Vintage Airplane - May 1987

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by Bob Lickteig
The Good Book says if you want
people to know and understand some-
thing, you tell them, then tell them again
and just before your lose your audience,
you tell them again. Many of you must
be a little tired of reading about the sad
state of our general aviation industry,
but if we are ever going to do something
about correcting it, I guess we have to
keep telling the story. EM's President
and Founder, Paul Poberezny, has writ-
ten dozens of editorials, hundreds of let-
ters, made numerous speeches and
pressed the politicians ... so far without
making much headway. Perhaps if we
keep telling them, someday the con-
gressmen will listen. I recently acquired
some new facts from Scripps Howard
News and would like to pass them on.
The small , inexpensive airplanes we
Americans have enjoyed flying for gen-
erations are in danger of becoming as
extinct as the passenger pigeon.
Plagued by rising prices, sky high
lawsuits, soaring insurance rates and a
host of other economic problems, the
handful of companies that build small
airplanes have stopped manufacturing
some of their most popular models.
No longer in production, or soon to
be terminated, are Cessna 152s,
Skyhawks, Skylanes; Piper Warri ors
and Archers and Beech Sundowners.
And the production of Mooney Aircraft's
economy models is a fraction of what it
once was.
During the last nine years, the pro-
duction of small planes by Cessna,
An  Industry That 
Can  Be  Saved 
Piper, Beech and Mooney has plunged
an incredible 92%. Yes, that's 92%!
Consider these figures. Cessna con-
structed 8,800 airplanes in 1977 but
produced only 540 last year. They ex-
pect to build only 300 this year.
Piper built 6,000 planes in 1978 but
completed only 330 in 1986 and expect
a further decline this year.
Beech completed 1240 planes in
1981 and only 725 last year. They anti-
cipate a flat market this year.
In 1979 Mooney built 440 planes but
delivered only 90 in 1985.
More than 20,000 of the four com-
pany's 30,000 employees have been
laid off. Eight assembly and parts plants
in Pennsylvania, Florida, Alabama,
Kansas and California have been
closed. Thirty aircraft production lines
have either shut down or suspended
operations. The cut back in ordering of
engines, instruments, avionics, etc. has
cost thousands of jobs.
To stay in business, Cessna, Piper
and Beech are producing only high-
priced jets, turbo prop and upscale
single engine aircraft they can sell to
business operators.
Edward Stimpson, president of Gen-
eral Aviation Manufacturers Associa-
tion, heaps a large share of the blame
on the nation's worsening legal liability
crisis. Stimpson said claims against the
small plane manufacturers for $1 million
or more have soared since 1977 and
show no sign of abating. As a result of
these settlements, the companies' in-
surance rates have gone out of sight.
In 1977 claimants collected $25 mil-
lion from the small plane industry follow-
ing plane crashes. Stimpson explains
that last year claimants collected $209
In 1977 only 4% of all claims filed
against aircraft manufacturers were for
$1 million or more. Last year, 30% of
the claims were for $1 million or more.
And during the same period of time the
safety record of these aircraft improved
year after year.
Jim Walsh, Beech President, said his
company won't build two new types of
small planes until insurance rates are
brought under control. What's espe-
cially unfair about the insurance situa-
tion, Cessna spokesman Dean Hum-
phrey said, "There is no statute of limi-
tation on how long a company is re-
sponsible for its product."
The only tiny rays of sunshine in the
small aircraft industry are provided by
Mooney Aircraft of Kerrville, Texas.
Paul Kully, Mooney's Marketing Man-
ager, doesn't think the small plane in-
dustry will return to its former heights,
but he believes his company is showing
a way of the future with low cost, no
frills planes.
After selling only 90 planes in 1985,
Mooney sold 146 in 1986, mostly their
lowest priced model called the Lean
Machine. The market is changing, Kully
noted. "It has shifted away from the re-
creational flyers and the oil, gas and
farming people. We are now selling to
manufacturer's representatives and
companies who use their planes for
both business and pleasure."
Today there is a lot of comment about
the United States' ability to compete in
the world market. Members of Con-
gress are always talking about legisla-
tion to protect one industry or another.
It seems our labor cost and productivity
is out of step with the world. If this is
true and we can't compete in some
areas, why not save the ones in which
we lead and where we can compete.
Ever since the days of Messrs. Piper,
Beech, Cessna and Mooney, the gen-
eral aviation industry as we know it has
been dominated by American com-
panies. Their products have been
superior and accepted world-wide, riot
only in design, speed, comfort and de-
pendability, but also cost. When we al-
ready have something this good, why
can't Congress change a few liability
laws and save the aircraft industry for
the employment of thousands, the en-
joyment of hundreds of thousands, and
the pride of our nation.
Remember, we're better together.
Welcome aboard, join us and you have
it all!.
2 APRIL 1987
Tom  Poberezny 
Dick Matt 
Gene R.  Chase 
Mike Drucks 
Mary Jones 
Norman  Petersen 
Dick Cavin 
George A.  Hardie, Jr. 
Dennis  Parks 
Jim Koepnick 
Carl  Schuppel 
President  Vice President 
R. J. Lickteig  M.C. "Kelly" Viets 
3100 Pruitt Road  RI.2, Box 128 
Port SI. Lucie, FL 33452  Lyndon, KS 66451 
305/335-7051 913/828-3518
Secretary  Treasurer 
Ronald Fritz  E.E. " Buck" Hilbert 
15401  Sparta Avenue  P.O. Box 145 
Kent City, MI49330  Union, IL60180 
616/678-5012 815/923-4591
John S. Copeland  Stan Gomoll 
9 Joanne Drive  1042 90th Lane, NE 
Westborough, MA 01581  Minneapolis, MN 55434 
617/366-7245 6121784-1172 
Dale A. Gustafson  Espie M. Joyce, Jr. 
7724 Shady Hill Drive  Box 468 
Indianapolis, IN 46278  Madison, NC 27025 
317/293-4430 919/427-0216
Arthur R. Morgan  Gene Morris 
3744 North 51st Blvd.  115C Steve Court, R.R. 2 
Milwaukee, WI53216  Roanoke, TX 76262 
414/442-3631 817/491-9110
Daniel Neuman  Ray Olcott 
1521  Berne Circle W.  1500 Kings Way 
Minneapolis, MN 55421  Nokomis, FL 33555 
61 21571 -0893  .  813/485-8139
John R. Turgyan  S.J. Wittman 
Box 229, R.F.D. 2  Box 2672 
Wrightstown, NJ 08562  Oshkosh, WI54903 
6091758-2910 414/235-1265
George S.  York 
181  Sloboda Ave. 
Mansfield, OH  44906 
Timothy V. Bowers  Robert C. "Bob" Brauer 
729-2ndSI.  9345 S. Hoyne 
Woodland, CA 95695  Chicago, IL 60620 
916/666-1875 3121779-2105 
Philip Coulson  John A. Fogarty 
28415 Springbrook Dr.  RR2, Box70 
Lawton, MI49065  Roberts, WI 54023 
616/624-6490 715/423-1447
Robert D. "Bob" Lumley  Steven C.  Nesse 
N104W20387  2009 Highland  Ave. 
Willow Creek Road  Albert  Lea,  MN  56007 
Colgate, WI 53017  507/373-1674
S.H. "Wes" Schmid  W.S. " Jerry" Wallin 
2359 Lefeber Avenue  29804 - 179 PI. SE 
Wauwatosa, WI 53213  Kent, WA98031 
414m1-1545 206/631-9644
MAY 1987 •  Vol.  15,  No.5 
Copyright .§  1987 by the EAA Antiquel Classic Division, Inc. All rights reserved. 
2 Straight and Level 
by Bob Lickteig 
4 A/CNews 
by Gene Chase 
5 Vintage Seaplane 
by Norm Petersen 
6 Reflections 1986 
by Jeannie Hill 
9  Vintage Literature 
by Dennis Parks 
10 Pass It to Buck 
Page 12 
by E.E. "Buck" Hilbert 
11 Volunteers - A Book of Heroes 
by Art Morgan and Bob Brauer 
12 Macarios J-3 Cub 
by Norm Petersen 
16 Cessna Airmaster 
by Gene Chase 
17 Type Club Activities 
by Gene Chase 
18 Voyagers - Past and Present 
by Mort Kelman 
Page 16 
20 Mystery Plane 
by George A.  Hardie, Jr. 
21 Three Texas Cubs 
by Joe Gagliardi 
22 Jacobs is on Firm Ground 
by Gus Limbach 
24 A Long Term Airline Career 
by F. J. "Buddy" Joffrion 
25 Member's Projects 
by Gene Chase 
Page 19 
26 Calendar of Events 
27 Letters to the Editor 
FRONT  COVER  .  .. EAA  Air  Museum's  DeHaviliand  Tiger  Moth  in 
Royal  Canadian  Navy  colors  at  Pioneer  Airport ,  Oshkosh,  WI.  The 
aircraft was donated  by  long-time  EAAer Father John  MacGillivray of 
Nova Scotia.  (EAA  Staff  Photo  by  Joe Koepnick) 
BACK COVER .. . See AlC News page 4 for back cover information. 
trademarks  of  the  above  associations  and  their  use  by  any  person  other  than  the  above  associations  is  strictly 
Editorial  Policy:  Readers  are  encouraged  to  submit  stories  and  photographs.  Policy  opinions  expressed  in  articles 
are  solely  those  of  the  authors.  Responsibility  for  accuracy  in  reporting  rests  entirely  with  the  contributor.  Material 
should  be  sent  to: Gene  R.  Chase,  Editor,  The  VINTAGE  AIRPLANE,  Wittman  Airfield, Oshkosh,  WI  54903-3086. 
Phone: 414/426-4800.
The  VINTAGE  AIRPLANE  (ISSN  0091-6943)  is  published  and  owned  exclusively  by  EAA Antique/Classic  Division, 
Inc.  of the  Experimental Aircraft Association,  Inc. and is  published  monthly at Wittman  Airfield, Oshkosh, WI  54903-
3086.  Second  Class  Postage  paid  at  Oshkosh,  WI  54901  and  additional  mailing  offices.  Membership  rates  for 
EAA  Antiquel Classic  Division,  Inc.  are  $18.00  for  current  EAA  members  for  12  month  period  of  which  $12.00  is 
for the  publication  of The VINTAGE  AIRPLANE.  Membership  is open  to  all  who  are  interested  in  aviation. 
ADVERTISING - Antiquel Classic Division does not guarantee or endorse any product offered through our advertis-
ing.  We invite constructive criticism  and welcome any report of inferior merchandise obtained through our advertising 
so that corrective  measures can  be taken. 
Postmaster: Send address changes to EAA Antiquel Classic Division, Inc., Wittman Airfield, Oshkosh, WI 54903-3086. 
Compiled by
Gene Chase
For several months we have been
printing black and white photos from the
EM Library's extensive historical col-
lection on the back covers of THE VIN-
TAGE AIRPLANE. Through the years
this photo of a 1927 Douglas M-2 aged,
acquiring a gorgeous yellow tone which
we have attempted to reproduce
through an electronic scanning process.
The use of this process by EM staff
photographer Carl Schuppel has recorded
every subtle nuance of the original print
resulting in a reproduction that actually
apeears "sharper" than the original.
The Douglas M-2 was a "cleaned-up"
version of the Model M-1 . Both were
powered with the 400 hp Liberty 12 and
were the replacement aircraft for the
DeHaviliand DH-4s operated by the
U.S. Post Office in the early 1920s.
Generally referred to as Douglas
"Mail planes" they were developed
primarily for that job. (EM Photo Arc-
hives - Norman Collection)
KOSH '87
The EM Antique/Classic Division will
again sponsor the annual River Boat
Cruise on Tuesday evening, August 4,
during Oshkosh '87, sailing at 7:00 p.m.
from the Pioneer Inn dock.
To insure a comfortable evening for
all , ticket sales will be limited to 220 per-
sons aboard the Valley Queen II. To
give everyone an opportunity to pur-
chase tickets this year, the committee
has arranged for the advanced sale of
tickets through the mail.
The price is $16.00 per person for the
2-1 /2 hour cruise and the Paddle Wheel
Buffet (beef and chicken plus all the
Advance orders for tickets must in-
clude a check in the complete amount,
made payable to EM Antique/Classic
Division. Include a SAS.E. and mail to
Jeannie Hill, EM Antique/Classic River
Boat Cruise Chairman, P. O. Box 328,
Harvard,lL 60033. (Do not send to EM
Headquarters. )
Ticket orders must be received by
June 15, 1987 and the tickets will be
sent in the SAS.E. by July 1, 1987.
