Vintage Airplane - Nov 1995
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Content
EDITORIAL STAFF
Publisher
Tom Poberezny
November1995 Vol.23,No.11
CONTENTS
Vice-President
Marketing & Communications
Dick Matt
Editor-in-Chief
Jack Cox
Editor
Henry G, Frautschy
Managing Editor
Golda Cox
Art Director
Mike Drucks
Assistant Art Director
Sara A.Otto
Computer Graphic Specialists
Olivia L Phillip Jennifer Larsen
Advertising
Mary Jones
Associate Editor
Norm Petersen
Feature Writers
George Hardie, Jr. Dennis Parks
Staff Photographers
Jim Koepnick Mike Steineke
Carl Schuppel Donna Bushman
Editorial Assistant
Isabelle Wiske
EAA ANTIQUE/CLASSIC DIVISION, INC.
OFFICERS
President Vice-President
Espie ' Butch' Joyce Arthur Morgan
P.O. Box 35584 Germantown. WI
Greensboro, NC 27425
910/393-0344
Secretary Treasurer
Steve Nesse E.E. ' Buck' Hilbert
2009 Highland Ave. P.O. Box 424
Albert Lea. MN 56007 Union. IL 60180
f'fJ7/373-1674 815/923-4591
DIRECTORS
John Berendt Robert C. ' Bob' Brauer
7645 Echo Point Rd. 9345 S. Hoyne
Cannon Falls. MN 55009 Chicaw. IL 60620
f'fJ7/263-2414 312/ 79-2105
Gene Chase John S. Copeland
2159 Carlton Rd. 28-3 Williamsbur8 Ct.
Oshkosh. WI 54904 Shrewsbury. MA 1545
414/231-5002 f'fJ8/842-7867
Phil Coulson George Daubner
28415 Springbrook Dr. 2448 Lough Lane
Lawton, MI 49065 Hartford, WI 53027
616/624-6490 414/673-5885
Charles Harris Sian Gomoll
7215 East 46th St . 1042 90th Lane. NE
Tulsa, OK 74145 Minneapolis. MN 55434
918/622-8400 612/784-1172
Dale A. Gustafson Jeannie Hill
7724 Shady Hill Dr. P.O. Box 328
Indianapolis, IN 46278 Harvard, IL 60033
317/293-4430 815/943-7205
Robert UCkteig Robert D. ' Bob' Lumley
1708 Bay Oaks r. 1265 South 124th St.
Alberf Lea. MN 56007 Brookfield. WI 53005
507/373-2922 414/782-2633
Gene Morris George York
115C Steve Court. R.R. 2 181 Sloboda Av.
Roanoke. TX 76262 Mansfield, OH 44906
817/491-9110 419/529-4378
S.H. ' Wes' Schmid
2359 Lefeber Avenue
Wauwatosa. WI 53213
414/771-1545
DIRECTOR EMERITUS
S,J, WiHman
1904-1995
ADVISORS
Joe Dickey Jimmy Rollison
55 Oakey Av. 640 Alamo Dr.
Lawrenceburg. IN 47025 Vacaville, CA 95688
812/537-9354 707/451-0411
Dean Richardson Geoff Robison
6701 Colony Dr. 1521 E. MacGregor Dr.
Madison. WI53717 New Haven. IN 46774
608/833-1291 219/493-4724
1 Straight& Level/
Espie"Butch"Joyce
2 AlCNews/H.G.Frautschy
4 Aeromail
5 VintageLiterature/DennisParks
8 UnintentionalSpins/
GeorgeTownson
10 WhatOurMembers
AreRestoring/
NormPetersen
12 MysteryPlane/
H.G.Frautschy
13 Bucker
2
-
BetchaCan'tFlyJustOne!/
H.G.Frautschy
18 NorsemanFestival/
JohnParish
21 AeroCommander560/
NormPetersen
23 Calendar
24 PassittoBuck!
E.E."Buck"Hilbert
25 WelcomeNewMembers
28 VintageTrader
30 Antique/ClassicMerchandise
Page 13
Page 18
Page 21
FRONT COVER AND BACK COVERS.. .
The Grand Champion Antique of EAA OSHKOSH '95 is Woody Woodward ' s
BOcker BO 133C Jungmeister, restored by Joe Fleeman (who also happens to
be doing the flying In this photo) . This Jungmeister carries SIN 1001. and is the
first production copy of the "C" model. It spent most of its service life with the
Swiss Air Force.
On the back cover is Woody's BO 131 Jungmeister, also recently restored by
Woody. It has a firewall forward LOM engine installation engineered and built
up by Joe Krybus of Krybus Aviation, Santa Paula, CA.
EAA photos by Mike Steineke. Shot with a Canon EOS-l n equipped with an 70-
200 mm lens. 1/250 sec @ flO on Kodak Lumiere film. Piper Lance photo plane
flown by Ed Lachendro.
Copyright © 1995 by the EAA Antique/Classic Division Inc. All rights reserved.
VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of the Experimental
Aircraft Association and is published monthly at EM Aviation Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086.
Second Class Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EM Antique/Classic
Division, Inc. is $27.00 for current EM members for 12 month period of which $15.00 is for the publication of VINTAGE AIRPLANE. Membership
is open to all who are interested in aviation.
POSTMASTER: Send address changes to EM Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO
ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail.
ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive
criticism and welcome any report of inferior merchandise obtained through our advertiSing so that corrective measures can be taken.
EDITORIAL POLICY: Readers are encouraged to submn stories and photographs. Policy opinions expressed in articles are solely those of the
authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made.
Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh. WI 54903-3086. Phone414/426-4800.
The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL
CONVENTION, EAA ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered
trademarks. THE EM SKY SHOPPE and logos of the EAA AVIATION FOUNDATION and EAA ULTRALIGHT CONVENTION are trademarks
of the above associations and their use by any person other than the above association is strictly prohibited,
STRAIGHT & LEVEL
October 1995 marked another
long-standing "happening", the fAA
Antique/Classic Chapter 3 Fall Fly-In.
This year, Chapter 3 moved their
annual fly-in from Camden, South
Carolina to the Darlington County
airport, located close to Hartsville,
Sc. The move was made, for the
most part, because of the promo-
tional efforts of the Darlington
County officials who actively re-
cruited Chapter 3 to come to their
airport. The airport is an old WW
II auxiliary training field with the
three triangle runways. There are
many of these airports located in a
number of different areas through-
out the southeast United States. A
number of them have not been well
maintained by the local govern-
ments, causing a great many to be-
come unusable. The fly-in airport
this year was not in this class! It's
been well maintained; in fact , it has
been upgraded and is in great
shape. There was a grass runway
and plenty of grass parking for the
almost 250 aircraft attending.
I would guess that approxi-
mately 90% of the airplanes that
flew in were an Antique, Classic,
Contemporary or Experimental.
There was no air show, but plenty
of buddy rides. Dr. Ed Garber was
there with his Fairchild 22 which he
has just completed, including an
overhaul of his Menasco engine.
He won the Antique Grand Cham-
pion award. There were a number
of other award winners who were
also deserving. On Friday night
the County Airport Authority
hosted a free "pig picking" barbe-
cue for the early arrivals. The Air-
port Authority had a presence all
during the fly-in, hauling people
and doing whatever they could to
make the attendee's stay more en-
joyable. There are some other air-
port authorities who could take a
lesson from these people.
All in all, it was a great time and
from what I have heard,
Antique/Classic Chapter 3 will be
back there next year. There seems
to be a great number of fly-ins dur-
ing the months of September and
October each year. I have heard
that the Copperstate Fly-in held at
the Williams Gateway Airport in
Mesa, Arizona was a great success.
This was their 24th annual event
and as soon as we have any infor-
mation on the Antique, Classic and
Contemporary attendance, it will
be passed along to you.
In this part of North Carolina
the fall colors are just beautiful
this time of year, but sadly it is
also a sign that the warm weather
flying will soon be over. This
means that for some of us the sea-
son will be totally finished, while
for others it will entail a com-
pletely different approach to oper-
ating your aircraft. Changing your
mode of operation as the seasons
change can be as unsafe as having
stored your aircraft for the winter
and then bringing it out in the
spring. I want to ask everyone to
be extra careful when changing
your habits. We seem to have a
greater number of accidents when
pilots re-start flying in the spring,
and this is also true when pilots
first start flying in a winter e nvi-
ronment. A number of these acci-
dents could be avoided if you
would take a moment, just stand
back and ask yourself, "If I do this,
what is going to be the result?"
We continue to have owners
by Espie "Butch" Joyce
dealing with damage done to their
aircraft because of their hangars
collapsing due to strong winds or
heavy snow loads. We need to do
an annual inspection of our hangars
as well as our airplanes. Some
years ago I had my pride an joy, a
1953 Beech 35, sitting outside of
my workshop while I was doing
some minor work to the airframe.
Beside my airplane was an old
windmill, approximately 40 feet
high. One morning I showed up
and this windmill had fallen over,
just missing my aeronautical
sweetie by only a couple of feet.
The supports going into the ground
had rusted completely through, but
that windmill had been there since
I was a kid and it never crossed my
mind that it would ever fall over.
Not only did I almost lose my air-
plane, I did lose myoId landmark
that I miss every time I go to my
workshop.
One other area of concern is that
we still have people letting air-
planes get away from them when
they are hand propping their air-
craft. Hey, guys, a piece of rope is
cheap when compared to a per-
sonal injury or the repair cost to
your airplane or worse, your
buddy's pride and joy.
I am writing this just before the
fall meeting of your Board of Di-
rectors. In the January issue of
VINTAGE AIRPLANE I will
bring you up to date with regards
to this meeting. Your EAA An-
tique/Classic Division is doing
great; ask a friend to join up so
they can also enjoy being a mem-
ber. Let's all pull in the same di-
rection for the good of aviation.
Remember we are better together.
