuilts,  classics  and  ant iques.  Camping,  meals,  forums, 
exhibits,  awards  and  fun.  For  information  contact  Dave  Woodcock, 
SEPTEMBER  2-6  - TULLAHOMA,  TENNESSEE  - 2nd  Annual  Ole 
South  Fly-In.  Parish  Aerodrome,  Soesbe-Martin  Field.  Saturday. 
Parade  of  Flight ;  Sunday,  Air  Show.  Campi ng.  Contact  Jimmy 
Snyder,  President,  Tennessee  Valley  Sport  Aviation  Association, 
Inc .• 5315  Ringgold  Road. Chattanooga. TN  37412. 615/ 894-7957. 
OCTOBER  1-3  - CALLAWAY  GARDENS.  GEORGIA  - International 
Cessna  120/ 140  Association,  Inc.  Annual  convention  and  fly-in. 
For  info  contact  Charles  Wilson,  567  Forrest  Ave.,  Fayetteville. 
GA  30214. 404/ 461-6279. 
• Membership In the Expeflmental Alfcraft ASSOCiation. Inc. IS $25.00 for one year . $48.00 for 2  years
and $69.00 for 3  years. All Include 12  issues of Sport Aviation per year . JUnior Membership (under 19
years of age) is available at $15.00 annually. Family Membership is available for an additional $10.00
• EAA Member - $14.00. Includes one year membership In EAA Antique-Classi c D,v,s,on. 12  monthly
Issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and
must give EAA membership number
• Non-EAA Member - $24.00. Includes one year membership in the EAA Ant ique-ClassIc D,v,s,on. 12
monthly issues of The Vi ntage Airplane. one year membership In the EAA and separate membership
cards.Sport Aviation not included.
lAC  • Membership i n the Internati onal Aerobatic Club. Inc. is $20.00 annually which incl udes 12  issues of
SportAerobatics. All lAC members are requiredto bemembers of EAA.
• Membership i n the Warbirds of America. Inc. is $20.00 per year . which Includes a subscflptlOn to
Warblfds Newsletter. Warbird members are required to be members of EAA.
• Membership in the EAA Ultralight Assn. IS $25.00 per year which includes the Ultralight publlcal/on
ULTRALIGHT  ($15.00 addltlOnalfor Sport Aviation milgazlnej. For current EAA members only. $15.00. which Includes
Ultralight publicatIOn.
• FOREIGN MEMBERSHIPS: Please submit your remittance With a check or draft drawn on a United States
bank payable In United States dollars oran internatIOnal postalmoney orderSimilarly drawn.
P.O. BOX 229 - HALES CORNERS, WI 53130- PHONE(414) 425-4860 
20  MAY  1982 
AlC NEWS ...
(Continued  from  Page  4) 
EAA  President  Paul  H.  Poberezny  has  agreed  to 
serve  as  a  member  of  a  newly  established  Aviation 
Advisory  Committee  formed  at  Southern  Illinois 
University  in  Carbondale,  IL.  The  purpose  of  the  com-
mittee  is  to  advise  the  SIU-C  Flight  Training  Program 
supervisor  and  other  University  administrators  on  all 
aspects  of aviation,  including  pilot  training and  aviation 
industry  trends. 
Rags To  Rivets is the name of an aircraft restoration 1
maintenance  business just started by  Gar Williams.  Gar, 
you  will  recall,  restored  the  fabulous  1928  Cessna  A W 
that  was  declared  the  Antique  Grand  Champion  at 
Oshkosh  last  summer  - and  was  featured  on  our  cover 
last  October.  After  Oshkosh,  the  A W  was  also  declared 
the  Grand  Champion  at  the  Antique  Airplane  Associ-
ation's  national  fly-in  at  Blakesburg,  l A,  giving  it  a 
rare "grand slam" on  the showplane  circuit.  The  airplane 
is  now  on  display  in  the  EAA  Aviation  Museum  here  at 
Gar  has  had  28  years  of  aircraft  restoration Imainte-
nance  experience,  encompassing  the  full  spectrum  of 
lightplane types - wood, fabric,  metal or whatever. He has 
completely  restored  a  Meyers  145,  numerous  Luscombes, 
a  Cessna  Airmaster  and, of course,  the  A W.  He  has  also 
built  a  Midget  Mustang from  scratch. 