Tickets not sold through the mail will be
available on a first-come basis at the
Antique/Classic Headquarters Red
Barn, July 31 through August 4 at
Wittman Field, Oshkosh.
The tickets will go fast so be sure to
order early!
Clem W. Whittenbeck, a long-time re-
sident of Lakeland, Florida died on
March 8, 1987 at 91 years of age. Born
on December 19, 1895 in Baxter Springs,
Kansas, Clem first worked as a chemist
in the Oklahoma mining fields.
In time he became interested in avia-
tion and chose the career of "stunt"
pilot. In 1931 he joined the Flying Aces,
a traveling flying circus organized by
Jimmie and Jessie Woods, which oper-
ated from 1929 through 1938. He was
later hired by a troupe of fliers called
the Fordon-Brown National Air Show
and performed with other top-rated
"stunt" pilots of the day. Clem achieved
national prominence performing in-
verted aerobatics including extremely
low inverted passes across the field and
the outside loop with his Great Lakes.
Clem Whitten beck was a fixture at the
annual Sun 'n Fun Fly-Ins at Lakeland.
He was one of the select few aviation
pioneers named "Silver Eagles" by the
EM Antique/Classic Chapter 1 for
making significant contributions to avia-
tion. Besides his son, Paul, Whitten-
beck is survived by three grandchildren
and six great-grandchildren.
Oshkosh '87 (July 31-August 7)
Warbird Show Alert - the Warbugs
(PTs, BTs and UOs) have done very
well at past Oshkosh Conventions and
have become an integral part of the
Warbirds air shows. Those pilots/own-
ers wishing to participate this year
should contact Mike Weinfurter (EM
156583, WB 2768) at the address
below. The sooner he knows how many
are coming, the better he can plan the
shows, practice sessions and 2nd an-
nual Warbugs party.
All participants must meet the re-
quirements as set forth by EM and the
EM Warbirds of America to qualify for
flying during the waivered air show
periods. Mike would welcome any new
ideas for the show and volunteers are
definitely needed to assist with the
many and important ground duties.
If you want to participate in any ca-
pacity, contact: .
Mike Weinfurter
1207 Harvey Street
Green Bay, WI 54302
All Canadians planning to fly their air-
craft to EM Oshkosh '87 (July 31-Au-
gust 7) or the lAC International Aero-
batic Competitions at Fond du Lac (Au-
gust 1 0-14) must comply with the provi-
sions of Federal Aviation Regulations.
Please follow the instructions below to
obtain your Special Flight Authorization.
Canadian EAA Members Flying
craft to Oshkosh:
It is necessary to comply with Federal
Aviation Regulations, Section 91 .28 in
regard to Special Flight Authorization
for Canadian registered amateur-built,
ultralight and warbird aircraft. Due to the
large number of Canadian EMers at-
tending, the FAA has arranged to issue
a special Flight Authorization to EM,
which will authorize operation of
amateur-built, ultralight or warbird air-
craft within the United States from the
Canadian border to Oshkosh and return
by most direct route.
Canadian members deSiring to fly
amateur-built, ultralight or warbird air-
craft to Oshkosh will be required to
complete an application form. Upon re-
ceipt of the completed form, a copy of
the Special Flight Authorization issued
to EM will be mailed to the applicant.
The copy of the Special Flight Authori-
zation must be in the aircraft at all times
when the aircraft is operated within the
United States. Please write to Oshkosh
Canadian Coordinator, EM Headquar-
ters, Wittman Airfield, Oshkosh, WI
54903-3086 for application forms and
detailed instructions. Please note:
Completed application forms must be
received by EM Headquarters NO
Canadian Non-EAA Members flying
Amateur-BuiltiUltralightlWarbird Air-
craft to Oshkosh
Please do not write to EM Head-
quarters. Address your request to:
Richard L. Porter, Manager, Flight Stan-
dards District Office No. 61. , General
Mitchell Field, Milwaukee, WI 53207.
Standard Category Certificated Air-
craft (Certification of Airworthiness)
A special United States Flight Au-
thorization is not required providing
your aircraft has correct and current
Canadian documentation. However you
must file a United States Flight Plan to
pOint of entry and clear customs on arri-
val. Please note: Customs clearance is
not available at Oshkosh. After customs
clearance, another flight plan must be
filed to Oshkosh. If you require specific
details, write to EM Headquarters.
SUN 'N FUN '87
The 13th edition of the popular EM
Sun 'n Fun Fly-In held March 15-21 at
Lakeland, Florida was blessed with
beautiful weather and a record turnout
of both people and planes. The award
winners in the vintage aircraft
categories were:
4 MAY 1987
Grand Champion - 1941  Porterfield  -
Walter and Ray Carson, Columbia, SC. 
Past Grand Champion - Beechcraft 
D17S  - J.  E.  Swarthout, Tavares, FL. 
Silver Age, 1928-1932 - 1929  Waco 
10 - John  Stilley,  Merritt  Island,  FL. 
Contemporary Age, 1933-1945  -
1941  Stearman - Jim Kimball , Zellwood, 
Best Custom - 1943  Stearman  -
Bobby  Morrow,  Fairburn,  GA. 
Best WW II Era - 1940  Piper  L-4  -
Steve  Dunn,  Knoxville, GA. 
Best Bi-Plane- Stearman - J. Hudson 
&  D. Clark, Athens,  GA. 
Best Monoplane-1940 J-5A Cruiser, 
Ron  Frank,  Bloomfield  Hills,  MI. 
Best Open Cockpit - Waco  ZPF-6  -
Mike  Keedy, Orange  Springs,  FL. 
Best Cabin - 1929 Stinson  Detroiter -
R. I.  Hedgecock, Barhesville, GA. 
Outstanding Aircraft - 1945 J-3 Cub 
- James  McKinney,  Winterhaven,  FL; 
1945 J-3 Cub - Bill Tinsley, Fayetteville, 
GA;  1934  Monocoupe  - John  McCul-
loch,  Naples, FL. 
Grand Champion - Piper  PA-12 
Supercruiser,  Clyde  R. Smith,  Jr. , 
Loganton, PA. 
Past Grand Champion - Aeronca 
11 AC Chief - AI  Nase, Rehoboth Beach, 
Best Restored - Up to 100 hp- Piper 
J-3  Cub  - Robert  L.  Franklin,  Oxford, 
BestRestored-101 to 165hp-Piper 
PA-11  - Tony  &  Scott  Klopp,  Miami, 
Best Restored - Over 165 hp - Swift 
- Bill & Geraldine Jennings, Dalton, GA. 
Best Custom - Up to  100 hp - Lus-
combe  - Norm  Pesch, Miami,  FL. 
Best Custom - 101 to 165 hp - Piper 
PA-22-20  - Barbara  Ann  Fidler,  Alva, 
Best Custom - Over 165 hp- Stinson 
108-2  - Tom  &  Lorraine  Zedaker,  Las 
Vegas,  NV. 
Outstanding of Type - Aeronca 
Champ - Foxtrot,  Inc. ,  Hanover,  MN. 
Oustanding of Type - Temco Swift -
Mark Holliday,  Lake  Elmo,  MN. 
Outstanding of Type - Piper  PA-18-
135 - David  R. Caesar,  Arlington, TX. 
Outstanding of Type - Globe Swift -
J.  M.  Jones,  Tucker, GA. 
Outstanding of Type - Beechcraft D-
18S  - Thomas  A.  Cannarozzo  &  Lee 
Oman,  Athol ,  ID. 
Best WW I Era - Fokker  DRI  - Dave 
Wilgus  &  Hank  Palmer,  Treasure  Is-
land,  FL. 
Ray  Carson  and  his  son,  Walter  proudly  pose  with  their  Grand  Champion  Antique 
Porterfield  FP-65,  NC37850. 
. ,; 
Grand Champion Classic was this 1947 Piper PA-12 Super Cruiser, NC3648M owned by 
Piper expert and  historian, Clyde R.  Smith, Jr. 
This  replica  of a WW  I  Fokker  DRI  tri-plane,  N220TP  received  an  Outstanding  Aircraft 
Award for owners Dave Wilgus and Hank Palmer. 
of 1986
Brothers Mike and Frank Rezich.
by Jeannie Hill
(EAA 56626, Ale 629)
Box 328
Harvard, Illinois 60033
(Story and photos by Jeannie Hill)
EM has come to mean a lot of things
to a lot of people. To many it's simply a
monthly contact with their EM mem-
bership publications. To others it may
be an occasional visit to the  
aviation museum in Oshkosh, Wiscon-
sin. But to the truly fortunate, it's an an-
nual trek to Aviation Mecca every sum-
mer to experience the phenomenon
which is EM Oshkosh.
As a former native of Oshkosh who
lived just a-few blocks from the airport,
I grew accustomed to the Convention
being right in my own backyard. I have
attended every show there since the be-
ginning and in doing so have literally
grown up with the organization. I've
found each year that my participation
and interest levels have risen in propor-
tion to the size of the event.
It's been interesting to watch the
numerous changes over the years. I've
seen what EM has done for my home-
town and the people who live there. At
first there was a normal hesitation, a
happen attitude concerning the intro-
duction of this huge, new entity into our
midst. But, it didn't take long for the full
6 MAY 1987
impact and realization to hit home. We
soon found out that EM has been a gift
to us all, a continuous gift throughout
the year that culminates in that one ef-
fervescent week each summer.
I have personally had some wonder-
ful experiences over the years at the
Convention. Experiences which have
created life-long memories. Like stand-
ing out on the field in my dew soaked
tennies, breathing in the quiet stillness
of the mornjng just as the pilot of the
Gossamer Albatros coaxed it a few in-
ches off runway. I'll never forget the
orange glow of the rising sun shimmer-
ing through the translucent wings of that
fragile aircraft. Because of the early
morning hour there was not the usual
cast of thousands to share the moment.
The rest of the grounds were still asleep
and I was alone with my thoughts. It
was a very private, peaceful moment, a
definite contrast to the week's normally
hectic pace.
Conversely, I remember standing at
the end of Runway 36 with the rest of
the world watching the Concorde's first
arrival. Just when things seemed as ex-
citing as they could get, there was
more. A surprise go around! Suddenly
there was a deafening surge of max
power that drowned out every other
sound except that even louder beating
of my heart. At a time like that the eyes
and ears aren't enough you know. Your
heart has to experience the moment,
too, in order to prevent total overload of
the senses.
Then there was the first time a 747
visited my hometown. It was a real thrill
to see the ultimate in airliners flying over
a field normally accustomed to DC-3s
and DC-9s. I felt as much pride in the
effort as the Aussies themselves did. In
1986 the Stinson Trimotor and I
watched another 747 do some fancy fly-
ing, including a single engine fly-by. I
remember turning to the old 1931 air-
. liner and saying, "See what your offspr-
ing have grown up to be. Aren't you
While we're on the subject of
Trimotors, being part of the team that
Dales Crites sitting amongst the wires of his 1911 Curtiss Pusher.
hopped rides each year with this early
airliner was one of the best experiences
of my life. We gave thousands of folks
the opportunity to relive commercial air-
line travel of the 1930's. Flying the
airplane was a thrill in itself, but recreat-
ing an original flight by spinning a web
of 1930's nostalgia was the icing on the
cake that contributed so much to the
passengers', as well as our own mutual
delight. We got to share this experience
with more people at EM Oshkosh than
anywhere else.
Looking back over the years, I've per-
sonally been able to meet and become
friends with the people who made avia-
tion what it is today; the designers, the
air racers and the barnstormers who will
never outgrow their love of aviation.
Thinking it all over; the very best experi-
ences have always been the ones I've
been able to share with people, espe-
cially people from other countries, who
Charley Dewey spinning the prop on the OX-5 engine in Crites' Curtiss Pusher.
start out as strangers and end up as
For those of us who fly for the sheer
joy of it and who can't imagine a world
without sport aviation, it's easy to take
for granted the privileges we enjoy. So
every year I take that one week to say,
"Thank you for letting me experience
this unified effort supporting the passion
and freedom of flight. " I use that week
each year to say, "Look, this is my coun-
try. These are my people, my aviation
family. Come join us in experiencing the
exhilaration and freedom that we live
everyday. This is the best there is, any-
where. Please be part of it," because in
doing so you make it even better tha[l
it already is. By sharing our joy, you
bring us additional positive energy
which in turn makes us bigger and
brighter and better. We become one
people with a common passion, a com-
mon goal. There can be no barriers be-
tween us, no cultural, political or religi- Cosimo "Max" Grandone from Italy had his first ride in a vintage airplane at Oshkosh
ous differences. We share a bond that '86. Shown here with Bob Lumley's Aeronca Chief.
transcends even the language barrier.