Join us and have it all! *'
VINTAGE AIRPLANE 1
Ale
NEWS
compiled by H.G. Frautschy
and Norm Petersen
THUMB'S UP ON
HOOVER'S MEDICAL!
R.A. "Bob" Hoover has been issued
a restricted second class medical certifi-
cate by the FAA, allowing him to re-
sume his airshow schedule here in the
United States.
The restrictions to his medical re-
quire Bob to undergo yearly medical
exams as well as neuropsychological
and neurological test s, which will be
taken by Bob at the Mayo Clinic in
Rochester, MN. The other restriction
prevents Bob from carrying passengers
for hire. He has been given unrestricted
Third class privileges as part of his med-
ical certification.
Bob's reaction to the news given to
him on October]S during a call from
Dr. Bob Poole of the FAA, speaking
on behalf of Federal Air Surgeon Jon
Jordan, was understandable elation.
He is grateful to the multitudes of
EAA members and other aviators
who expressed outrage at the FAA's
handling of the entire affair, and also
for the contributions to the "Friends
of Bob Hoover" fund headed by EAA
President Tom Poberezny. A com-
plete overview of the three year long
effort by Bob to regain his medical
certification is published in the No-
vember issue of EAA Sport Aviation,
starting on page 5.
PILOT LICENSING CHANGES
A reminder that you have until De-
cember 11, 1995 to get you comments in
regarding your support of the self-certi-
fied medical and removal of the 50 mile
limitation on the recreational pilot's
certificate. A full description of the
NPRM can be read in last month's
Sport Aviation. Please be sure and
drop a note in the mail. Make it as sim-
pl e as a handwritten postcard or as a
typed letter. Each of you needs to send
in an individual letter, since form letters
with multiple signatures count as one
letter.
Address you letter, in triplicate, to
the Federal Aviation Administration,
office of Chief Council, Attention:
Rules Docket (AGC-I0), Docket No.
25910, SOO Inde pendence Av., SW,
Washington, DC 20591.
Be sure and send copies of you let-
ters to your congressmen and senators,
as well.
EAA OSHKOSH '95 TV SPECIAL
Get out your pencils and mark your
calendar - ESPN will air a one hour spe-
cial all about EAA OSHKOSH '95 on
November 27, 1995 at 9:00 p.m.
What will be included? Here's just
the short list : The Golden age of Air
racing, the Great Cross Country Air
Race, the spectacular
the end of WW II, and airplanes, air-
plane, airplanes. You' ll also meet vari-
ous personalities, including race car dri-
ver Rusty Wallace (a big Stearman fan,
we ' re told) , Air force pilot Scott
O'Grady, who was shot down over
Bosnia and then dramatically rescued
by a joint services SAR mission, and
Hoot Gibson and the Space Shuttle
crew, fresh from their rendezvous in
space with the Mir Space Station. If
you' re not going to be home, figure out
how to set your VCR and tape it - it's
one hour of television you'll really want
to see!
EAA ADULT AIR ACADEMY
Basic aircraft maintenance, building
and restoration skills will be the sub-
jects of the EAA Adult Air Academy
during the first session, scheduled for
February 19-23, 1996. The experienced
staff of the EAA Air Acade my will
share their aviation knowl edge and ex-
perience in many of the basic skills re-
quired to successfully restore, build and
maintain aircraft. The $800 registration
fee provides accommodations, meals,
local transportation, classroom supplies
and necessary materials during the five
day session.
The EAA/ZENAIR Aircraft Build-
ing Academy, scheduled for February
24 - March 3, 1996 is the first presenta-
tion of its kind for the EAA Air Acad-
emy. The goal of this academy will be
to construct an all metal ZENAIR Zo-
diac CH 601. The $800 registration fee
provides accommodations, meals, local
transportation, classroom supplies and
necessary materials during the five day
session.
Further information and registra-
tion materials for these two sessions of
the Academy are available from the
Education Office of the EAA Avia-
tion Foundation by calling 414/426-
Tribute to Valor ,
commemorating the
50th anniversary of
PIPER AVIATION MUSEUM NEWS
The Piper Aviation Museum Foundation has announced
the appointment of Frank P. Sperandeo III, of Fayetteville,
AK to its board of directors. In addition to his engineering
background, Frank also has some fundraising experience,
which he will put to use as the board works to fund and con-
struct a museum dedicated to Piper aviation history in Lock
Haven.
Frank has also made arrangements to donate his prize
winning Piper PA-20!22 Pacer, "Miss Pearl" to the Piper
A viation Museum. ("Miss Pearl" was selected as the winner
of the "Best In Show" trophy at the Southwest Regional
Fly-In in Kerrville, TX.) In the photo above, Bill Piper, Jr,
(left) and Frank pause for a moment in front of "Miss Pearl"
during Sentimental Journey '95.
2 NOVEMBER 1995
4888 or by writing P.O. Box 3065,
Oshkosh, WI 54903-3065. Space is
limited, so please make your decision
to attend as early as possible, and
avoid being disappointed.
GREEN GRASS AT
EAA OSHKOSH '96
If you've been one of the members
who have expressed concern over the
fact that a grass runway has been un-
available at EAA OSHKOSH during
the past two years, you'll be happy to
know that a new grass runway has been
establi shed on the east side of the
northlsouth taxiway (runway 18R/36R
during the Convention). It's exact loca-
tion will be detailed in a later issue of
Vintage Airplane. Surface grading and
ground work has already been com-
pleted, and the new runway should be
ready to use during EAA OSHKOSH
'96.
AERONCA STRUTS
Univair Aircraft Corp. announces
that it now has FAA/PMA approved
sealed wing struts for the
Aeronca/Champion 7 series and 7 se-
ri es Citabrias. These new seal struts
are structurally and dimensionally the
same as the original equipment parts
except that they are sealed to the envi-
ronment and treated with a preserva-
tive oil on the inside. This improve-
ment prevents moi sture from getting
inside the strut and thus eliminates the
concern of corrosion from within. The
new struts range in price from $209 to
$267 per strut. For more information,
please contact Univair Aircraft Corp.,
2500 Himalaya Rd. , Aurora, CO 80011.
305/375-8882 or fax then at 303/375-
8888.
VALDEN C. BALTZ
1910-1995
One of my favorite aviation "o ld-
timers" has passed away, and I've asked
his good friend Joe Dickey to write a few
words about our friend Val. - HGF
Whil e st ill in hi s teens, Val Baltz
sta rted his career in aviation with a
large hammer in one hand and a star
drill in the other. He sank many of the
holes used to anchor machinery to the
concrete floor of the new Fokker fac-
tory in West Virginia. Drilling holes in
concrete proved to be an employment
application test. If you could swing a
hammer for three days without com-
plaint, you got a job building wooden
airliners.
BILL BRENNAND INDUCTED INTO THE
WISCONSIN AVIATION HALL OF FAME
In a very prestigious ceremony at the Goldwater Conference Center in
EAA Headquarters, Oshkosh, WI, on October 21,1995, Bill Brennand (EAA
13078, A/C 4061) was one of four inductees into the Wisconsin Aviation Hall of
Fame. The other three were Jim Conn, Libby Parod, and (posthumously) Her-
man "Fish" Salmon.
Bill Brennand was born in Oshkosh, WI , in 1924 and made his first solo
flight in November, 1943, in a Taylorcraft BC-12. As an employee of S. J.
(Steve) Wittman from 1943 to 1950, Bill added a Private (1944), a Commercial
(1945), CFI (1946), and Multi-engine (1949). He then earned his A & P ticket
in 1951, his IA in 1955 and Seaplane Examiner rating in 1957.
For two years, 1950-52, Bill was a corporate pilot for Marathon Oil Com-
pany, flying a Beech 18 and a Lockheed Lodestar. He then returned to the
Oshkosh area and operated a Fixed Base Operation in Neenah for the next
forty years, specializing in used aircraft and antique aircraft restorations. Per-
haps his most widely known project is a Stinson Trimotor, NC11170, SIN 5023 ,
which he restored with Chuck Andreas and Byron Fredericksen. It has been
active on the airshow circuit for quite a number of years, giving many their first
taste of travel during the Golden Age of Aviation.
During the heyday of the Goodyear Races, 1947 to 1950, Bill flew the
Wittman "Buster" racer under the tutelage of Steve Wittman, the old master,
and was nearly unbeatable (at 105 Ibs.) at Cleveland, Miami, White Plains,
Chattanooga and Reading. In addition, Bill flew the Pitts Racer "Lil' Mon-
ster" in '51 and '52.
The Brennand Seaplane Base at Oshkosh was developed and improved over
a forty-five year period by BilJ Brennand, giving a home to one of the largest
seaplane fly-ins in the world. Recently, the base was sold back to the Vette
family from which it was purchased in 1948 and has been renamed the Vette
Seaplane Base.
Congratulations to Bill!
Val was recruited by Aeronca specif-
ically to build the tooling for the Low
Wing Aeroncas. Val was recruited by
Aeronca in 1934 as a result of his expe-
rience with complex wooden wings. He
was hired by Aeronca specifically to
build the tooling fo r the Low Wing
Aeroncas.
Over the next 12 years, his expertise
led him to become vice president of
Manufacturing, the position he held
when he left Aeronca in 1947. He
joined General Electric and retired
from their Cincinnati Engine facility.
Of all his successes in his long career,
Val was most proud of the team he as-
sembled to create the first civilian hi gh
volume aircraft assembly line to build
the 7 AC Champion. (In early 1946 a
production rate of 25 airplanes per day
was achieved!) Thousands of pilots con-
tinue to enjoy the product of that post-
war effort. Our condolences to Val's
daughters and his many friends. ...
VINTAGE AIRPLANE 3
VINTAGE
Aero Mail
... given the choice, you're
better off changing your pattern
(for instance, right traffic instead
of left) and taking a headwind on
base leg, then rolling into the turn
for final approach, picking up a
crosswind as the turn progresses.