Rags To  Rivets is  intended  to  be  a  super  custom 
operation,  taking on  even  the  most  exotic  projects  many 
others  will  not  touch.  What  Gar  really wants  to  do  is 
restore  your  airplane  to  Grand  Champion  condition  ... 
but  he  will  also  do  routine  maintenance  and  annuals. 
His  operation  is  located  right  in  his  backyard  - he  lives 
on  the  Naper  Aero  airport  in suburban  Greater Chicago, 
just  south  of  DuPage  County  airport.  If you  want  your 
aircraft  restored Imaintained 1annualled  at  reasonable 
rates  by  a  Grand  Champion  caliber  master  craftsman, 
contact  Gar  Williams  at  Rags  To  Rivets,  9  South  135 
Aero  Drive,  Naperville,  IL 60540 or phone  312 /355-9416.
1973  March  through  December 
1974  All  Are  Available 
1975  All  Are  Available 
1976  February through  May,  August through 
1977  All  Are  Available 
1978  January  through  March,  August,  October 
through  December 
1979  February  through  December 
1980  January,  March through July,  September 
through  December 
1981  - All  Are  Available 
1982  - January through  April 
Back  issues  are  available  from  Headquarters  for  $1.25 
each,  postpaid,  except  the  July  1977  (Lindbergh  Com-
memorative)  issue,  which  is  $1.50  postpaid. 
1929,  1930, 1931 
1932,  1933 
2.50 ea.
EAA Air Museum Foundation, Inc.
Box 469 Hales Corners , WI S3130 
All ow 4-6  Weeks  Fo r  Delivery 
Wisconsin  Residents  Include 4%  Sales  Tax 
Classic owners!
Int.rior looking ahabbyf
Finish it right with an
airtex interior
Complete interior assemblies for do-it-yourself installation.
Custom  Quality  at  economica l  pri ces. 
• 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. 
· t
ex products,  inc. 
259 Lower Morrisville Rd.,  Dept. VA 
Fallsington,  PA  19054 (215) 295-4115
(Closing Date - May 10)
1  Issue  3  Issues  6  Issues  12 Issues 
1 Page  $175.00  $165.00  $150.00  $145.00 
112  Page  105.00  100.00  95.00  90.00 
1/3  Page  95.00  85.00  80.00  75.00 
1/4  Page  70.00  65.00  60.00  55.00 
1/6  Page  60.00  55.00  50.00  45.00 
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Rates are for  black and white camera-ready ads. 
Classified  Ads:  Minimum  Charge  - $7.00,  Regular Type -
45c  per  word,  Bold  Face  Type  - 50c  per  word,  ALL 
CAPS  - 55c  per word. 
For  additional  information,  including  color  rates  and 
required ad sizes,  contact: 
Advertising Department 
P.O. Box  229 
Hales Comers, WI  53130 
414 /425-4860 
in  an  Antique/Classic  jacket and  cap 
Send  Check To: 
P.o.  Box 229  Hales Corners,  WI  53130 
ACRO  SPORT  - Single  place  biplane  capable  of  un-
limited aerobatics.  23  sheets of clear, easy  to  follow  plans, 
includes  nearly  100  isometrical  drawings ,  photos  and 
exploded  views.  Complete  parts  and  materials  list.  Full 
size  wing drawings.  Plans plus 88 page Builder's  Manual 
- $60.00.  Info  Pack  - $4.00.  Super  Acro  Sport  Wing 
Drawing - $15.00.  Send check  or  money  order  to: ACRO 
SPORT,  INC. ,  Box  462,  Hales  Corners,  WI  53130.  4141
ACRO  II  - The  new  2-place  aerobatic  trainer  and  sport 
biplane.  20  pages  of  easy  to  follow,  detai led  plans.  Com-
plete  with  idometric  drawings,  photos ,  exploded  views . 
Plans - $85.00.  Info  Pack - $4.00.  Send check or  money 
order  to:  ACRO  SPORT,  INC. ,  P.O.  Box  462,  Hales  Cor-
ners ,  WI  53130.  414/425-4860.