This is the ultimate unity.
This year I indirectly got to give some
of the gift back to a couple of first-time
visitors. I forgot to mention that each
year we're routinely blessed with the
performances of the best aerobatic
pilots in the world. Well, this year the
star of the show was none other than
the Frecce Tricolori, Italy's ultimate an-
swer to the question, "Just how good
can a preCision flying team get?" They
flew those gorgeous Aermacchi
M.B.339 PANs with both style and
grace, not to mention the typical over-
whelming zest for life unique to Italians
in particular. Whoever heard of a ·
tailslide or a lomcevak in a jet? In all my
years of airshows I've never been more
impressed. I found myself wanting to
thank them for lighting up the sky over
my city by showing them how wonderful
my type of flying was, too.
The Italian preCision flight team, the Frecce Tricolori flying their Aeromacchi M.B.339
I got the chance to do just that after
jets at Oshkosh '96. '
Merrill McMahan in the rear cockpit of his Stearman with pas- (L-R) Bob Lumley, Madonna McMahan, Cosimo " Max" Gran-
senger "Max" Grandone.
becoming acquainted with several of
the team's support crew members. Two
men from the Lockheed C-130, Cosimo
(Max) Grandone and Pietro Alabrese
expressed the desire to go on a local
flight in one of our antique/classic
airplanes. Since neither my husband's
or my 40 hp Cub was at the Convention,
I turned to my aviation family for assist-
The assistance came in the form of
Bob Lumley and his Aeronca Chief and
Merrill and Madonna McMahan and
their Stearman. What a great introduc-
tion to light plane flying - a classic,
slow-moving 1946 cabin monoplane
and an antique 1941 open cockpit bi-
plane. We planned a thirty mile round trip
to Fond du Lac, exchanging passen-
gers on the return flight. Back at Osh-
kosh, the look in their eyes as they both
crawled out of those planes will stay
with me forever. Max said, "Thanks to
your friendship I now undertand the
passion that so many people in your
country have about flying. It was the
sensation of freedom to be slow and
safe and my body at that moment felt
like part of the structure of the airplane.
I could have flown a thousand miles!" It
was his first flight in an antique airplane.
Seldom in life do we get to share an
experience of this depth and intimacy
with another human being. At that mo-
ment we were old friends, sharing what
we held dearest with new friends who
truly appreciated and comprehended
the value of the experience. It was
American Sport Aviation in its finest,
freest and purest form. -
EM is like many things in life, the
whole unit becomes so much more than
the sum of its parts. Granted we're
made up of some pretty fantastic and
divergent parts. A group as talented as
this would be impressive in its own right,
but the thing that makes us really
unique is the glue that holds us together
- our passion for flight. In order to keep
us together, despite all of our differ-
ences, the strength of that glue has to
be proportional to the divergency within
8 MAY 1987
done, Mary Morris and Jeannie Hill.
the group. Therefore it has to be one of
the strongest bonds known to man.
Whether we're model airplane buffs,
homebuilders, antique/classic restor-
ers, ultralight enthusiasts, warbird buffs,
aviation historians, pilots or not, we've
all felt the commonality and pride of
what I'm talking about. We help each
other out. We share. To many of us this
group is a second family; to some of us
it's our first. When you have something
this wonderful in your life the only thing
that makes it better is sharing and pass-
ing on that feeling of accomplishment
and pride in something you really be-
lieve in. Thanks to EM, for at least one
week each year, we have the opportu-
nity to do just that..
Jessie Woods and Harold Neuman.
by Dennis Parks
Subtitled the "Amateur's Tabloid Avi-
ation Journal ," Sportsman Aviation rep-
resented an attempt at producing a true
aviation enthusiasts journal by and for
enthusiasts. Published from July 1933
to March 1935, it was the creaton of
Howard A. Tubbs who functioned as
president and editor while a student at
the University of Wisconsin at Madison.
It was sold by subscription and on the
newsstands. This was a tough market
to start in during the middle of the de-
pression, especially without the finan-
cial backing of an established publish-
ing house. It was published monthly ex-
cept during July "because of seasonal
activity. "
An annual subscription was $1 .50
and sold on the newsstands for 15
cents an issue. At the time, Aviation and
Aero Digest were 35 cents an issue and
they both had lots of advertisers from
commercial aviation.
The editor declared that the
magazine was devoted to
"Aerodynamics, engineering, construc-
tion and navigation; written in plain
layman's language by famous en-
gineers, fliers, Army and Navy officers,
foreign authorities and experimenters;
profusely illustrated with photos, draw-
ings, etc."
Among the contributors were Lt.
Cmdr. P. V. H. Weems, famous for the
"Weems System of Navigation"; Leslie
Long, light plane designer, builder and
chairman of the Amateur Aircraft
League. The technical editor was Pro-
fessor T. N. deBobrovsky.
The issue examined for this report
was dated November, 1934. It con-
sisted of 36 pages with a good mixture
of editorial content and illustrations con-
sisting of photographs and line draw-
ings. The drawings included three views
and cutaways.
The issue's editorial concerned the
then upcoming London-Melbourne
Race. The editor stated that while some
magazines will ask the value of the
race, he believed that ''The attention it
will have attracted to aviation will be of
great value - publicity, promotion and
salesmanship of flying to the masses
who would use the airways for everyday
He also predicted that the race would
be won by an English team - ''Their
flesh and blood and wood and steel
equipment, plus their intimate knowl-
edge of the route, seems self-sufficient
Volume 3 NOVEM BER-l934-NOV EM HER Number 5
to make this seemingly rash prophecy."
He, in fact, did pick the winning team of
Scott and Black.
Aircraft described in the issue in-
cluded the English Com per Mouse
complete with three-view drawing and
cutaway; a history of the Fairchild 24;
and specifications and detailed draw-
ings of the Les Long Henderson Longs-
Technical articles included: Part
three of "Aerodynamics and Construc-
tion for the Amateur Builder'" by Dwight
Mills; "Where Are We," part one of a
series by Weems on air navigation for
the amateur sportsman; and an article
on installing EDO 0-990 floats.
There was also an article on Hender-
son engine conversions. It said, "One
of the greatest problems of the home-
builder to convert his own Henderson
motorcycle engine is that of the crank-
This article had drawings on building
a cast crankcase with a dry sump oil
system. There were also drawings for a
practical intake manifold extension for
summer use plus drawings of an oil jac-
keted version for winter use.
There were not many advertisement
in the issue. One of the more interesting
was the offer of a free set of plans for
the S-A (Sportsman Aviation) "Moth"
which came with a one-year subscrip-
tion to the magazine.
Described as one of the Jew low-wing
designs available to the amateur build-
er, the Moth could be built with an open
or closed cockpit, with pontoons and
with a wide range of engines. It was of
normal wood and metal construction
(Continued on Page 10)
(Continued from Page 9)
and could be built for as little as $200.
It had a span of 30 feet, a chord of
four feet, and a length of 17 feet. It used
a Clark Y-15 airfoil with an area of 108
sq. feet. The empty weight was listed
as 350 Ibs. with a useful load of 225 Ibs.
The crUising speed was listed as 85
mph and 'the landing speed at 25 mph.
Does anyone out there know if any of
these were built?
Other enticements to subscribe in-
cluded: an offer of four solid scale
model kits for a one-year subscription
or eight for two years; or you could re-
ceive a Brown or Loutrel model gasoline
engine for $6.00 plus the cost of a sub-
scription - the engine offer came with
the proviso that if 1 000 orders were not
received by the end of December the
money would be returned - "Cash or-
ders are needed!"
There was also a nearly full page
classified ad section from Wisconsin
Aero Salvage Company of Whitewater,
Wisconsin - Truman Waters, man-
ager. "Would you be interested in a
Licensed Swallow at $225, American
Eagle needing lowers covered to
license at $150, or a Travel Air with new
fuselage from factory and lower wings
cracked at $125." There were listing for
a Heath Feather at $80 and a Pheasant
OX-5 Cabin - "make an offer."
Sportsman Aviation was a well done
enthusiasts' magazine that came about
at a difficult time. That is lasted over a
three-year span in this time period at-
tests to its quality. The library has one
photocopied issue. Does anyone have
copies they would be willing to donate
or loan for photocopying? They would
be a good addition to the collection
dealing with sport aviation .•
by E. E. "Buck" Hilbert
(EAA 21, Ale 5)
P.O. Box 145
Union, Illinois 60180
After years of listening to peoples'
problems with these windwagons, I
think its about time to begin a column
similar to the famous "Dear Abby" that
we are all familiar with. Some of it will
be humorous, some sad, but mostly I
expect we will all learn from this effort.
I have in mind a cross between the
"Tech Tips" we see in Ught Plane World
along with Norm Petersen's "Education
Through Airror" column. What we print
here, and what we refer to will be items
on maintenance, tips on routine opera-
tions, woes to share with others, what-
ever I get from you guys out there in the
At our last Antique/Classic Board
meeting there was considerable discus-
sion on the need for an information ex-
change just like this, and that's how this
"Pass it to Buck" column was born. Now
all we gotta do is encourage you people
out there to write. Do it! And lay it on
the line! Tell it like it is! Say what has
to be said. It may save a life or a consid-
erable part of someone's pocketbook!
When we started the "Restoration
Corner" series just recently completed
in The Vintage Airplane on finding, stor-
ing and restoring those antiques and
classics, we tried to do the whole thing
in a general way so as to help everyone
we COUld. Well, it didn't always turn out
that way.
In my first article I cautioned the
reader who had the hots for a project
and who finally found one, on doing
much more than a superficial inspec-
tion; to seek the advice of an A&P; to
get help in looking it over and examining
the logs as well. Sometimes even that
doesn't help. Let me quote you a letter
"Dear Buck,
Tell people not to trust that ad for an
airplane when it says, 'all it needs is
paint.' I have a friend who purchased
an airplane in the summer of '86
through an ad phrased just like that. It
is to the buyer's credit that he decided
to rebuild the aircraft completely. We
have found a rear wing attach fitting
with a crack, a different landing gear
than originally belongs on the aircraft,
and the fuselage has a deqided twist in
it at the rudder.
"There is no damage or repair history
in the logbook! We think the aircraft had
been groundlooped, with repairs made
and no entries made in the log book.
What else will be found, remains to be
seen.... Gus"
There is the "Dear Abby" example.
My comment is much the same as my
earlier article . . . that old axiom "Buyer
Beware" holds true here and anytime.
This second one you're gonna get a
real kick out of. I was ferrying the Fair-
child 24-C8E that Walter Hill from
Stuart, Florida had donated to the EM
Air Museum Foundation in Oshkosh
after engine repairs were made during
a stop in Illinois. I'd slow timed the en-
gine on the ground and had flown it for
45 minutes in the air the day before and
was on my way to Oshkosh with this
little jewel. I planned a stop at Palmyra,
Wisconsin to do two things. After I'd
completed number one, I visited Don
Genzmer at his shop and ogled all his
goodies. Then the two of us inspected
the recently overhauled Warner in the
Fairchild for oil leaks and what have
you, before continuing on to Oshkosh.
All was well, so I mounted up and was
getting to ready to light up when I re-
membered the fuel tank placard. Now
you guys familiar with F-24s know all
about this, but for the benefit of those
who have yet to be initiated, there is
this big red placard at the fuel selector
that says "Use one tank at a time." This
is contrary to most of the airplanes I've
flown insofar as we usually use both
tanks for take off and landing in most of
them. Don is a Fairchild owner, builder,
lover and just free as air with advice, so
I asked him about it.
"That's right," was the reply. "Other-
wise the fuel can feed across the
center, overfill the other tank and vent
overboard. Gotta clock?", he asked.
"Right there on the panel," I said. He
then proceeds to tell me the way he
manages the fuel ... if the minute hand
is on the one to six side of the clock, he
feeds from the right tank. Then when
the minute hand gets over on the seven
to twelve side, he switches to the left
tank. A glance at the hand on the clock
immediately tells you where the fuel is
coming from.
How's that for a simple way to man-
age your fuel? My only comment was a
dumbfounded question as to where was
this guy when I was flying "L" Birds in
Korea. I'll bet I ran out of fuel fifty times
'cause I didn't have a crutch like that.
And that's our "Pass it to Buck" for
this month. If you're too lazy to write,
give me a call. My phone number is 8151
923-4591 (or you can always find it on
page 3 of Vintage. Give any questions
you have to my dumb double diode ans-
werin' machine if I ain't there to answer.
And be sure to leave your number so I
can call you back if I don't understand
all the words.