HAMMOND 100 ADVENTURES
Dear Sir,
I enjoyed reading the article in the
Sept. '95 issue, page 16 on the restora-
tion of an antique I used to fly , the
Hammond 100.
I called Zac Howard in Ypsilanti, MI
and confirmed that this was the same
Hammond a t Ann Arbor, MI in 1941.
While instructing in the CPT program,
I would fly the Hammond on weekends
hauling passengers and towing banners
around the U of Michigan football sta-
dium. One day the Kinner started act-
ing up and I had to jettison the banner.
It landed in the parking lot and broke
six windshields. Remember those old
banne rs were made out of bamboo
poles and lead weights.
To see pictures of this graceful old
bipl a ne flying was like seeing an old
friend recuperated from the hospital ,
better than new with the modern mate-
rial and such.
The Hammond is located in Florida
and enjoying year ' round flying.
Sam Burgess
San Antonio, TX
Editor's note: Sam's homebuilt Bucker
(which has flown in each of the 50 states)
is on display in the EAA Air Adventure
Mu seum in Oshkosh . His second Bucker
powered by a Allison T-250 turboprop en-
gine holds the World Time to Climb (3,000
meters) record for turboprop aircraft. His
record stands in two categories, Class C-
IB and C-IC. He climbed to 3,000 meters
(9,842 ft.) in 2 minutes, 47 seconds.
An additional, sadder note must be
added to the Hammond 100 stan;. Just af-
4 NOVEMBER 1995
ter the September issue of Vintage Air-
plane was printed, we received a call from
Zac Howard, tell ing us that his wife and
partner for so many years, Doris, had
passed away. Doris was one of the most
enthusiastic " aeronautical spouses" 1'd
ever met, and I really enjoyed meeting and
talking with her at Sun 'n Fun '95. Our
condolences to Zac and his family.
DOWNWIND TURNS
Dear H. G. ,
Thanks for printing the articles con-
cerning pil ot techniques. I would re-
mind pi lots that they were written for
the pi lots participating in the activities
at Pioneer Airport.
They do pertain to all types of flying
and my note in parentheses in the Oc-
tober article does not mean that the
downwind techniq ues do not apply to
tri-gear airplanes - the note was for the
pi lots who needed to practice for the
short fie ld landings at Pioneer airport
in tailwhee l equipped planes. (Or for
anyone with an usua l pa ttern flown
with tailwheel airplanes.)
This type of approach and landing is
also very common for runway 18 at
Oshkosh. At least a couple of accidents
have occurred during Convention while
using runway 18 with a quartering tail-
wind.
Quite often the wind shifts or in-
creases in velocity before a runway
change can be made. Ma ny landings
are made on runway 18 with a north-
east wind. This is a very dangerous
condition and the " hints" in the article
definitely apply. That's for all aircraft -
nosewheel, tailwheel and Cubs to jets.
Sincerely,
Richard C. Dick Hi ll
ATP CFI-MEI-II
Editor' s note: Member Michael Coles
of Shelter Island Heights, NY wrote for
clarification regarding the choice of taking
a pattern with a base to final turn that has
a tailwind. Michael is correct that given
the choice, you' re better off changing your
pattern (for instance, right traffic instead
of left) and taking a headwind on base leg,
then rollin g into th e turn for final ap-
proach, picking up a crosswind as the turn
progresses. But in many cases, including
our approach to the southeast here at Pio-
neer Airport, terrain, airport layout or a
populated area that is noise sensitive may
require a base leg with a tailwind. (We
can only fly a right-hand pattern for the
southeast runway at Pioneer Airport, due
to potential traffic conflicts with airplane
operating on run way 9-27 at Wittm an
Field.) In that case, prudent operations
with attention paid to the factors as ex-
plain ed in Capt. Hill' s article ca n heLp
minimize the ri sks involved . - H.C.
Frautschy
STINSON RELIANT HISTORY
Dear Mr. Frautschy,
Having e njoyed Hal Coonley's ac-
count of the restoration of his Gullwing
Stinson Reliant in Vintage Airplane of
September 1995, I am sending a littl e
more information on its British career,
taken from the recent ly published book
" Fleet Air Arm Aircraft 1939 to 1945"
by Ray Sturtivant.
USAAF serial 42-46770 was one of a
batch of 250 AT-19's transferred to
Britain under the Lend-Lease scheme.
As RAF serial FK944 it was allocat ed
to the Royal Navy's Fleet Air Arm and
was at Royal Navy Air Station, (RNAS)
Stretton in February 1944. In Novem-
ber 1944 it went to the Station Flight at
RNAS Yeovilton which housed No. 12
Naval Air Fight e r School (NAFS),
where it carried the code " Y9D." ON
12 September 1945 it was flown by the
Auxiliary Air Transport ferry organiza-
tion to RNAS Evanton, from where it
went to RN Air Repair Yard, Donibris-
tie, then on to RNAS Abbotsinch on
New Year's Day 1946. When ret urned
to the USA, it became USN serial 11469
for record purposes only, before being
stricken on 30 April 1946 and trans-
ferred to the War Assets Administra-
tion for disposal on 6 June 1946.
I hope that thi s is of some interest.
Sincerely,
Vic Smith
Uxbridge, Middlesex, England
VINTAGE
LITERATURE
Classic Early American
Aviation Magazines
by Dennis Parks
EAA Library and Archives Director
The advent of powered flight saw the
rise of the aviation magazine, "the earli-
est successful one being the English
weekly FLIGHT, which began in Jan-
uary 1909 and continues to today.
The earliest American aviation pub-
lication to last was AERIAL AGE,
which began in 1915, followed by A VI-
ATION in 1916, which continues to this
day as A VIATION WEEK & SPACE
TECHNOLOGY. Another long sur-
vivor was AERO DIGEST, which com-
menced publication in 1921. The Aero
Club of America began its own bulletin
in 1912 which grew into the magazine
FLYING.
Here is some information about these
early publications which will shed some
light on their history and content.
AERIAL AGE. New York.
Monthly. Mar. 22, 1915-July 1923. Ab-
sorbed FLYING (New York) Aug. 1,
1921. Title changed from AERIAL
AGE WEEKLY Aug. 1922.
AERIAL AGE was the only avia-
tion weekly to survive beyond the first
World War. It was published from
March 1915 to July 1923 by the
AERIAL AGE Company of New York.
The founding editor was H. Chadwick
Hunter, who was followed in April 1915
by G. Douglas Wardrop. He remained
editor until the publication ceased to be.
Contributing editor was Henry Wood-
house, who was also editor of FLYING,
the Aero Club of America's magazine,
which was absorbed by AERIAL AGE
in 1921.
The first issue of March 22, 1915 was
announced as taking the place of AERO
& HYDRO as the "American Aeronau-
tical Weekly." AERO & HYDRO had
ceased in November 1914. AERIAL
AGE boasted of an initial subscription
list of 10,000 and listed among its first 25
subscribers were Katherine Stinson and
Capt. Thomas Baldwin. The first issue
had 24 pages, but by June it was up to
46 pages.
The covers of AERIAL AGE had
reproductions of black and white pho-
tographs of aircraft and provide a good
source of pictures of early aircraft for
historians and pioneer era aircraft en-
thusiasts . Some of the cover shots in
1915 were: The Curtiss Flying Boat; the
Thomas Military Tractor, and a Martin
Tractor. The June 28,1915 cover had a
picture of Glenn L. Martin with Mary
Pickford from the movie "The Girl of
Yesterday. " Unfortunately, in July
1915 the illustrated covers stopped and
they only listed editorial contents. With
the U.S. entry into World War I the
cover photos reappeared. During 1922,
the covers featured aerial photographs
from around the U.S. These included
downtown shots of Chicago, New York
and Washington. Some of the pictures
came from the Fairchild Aerial Camera
Corp.
Some of the regular features were:
news of the week; foreign news; recent
aero patents; books on aeronautics; and
"Aeronitis." "Aeronitis" was a series of
quips and quotes either new or reprinted
from other sources. "Aeronitis" was de-
fined as a pleasant infectious ailment
that made people "flighty." For an ex-
ample, one of the stories told goes,
"Lady: 'What do you call the man who
attends to your airplane?' Aviator: 'I re-
gret , but I never use profanity in the
presence of a lady."
Most issues had a feature on a new
aircraft. These articles consisted of two
or three pages and provided descrip-
tions, specifications, and a three-view
drawing. Some of the aircraft covered
in 1915 were: The Heinrich Tractor; the
Burgess-Dunne Convertible tail-less
land and waterplane; and the Jannus
Flying Boat. Some examples from early
1920 were: Supermarine Flying Boats;
the Sopwith Transport Plane; and the
B.A.T. "Baboon." For its time period,
Aerial Age is the best source of descrip-
tions for new aircraft and its coverage
resembles that later provided by AERO
DIGEST.
Technical topics were also covered.
Neil MacCoull M.E. had a series of arti-
cles describing new engines and acces-
sories. There was also a series of
reprints of NACA reports featuring
topics such as the choice of wing sec-
tions and the strengths of laminated
wing spars. Translations of foreign liter-
ature also appeared, an example is the
article by A. Betz of Gottingen on the
theory of the screw propeller.
The growth of the aircraft industry
over the period of the first World War is
reflected in the growth of the size of the
VINTAGE AIRPLANE 5
magazine and in the number of advertis-
ers. The first issue of March 22, 1915
had 24 pages, and four aircraft compa-
nies; Curtiss, Gallaudet, Burgess and
Martin had full page ads. The expecta-
tions of the post-war era is shown by the
March 3, 1919 issue which has 112 pages
with 7 full page and 3 double page ads
from aircraft companies. The double-
page ads were by Curtiss, Wright-Mar-
tin, and Standard. The issue had over
100 display ads and the editorial ex-
pounded on "American Aeronautics '
Great Future."