POBER  PIXIE  - VW  powered  parasol  - unlimited  in 
low. cost  pleasure  flying.  Big, roomy  cockpit  for  the  over 
six  foot  pilot.  VW  power  insures  hard  to  beat  3
/ 2  gph  at 
cruise setting. 15 large instruction sheets. Plans - $45.00. 
Info  Pack - $4.00.  Send  check  or  money  order  to:  ACRO 
SPORT,  INC. ,  Box  462,  Hales  Corners,  WI  53130.  4141
425-4860.  . 
1910 / 1950. Memorabilia  and  ephemera  - Forty  page 
catalog  airmai led,  $5  - Jon  Wm.  Aldrich,  Pine  Mountai n 
Lake  Airport,  P.O.  Box  706,  Groveland,  CA. 
WORlD  WAR  I  AEROPlANES.  INC.  1s  a  UX-ex8lllllt  non-prof1t  orqan1-
zat10n  fOWleleci  i n  1961  to  br1ng  together  builders.  r-estor-ers. 
scale-<  and  h1storians  of pre-1919  I8rool anes;  and  to 
make  available  to.  th_  1nfo.-tion  about  parts.  drawings.  "hole 
aireraft.  and  all  the  books  and  techniques  "hich  would  be  of use 
to  th•• 
We  work  cl a.sely  ,,1th  1llUS1II8S.  li brari es.  collectors.  des i gners. 
lIistorians.  supply-lleuses.  bui l ders.  pilots.  anel  other  aviati on 
orqanizat10ns  anel  journals .  We  I'"  the  on ly  orqani zation  t o 
deal  solely  ,,1th  the  design  anel  construct10n  of  t hese  machines. 
WI  anel  pre-WI  as  ...11. 
To  these  enels  ...  publish  our  j ournal.  WORLD  WAR  I  AEROPlANES. 
fi ve  t1_  a  year  for sa. 800  ..mars  throughout  the  world.  and 
conduct  a  substantial  i nfonllltion  s.,..,ice  by  mail  and  t.lephon.; 
we  ".intain  an  up-to-date  fl1e  of both  original  anel  r-eproduction 
a i reraft  a11  ov.r  the  world  ( th....  a...  SOlIe  700  of the  fo"..r  anel 
sa. 900  of the  litter!) . 
Th.  orqlnizat10n  lias  op.rated    ~ the  beginning  on  vo l untary 
contributions  for printing.  postage.  telephoning.  photography. 
fees;  and  ...  sell  back  issues.  xel"'Ox  copies  of earl y  aireraft  anel 
engine  manuals  anel  working  drawings.  and  apPl"'Opriate  adverti s i ng. 
$alpl.  issue  SJ. 
1.5  CRESCENT  Re.,  POUGHKEEPSIE. N.Y.  l2bel 
Jacket:  Unlined  Poplin  jacket, features  knit  waist 
and  cuffs.  The  gold  and  white  braid  trim  on  a 
Tan  body  emphasizes  the  colors  proudly  dis-
played  in  the  Antique/Classic  logo. 
Sizes :  X-small  thru  X-large 
$28.95  ppd 
Cap:  Complete  the  look  in  this  gold  mesh  hat 
with  contrasting  blue  bill .  trimmed  with  a  gold 
braid.  Your  logo  visibly  displayed.  makes  this 
adjustable  cap  a  must. 
Sizes :  M  &  L  (adjustable  rear  band) 
$6.25  ppd 
Allow 4-6  Weeks  For Delivery 
Wisconsin  Residents  Include 4%  Sales Tax 
' These are  photographs.  not  li t hographs  or  offset  pronts. 
The  framed  photographs  are  described 
to  the  right.  Pictured  below  we  offer  a 
desk pen set.  Personalize your desk with 
anyone of these photographs bonded to 
the  solid  walnut  base.  Size  of  base  is 
31J2" x 7114".
. ... . $24.00
Don't forget your friends . . . these i tems make
great gift s.
205  E.  KEHOE 
l ~
~ D
Great  effort  has  been  taken  to  produce  the  highest  quality 
photographic enlargements from  rather old  negatives.  Each 
print  is  uniquely  mounted  and  placed  on  a  neutral  fabric 
background  and  put  in  a (9
/4" X  14%")  pewter finish  frame, 
ready to hang.  The professional manner in which these prints 
are  presented , gives  them  the  look  befitting  a  fine  piece  of 
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