Over to you .•
10 MAY 1987
a !Jooh, oJ  
by Art Morgan and Bob Brauer
If you observe a really happy man
you will find him building a boat
(airplane), writing a symphony, educat-
ing his son, growing double dahlias in
his garden or looking for dinosaur eggs
in the Gobi desert. He will not be
searching for happiness as if it were a
collar button that has rolled under the
radiator. He will not be striving for it as
a goal in itself. He will have become
aware that he is happy in the course of
living life twenty-four crowded hours of
the day . . .. W Beran Wolfe
When first given the pleasure of writ-
ing this column, both of us sat down
and wrote out several ideas for subject
material. Of course, we have used
some, and more will be used. But it's
amazing how many times a new
thought enters our minds. As an exam-
ple, we have written about volunteers
at Oshkosh, but there are other volun-
teers out there who have to be talked
about - the guys and gals and young
people at the local grass roots fly-ins,
the people who help with a chapter
meeting, the person who is always
there when you need them, whether it's
flippin' a flapjack or rebuilding an en-
gine, that person is always there.
Now, folks, we all know them. And
because they are always there, we
sometimes tend to overlook them. But,
they don't care. They do it because they
enjoy it and that's what makes "sport
aviation" what it is today. Take a look.
Take a close look around you. Take a
good look at yourself, and you'll see
what I mean.
A friend of mine and his wife were at
the airport the other day. It was unsea-
sonably warm for the 8th of March, in
the high 60's, low 70's. Friends of theirs
were out flying in their Travel Air 4000.
My friend knew it. He and his wife also
knew that a cold front was coming
through. So they sat and waited.
Sure enough, here comes the cold
front, out of the northeast. Clear sky,
strong winds, gusty. It would be a
bumpy ride at best in a 747 let alone an
old biplane. This man and wife had
things to do, places to go, people to see
... but, yeah, their friends were still out
there in their Travel Air 4000. So they
sat and waited. Sure enough. Here
comes the old "elephant ear," bucking
a wind that was gusting to over 40 mph.
The pilot and his lady were bright-
eyed and a bit concerned as they
landed. But when they looked out on
their wing tips they saw a runny-nosed
guy and a very rosy-cheeked gal out
there holding on for dear life, ready to
walk wing back to the hangar.
Was that at a major fly-in? No. Is that
an exception? No. These were just ordi-
nary people, helping ordinary people.
Ain't flying great!
If you know of someone (maybe your-
self) let us know about them, so that we
can tell their story. After all , the "Book
of Heroes" is a tale of ordinary people.
This month's "Tip of the Oshkosh
Kepe" goes to a young man who spent
his first Convention with us in 1986.
Reinhart Kuntz (EAA 175007, AlC
10513),4113 Stonemont Drive, Lilburn,
Georgia 30247, came to Oshkosh won-
dering what in the world he was going
to do with all his time.
Now here is a fellow who's been flyin'
for a while, built scale models for about
15 years, sailed with the German Mer-
chant Marine and reached the rank of
Chief Engineer. He is as nice a person
as you will ever meet, and he's wonde-
rin' what he's gonna do at our big "do".
Ho, ho, ho!
Reinhart spotted the Antique/Classic
volunteer booth and decided to sign up
for a "couple of hours" just to be able to
say, "I helped," And did he ever.
Now, here is a guy who has been
building a Der Kricket biplane for the
past 4-1 /2 years. It's almost done. His
wife, acting as contractor, is building
their new home. "Found the lot by aerial
survey flown by Mr. R. Kuntz, by the
way. She loves it." He sells marine en-
gines of a German manufacturer to the
yachting industry and crowd, and his
territory includes Canada, Mexico and
the U.S.A. Not just part of each, but all
of each. Oh my achin' American Ex-
press card. He says he found everyone
at Oshkosh friendly. "Had a ball work-
Nuts, we couldn't pull him off the durn
bike. "Come on Reinhart, take a break."
"No, no, I'm okay."
"But you gotta go see some airplanes
and some of the show. For gosh sakes,
go eat and sleep."
"No, no, I'll park a few more airplanes,
and then I'll go."
He never did.
"The people are friendly here and I that," he told me. So he stayed 'til
the last dog was hung. The man has
class, as do all EAA volunteers.
"Stand tall, ya'lI."
Next month - Oshkosh humor,
featuring the "DC-3 and the Kid" story.
All true and sometimes too true. But
wait and see.
By the way, "Join us and you have it
by Norm Petersen
It is such a pleasure to feast one's
eye on a sterling restoration, such as
the subject of this article - a J-3 Cub
- knowing it was done by people who
love airplanes. Our subject, Piper Cub
J-3C-65, NC 98262, SIN 18733, was
hatched at Lock Haven, Pennsylvania
on July 19, 1946 from where it .traveled
to New York and was put on floats until
1948. Returned to wheels, the Cub
found its way to a flight school near
West Chester, Pennsylvania where it
joined five other Cubs in helping
neophytes become pilots.
Recovered in 1956, the J-3 did
yeoman service until the owner decided
to store it for a future rebuild in 1960.
For 25 years, the disassembled Cub
laid in storage in Downingtown,
Enter Thomas M. Macario, Jr. (EAA
29124, NC 1551) of 2003 Stoneham
Drive, West Chester, Pennsylvania
19382. Now Tom Macario is not your
everyday, household dabbler in things
aeronautical. He has been up to his
ears in aviation for over 45 years - be-
ginning with his first ride in his uncle's
C-3 Aeronca in 1940. From age 14 to
16, his high school shop class restored
a Beech "Staggerwing" - not too
shabby for starters! At age 16, he sol-
What is nicer than a bright summer day and an award-winning J-3 "Cub"! Tom Macario
enjoys his immaculate yellow bird as the 65 hp Continental purrs along at 2150 RPM.
oed a 40 hp J-3 Cub - this is probably
the start of his fondness for the Cub -
and by age 20, he had his Instructor,
Commercial and Instrument ratings!
Teaching everything from Cubs to
Cessna 140s to aerobatic Stearmans
for the GI Flight Training Program for
two years, Tom was caught in the 1948
"slow down," which caused him to work
for Piasecki Helicopter Co. for a year.
Next came a stint in the Air National
Guard followed by a corporate pilot job
A very precious couple and a credit to aviation for decades, Tom and Eileen Macario are
photographed just before leaving Oshkosh for Pennsylvania in their beautiful J-3 Cub.
12 MAY 1987
for the General Coal Co. in Philadel-
phia. This job, flying a D18 Twin Beech,
DC-3 and Grumman G-I covered a span
of over 25 years. Today, Tom flies a
Learjet 35 for another company out of
Philadelphia. And a unique twist -
Tom's son is now flying for General
Coal Co.!
Over the past 40-plus years, Tom has
logged over 24,000 hours, however,
this seven-day-a-week affair with avia-
tion also includes some 30 aircraft re-
storations, of which 11 were his own. In
short, Tom has had either a wrench or
a stick in his hand since 1945!
The stored and dismantled J-3 Cub,
N98262, was acquired in December
1984 and brought to Tom's shop for re-
storation, beginning in January 1985.
The first order of business was the fuse- E
lage which was cleaned and
sandblasted. Every bolt, nut and screw
was removed and all tubing checked
out for internal rust. It was perfect. Only
a small piece of "birdcage" needed re-
placement above the cabin. All tubing
was oiled internally and primed exter-
nally, ready for fabric. The wings were
in beautiful shape, with only the wooden
wingtip bows needing replacement.
Even the leading edges were perfect -
an almost unheard of condition.
New galvanized control cables were
installed in the wings while stainless
cable was used in the fuselage. Tom
has noted over the years that stainless
cables tend to wear ''flat spots" faster
than galvanized cables. New bushings
were installed in the stabilizer jackscrew
to eliminate any play and new ''trim'' ca-
bles replaced the old rusty ones. The
tail feathers all· proved to be in perfect
shape with the only problem being the
tail brace wire ends, which had to be
Tom feels the reason the Cub was in
such good shape was the extra heavy
coating of chromate primer used in the
1956 rebuild and the "dry" storage from
1960 to 1984.
The Cub was covered with Ceconite
102 and Randolph dope using a 16-coat
finish. The first two were clear nitrate
followed by four clear butyrate and four
silver butyrate. Tom uses a large pres-
sure pot with his spray gun which can
lay on a nice coat each time. The sand-
ing done between each coat is what re-
ally makes the finish. Tom's lovely wife,
Eileen, was the big helper in this depart-
ment and can relate to sore fingers and
"acres" of fabric!
The final coats were two white buty-
rate followed by four coats of Lock
Haven yellow butyrate. The overall
finish on this Cub has to be seen up
close to really appreCiate the skill of the
Macarios. Many obseivers thought it
was some kind of urethane enamel to
be so perfectly smooth and shiny.
The metal parts were another story.
Two beautiful trophies for two times out! The Sentimental Journey trophy and the
" Lindy" trophy grace the tail of NC 98262 at its home base in West Chester, PA.
Instrument panel contains (from left) tachometer, airspeed, compass, non-sensitive
altimeter and oil temp/oil pressure guage. Note chrome-plated primer on right lower panel.
Not often seen is the original non-swiveling Scott tail wheel as used on the J-3 Cub.
With a new cowling, new boot cowl, new
fairings and many miscellaneous metal
parts ready, Tom very carefully sprayed
the entire batch with Randolph enamel.
As the parts dried, he thought they
looked a bit odd in color - like maybe
too orange. When he brought the cowl
across the room to the fuselage - it
stood out - they were different colors!
(It hurts to see a grown man sit down
and cry!)
In desperation, Tom went to the local
auto paint store and brought home
some white and green tinting com-
pound. Adding in the tints and spraying
the result got closer to the correct color.
Tom repeated the ''tint and spray" pro-
cess 12 times before he had it right.
Wet sanding all metal parts once again,
Tom sprayed them with tinted enamel.
The end result was metalwork that
Cabin interior shows immaculate restoration including original stick grips and black
naugahyde seat covers. Note exotic "computerized Loran" hanging from string!
Original stenciled registration numbers are complimented by the original "Piper Cub"
emblem on the fin. Almost unbelievable finish on the airplane caught everyone's eye
Lined up J-3 Cubs at Lock Haven, PA, just as they were lined up in 1946 before being
flown out on ferry flights. Grand Champion NC 98262 is the first In line.
matched the fabric color perfectly - a
pOint well noted by the judges at Osh-
kosh .
During the reassembly of the
airplane, each part and piece was either
new or rebuilt. The fuel tank had a noise
inside that turned out to be a loose baf-
fle. Cutting a hole in the front of the tank,
Tom riveted the baffles back in place an
re-soldered the rivets and the access
hole. After sloshing the tank, it was
checked for leaks and found to be in
perfect shape, ready for installation.
New fuel lines were installed along with
new primer lines. The old Lun-
kenheimer primer was losing its plating
so it was chrome plated and reassem-
bled - the only chrome on the entire
A new instrument panel was fabri-
cated and Tom overhauled all the in-
struments and installed them as per
original installation. New floorboards
were installed on the cabin floor with
appropriate aluminum heel pads. A new
windshield from Allegheny Aircraft was
carefully installed and new side glass
was made from .80 plexiglass bought
at the local K-Mart! The original throttle
quadrants were refinished with black
lacquer and two coats of clear to make
it glisten. Even the overhead magneto
switch was completely rebuilt and re-
painted. New stick grips were pur-
chased from Clyde Smith who also fur-
nished the Cub decals for the fin. New
seat slings and cushions from Wag
Aero pretty well finished the interior de-
Tom had reservations about the
necessity of the "punch test" on stream-
lined wing struts, but as long as it's re-
quired, he started punching. The first
three struts checked out perfect. The
fourth checked perfect on the top side,
however, on the bottom of the fourth -
the punch went right through! In no
time, Tom had a 1-1 /2 in square hole of
pure rust ! Needless to say, the strut was
14 MAY 1987
Sporting matching "Cub" T-shirts, Tom and Eileen Macario are pictured next to their award-winning J-3 Cub at Lock Haven, PA during
the Sentimental Journey Fly-In.
replaced with a brand new one and Tom built with new parts and Champion C-26 Knowing they had a winner on their
gained a healthy respect for the test and spark plugs were installed with original hands, they cranked up the Cub and
says, "It is excellent - use it!" New strut ignition harness using the hanging flew it out to Oshkosh, using 14-1 /2
forks with rolled threads from Univair snaps at the plugs. A new exhaust sys- hours flying time (and one pint of oil!).
completed the strut installation. tem completed the engine installation They both admit they had never
A friend of Tom's asked him one day
if he wanted to buy a complete J-3 Cub
gear! It turned out that the friend had
purchased the Cub in 1946, flown it
home, made one landing, and taken the
gear off for floats! The "new" gear still
had the original 8.00 x 4 smooth tires
which Tom wanted so bad he could
taste it! After much negotiating, the man
sold Tom the smooth tires and tubes.