Unfortunately, American's aeronau-
tical future was brighter than the future
of AERIAL AGE. In the June 2 final
issue of 1922 the editor announced that
the journal would cease publication as a
weekly and with the August issue it be-
came a monthly magazine. One of the
offers made to boost circulation was giv-
ing away a war surplus propeller along
with a two-year subscription, aU for $10.
One year later, it ceased publication al-
together. By that time A VIATION had
expanded into a weekly and AERO DI-
GEST had become well established.
AERO DIGEST. Washington.
Monthly. Oct. 1921-Dec. 1956. First
four numbers issued as official bulletin
of the World's Board of Aeronautical
Commissioners; title changed from
AERONAUTICAL DIGEST Apr.
1924.
AERO DIGEST is the premier avia-
tion journal for those students of air-
craft from the Golden Age of Aviation
in the United States. Foremost in its
field, this journal covered all aspects of
civil and military aviation. AERO DI-
GEST began in 1921 as AERONAUTI-
CAL DIGEST was indeed a slim, 8
page, digest of current news. By the end
of 1922 it had turned into a true monthly
aviation journal. Its founder, President
and first editor was Charles J. Glidden.
He was a financier involved in the tele-
phone industry, a balloon pilot and
served during the World War as an offi-
6 NOVEMBER 1995
cer in the Aviation Section of the Army
Signal Corps.
Later Frank Tichenor became presi-
dent and provided an entertaining edi-
torial column " Air - Hot and other-
wise."
The magazine' s strongest suit was in
its descriptions of individual aircraft.
Also covered were technological ad-
vancements, record flights, history, per-
sonality profiles, air races, and foreign
activities. It was profusely illustrated
with photos and three-view drawings.
The April 1928 issue provided arti-
cles and descriptions on 18 different air-
craft. Among the aircraft covered in
this issue were the Taylor "Chummy, "
Bellanca 6-passenger monoplane,
Alexander Eaglerock, Avro " Avian,"
and the Fokker F-I0 Super Trimotor.
There was also a three-page article on
the Cierva Autogiro.
The journal not only kept track of
developments of light aircraft such as
the Taylor "Chummy," it helped to fos-
ter their development through the
AERO DIGEST Trophy. This trophy
was awarded to the winner of the speed
and efficiency race for planes with un-
der 80 cubic inch displacement at the
1925 New York Air Races.
Not only were the articles and no-
tices on aircraft informative, but so were
the advertisements; many of which were
full page.
AERO DIGEST prided itself on the
amount of aeronautic advertising. It
stated that it provided a "greater variety
of advertising than any other aeronauti-
cal publication." The May 1929 issue
was a good example with over 340 ad-
vertisers.
A large proportion of its advertising
was by aircraft manufacturers. A com-
parison of a 1929 issue of AERO DI-
GEST with one of AVIATION shows
that 38% of Aero's advertising was for
aircraft while AVIATION had 25%.
Thus AERO DIGEST is a very good
source for aircraft manufacturer's infor-
mation.
Though not noted for its cover art
work, as most of its covers were duo-
tone, AERO DIGEST did have some
full color ad inserts. The most colorful
of these were from the Berryl Brothers
Paint Company. These full page, full
color ads featured fanciful finishes for
well-known aircraft of the day to give
them the appearance of birds. Aircraft
such as the Eaglerock and the Buhl
Airsedan were finished to represent
birds such as bald eagles and macaws.
A dozen of these ads appeared on a
monthly basis starting with March, 1929.
Another valuable feature of AERO
DIGEST is its roster of important au-
thors. Names appearing in the table of
contents included Giuseppe Bellanca,
Charles Lindbergh Clarence Chamber-
lin , AI Williams, General William
Mitchell and Rear Admiral Moffett.
Articles by these authors not only talked
about technology and flying but about
the impact and future of aviation.
An important source of aircraft in-
formation was the journal's " Annual
Digest of American Aircraft." This an-
nual series, which began in April, 1935,
was preceded by an irregular feature
"Descriptions of approved type air-
planes and engines," which first ap-
peared in April, 1931. The descriptions
were a third of a page each and pro-
vided two photos and a three-view draw-
ing plus specifications for each aircraft.
The first appearance in 1931 covered 90
aircraft from the Aeronca to Zenith.
The annual directory appeared as the
March issue from 1935 to 1956.
The size of the issues of AERO DI-
GEST reflected the growth of the avia-
tion industry and the interest it gener-
ated. In the early 20s, the issues
consisted of 50 to 80 pages. After Lind-
bergh' s flight, the total jumped to 150-
180 pages. The size continued to grow
from there, with the peak coming in
September, 1929, with an issue of 366
pages. The last issue published with a
cover date of December, 1956 had only
48 pages.
AERO DIGEST was published by
the Aeronautical Digest Publishing Cor-
poration of New York. As mentioned
before, its second president, Frank
Tichenor, provided an editorial column
called "Air - Hot and Otherwise." for
several years.
Publishing History:
1) World's Board of Aeronautical
Commissioner's Bulletin 1921 (4 issues)
2) Aeronautical Digest 1921- March,
1924
3) AERO DIGEST April, 1924 - De-
cember,1956 In April, 1945, it absorbed
Air Pilot and Technician (formerly
Sportsman Pilot).
A VIA TION. New York. Monthly.
Aug. 1,1916 to date. Title changed
from AVIATION AND AERONAU-
TICAL ENGINEERING Nov. 1920;
from AVIATION AND AIRCRAFT
JOURNAL Jan. 1922.
AVIATION was published from Jan-
uary 1922 through June 1947. It is a fol-
low-on to a title that began in 1916 and
is the predecessor of AVIATION
WEEK. The Gardner, Moffat Com-
pany of New York was the first pub-
lisher and Ladislas D'Orcy the first edi-
tor. McGraw-Hill became the publisher
in March 1929 with Earl Osborn as edi-
tor.
In the first issue's editorial it was
stated that it was the magazine's inten-
tion to give the readers the kind of in-
formation which "will enable him to
form for himself a clear view of ... air-
craft in civil and military pursuits." The
editor believed to accomplish that result
it was best to give the "salient facts"
even at the sacrifice of "sundry aero-
nautical news."
This the journal did. Its specialty was
in reporting technical news about air-
craft and data on aircraft production,
distribution and marketing. A VIA-
TION is thus a treasure trove of statis-
tics of the industry in the '20s and '30s.
This data was presented in monthly
manufacturers' aircraft specifications
and in annual statistical issues.
The "Manufacturer's Specifications"
covered both aircraft and engines in
tabular form. Data was given on dimen-
sions, powerplants, propellers, weights
and performance for production aircraft
by manufacturer and model. The statis-
tical issues presented data on produc-
tion and licensing of aircraft. Some is-
sues even gave registration in each state
by make and model of aircraft. Other
data covered airports, aviation schools,
military and naval aeronautics and air
transport. Some interesting information
comes to light by studying the statistical
issues. For example, in 1930 three states
had 33% of all the aircraft registered.
New York had the most with 951 regis-
tered, followed by California with 876
and Illinois with 479. Nevada and
Alaska had the least with four each.
The most popular new aircraft regis-
tered in the last three quarters of 1929
was the Curtiss Robin followed by Wa-
cos and Travel Airs. These three ac-
counted for 31% of new registrations in
the time period. The newness of the air-
craft industry in 1930 is shown by the fact
that 92% of the aircraft registered were
less than four years old. The evapora-
tion of surplus military engines is demon-
strated by the decline in the percentage
of new OX-5 powered aircraft regis-
tered, from 66% in 1927 to 6% in 1930.
Besides excellent data on the indus-
try, AVIATION provided good graphic
details about aircraft construction with
their "Sketch Books." The February
1940 issue included detailed drawings of
the flap mechanism and tailwheel as-
sembly of the Fairchild 24 and a cut-
away of the Ryan ST.
AVIATION is a good source of tech-
nical and statistical data on the aviation
industry. The EAA Library has a bound
set from 1922 through 1931 and loose is-
sues from 1931 to 1947.
FLYING. New York. Monthly. Jan
1912-July 1921. Title changed from
AERO CLUB OF AMERICA BUL-
LETIN Oct. 1912; absorbed by
AERIAL AGE WEEKLY Aug. 1,
1921.
About one dozen aviation journals
have had the title "Flying. " The most
popular and longest running is the cur-
rent FLYING started by Ziff and Davis
in 1927 as POPULAR AVIATION and
now published by Hachette. The first to
carry the name was published in New
York in 1912.
It was founded, published and edited
by Henry Woodhouse. Mr. Woodhouse
was born in Italy in 1884 as Mario
Casalegno, and while traveling in Eu-
rope he developed quite an interest in
aeronautics. His arrival in the United
States in 1904 coincided with a growing
demand for articles on aeronautics. Al-
most immediately he became a contrib-
utor on aeronautics to magazines such
as Collier's and McClure's
Other founders of Flying were
Robert J . Collier, editor of Collier' s
Weekly and Henry A. Wise Wood. As
managing editor, Woodhouse prophe-
sied the development of military aero-
nautics, the employment of aeroplanes
as mail carriers, and the development of
the hydroaeroplane. As aeronautics
was in its infancy, fatal accidents numer-
ous, and the general public skeptical of
the practicability of aviation, he was
told he was ahead of his time and that
he should suspend publication of his
magazine.
Mr. Woodhouse lost his partners but
continued to publish Flying at his own
expense. His faith in aviation unabated,
Woodhouse started publishing an avia-
tion weekly, AERIAL AGE in 1915.
He later authored a few books including
Textbook of Naval Aeronautics (1917)
and Textbook of Military Aeronautics,
1918.