He still has the "brand new gear" for
Being a licensed A&P mechanic
since 1945 (it was called A&E in those
days), Tom proceeded to major the A-
65-8 Continental engine. The cylinders
were ground .015 oversize and new pis-
tons, rings and bearings were fitted.
along with a new 76 x 42 Sensenich
wood prop. When completed, the en-
gine started on the first pull!
The long process of meticulous de-
tailing is so evident in the finished
airplane. The "lightning" stripes are let-
ter perfect, the larger 24" wing numbers
are exactly as original and the "NC"
numbers on the rudder are done with
the correct "stencil" lettering - exactly
as new! Even the screws are all slotted
head instead of the modern Phillips
head. The tail wheel is the original non-
swivel Scott that came from the Piper
factory. To avoid damage to the pitot
tube at fly-ins, Eileen sewed a red cover
that hangs from the tube like a small
flag for all to see.
answered so many questions and met
so many fine folks in so short a time in
all their life. Oshkosh was most exciting
for them and their only difficult situation
was having to leave for home before
the Convention was over and the
awards given out. Bested by one other
"classic" airplane, the Macarios soon
learned they had won the Reserve
. Grand Champion "Lindy" award! Not too
shabby for an airplane that was two
weeks past its 40th birthday.
Tom and Eileen Macario are not
prone to sit on their laurels and watch
the world go by. After a clean sweep of
''two for two" in 1986, they reluctantly
sold '01 98262 to Ralph Holtz (EM
189182) of Patton, Pennsylvania who
wanted to get as close to a "new J-3
New valves and associated hardware The enti re restoration took 1-1 12 Cub" as he could. Before long, the
were installed as the engine was reas- years to complete and to check how the Macario workshop was humming with
sembled. The crankshaft turned out to Cub would do in competition, Tom and the sounds and smells of a rebuild -
be perfect. The carburetor was over- Eileen flew it up to Lock Haven for the this time it's a Piper PA-12 Super
hauled with a new steel needle valve Sentimental Journey in July of '86. Lo' Cruiser!
and an EM STC for auto fuel was sec- and behold they returned with the Remember, a wrench or a stick in the
ured. Original Bendix SF mags were re- Grand Champion Cub Award! hand for 47 years!.
The 165 H.P. Warner has 9 hours since
top overhaul. Prop Is a Curtiss-Reed
by Gene Chase
Charles R. Cash, Jr. (EM 24882,
AlC 1450), 4700 Poplar Avenue, No.
400, Memphis, TN 38117 has been re-
storing his 1940 Cessna C-165 Airmaster,
NC21948, SIN 563 for the past several
years. It has a 165 hp Warner equipped
with a generator, starter and vacuum
pump. It has approximately 160 hours
\ SMOH in 1964 and 10 hours since a
recent top to replace all old hoses and
gaskets and repaint the rusty cylinder
A new boot cowl replaces the original
which had a view window cut in the bot-
tom when the plane was used for aerial
photography. It is painted with Stits
Aerothane. Generally all the other metal
is original, but a lot of rubbing and mild
bumping with a rubber mallet and a lead
weighted wood dolly block plus bondo
and primer was used to repair cracks,
holes and patches.
A new instrument panel, the same
size and shape as the original was in-
stalled. The instruments are in the stan-
dard "tee" arrangement and the panel
is shock mounted and post lighted. The
electrical system is all new, similar to a
Cessna 172 with the solenoid mounted
on a new battery box behind the bag-
gage compartment.
The original wheels and brakes were
rebuilt and installed but after a rather
wild landing, it was back to the drawing
board designing a dual toe brake sys-
tem. Cessna 172 rudder pedals were
installed along with a Cessna 195 brake
conversion kit.
16 MAY 1987
The Cessna had been a working airplane. Charles bought it in 1980 from Bob Brown
who based it at Zebulon, Georgia where this photo was taken in Antique/Classic member
Doug Round's hangar.
Charles Cash's nicely restored Alrmaster is covered with Ceconite. Color is Stits
aerothane Daytona White with Tennessee Red trim. Total airframe time is about 1680
The new instrument panel and toe
brake modifications might be consid-
ered heresy to the purists who wish to
keep everything original, but Charles
feels these changes are very desirable.
His Airmaster cruises at 140 mph lAS
at 3000 feet and 1900 rpm. Its range is
over 500 miles carrying 52 gallons of
fuel at a consumption rate of 11 gph.
The flight instruments and avionics are
day VFR but should be enough for an
instrument rated pilot to maintain con-
trol of the Airmaster in the event of un-
expected weather .•
,  I  ClubActivities 
Compiled by Gene Chase 

The Interstate Club has released Vol -
ume  I,  Number  1  of  "Interstate  Inter-
com," the  group's new publication, This 
club  was  originally  founded  several 
years  ago by  Bruce  Mitchell  of  Kansas 
City,  Missouri.  Bruce  recently  turned 
over the management of the Club to the 
Antique Airplane Association of Blakes-
burg, Iowa, Interstate Club membership 
dues are  $8.00  per year. 
For  information,  contact  The  In-
terstate  Club,  P.  O.  Box  127,  Blakes-
burg, IA  52536. Phone  515/938-2773. 
National  Meyers  Fly-In,  1987 
The  1987 Fly-In will be June 25-28 at 
Sedona,  Arizona.  The  Sedona  Airport 
is 4827 m.s.1.  with a 5100' hard surface 
runway.  The  weather  at  that  time  will 
normally be warm days and cool nights. 
There  will  be  plenty  of  things  for  the 
ladies  to  do  and  the  pilot  seminars  will 
include  mountain  flying  techniques and 
formation  flying. 
It looks like the 1987 Fly-In will be the 
scene  for  the  grand  debut  of  the  only 
Meyers  200E  in  existence.  Vince  Van-
derford plans to  have this rare machine 
there if he completes the interior in time. 
For information about the fly-in  or the 
Meyers  Aircraft  Owners  Association 
contact  the  Club  Secretary,  William  E. 
(Bill)  Gaffney,  26  Rt.  17K,  Newburgh, 
NY.  Phone  914/565-8005. 
-1-8-0-<'- 185
Propellers Leaking  Red  Oil 
An important subject concerning
safety was discussed in a newsletter of
the International 1801185 Club. The ar-
ticle concerns specific models of
McCauley propellers, several of which
are standard equipment on aircraft
(other than Cessna 180s and 185s) as 
mentioned in the last paragraph . .. . G.
R. C. 
Certain  models  of  McCauley  propel-
lers  have  "oil  filled" hubs which  contain 
engine oil  colored  with  red  dye. This oil 
is  contained  within  the  hub  cavity  and 
is  independent  of  engine  oil.  The  oil 
serves  the  purpose  of  an  internal  lub-
ricating  medium  for  the  pitch  changing 
mechanism  as well  as  providing  a  visi-
ble means of crack detection.
Some  operators  and  service  person-
nel  may  not  be  aware  of  the  unique 
characteristics  of  "oil-filled"  propeller 
models.  The  presence of  red  oil  on  the 
propeller,  windshield,  cowl  or  spinner 
indicates  a  leak  which  may  originate 
from a fatigue crack in either the propel-
ler blade or hub. The  aircraft should be 
grounded  and  inspection  performed 
prior to  further flight. 
There  have  been  situations  where 
leakage of red  oil  was ignored because 
the  operator was  unaware of its  signifi-
cance  or  it  was  thought  to  be  minor 
leakage  from  an  O-ring  or  sealant. 
While  leaking from  an O-ring or sealant 
is possible, it should never be  assumed 
to  be  the  origin. 
If  red  oil  is  determined  to  be  coming 
from sealant at the blade/ferrule joint (at 
blade  shank  where  aluminum  blade 
meets  steel  ferrule) ,  leakage  could  be 
the  result  of a cracked  blade  and  must 
not  be  assumed  to  be  a  sealant  prob-
"Oil  filled"  propellers  have  been  in 
service  since  1977  and  service  history 
has  proven  the  leakage of red  oil  to  be 
an  effective  means  of  crack  detection 
and has undoubtedly prevented in-flight 
propeller  failures.  Currently  the  follow-
ing  McCauley propeller models may be 
modified  (some  are  required  by Airwor-
thiness  directive)  to  the  oil  filled  hub 
2D34C53,  B2D34C53,  2AF34C55, 
D2A34C58,  D2A34C61,  D2AF34C65, 
2A34C66,  E2A34C70,  E2A4C73, 
D2A34C78,  D2AF34C81 ,  D3A32C90, 
Oil filled versions of the above propel-
ler  models  are  identifiable  by  a  letter 
change  in  the  model designation which 
is  impression  stamped  in  the  propeller 
hub.  Two  blade  propellers  use  letter 
change  "0" or  "P,"  three  blade  propel-
lers  use  letter change  "N"  at the  end  of 
model  designation  (i.e.  D2A34C58-0, 
D3A32C90-N).  They  are  also  identifi-
able  by  a filler  plug  in  the  hub which  is 
unique to  the  oil  filled  models. 
The  above  propellers  may  be  found 
on  certain  models  of  the  following  air-
Beech  Baron  95-55  series; Bellanca 
17-30,  A;  Cessna  180  series,  182 
series,  185  series,  A 188  series,  206 
series, 207 series, 310J-N,  337  series; 
Fuji  FA-200-180;  Mooney M20C, 0, G; 
Navion  A-H. 
For  more  information on  the  Interna-
tional  180/185 Club,  contact  the  Presi-
dent, Charlie Bombardier,  4539 N. 49th 
Avenue,  Phoenix,  AZ.  85031.  Phone 
Maintenance Tip 
The  "Waco  Pilot,"  the  newsletter  of 
the  National  Waco  Club  contained  an 
interesting  maintenance tip from  one of 
their members. 
A firm in  Waco, Texas has solved the 
problem  of  flat  tailwheels  by  filling  the 
tires  with  silicone.  The  silicone  is  hot 
injected  and  the tire acts just like it had 
air in it. Anyone interested in having this 
done can send their mounted wheel and 
tire assembly to Delaneys, 118 East Ad-
rian,  Waco,  TX 76706, phone 817/662-
Delaneys  will  fill  the  tire  within  24  to 
48 hours for $38.00 and return it freight 
For information on the National Waco 
Club,  contact them  at 700  Hill  Avenue, 
Hamilton, OH  45015 .• 
by Mort Kelman
222 Harbor Road
Cold Spring Harbor, New York 11724-
(Photos by the author)
VOYAGER n. (L. voiajer) - a
traveller by water; spec. , an
adventurous explorer of the
ocean (from - The Little & Ives
Webster Dictionary).
Well , it appears that times have
surely changed. The lure of long-dis-
tance travel , by whatever means, evi-
dently hasn't diminished one iota since
Mr. Webster interviewed the first
aborigine who put a raft to water. There
is evidence that technology has span-
ned an enormous gap in the interim.
The recent stupendous achieve-
ments of Jeana Yeager and Dick Rutan
in Voyager, Circa 1986, with a non-stop
endurance of 25,012 mil es in an
airplane of practically balsa and plastic
sheeting, recalls long distance aviation
achievements that have long been for-
gotten unless, of course, one is an avid
reader of the Guiness Book of Records
and/or historical files of the Federation
Aeronautique Internationale, or from .
the US National Aeronautic Associa-
tion, which certified the records of Voy-
Long distance aviation actually goes
way back to the early days of powered
flight itself. It wasn't too long after the
Wrights proved they weren't wrong
when, in 1919, the Navy undertook a
considerable effort that successfully
flew the Flying Board NC-4 from Tre-
passey, Newfoundland, to the Azores,
then on to Lisbon, Portugal , and eventu-
ally up to Plymouth, England, on the
first Atlantic crossing, at an average
speed of 78 knots, 23 days after depart-
ing Rockaway, New York. Then we
must remember Alcock and Brown, the
two British pilots and, eventually, in
1927, the Lindbergh solo flight from
Roosevelt Field, Long Island, New York
to LeBourget in Paris, France. Consid-
ering that airframe manufacturing con-
cepts were considered rather meager
at the time and engines were of heavy
construction, instrumentation was
primitive and in-flight aids non-existant.
Not to put down by any means, the
enormous achievements of the magnifi-
cent flights of the old U.S. Army Air
Corps Douglas World Cruisers or the
long-distance accomplishments of so-
called lighter-than-air rigid dirigibles of
Britain, France and the first 'round-the-
globe German Zeppelins that encour-
aged commercial operations, not the re-
cord-setting aerial refueled B-52 USAF
efforts. Added to all of these miracles
of sustained flights we must bring to
mind the NASA Space Shuttle activities
as space-eating, non-refueled, non-
18 MAY 1987
Past  and  Present 
The Russian ANT-25 at Floyd Bennett Field, Brooklyn, New York on March 25, 1939
disassembled for moving to the World's Fair site.
powered record-holders of all ti me.
At this writing, Richard Norton and
Calin Rosetti are prepari ng a bipolar
hop in a single-engined Piper call ed
Arctic Tern, following the slipstream of
a twin-engined success over both polar
routes in 1971 and lately, a pedal-pow-
ered Edwards Air Force Base and over
the English Channel - all for the record
books. Perhaps we can visual ize four
PanAm or TWA engineers abreast,
pedaling a 747 into the air some day?
Well , it would conserve fuel!
Not to be neglected, along with other
intrepid long-distance hoppers with
strong kidneys, are four hearty Soviet
pilots who covered a 12,500 mile jour-
ney from Moscow, USSR, to Curtiss
Field in Valley Stream, Long Island,
New York (now a huge shopping mall
and multiplex movie theatre) way back
on November 1,1929. The "land of the
Soviets," a twin-engined monster of an
aircraft, was recently memorialized by
a Soviet delegation to the United
States, led by Evgeny Kutovoy, Deputy
Ambassador, who presented a model
of the craft to then-Nassau County
Executive Francis T. Purcell , during a
brief ceremony on November 15, 1986.
Once again, on the 20th of June,
1937, another aircraft bearing the Red
Star, a Tupelev ANT-25, a low-wing
monoplane with a 12-cylinder water-
cooled powerplant with three-bladed
prop, made it from Moscow to Van-
couver, Washington on an over-6000
mile flight of no little consequence. Just
prior to this lengthy hop, the same craft
and crew resupplied scientists of a Rus-
sian scientifi c group at the North Pole
during August of 1936 on a ''training
mission." Both ventures were pi loted by
Valeri Chkalov and George· Baidukoff,
and navigated by Alexander Beliakoff.
This craft, fully loaded, weighed in at
24,750 pounds, carrying 13,760 pounds
of fuel. The aircraft was eventually
transported to Floyd Bennett Field,
Brooklyn, New York, where it was totally
dismantled and repositioned as a key
attraction of the USSR Arctic Exhibit at
the New York . World's Fair in April ,
1939, part of the Soviet Pavilion. As a
matter of interest, the entire Russian ef-
fort was removed en toto for the 1940
edition of the exhibition due to diploma-
tic uneasiness and the eruption of
World War II in Europe.
An earlier attempt at establishing the
Soviets as world-beaters, was thwarted
by an oil-feed break, flown by Sigis-
mund Levanevsky, in 1935, forced back
over the Bering Sea between Alaska
and Siberia, according to Special Cable
to the New York TIMES, datelined Mos-
cow, Saturday, June 19, 1937, when
the Chkalov/Baidukoff/Beliakoff attempt
was flashed to the world.
So, as we look back upon a long line
of adventurous souls with anti-freeze in
their veins, with deep kudos to Super-
man, it is quite apparent that the lure of
long-distance flight is still with us, and
may it always be this way. In our short
lifetimes, we wi ll most likely witness ful-
fillments of much greater proportions
with multiplex ramjet , trans-sonic
machines that will get there by the time
you finish this piece of nostalgia.
The ANT-25 being prepared on April 30, 1939 for display in the USSR Arctic Exhibit at
the New York World' s Fair.
Wing Span - 112 ft.
Length - 44 ft .
Height - 18 ft .
Gross Weight - 24750 Ibs.
Fuel Capacity - 13760 Ibs.
Endurance - 100 hours
Engine - 1 Water-cooled AM-34-R V 12-
cylinder, 900-1000 hp .•
Mort Kelman, who has contributed
several pieces to our publication in
the past, is a former Photography/
Public Relations USAF type (now a
Retired Lt. Colonel) who resides in
Cold Spring Harbor, New York and
still working at it.
by George A. Hardie, Jr.
The 1930's period brought forth a
number of pleasing designs. This
month's Mystery Plane is a neat tandem
low wing monoplane that would appeal
to many pilots today. Answers will be
published in the August, 1987 issue of
for that issue is June 10, 1987.
There are a lot of Travel Air fans out
there, for the February, 1987 Mystery
Plane was no mystery to them. It was
a Travel Air CW built in 1927, a five-
place biplane powered with a Wright J-4
of 200 hp. Peter M. Bowers of Seattle,
Washington adds these details:
"The February Mystery Plane is one
of four Travel Air Model C's of 1926-27.
These were larger than the contempo-
rary three-place A and B models, and
carried four passengers in a cabin while
the pilot sat in an open cockpit in the
back. The first of the four was powered
with the 180 hp American-built Hispano-
Suiza, or 'Hisso,' and was designated
Model CH (H for Hisso).
"The next two, one of which was illus-
trated, were Model CW with 200 hp
Wright J-4 radial engines (W for
Wright). Both of these went to Alaska.
The fourth plane was also a CW but
used the later 220 hp Wright J-5 radial.
The three CWs became known as
Model 7000 after Travel Air switched
from letter designations to thousands
20 MAY 1987
(Models 2000, 3000, 4000, etc.) in
"An oddity of the CW/7000's is that
they operated commercially without be-
nefit of either an Approved Type Certifi-
cate (ATC) or the lesser Category 2 or
"Memorandum" approval. They flew
under the long-forgotten Category 3
that applied to planes designed before
licensing was adopted in 1927. This
was for airplanes that could not meet all
the technical requirements of the new
rules but could be licensed for commer-
cial operation on the basis of individual
aircraft inspection." Doug Rounds of
Zebulon, Georgia adds this:
"I believe the gent standing in front of
your picture is Clarence Clark, the
Travel Air test pilot of that era. Clarence
test hopped all of the Model 2000's built
in a period from 1924 to 1929, when he
left to work for Phillips Petroleum, and
eventually became their chief pilot when
Billy Parker retired ... .
"Clarence told me that the 7000 was
a good airplane, although it could have
used a little more power. It became a
victim of the business climate and the
fact that they were starting to build
airplanes where the pilot 'sat inside.'
"For the Travel Air stories you should
talk to Clarence and Truman Wadlow
while they are still around. I've inter-
viewed them extensively - on paper,
tape recorder, video tape. Some day I'll
get it all together for a story."
Other answers were received from
Mike Rezich, Chicago, Illinois; Joe Nor-
ris, Wisconsin Rapids, Wisconsin;
Charley Hayes, Park Forest, Illinois;
William H. Thomas, East Amherst, New
York; Robert C. · Mosher, Royal Oak,
Michigan; Norman S. Orloff, San An-
tonio, Texas; Cedric Galloway, Hes-
peria, California, Frank L. Filkins,
Layton, Utah; Lynn Towns, Eaton
Rapids, Michigan; Michael D. Watson,
Luthersville, Georgia; Wayne Van Val-
kenburgh, Jasper, Georgia; Hal Swan-
son, North Branch, Minnesota; Rex Wil-
liams, Black Canyon, Arizona; and Paul
Bierman, Anchorage, Alaska.
Several respondents mentioned that
two of the Travel Air Model CWs went
to Alaska and wondered about their
fate. Member Paul Bierman from An-
chorage, Alaska included some in-
teresting history about one of those
planes which we will publish in the June
The book Travel Air: Wings Over the
Prairie by Ed Phillips is a fine record of
Travel Air history.
T  !:t :a  E  E  TEXAS 
by Joe Gagliardi
(EAA 206695, Ale 10096)
4026 Knoll Glen Drive
Houston, Texas 77085
It was a typical partly cloudy day in
Central Texas on this September 19th
morning as three Texas Cubs took off
from Skylakes Airport in Waller, Texas,
for the 22nd annual EM Southwest Re-
gional Fly-In at Kerrville, Texas. As the
little Cubs made their way west toward
the Hill Country, dodging a few thun-
derstorms along the way, pilots and
passengers were excited about the up-
coming weekend of flying fun, and
maybe an award or two.
I flew lead position in our formation
of Cubs, with my stock yellow J-3,
N92350 rebuilt in 1984 by Jon Denison
of Bloomington, Illinois. In the two wing
positions were Boot Peters in his L-4
and Jim Dukes flying Ken Krause's yel-
low CUb. Both the L-4 and Ken's J-3 are
from Wolfe Airpark in Manvel , Texas
and were both rebuilt by Boots Peters.
Boots has re-built several Cubs in his
career and is looking for another project
to add to our collection.
For me this was the first cross country
flight in my Cub since it flew here from
Bloomington, Illinois, two years ago. Ev-
erything went smoothly, thanks to the
great navigating of my co-pilot, Danny
Longhorn, also from Manvel , Texas.
Danny knows this part of Texas like the
back of his hand, so I got a good chance
to see some countryside while holding
a compass heading. With a tentative
weather forecast for the weekend, my
wife and I decided we might drive to
Kerrville, but Danny said, "Why drive
when you can fly!" So we did!
Upon arriving late Friday afternoon
the weather started to close in. It didn't
look promising for the rest of the
weekend, but we were still filled with
expectation. After registering all of our
birds, we gave the flight line a once over
and proceeded to the country store to
look at some goodies.
At the Awards Banquet Saturday
night when most awards were given
out, we all thought it was ''try again next
year. " With the Classic category the last
to be awarded, the suspense was build-
ing when we heard "J-3 Cub, N92350,
owned by Joe Gagliardi, of Houston,
Texas." Well , it sure was a surprise to
me and it felt great to win Grand Cham-
pion, Classic. Needless to say our
whole table was cheering loudly for it
seemed like all night.
The next morning we took a few pic-
tures and I talked to several magazine
writers and many very nice people who
offered congratulations. Before long it
was time to fly out before the weather
worsened. Once again, all three Cubs
took off in formation for the cameras
and headed east, back home to the
barn to wait for another year and maybe
another award.
It was quite an experience for me . .
. the fly-in, the award, all the nice folks.
I'd like to thank Jon Denison for building
me a fine Cub, and Boots, Jim and
Danny for sharing the fun of Cub flying
to Kerrville . . . is there any other way
to go?
is  on  firm  ground 
The Jacobs plant is in the building on the left. Hangars are in the background.
Story and photos by Gus Limbach
(EAA 6911, Ale 26)
P.O.  Box  92  .;:
Birchwood, WI 54817
As all inveterate airport bums do, :
while visiting in Payson, Arizona re-
cently, I went out to check the airport.
While I understand on weekends the lit-
tie cafe at the airport brings them in from
all over, it was closed when I visited
mid-week and with no hangars visible,
and no action around the tied down
airplanes, it didn't promise much of in-
terest. Then I found a couple of small
old hangars (one an auto garage) and
a couple of rather new large buildings
at the far end of the strip. What was it?
. The · "Jacobs Aircraft Engine Factory,"
. officially, "Jacob's Service, Inc."
I wandered in and introduced myself
to Jim McCracken, the shop foreman,
and got the grand tour. You enter the
plant into the assembly area, and a nea-
ter, cleaner place is hard to imagine.
Everything was tidy and there was a
beautiful, almost together Jake 275 hp
on a stand, with a couple more ready
to ship.
The owner, President, and savior of
Jacobs (as he was described), Bill
Goldman, was out of town, but he has
quite an operation. Bill is turning out
a number of re-manufactured zero
time engines a month; rebuilding some
to order, and shipping spare parts from
what appears to be an inexhaustable
(Continued on Page 24)
Machine Shop
22 MAY 1987
Parts department
Hard chrome equipment
Original Jacobs factory test stand Jim McCracken with a nearly completed engine.
Engines ready for shipment
(Continued from  Page  22) 
supply. He does his own hard chroming 
of  shafts, machining  what  he  needs  to 
in  his  complete  shop,  and  has a corner 
on  the  old  military parts  supply. 
The  parts  are  all  stored  and  tagged, 
and  he  has  all  the  microfiche  records 
on  the  parts.  In  the  large  warehouse 
section  he  has,  among  .crates  . and 
crates  of  unpacked  parts;  over  200  . 
complete  engines  that  were  rebuilt  by 
the  Air  Force  and  run  in  for  6  hours, 
then  cosmolined  and  crated. You  don't 
get these. When  he  has an  orderfor an 
engine,  he  will  tear  one  of  these  en-
gines  down,  check  each  part  for  new 
engine  tolerances  (remember  the 
microfiche), balance as necessary,  and 
re-assemble  with  whatever  new  parts 
are  necessary.  And  they  are  all  turned 
out  as  275  hp  versions. 