The first issue of January, 1912 had
54 pages, 8 articles, 9 full page drawings,
news from the Aero Club of America,
for which this was their official publica-
tion, and over 30 photographs. The lead
article in the first issue was "The Evolu-
tion of Aviation in 1911" by Mr. Wood-
house. In this article he thought that
the previous year had shown "tremen-
dous developments - better machines,
abler aviators, bigger purposes, all in
great volume, confirming the advent of
aviation as " ... an industry. " 1911 had
seen 1,000 new pilots added to the 500
already certificated and these pilots had
made no less than 200,000 flights. Such
flights were being regularly made that
would have been a sensation the year
before flights of 3 to 5 hours in duration
at 8 to 10 thousand feet altitude. The
world record for duration had risen to
447 miles and a little over 11 hours. He
saw as especially significant the tremen-
dous development in cross-country
races with about 30 being held around
the world. Some were the Paris-Madrid
race over the Pyrenees Mountains, tht'
Paris-Rome race over the Appennin{
Mountains , and the transcontinenta
flight in the U.S. of Cal Rodgers.
Also interesting was the increase iJ
passenger carrying flight s. Roger Som
mer carried 5 people on a cross countr
flight and later carried 13 passengers
aloft for a gross weight of 1,439 Ibs. E.
Renaux carried a passenger with him on
a 1,073 mile circuit of Europe including
crossing the English Channel. All quite
remarkable when you realize practical
aviation in Europe was only in its third
year during 1911. And on the soaring
front, Orville Wright set a record flight
of 9 minutes and 49 seconds at Kitty
Hawk in a 55 mph gale.
Stuart Benson had an article on the
first three years of the Gordon Bennett
International Aviation Trophy. The
first contest at Rheims in France was
won by Glenn Curtiss who covered the
20 kilometer course in 15 min. 50 sec.
for an average speed of 47 mph. The
second contest, held at Belmont Park in
New York, was won by Claude Gra-
hame-White in a Bleriot monoplane.
The distance had been increased to
100 kilometers and the winning speed
was 62 mph. For 1911 the course was on
the Isle of Sheppey, England. The dis-
tance was now 150 kilometers and
Charles Weyman representing the Aero
Club of America won in a Nieuport
monoplane with an average speed of 78
mph.
Mr. Henry Wise Wood, one the mag-
azine's founders, had an article in the
first issue on marine flying. He believed
that since Curtiss had put water flying
on a practical basis, enough had tran-
spired to "permit us now to form a
somewhat correct estimate of the possi-
bilities of the marine aeroplane. He saw
that there were two types of "hydro-
aeroplanes," those with double hulls or
follow the example of the boat than the
catamaran and that the marine aircraft
should not be a "floating aeroplane" but
a "flying boat."
It was his opinion that a comfortable
"air-and-water," long-distance passen-
ger carrier was in sight and that the
VINTAGE AIRPLANE 7
•••
~ . . : ~ ~ ~ ....
~ . ~ ~ .... ~ ......
:;;::::-..; : . ; ; ; . ~ . ; ; : ; = : ~
world " may shortly expect to see arise
heavier-than-air structures that will ri -
val the Zeppelin in longitudinal dimen-
sions, and far surpass it in carrying ca-
pacity." Another art icle in t he first
issue was a revi ew of the third annual
"Salon de l' Aeronaut ic" held in Paris
during December 1911. The author, G.
F. Campbell Wood, thought that the
exhibit gave a clear idea of the state of
the art of aeronautics. He said the show
not only revealed the expected progress
in design and construction over earli er
shows , but that it stood " head a nd
shoulders" above previous shows in its
" practical " aspects. For the first two
years the craft displayed were crude
and the crowd mainly consisted of cu-
riosity seekers. By the time of the 1911
exhibit the idea of flying had become
fami li ar, the crowds were more intellec-
tual and the aircraft more practical.
He reported the show contained no
startling innovat ions, but also it con-
tained no "Freaks," and the progress re-
vealed was of a sound evolutionary kind
rather than revolutionary. He remarked
on the tremendous stride forward in
workmanship and of sound design. It
was also said that it "is of no secret to
state that but a few months ago the ma-
chines of certain manufacturers ... re-
vealed astonishi ng ignorance of the pri -
mary laws of construction engineering."
The above gives some idea of the
types of art icl es carried in Flying. Some
of the other authors in 1912 were, Glenn
Curtiss, Wi lbur Wright, Grover Loening,
and Dr. A. F. Zahm. The journal pro-
vided thoughtful articles about the state
of aeronautics and contemporary events
in aviation. It did not cover the technical
aspects of design or develop like other
journals, but is very useful in providing
an overview of events and trends in fl y-
ing and aviat ion until it ceased in Au-
gust, 1921. The EAA Library has a set
covering 1912 to 1921. ...
A\{lAI1QN
Un intentional
SPINS
by George Townson
NC #9519
In 1938 I wa s flying for a f ix e d
base operator in Camden, New J er-
sey. The airport is now lo ng gone
a nd a shopping center occupies the
space.
We had an int eresting "stable" of
airplanes. The most luxurious was a
five place Waco cabin mode l CUC
with a 300 horsepower Wright R-975
with a ll the cust omer comforts that
were ava il able in 1938. The next
down the line was a Fairchild FC-2.
This, too, was a five-p lace type with
a 220 horsepower Wright J-5 engi ne.
This certainly had a "coach" type in-
t e rior. The s li g htl y uph o ls t e r e d
seats could be folded against the
s id e walls when carrying cargo.
T he re was a " modern " Curtiss-
Wright Trave l Air Mode l 12Q, an
open cockpit two seater with t he pi-
lot usua ll y in the rear and the pas-
se nge r in th e front. This had a
Warner 125 horsepower engine; an
olde r model Trave l Air 4000 with a
Wright J-5 engi ne, the same as the
Fairchild FC-2. There was a sporty
two place cabi n Monocoupe wit h a
125 horsepower Warner engine. The
two persons in this were seated co-
zi ly side-by-side.
The most unpr ete ntious was a
Fairchild 22, hi gh wing, open cockpit
monopl ane using a four-cylinder , in-
line engine offering 90 horsepower.
T he wing was mo unt e d on s truts
about three feet above the fuselage.
The ai lerons ran the full le ngth of
each wing, meeting each other at the
center.
On April 27, 1938, a young Chi-
nese gent leman came to the flight
service to obtain flight training. The
best aircraft in the fle e t , and the
least expensive to rent for flight
training was t he Fairchild 22. All the
instruments in the airplane were in
the cockpit that the st ude nt occu-
pi e d. The instructor up front had
no ne. This was pretty much stan-
da rd in those days. The control s
were duplicated in each cockpit. The
communication system between the
inst ructor and st ud e nt was abso-
lutely basic. The "microphone" was
a plastic funnel that was connected
to a pl astic tube. This was connected
to a se t of " headphones" at the
pupil's ears.
The Chinese person was a cook in
a restaurant in Philadelphia. H e
worked nights and finished work in
the early mornin g, us ing a bus to
trave l from Philade lphi a across the
bridge to Central Airport. Hi s ar-
rival was usuall y about 9:00 a.m.
He took fairly well to his training.
After th e appropriate amount of
lea rning, his performance could be
describe d as good exce pt the most
important part of th e flight - th e
landing.
H e wa s able to t ax i , make th e
takeoff and fly the pattern well. Be-
cause this airplane, as many of the
aircraft of that day, had no flaps, he
had to "sideslip" the aircraft to lose
altitude when he was too high on hi s
approach. He had done a number of
these at the a ppropriate t ime a nd
with suffi cient ski ll. He could also
recognize that he was too low, if that
wa s th e case, and a pply power to
bring him up the threshold. Then in
either case he could continue a
proper approach to the ground but
he didn ' t seem to know whe n t o
"round out. " I could depend on my
(Right) Fairchild Model 22 of the type
described in the story. Notice the sharp
leading edge on the wing and the two
full span ailerons meeting each other at
the center of the wing.
8 NOVEMBER 1995
pupil to take off, fly the pattern and
almost land, but not flare - he never
seemed to do it at the proper time.
On May 12, 1938 he seemed to be
doing well on one of the approaches,
but one which seemed high. I knew
that he would do the proper thing.
He performed a left-hand sideslip.
I had the "microphone" resting on
my knee 'til his sideslip displaced it
and it fell on the floor. When I
reached down for it, my head went
below the cockpit rim. While I was
down there for a few seconds, I felt a
sensation like someone "cut the
string" that was holding us up. I felt
the airplane "fall " out of the air.
When I got my eyes above the cockpit
cowling again, oh, my goodness! The
approach end of Central Airport was
rotating under our nose.
I guess my Oriental pupil was con-
fused (I can' t say "disoriented," can
I ?) when I "firewalled" the throttle,
pushed the stick forward and moved
the rudder against the direction of
the spin. The rotating stopped, ironi-
cally, with the aircraft on runway
heading.
Most of my flying had been in air-
planes with the luxury of an airspeed
indicator. I was quite able to recog-
nize almost the proper airspeeds from
certain clues , like wind in my face,
some part of the airplane vibrating or
cowling making a whistling noise.
I held the nose down as long as I
dared. As I slowly pulled back on the
stick, the nose did rise. There was not
quite enough control to get the tail
down as we slowed up when I raised
the nose. We hit hard but nothing got
broken or bent.
I taxied back to the hangar. My
pupil paid his bill and departed, never
to be seen again.
I tried to analyze what had caused
this unwanted maneuver. I had flown
about 30 makes and models of air-
planes up to this date in my career. I
had flown and instructed in a
Fairchild 22 before, but it had a Rover
" I felt a sensation like
someone cut the string
that was holding us up.
I felt the airplane fall
out of the air. When I got
my eyes above the
cockpit cowling again,
oh, my goodness!
The approach end of
Central Airport was
. d "
rotatmg un er our nose.
engine instead of the Cirrus that was
in this one in which I had almost
shortened my career.
I remembered I had heard that the
Fairchild test pilot was testing the
Cirrus powered Model 22 and he was
trying to do the spin tests for the De-
partment of Commerce Type Certifi-
cate. It was an overcast day and he
was scarcely able to get high enough
to perform the six-turn spins that
were required, with safety. Starting
the spin entry as close to the overcast
as he could, the 22 would just fall off
to one side or the other and spiral.
On another attempt he entered the
clouds by accident or purposely.
When he tried a spin this time, the
craft spun beautifully.
When this aircraft was examined
after landing, it was found that the
leading edge had taken on a triangle
shaped strip of ice the full span. Prob-
ably it got wet when he was in the
cloud. The temperature was low
enough, at least at that altitude, to
freeze the "wet" to ice. A strip of
wood in this triangular shape was
made and attached to the leading
edge in the exact place that had been
occupied by the ice . Flights were
made and the spins were easy to en-
ter and recovery was normal.
Back to the analysis of MY adven-
ture: The pupil had, at the proper
spot, executed a sideslip to the left
(stick to the left) to put the wing
down, at the same time rudder to the
right to cause a "skid" (in this case a
sideslip). As he did this I had to go
below decks to recover the mouth-
piece for my communication device.
He made his recovery from the
sideslip while I was down there. When
I looked out, the airport was spinning
around.
When my pupil had moved the
stick to the right to recover, his speed
must have been a bit slow. The full
span aileron stalled the left wing and
the spin began. Never was the re-
quirement for maintaining proper air-
speed on final more graphically illus-
trated than that inadvertent spin entry
on short final in 1938. *'
VINTAGE AIRPLANE 9
WHAT OUR MEMBERS ARE RESTORING
------------------------------- by Norm Petersen
parts. It had last flown in 1969 and was consid-
ered a hopeless case. Wit h the help of an A & P
friend and t he skeptical encouragement of his
wife, Andrew launched into the project. The
wings and engine were sent out for major re-
work, but the rest was all done locally. In 347
days, March 4, 1995, the straight tail 172 flew for
the first time in 26 years! Andrew and Kathy
have flown the pretty blue and white Cessna
about 85 hours to date and have enjoyed every
minute. Congratulations on a fine piece of
restoration work and the saving of one more Con-
temporary airplane from the scrap heap.
Andrew Aurigema's Cessna 172
These two photos of a 1958 Cessna 172, N3968F, SIN
36868, taken "before" and "after," were sent in by first time
rebuilder, Andrew Aurigema (EAA 486347) of Titusville,
Florida. The first photo, right, reveals the very sad condition
of the airplane when Andrew brought it home on several
trailer loads in April , 1994. That's Andrew's wife, Kathy,
wondering if the deal was so smart. The fuselage had never
been wrecked, but most of the major components had been
stolen over the years. The engine was not in much better
shape. The "deal" came with several Cessna 170 wings and
in Grandby, CO, in July of 1994. The air-
plane had been totally recovered in 1988 and
had been hangared ever since. The early
photo was taken way back in 1971! (Note the
turbine Grumman Mallard in the back-
ground.)
Brian reports the Tri-Pacer fills his needs
perfectly and he is pleased with the support
given by the Short Wing Piper Club. He
would also enjoy hearing from anyone who
had previous experience with N3319A, either
as an owner or pilot. Write him at 3715
Banyan Court, Loveland, CO 80538.
Brian Thomas' Piper PA-22 Tri-Pacer
From Loveland, Colorado, comes this set
of photos featuring "before" and "after" the
upgrade of Piper PA-22-150, N3319A, SIN
22-1595, that is the pride and joy of Brian
Thomas (EAA 484417, AIC 24417) of Love-
land, CO. Brian reports he purchased the
TriPacer from a gentleman (Marion Bricker)
10 NOVEMBER 1995
Rodney Anderson's Piper PA-ll
Pictured, above and right, by his Piper PA-ll Cub Special, N4528M,
SIN 11-32, is Rodney Anderson of Lake Preston, South Dakota. Rod-
ney flew his pretty bird into the MAAC Fly-In at Brodhead, WI, where
these photos were taken. The PA-ll is powered with a Continental
C90-8 engine of 90 hp swinging a 74 X 42 Sensenich metal prop, which
makes for very quick takeoffs. The original paint scheme of yellow and
deep metallic blue has been faithfully adhered to and the original 8:00
X 4 wheels, brakes and tires are retained. The photo of the cabin and
instrument panel reveals the nice workmanship in the aircraft rebuild.
With wheels in the summer and skis in the winter, Rodney says the PA-
II is the ideal machine for having fun year around.
Alan Kasemodel's Piper PA-ll
The photo, left, of this nicely restored
Piper PA-l1 Cub Special, N4991H, SIN 11-
884, was sent in by owner, Alan Kasemodel
(EAA 420219, A/C 21783) of Billings, MT.
The airplane was completely restored in
1994 by Alan's father, Albert Kasemodel , of
Renner, South Dakota, who had purchased
the airplane in 1977. Alan made his solo
flight in this airplane on his 16th birthday in
1981 and has since flown the Cub over 1,000
hours. The PA-ll spent most of its years in
South Dakota, many as a sprayer. The re-
build mods include 36 gallons of fuel (18
each wing) , swing out left window, enlarged
baggage, metal headliner, PA-18 front seat,
HD gear with Cleveland wheels and brakes,
8:50 X 6 tires and Scott 3200 tailwheel. The
fabric is Stits finished in Poly tone. The C90-
8 engine was overhauled and it pulls a
Sensenich 76AK-2-42 metal prop. All sheet
metal was replaced including a new nose
bowl. Note the tiedown rings on both the
front and rear struts and the squared-off
wingtips and splates that were installed on
the airplane in the 1960's. Alan reports the
long range tanks are nice when flying all day
on skis in the winter. Empty weight is 847
Ibs. and normal cruise is 90 mph.
Jim Sweet's Aeronca 7AC Champ
Photographed in fron t of his very nice
Aeronca 7 AC Champ, N2627E, SIN 7 AC-6209,
at the annual fly-in of the MAAC at Brodhead,
WI, is James M. Sweet (EAA 501436, A/C
25039 ) of Eagan, Minnesota. Fini shed off in
the original paint scheme, which was chrome
yellow and international orange, the Champ
features a nice set of wheelpants, a brightly var-
nished wood prop and a Continental 75 hp en-
gine. What appears to be an extra set of tires in
the rear window is actually a sleeping bag used
for overnight camping!
Working on a project? Send your photos
and a short story on your airplane to:
Attn: H.G. Frautschy EM Headquarters
P.O. Box 3086 Oshkosh, WI 54903-3086
VINTAGE AIRPLANE 11
by H.G. Frautschy
This one is a tough project for you aeronautical sleuths. We do
not have a positive identification here at EAA HQ - if you are
able to pin it down, please be sure and mention your documenta-
tion when you write. The answer will be published in the Febru-
ary 1996 issue of Vintage Airplane. Answers for that issue of Vin-
tage must be received no later than December 25,1995.
August's Mystery is well known to many members who are also
modelers as the Elias EC-1 has been the subject of a few models in
recent times.
From Peter Bowers of Seattle, WA we have the first note
about the August puzzler:
"The August Mystery Plane is the one and only
Elias EC-J 'Aircoupe' built by G. Elias and Broth-
ers, fnc., of Buffalo, NY. The General manufactur-
ing firm was founded in 1881 and didn't get into a i-
ation until after the end of World War f. The
brothers then built a number of experimental and
small-production designs for the U.S. Army and
Na y in the early 1920's.
"Their first commercial design was a liberty-pow-
ered mailplane for the U. S. Post Office'S 1925 fly-
off mailplane design contest that was won by the
Douglas M-J .
The Aircoupe was designed late in 1926 to meet a
percei ed need for a light two-seat sportplane - the
cheap war surplus models were wearing out and the
market for new personal designs was expected to
open up. Powered with an 80 hp French Anzani six-cylinder twin-
row radial engine, the Aircoupe had side-by-side seating for two
under a hard canopy beneath a parasol monoplane wing, an
arrangement that inspired the name Aircoupe.
"An oddity apparent in the accompanying side iew photo is the
similarity of the underlined script word Aircoupe on the side of the
fuselage with the word Monocoupe in the same style and location
on the contemporary Monocoupe built by Mono Aircraft, fnc. , of
Moline, lL.
"The Aircoupe was the last airplane built by Elias. In the ab-
sence of significant airplane production orders, the firm had been
able to sur i e by building such military hardware as bomb racks
for the armed ser ices. After the Aircoupe, references to Elias dis-
appeared from the a iation press."
A surprising fact came to light while the Mystery Plane letters
were read and filed - there still exists an Elias Aircoupe ...
"I was pleasantly surprised to open my copy of Vintage Airplane
and find the Elias EC-1 Aircoupe was this issue's Mystery Plane.
"The Mid Atlantic Air Museum own the Elias, X3981, si n 401,
which was completed January 12,1928 after a fi e month
design/build period. The EC-J was one of two built by G. Elias
and Bros., at Buffalo, NY; howe er only one aircraft had 'papers'
while both carried the same numbers. (The Elias was marketed as a
con ertible, so the company built a second aircraft, the open cock-
pit 'Airsport' without the model 'A ' roadster looking enclosure and
painted it identical including the same number, X3981, on the tail.)
The i r ~ p o r t burned in a fire in the late '50s; howe er the 'Air-
(Continued on page 23)
Elias EC-l "Aircoupe"
12 NOVEMBER 1995
Biicker
2
by H.G. Frautschy
Air to Air photography by Mike Steineke
Woody Woodward of Franklin, TN,
knows he is a lucky man. Many an aer-
obatic pilot dreams of owning a Biicker
ofone type or another. Just one, just
once. Woody's been lucky enough to
own four of the nimble aerobatic
mounts, and in 1995, he owns two of
them. In the past he has owned two
others, but nothing in his past has pre-
pared him for the absolute joy he ex-
presses about the two biplanes he now
flies, a Bii 131 Jungmann and Bii 133.