The  engines  are  then  run  in.  As  an 
added  surprise,  they  have  the  original 
Jacobs  Dyno  test  stands  and  a  set  of 
test  clubs,  so  they  can  check  the  true 
. ·output  horsepower of the  engines. 
Jim  McCracken  had  to  show  me  the 
·hangar  and  I'm  sorry  I was  out  of  film. 
Inside was a beautiful Spartan, stripped 
and  in  the process of complete restora-
tion. There was also a Cessna 195 (one 
of the many planes I'd love to have) and 
a  stripped  old  Porsche  body.  The 
Porsche  was  freshly  painted  a  bright 
yellow  and  you  could  tell  it  would  also 
be  zero timed when  put together again. 
The  story goes, when  Bill  was  married, 
he  and  his  wife  had  a  Porsche.  When 
Bill  started  his  first  machine  shop,  the 
Porsche, his wife's car,  had to go to pay 
some  bills.  He  promised  her  he'd  get 
her  another  one  someday.  When  she 
gets  it,  it  will  be  a beaut! 
That's the only way Bill Goldman and 
Jacobs Service,  Inc. seem to know how 
to  do  things .• 
by Capt.  F.  J.  "Buddy" Joffrion  a  struggling  ulcer!  And  how  about that  your  annual  Proficiency  Check.  You 
(EAA 186296,  Ale 7045)  airline  coffee  that  was  brewed  at  4  have primed yourself to the point where 
83 Teardrop Court  o'clock  in  the  morning  , and  you're still  you  can  recite anything that appears in 
Newbury Park,  CA 91320  drinking it at two o'clock in the afternoon  those  company  manuals.  Just  let  any-
- it  was  so  strong  it  wouldn't  stay  in  one  ask  your  name  and,  springloaded, 
the cup.  you scream at them: "Throttle back, idle 
Recently  someone  asked  me  what  Now don't think things got better with  cut off, firewall shut off, C02 discharge, 
38-1/2 years  on  the  airline  was  like.  the  ac!vent  of more modern equipment.  gear and flaps up - check list!" But on 
Now,  I  had  never  been  asked  to  put  it  Just because  you  had  radar  in  a  DC-6  the oral exam,  does that friendly check 
into words before - I was caught a little  doesn't  mean  it  made  things  all  that  pilot  ask  anything  appearing  in  those 
off-guard;  but,  quickly - really  without  easy  trying  to  penetrate  a mid-western  thoroughly  memorized  manuals?  Like 
thinking,  I  responded,  "Not  all  that  it's  line  squall  - I  mean  a  line  squall  that  hell,  he  does!  Oh,  no.  Instead,  this  re-
cracked  up to  be."  produced  "tops·  of  50  to  60  thousand  fugee from  the  Spanish  Inquisition very 
As  I  was  uttering  these  words,  feet  and  each  "echo"  on  that  radar  sweetly  says,  "Now,  Captain,  suppose 
memories,  mostly  bad,  came  flooding  screen·  gave promise of forces that were  you  are  flying  a  non-stopper from  LAX 
back  across  my  mind  - memories  of  intent upon dismembering your airplane  to  JFK.  All  airports  from  Denver  to 
countless  miserable,  exasperating  ex- if you came any closer. No, airline flying  O'Hare  are  closed  because  of blizzard 
periences  that  characterized  all  those  as a career is vastly overrated - not one  conditions.  Shortly  after  passing  Hill 
years on the airline. Almost impulsively,  that  any  person  of  normal  intelligence  City,  you  lose  your  no.  2  engine  and 
I  went  on,  "Don't  listen  to  all  that  gar- or even  modest sanity  would  want.  two  generators.  Additionally,  you  have 
bage about the 'good old days' - there  And  you  think  all  problems  ceased  developed  a hydraulic leak of unknown 
weren't  any!"  That  is  unless  you  con- magically  with  the  coming  of  the  jet  source,  and  the  woman  in  14C  has 
sider "the good old days" as freezing to  age? Hah!  Sure they did, overnight ...  commenced  labor pains.  What  do  you 
death in a DC-3 with its heating system  if you  gave  up flying!  How about those  do now?" Your immediate impulse is to 
iced  up  and  your  destination  still  two  mid-summer take offs at Willow Run on  hit  him  in  the  mouth,  but,  almost  as 
hours  away.  Yeah,  that  was  great  fun  the  non-stops to  LA?  Those  early  DC- quickly, you total up your debts ... vio-
- almost as  great as landing  on  3200  8s had water injected JT3s that left the  lence loses out. 
feet of glaze ice at Moline with a strong  airplane  so  underpowered  that  you  Then  toward  the  end of your career, 
crosswind.  Believe me, those "good old  would  have given  10 years  of your life  the  "wide  bodies" come  along.  Now  I'll 
days" are a myth - they never existed,  for  3000  feet  more  runway.  It's  great  grant you that the "747" is the sweetest 
except  in  fiction.  No,  airline  flying  isn't  fun  looking  up  at  hangar  roofs  as  you  wind  machine  that  I  have  ever  laid 
anything  like  a  lot  of folks  would  have  cross  the  airport  boundary.  And  you  hands on,  but there's always a catch -
you  think - not even  a little bit.  think this  makes for a great career?  you can bet on itl With the '47, you now 
How would  you  like nursing  a "Dizzy  Sure, we licked those early problems  have 14 flight attendants on board; and 
3"  into  Midway with  such  a  load  of ice  with  the  high  thrust,  fan  engines,  but  when  you  have  14  attendants  aboard 
that  METO  power  only  gave  you  110  problems  have  a  way  of  finding  their  one  airplane,  you  are  desperately in 
mph  indicated,  and  you  had  no  idea  own  replacements.  One  of  them  was  need  of  a  referee.  Guess  who  the  re-
what your  stalling  speed  actually was?  scheduling. Scheduling went to pot with  feree is? After a couple of years of this, 
Or  how  about  picking  your  way  down  the  jets.  More  time  away  from  home,  you  feel  qualified  for  Chief  Justice  of 
"Green  Three"  some  dark  and  stormy  living  out  of  suitcases,  numberless  the Supreme Court. 
night with violent thunderbusters dotting  hours  of riding  cabs  through  countless  You  put  it  all  together,  and  it  just 
every  foot  of  the  route.  'Course  these  mid-city traffic jams, holding patterns of  doesn't add  up to  much.  I can  think  of 
minor  inconveniences  were  somewhat  an hour or more over Chicago and New  a thousand careers better than this one. 
compensated for by having the privilege  York.  Are  you  beginning  to  see  why  I  Give it a wide berth -I wouldn't recom-
of  sleeping  in  the  back  of the  airplane  say  it's  the  most  over-rated  job  in  the  mend  it  to  anyone  that  I  really  cared 
or on some unused hangar desk during  world?  about .. but then,  I am not overly bright 
weather  cancellations.  That  was  real  Of course,  the  bright  spot  of  the  -I loved every #$%%#$ cotton-pickin 
glamour.  And  those  airline  meals!  You  whole year is that joyous, two-day, com- minute of it,  and I wouldn't trade places 
think they're bad now? You should have  pany-paid vacation at the Denver Train- with any *$%#&*& who ever walked the 
seen them then! They wouldn't nourish  ing Center where you gleefully head for  earth!  • 
24  MAY  1987 
1928 Stearman C3B, N6496, SIN 207 being flown by owner
Chuck Herr, (EAA 14339, AlC 10998), 21092 Hwy. 113, Knights
Landing, California 95645. The beautiful countryside is near
Woodland, California.
The Combat Air Museum of Topeka, Kansas owns this 1936
Meyers OTW, N15784, SIN 1. It was formerly owned by Del
Denley of Osceola, Iowa. Jim Taylor (EAA 264154, AlC 10325),
RR 1, Box 86, Meridian Kansas is pilot and crew chief on the
Meyers and is currently re-covering the wings and tail surfaces.
Sam Burgess (EAA 16214, AlC 1369), P.O.
Box 3224, San Antonio, TX 78211, is near-
ing completion of his second home built
Bucker Jungmeister. The first was War-
ner powered and is now in the EAA Air
Museum collection. This one in Swiss
colors will be powered with an Allison
250 B17 turbo-prop (420 h.p., 195 Ibs.).
The performance should be nothing short
of spectacular!
- May-Fly '87 aeronautical event at Florence
airport. Aerial demonstrations, exhibits and sta-
tic displays of aircraft from military to ultralights.
Air shows May 16 and 17. Camping, transpor-
tation and more. Contact : 803/669-5001 .
Annual Aviation Flea Market at Hampton Air-
field. (Rain date, Sunday May 17.) Fly in, drive
in. Bring your junkl No fees. Anylhing aviation
related okay. Food available 11:00 a.m to 5:00
p.m. Contact: 603/964-6749 (days) or 603/964-
8833 (evenings).
23rd Annual West Co.ast Antique Fly-In and Air
Show at Watsonville Municipal Airport. Con-
tact: John Crump, 408/297-8780, 4081448-
First Annual Twin Bonanza Association Con-
vention with headquarters at the Ramada Inn.
Technical seminars and social activities. Con-
tact: Richard I. Ward, 19684 Lakeshore Drive,
Three Rivers, MI 49093, 616/279-2540.
Coast Cessna 1201140 Club Annual Spring Fly-
In at Enterprise Airpark. Contact: Larry Cole,
916/223-4494 or Lou Allaire, 408/659-2752.
nual Merced West Coast Antique Fly-In. Con-
tact 209/722-3145.
First Annual National Biplane Fly-In at Phillips
Airport, sponsored by National Biplane Associ-
ation. Expected to be largest ga1hering of bip-
lanes on one field since World War II. Modern
factory aircraft invited and welcome. Contact:
Charles W. Harris, Chairman, 918/585-1591 or
Mary Jones, Executive Director, 918/299-2532.
Address inquiries on NBA membership to NBA,
Hangar 5, 4-J Aviation, Jones-Riverside Air-
port, Tulsa, OK 74132.
Annual Seaplane Pilots Assn. Safety Seminar
at Camp-of-the-Woods on Lake Pleasant. Con-
tact: Chamber of Commerce, Box 184,
Speculator, NY 12164 or Camp-of-the-Woods,
Speculator, NY 12164, 518/548-4311 .
734 Paris-Kentucky Lake Air ShOW, Paris, Ten-
nessee. (Rain date, June 7.) Contact: Richard
Battles, Henry County Airport, Route 2, Box
269, Paris, TN 38242, phone 901 /642-7676,
home - 901/642-7791 .
nual Fairchild Reunion at Branch County
Memorial Field. Contact: Mike Kelly, 22 Cardi-
nal Drive, Coldwater, MI49036, 517/278-7654.
EM Chapter 633 and Air Force Association
Chapter 221 "Aviation Day" Fly-In of civilian
and military aircraft at Cambria County,
Pennsylvania Airport. Contact: Bob Gohn, 8141
266-1055 or Don Fyock, 814/266-8737.
241 Fly-In Breakfast, 7 a.m. to noon. DeKalb-
Taylor Municipal Airport. Contact: Jerry Thorn-
hill, 3121683-2781 .
JUNE 12-14 - DENTON, TEXAS - 25th Annual
Texas Chapter AAA Fly-In, Denton Municipal
Airport. Contact: Jack Winthrop, Rt. 1, Box 111 ,
Allen, TX 75002, 214/727-5649.
tional Ercoupe Fly-In. Contact: Skip Carden, P.
O. Box 15058, Durham, NC 27704.
579 Fly-in/drive-in breakfast and airport/FBO
open house at Aurora Municipal Ai(port. 7:00
a.m. to noon. (Rain date, June 21.) Contact:
Alan Shackleton, 312/466-4193 or Bob Rieser,
Airport Manager, 312/466-7000.
ter 226 Fly-In/Breakfast. Anderson Municipal
Airport. Contact: Chuck Stottlemyer, 317/643-
Display and Fly-In at Twin County Airport. Mil-
itary aircraft on static display as well as fly-bys.
Contact : I. W. Stephenson, Box 202,
Menominee, MI, phone 906/863-8291.
JUNE 20-21 - STURGIS, KENTUCKY - 3rd an-
nual fly-in breakfast. Two day event. Antique,
classic, home-built, warbirds, or what you fly.
Facilities available to tent out. Auto fuel avail-
able. Contact Sturgis Airport 502-333-4487 or
JUNE 21 - ADAMS, WISCONSIN - 7th Annual
Father's Day Fly-In Breakfast sponsored by
Adams County Aviation Association. Serving
0700 'til ?? Pancake breakfast 'til 12 noon by
area Jaycees. Static Displays, crafts, antiques,
etc. AlC camping available. Legion Field, 3000'
hard surface, lights, runway 15/33. On Chicago
Sectional 60 miles west of Oshkosh. Radios
monitor 122.9 please. Contact: R. F. Daven-
port, 608/339-6810 or Adolf Pavelec, 608/339-
JUNE 25-28 - HAMILTON, OHIO - 28th Annual
National Waco Reunion. Contact: National
Waco Club, 700 Hill Ave., Hamilton, OH 45015.
JUNE 26-28 - DAYTON, OHIO - Luscombe As-
sociation National Fly-in at Moraine Airpark.
Contact : Ralph Orndorf, 1749 W. Stroop Road,
Kettering, OH 45439, or The Luscombe Associ-
ation, 6438 W. Millbrook Road, Remus, MI
JULY 10-12 - MINDEN, NEBRASKA - National
Stinson Club Fly-In. Contact George and Linda
Leamy, 117 Lanford Road, Spartanburg, SC
29301 , 803/576-9698.
Chapter 642 Annual Aviaton Swap Meet at
Mankato Airport, 8 a.m. to 5 p.m. Annual Fly-In
Breakfast Sunday, 7 a.m. to noon. Contact:
Bob Holtorf, 208 Capri Drive, M a n k a ~ o   MN
56001 , 507/625-4476 or Walt Groskurth, 5071
JULY 11-12 - CELINA, OHIO - 3rd Annual
Northwestern Ohio Stearman Fly-In and
Lakefield Jamboree at Lakefield Airport. Pig
Roast - Saturday, breakfast - Sunday. Contact:
18th Annual Northwest EM Fly-In and Sport
Aviation Convention at Arlington Airport.
Forums, workshops, commercial exhibits, fly
market, judging and award programs. Contact:
AI Burgemeister, Director of Services, 17507
SE 293rd Place, Kent, Washington, 206/631-
Annual Convention of the International Cessna
170 Association at Montgomery Field. Primary
motel is the new Holiday Inn on tlie airport.
Contact: Duane and Prieta Shockey, 619/278-
JULY 23-26 - SUN RIVER, OREGON - Interna-
lional180/185 Club National Convention. Con-
tact: Joe Stancil, 3119 Lo-Hi Court, Placerville,
CA 95667 or phone 916/622-6232, days.
Aircraft Owners Association Annual Fly-In.
Contact: Ray Pahls, 454 South Summitown,
Wichita, KS 67209.
- World's Greatest Aviation Event. Experi-
mental Aircraft Association International Fly-In
and Sport Aviation Exhibition. Contact: John
Burton, EM Headquarters, Wittman Airfield,
Oshkosh, WI 54903-3086, 414/426-4800.
- Annual lAC Championships. Contact : Sha-
ron Heuer, 758 Grovewood Drive, Cordova, TN
38018, phone 901/756-7800.
nual AAA Reunion for members only. Antique
Airfield. Contact: AAA, Rt. 2, Box 172, Ot-
tumwa, IA 52501, phone 515/938-2773.
NIA - West Coast Cessna 120/140 Club An-
nual Fall Fly-In and Membership Meeting. Con-
tact: Lloyd Sorensen, 805/688-3169 or Lou Al-
laire, 408/659-2752.
Reno Air Races at Stead Airfield. Contact:
Reno Air Races, P. O. Box 1429, Reno, NV
LINOIS - 3rd Annual Stinson Fly-In and Reun-
ion. Seminars on Franklins, re-covering and
modifications. Banquet on Saturday night. Fly-
outs, contests, fly market, camping at field.
Contact: Loran Nordgren, 815/469-9100 or
write 4 West Nebraska, Frankfort, IL 60423
30th Annual Tulsa Fly-In at Tahlequah Munici-
pal Airport. Contact: Charles W. Harris, 119
East 4th Street, Tulsa, OK 74103, phone 918/
585-1591 .
7th Anual National Bucker Fly-In held in con-
junction with Tulsa Fly-In at Tahlequah Munic-
ipal Airport. Contact: Frank Price, Route I , Box
419, Moody, TX 76557, 817/853-2008 . •
26 MAY 1987

For the
Sealant is EAA's choice.
Dear Gene,
discriminating Pilot and F.B.O.
who demand excellence in performance
RACE GLAZE® Polish and
• Easy To Use
• Reduces Drag
• Removes Exhaust Stains
• Protect Leading Edge
• Removes Oxidation
• Resists UV Fading
• Cannot Yellow
• Unbelievable " Gloss"
uses RACE GLAZE EAA Price: $9.95 'per bottle
to preserve and
EAA Case Price (12): $72.00
protect the
Above prices include shipping for Continental U.S.A. Only.
museum's price-
Send $9.95 for each 16 oz. bottle or save an extra $3.95 per bottle and send $72.00
less collection of
for each case of 12 - 16 oz. bottles to:
EAA • Wittman Airfield. Oshkosh, WI 54903-3086
Wisconsin Residents Add 5% Sales Tax
The EAA Aviation
List: $12.00 per bottle
Center's staff
Let's go back a few months. The Mystery
Plane in the July 1985 issue of THE VIN-
TAGE AIRPLANE was most unusual - a
low wing, strut braced aircraft with wide con-
ventional gear and a top wing which rotated
about the vertical axis. It had a three cylinder
You were kind enough to mention that I
thought it might be the prototype of the Her-
rick Vertoplane. Apparently it was not, for
two others were named as developers. Now
I just happened to find what appears to be
the same craft shown on page 140 of Aircraft
Treasures of Silver Hill (Smithsonian) plus a
description of same on the next page which
identifies it as the first Herrick Vertoplane.
Where do we go from here? Maybe
George Townson knows.
Charley Hayes
(EAA 5171 , AlC 6289)
306 Jackson
Park Forest, IL 60466
I enjoy trying to identify the Mystery Plane
each month. It gives me a good excuse to
go through my books and old magazines.
I always find many interesting things even
if I can't identify the Mystery Plane.
Keep up the good work on the magazine.
I look forward to it every month.
Lynn Towns
(EAA 56788, AlC 97)
9739 Columbia Highway, At. 3
Eaton Aapids, MI 48827
Dear Gene,
Enclosed is a photo of the Flying Dutch-
man built by Szekely, and a Stout Airlines'
Ford Trimotor, NC9668 at Szekely Airport,
Holland, Michigan circa 1928.
Szkeley was going to market this plane.
Per some other photos I have, the Flying
Dutchman was totalled some time later.
Some people may confuse the plane with
the Ford Fliwer.
Gary Van Farowe
(EAA 68238, AlC 2168)
6724 Van Buren
Hudsonville, Michigan 49426
Where  The  Sellers  and  Buyers  Meet... 
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in  low-cost  pleasure  flying. Big,  roomy  cockpit  for 
the  over  six  foot  pilot.  VW  power  insures  hard  to 
beat  3'12 gph  at  cruise setting. 15  large instruction 
sheets. Plans - $60.00. Info Pack - $5.00.  Send 
check  or  money  order  to:  ACRO  SPORT,  INC., 
Box 462, Hales Corners, WI 53130. 414/529-2609.
ACRO SPORT - Single place biplane capable of 
unlimited  aerobatics.  23  sheets  of  clear,  easy  to 
follow  plans  includes  nearly  100  isometrical  draw-
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and  materials  list.  Full  size  wing  drawings.  Plans 
plus  139  page  Builder'S  Manual  - $60.00.  Info 
Pack - $5.00.  Super Acro Sport Wing  Drawing-
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ACRO  II - The new 2-place aerobatic trainer and 
sport biplane. 20  pages  of  easy  to  follow, detailed 
plans.  Complete  with  isometric  drawings, photos, 
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SPORT,  INC.,  P.O.  Box  462,  Hales  Corners,  WI 
BACK ISSUES ... Back issues of THE VINTAGE 
AIRPLANE  (and  other  EAA  Division  publications) 
are  available  at  $1 .25  per  issue. Send  your  list of 
issues desired along with payment to: Back Issues, 
EAA-Wittman  Airfield, Oshkosh, WI  54003-2591 . 
FUEL  CELLS  - TOP  QUALITY - Custom  made 
bladder-type  fuel  tanks  and  auxiliary  cells,  any 
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Typical delivery 2-3 weeks. Call or write for details: 
1-800-526-5330, Aero Tec Labs,  Inc. (ATL),  Spear 
Road Industrial Park,  Ramsey, NJ 07446. (C5/87)
Identify  yourself  with  a  flying  memo.  Aviation 
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Address  __________________________________  _ 
28  MAY  1987 
The  World's  Largest Vintage 
and  Sport Aircraft Auction 
AUGUST 8, 1987 at 10AM 
Wittman  Field  Ai rport 
Oshkosh,  Wisconsin 
Auction  held  at the  conclusion 
of the  World  Famous  EAA Convention 
1937 CUB  J-2 
Entries  can  be  at  No  Reserve  or with  Reserve. 
AUCTION  SPONSOR:  David  D. Jameson 
Oshkosh, Wisconsin 
Entry' Fee  Per  Plane: 
$200  (Non-Refundable) 

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Phone:  219-925-5600 
Toll  Free: 1-800-328-0771 
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Complete interior assemblies for do·it·yourself installation. 
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Free catalog of complete product line. 
Fabric  Selection  Guide  showing  actual  sample  colors  and 
styles of materials: $3.00. 
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P.  O.  BOX 3084-V  RIVERSIDE,  CA 92519 
\..  PHONE (714) 684-4280  .J 
Membership  in  the  Experimental 
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ship  is  available  for  an  additional 
$10.00 annually. 
EAA  Member  - $18.00.  Includes 
one  year  membership  in  EAA  An-
tique-Classic  Division,  12  monthly 
issues of The  Vintage Airplane and 
membership  card.  Applicant  must 
be  a  current EAA  member and must 
give EAA membership number. 
Non-EAA  Member  - $28.00.  In-
cludes  one  year  membership  in  the 
EAA  Antique-Classic  Division,  12 
monthly  issues  of The  Vintage  Air-
plane,  one  year  membership  in  the 
EAA  and  separate  membership 
cards. Sport Aviation not included. 
Membership  in  the  International 
Aerobatic  Club,  Inc.  is  $25.00  an-
nually  which  includes  12  issues  of 
Sport Aerobatics.  All lAC members 
are  required  to  be  members  of EAA. 
Membership in the Warbirds of
America, Inc. is $25.00 per year,
which includes a subscription to
Warbirds. Warbird members are
EAA  membership and EAA  EXPERI-
MENTER  magazine  is  available  for 
$25.00 per year (Sport Aviation not 
included).  Current  EAA  members 
may  receive  EAA  EXPERIMENTER 
Please  submit  your  remittance  with 
a  check  or  draft  drawn  on  a  United 
States  bank  payable  in  United 
States dollars. 
Make  checks  payable  to  EAA  or the 
division  in  which  membership  is 
desired.  Address  all  letters  to  EAA 
or  the  particular  division  at  the  fol-
lowing address: 
OSHKOSH,  WI 54903-3086 
PHONE (414) 426-4800 
8:15-5:00 MON.-FRI. 
joumalon1llose \\bnderful
flyingMachines 1900-1919 
15CrescentRoad. Poughkeepsie. NY 12601. USA
We specialize in providing reproduction of
original upholsterymaterials, carpets,
weltings, etc. for Vintage Autos and Aircraft .
Send snips ofmaterials you are seeking.
Wewill sendfree samplesofclosestmatch.
6Chestnut5t. Amesbury, Mass_ 01913
(617) 388-3811
It's Exciting! It's for Everyone! 
See thispricelesscoillectionofrare, historically
significantaircraft,all imaginativelydisplayed inthe
8:30to 5:00 p.rn. 
Mondaythru Saturday
world'slargest. mostmodemsportaviation
11:00a.m. to 5:00 p.rn. 
museum. Enjoythemanyeducational displaysand
Closed Thanksgiving.Christmas
audio-visual presentations.Stopby-here's
and New'rears Day(Guided grouptour
somethingtheentirefamilywill enjoy. Just  arrangementsmustbe  made two weel<s

Wittman Field. Oshkosh. Wis.-just off
44.GoingSouth ExitHwy.44andfollow
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, 414-426-4800 Oshkosh,WI 54903-3065
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