Betcha Can't Fly
Just One!
VINTAGE AIRPLANE 13
E, th' "bi, im," (th' 757 "d 767)
for Delta is a great job, but it has a finite
end - Woody's 60th birthday. As he looked
beyond that date, he decided that he
wished to take an interesting tack in aero-
batic flying - antique/classic aerobatics!
A soaring pilot who was deeply int o
competitive non-powered flight, he served
at one time as a V.P. of the SSA (Soaring
Society of America) and as the chairman
of the contest board. By the mid-1980's
aviation had something else in store for
him - the Antique/Classic airplanes he saw
were very attractive, and he wanted to be
a part of it all. A number of airplanes we
might consider standard fare, including a
Cub, Cessna 170 and a couple of Fleets
have been on his hangar floor at one time
or another.
Nothing was like the two other biplanes
he would own and fly. Built under the
Blicker name, they proved to be worthy of
their reputation as possibly the world's
most nimble aerobatic biplane during the
1930s and '40s.
Woody has been fortunate to find both
a Bli 131 Jungmann (Young Man) and a
Bli 133 Jungmeister to restore. The Bli
133 was restored by talented, award win-
ning craftsman Joe Fleeman (A/C 20349)
of Lawrenceburg, TN. We'll get to a de-
scription of that airplane later. The Bli
131 Jungmann was to be Woody's own
personal project. He would be responsi-
ble for its restoration, and he dove into
the project with gusto.
In one respect, the two airplanes would
be substantially different. On the one
hand, the Jungmeister would be restored
as closely as possible to its original condi-
tion . The Jungmann, it was decided,
would be built up as a custom airplane ,
but with an eye towards maintaining an
original "look."
This particular Blicker Bli 131 was ac-
tually built during 1947 in Czechoslovakia
an Aero Praha Aero Z 131, SIN 85. Its
first engine was a Walter Minor, and that
installation is the first place this airplane
has been changed, albeit slightly. The
new engine is a Czech built LOM 332 AK
aerobatic engine, a derivative of the old
Walter engine. The new version of the
Walter puts out a supercharged 140 hp
while weighing 225 lbs.
The entire installation has been put to-
gether by Joe Krybus of Krybus Aviation
in Santa Paula, CA. He has developed
and built the new engine mount for the
LOM to mate it to the Jungmann. The
new engine does have some added fea-
tures that were not present on the older
Walter Minor - a starter and generator,
plus the supercharger. It also has a full in-
verted oil system. Joe developed the new
cowl from the original nose bowl, building
it out of fiberglass.
14 NOVEMBER 1995
The remainder of the engine cowl was
built up out of sheet aluminum, intending
to look as much like an original cowl as
possible. Currently, there are three of the
LOM powered Jungmanns built up and
are flying, and they are looking forward to
Bli131Jun
This Jungmann was built up
as a custom airplane, but with
an eye towards maintaining
an original "look. "
installing the engine in as many more air-
planes as possible.
Joe also makes up the beautiful wheel
spats that look so nice on the airplane and
give it a definite "Blickery" look. The
leather st rut boots also contribute to the
overall look, along with a simple color
scheme that is also reminsient of the origi-
nal Bli 131's.
Rebuilding the airplane from a basket-
case didn't present many difficulties to
Woody. Three out of the four wings were
in good shape, although one did need to
be completely rebuilt. Fortunately, the
fittings could be reused.
The fuselage was cleaned up, sand-
blasted and painted with epoxy primer.
From that point, each component was _,......:-.."...---.....r-:-
cleaned, rebuilt as needed and then
installed with new hardware. A new
set of flying wires was ordered from
Macwhyte, and all the control cables
were replaced.
One of the keys to making an aer-
obatic airplane perform is to keep it
as light as possible. Attention paid to
little weight details pays off in better
performance. The trim tab on the el-
evator, for instance, is just a bit lighter
without fabric, and besides, it looks
neat in its clear varnish finish . The
wing walk area also has a clear finish,
with a non-skid area added where
your feet need to be. The fabric and
The cockpits of the Jungmann are built for
aerobatic fun. The rear pit (above) includes
a comm radio and a GPS. You can also see
the sidewall material added between the
stringers, to help prevent cracking the paint
when the Hooker harness is inadvertently
bumped into the fabric.
(Below) Woody Woodward, the proud owner of both the Jungmeister and Jungmann.
(Below, right) The LOM 332 AK engine, a derivative of the Jungmeister's original Walter Mi-
nor, fits neatly in the cowl on the mount designed and fabricated by Joe Krybus of Krybus
Aviation, Santa Paula, CA.
(Above) One of the most noticeable
outward signs that a different engine
has been mounted are the straight ex-
haust stacks, exiting the cowl on the
left side. The LOM engine has a gener-
ator, starter and is supercharged,
putting out 140 hp.
VINTAGE AIRPLANE 15
finish is Stits (now PolyFiber, Inc.) Poly-
tone, with a coat of clear Aerothane to top
it off. The colors are Stinson Maroon and
a khaki tan that Woody mi xed himself,
with a bit of gold outline trim around the
letters. The covering process was quite an
education for Woody. A man to whom
the details all seem to add up, he had fin-
ished coveri ng the fuselage when he stood
back, decided he could do a better job,
and proceeded to get out a razor blade
and cut off all the fabric. He knew he
could do a bett er job and, by golly, he
didn' t want to look at a spot in later years
a nd wish he had done it better. He
needn' t worry now - he can be proud of
his effort.
In the cockpit, a complete Hooker har-
ness has been installed. To prot ect the
finish on the outside, a simple set of what
looks like soundproofing has been added
by Woody between the stri ngers. The fab-
ric gives the cockpit a finished look, and
prevents the harness from dinging the
paint from the inside out. A trio of gauges
are mounted up fro nt , and th e e ngine
tachometer is built into a fairing on the
upper right of the forward cockpit rim, so
it is visible from both cockpits.
All up, it weighs about 950 Ibs, even
with the added engine accessories and a
GPS, comm radio and hydraulic brakes.
But if a custom Blicker is not your cup of
tea, perhaps you need ...
(Above) The engine mount and firewall are all accessi-
ble, as are the controls and forward part of the cockpit.
The side and bottom panels are easily removed, as is
the split cowl.
The rudder effectiveness (right) is enhanced through
the use of gap seals. The elevator hinge point allows
the forward edge of the elevator to act as an aerody-
namic balance.
Joe Fleeman didn't care for the way the original control
cable exit fairing would crumple and wrinkle over time.
His fix consisted of a wire screen mesh being glued to
the inside of the fairing after it had been formed, and
then covering the screen with felt. The resulting fairing
should last quite a while, and look good as well.
(Below) The engine instruments are placed
One of the nicest aspects of the restora-
on the right side of the panel, and in the cen-
tion was the fact that the airplane had re-
ter at the top is a beautiful compass, which
mained virtually intact throughout its life-
has a circular heading "bug" built right into
time, so that few parts needed to be hunted
it, with a thumbwheel at the top to allow you
down. It also had little total time on it -
to adjust it to your desired heading. The in-
just a little more than 900 hours.
strument panel did need to be completely re-
built, but nearly all of the original instruments
The wings did need to be completely re-
were still there - only the clock was missing. built, but all of the fittings were OK. The
A metric sensitive altimeter is installed, and
it is believed to be the same altimeter used
by Swiss pilot Walo Horning during his com-
petition flights during the Zurich Interna-
tional Flying meet at Dubendorf Airfield on
August 1, 1937. Horning placed third flying
this same exact airplane.
(Right) Master Craftsman, Joe Fleeman.
.I ft,,, pmduo'to" Bti 133e.
sin 1001. This isn't just any Jungmeis-
ter (as if it could ever be "just another
old biplane") but the very first exam-
ple built of what would become the
most popular aerobatic competition
machine until the advent of Mr. Pitts'
little biplane. Built as one of the air-
planes that would be used by the Swiss
Dornier works as they set up the pro-
duction line for a run of 50 Bli 133C's,
it spent most of its life as one of the
advanced trainers for the Swiss Air
Force. In 1968, it was mustered out of
the service, eve ntually being sold
across the English Channel for air-
show work, registered as G-AXNI.
By 1979, it had made its way to
Phoenix, AZ via Woodson K. Woods .
The airplane continued to be flown until it
was put into storage. By 1992, Woody
Woodward had convinced Woods to part
with the project, and it was brought back
to Tennessee.
The Jungmeister required a master
craftsman to put the airplane back to-
gether, and do it right, with all of the de-
tails just so. Woody knew where to go, for
in Tennessee there's a fellow who does just
that type of work - Joe Fleeman of
Lawrenceburg, is known for his meticulous
restorations, and his reputation grows with
each restoration. AIC members probably
recall the Piper PA-22 Tri-Pacer he re-
stored for Delton Perry. That airplane was
the Reserve Grand Champion Classic at
EAA OSHKOSH '92, and the Best of Type
at Sun ' n Fun '93 . He also had done a
Blicker restoration in the past, the Bli 131
Jungmann belonging to Ralph Lerch of
Boone, NC.
•
Jungmelster
One of the nicest aspects of the
rest of the airframe was in very good condi-
tion, again requiring an extensive cleanup
and painting with an epoxy finish. The
wood stringers and fairings needed to be
replaced, but again, since the airplane had
been intact right up to the point it was put
in storage, every part was still there, ready
to be reproduced if need be.
The Siemens SH14-A engine did need a
bit of work, and in one of those fun littl e
coincidences that seem to happen in sport
aviation, the engine rebuilder turned out to
be none other than Delton Perry, the gen-
tleman who had the restored Tri-Pacer
mentioned earli er. A few internal parts did
need to be replaced, but for the most part
it was in good shape. With no internal oil-
ing for the gear train, you get pretty adept
at pulling off the split cowl - the rocker
arms must be greased every 25 hours, and
the pushrods (which don't require cowling
removal) have to be greased every 5 hours.
Still, with its myriad needle and roller bear-
ings, the Siemens is still highly thought of
by many pilots and mechanics.
The bump cowling and the other sheet
metal on the airplane was beginning to
show the wear and tear of 900+ hours, and
Joe estimates that 80 percent of it was re-
placed during the restoration. Each of the
wing root fairing was replaced, and all of
the remaining sheet metal spent a lot of
time under a hammer or English Wheel.
The covering is the Superflite II process,
with the finish coats in Randolph butyrate
dope. One of the most durable parts of the
airplane was still able to be reused. Each
of the brass zippers used to gain inspection
access was in perfect shape, and were sewn
in place on the fuselage covering.
Looking back on the restoration, Joe
says he continues to be impressed by the
engineering put into the Blicker designs by
chief engineer Anders J. Andersson and
his staff. The enti re structure is designed
to be "self equalizing," in that each of the
structure fittings ends in a machined ball or
socket, allowing the struct ure loads to be
centered when the flying wires were tight-
ened. The airplane exhibits few problems
with regard to areas that are always need-
ing to be fixed or reinforced. While its
heyday ended in competition when the
Pitts Special was able to show off with bet-
ter vertical penetration, the Jungmeister is
still revered around the world for its finely
balanced control harmony. Certainly
Woody Woodward feels the same way. His
only difficulty is in picking which one he
restoration was the fact that the
wants to fly. When the time comes to leave
airplane had remained uirtually
the Delta cockpit and retire, it looks as
intact throughout its life. though Woody will have plenty to do. ...
VINTAGE AIRPLANE 17
The Norseman
Float Plane
FESTIVAL
Red Lake, Ontario, Canada
by John L. Parish
Gold was struck at the annual Norse-
man Float Plane Festival at Red Lake,
Ontario, on July 14, 15 and 16, 1995.
Red Lake is the most northern commu-
nity in Northwest Ontario served by
road and its history dates back to a
gold mining boom that started in the
1800's. Today, it is a "bush plane" cen-
ter which services the vast wilderness
area north to the Hudson Bay.
At EAA, we say, "If you like air-
planes, EAA is the place to be." How-
ever, if you like floatplanes, Red Lake
is the place to be, especially in mid-
July.
The Noorduyn Norseman was the
first Canadian designed airplane of the
1930's to serve the vast areas of the
Canadian bush country. To this very
day, the Norseman still plays a vital
role in bush transportation and Red
Lake had labeled itself the "Norseman
Capital of the World" and rightly so -
many still operate on a daily basis from
this northern base.
This year, 14 Norseman of the re-
ported approximately 30 still flying in
the entire world, were on hand to cele-
brate this great aircraft 's 60th Anniver-
sary (1935 - 1995). On hand for the cel-
ebration was Robert Noorduyn, the
son of the original designer , Robert
Bernard Cornelius Noorduyn, and Phil
Capreol , son of the first Norseman test
pilot, Leigh Capreol. Many fine exam-
ples of this outstanding airplane were
flown in from central and western
Canada along with one example from
Minnesota.
The town of Red Lake goes all out
for this event. The waterfront has been
renovated, the entire community
spruced up and the people take on the
most friendly attitude of any hosts we
have ever had the pleasure of meeting.
Ron Robinson, the event chairman,
and the Festival Committee were very
well organized, in fact , Ron
mentioned that they patterned
their high standards after
Oshkosh! The place was
clean.
We arrived at Red Lake in
three f1oatplanes; Steve and
Susan Dyer, Denver, CO, in
their Cessna 185 on amphibs,
Jimmy and Leen Hunt,
Nashville, TN, in their Cessna
185 on amphibs and Charlotte and I in
our Cessna 206 on straight floats. We
were directed to the new government
docks where parking assignments were
made at private docks around the bay.
Docking chairman Dave McLeod ran a
smooth operation. Parking at private
docks in the bay allowed us to make
many new local friends.
This was my second trip to Red
Lake. Several years ago I visited the
area trying to find the remains of a
Staggerwing Beech which had operated
out of Red Lake for many years. While
this is another story, I was successful in
finding some remains of the airplane,
both in the lake and along the shoreline
where the airplane was abandoned.
Standing in front of Norseman CF-BTC,
which is believed to be the only remaining
Model IV, are Phil Capreol, left, the son of
Leigh Capreol, Noorduyn's first test pilot
and Robert Noorduyn, son of R. B. C. No-
orduyn, designer of the Noorduyn Norse-
man.
An ambitious youngster takes his turn in
the Norseman Float Pumping Contest
held on the main street of Red Lake, us-
ing an old pontoon from a Norseman.
18 NOVEMBER 1995
(Left) Mounted on a pedestal overklooking the
bay at Red Lake is Noorduyn Norseman, CF-DRG,
beautifully restored in its operating colors by Red
Lake Seaplane Service and many, many volun-
teers. The colloquial name coined for this air-
plane during its working years was "Dirty Rotten
Dog" - from the DRG registration letters.
(Right and below right) From Selkirk, Manitoba,
this Norseman, CF-IGX, was flown to Red Lake by
Bob Polinuk, Gary Polinuk and Dave Lindskog of
Selkirk Air, a charter operation located just north
of Winnepeg, Manitoba.
(Below) One of the prettiest Norseman restora-
tions was CF-SAN, all done up in a yellow and
green paint scheme and nicknamed "Buffalo Joe."
Restored by Doug and Lisa Johnson (left in photo)
of Solor Aviation in Edmonton, Alberta, the big
floatplane was restored for Buffalo Joe McBryan,
owner of Buffalo Airways, Yellowknife, NWT, seen
here on the right. The center person is Dave
From, who rebuilt the P & W R-1340 engine.
(Below) Now flown by Red Lake Airways, this
Mark V Norseman, C-FJIN, was an integral part of
the Red Lake celebration. This particular Norse-
man attended the Oshkosh seaplane fly-in in 1985
and ' 86, flown by Ron Newburg (EAA 42328) of
Orillia, Ontario, and was featured on the front
cover of the September 1987 VINTAGE AIRPLANE.
(Left) Creativity abounds in the great
north, as evidenced by the beautiful
quilt work inspired by the Norse-
man. The cultural impact of this air-
plane on the lives of the Canadians
who reside where the airplane is a
main source of supplies extends far
beyond the the airplane itself.
(Right) The event organizers said
they were so impressed by the high
standards shown by EAAers at EAA
OSHKOSH that they wanted pattern
their event after the Convention.
The "Biz Clean-Up Patrol" was part
of that effort.
VINTAGE AIRPLANE 19
Children were given plenty to do at the Norse-
man Festival. Here, (above) the kids get to try
their hand at "fishing" for steel tools in the
lake with a magnet on a string.
(Right) The Red Lake Norseman Festival Chair-
man and Economic Development officer, Ron
Robinson.
Even the little tykes had their own Norseman
to fly. (Below) This little PIC is about to board
while her smaller companion enjoys some-
thing universal amongst children - splashing in
the puddle along the curb.
There was literally
something for every-
one at this festival.
Our wives had a great
time at the quilting
center, local museum,
and shopping at the
arts and crafts shops.
The street activities
ran the full gamut
from "float pumping
contests, good food,
Thanks to 1. B. Blaszczyk (EAA Indian crafts, kids fishing for tools in
265308, A/C 24845) and others, we have the lake with a magnet, model float-
preserved this bit of aviation history plane flying and rescue demonstrations
plus developed some fine friendships. by huge C-130 Hercules.
J. B. is an avid EAA member who rel- For those looking for a new flying ex-
ishes his Super Cub PA-18-95, CF-ZRL, perience, we suggest you consider Red
on floats which he flew to Oshkosh this Lake, Ontario next year. The town is
year along with a friend, Steve Wall , in also served by a fine airport, however,
a Luscombe 8F, CF-LJY, on floats. make your reservations early if staying
in a motel. Camping facilities are avail-
able and some in the community offer
rooms at their homes. The local cham-
ber of commerce is quite efficient and I
suggest you give them a phone call.
The Norseman Festival was such an
enjoyable experience that we are going
back next year. In fact , if you want to
join us in ' 96, let us know. We will
leave from Ely, Minnesota (float plane
parking can be arranged) and Ely also
has an excellent land airport.
If you are on floats, we can spend a
day or two, half way between Ely and
Red Lake, for some fishing at our re-
mote camp. Just give us a call at 615-
455-8463 in Tullahoma, TN, or 218-
365-4091 in Ely, MN.
We struck gold in Red Lake, On-
tario, and we are confident you will
too! ...
20 NOVEMBER 1995
by Norm Petersen
One of the more interesting Classic
restorations to come to our attention is
this nicely done 1955 Aero Commander
560, N2722B , SIN 222, which is the
proud possession of Joe and Desiree
Radosky (EAA 492050, A IC 24590) of
Ft. Lauderdale, FL. Although the
pretty twin is over forty years old, it is in
remarkable condition and the hard work
accomplished by Joe and Desiree really
shows.
Built in May of 1955 at Bethany, OK,
the "560" was the brainchild of noted
designer Ted Smith, of Aerostar fame .
N2722B was purchased new by Zantop
Airlines of Ypsilanti, MI , who in turn
sold it to Louis Ritt of Bellaire, MI.
The next owner was Dimitri Rebicoff of
Ft. Lauderdale, FL, who owned the
Aero Commander for many years be-
fore Joe and Desiree became the fourth
owners when they purchased the air-
plane in early 1995.
They had spotted the Aero Com-
mander in the back of a hangar at Ft.
Lauderdale Executive Airport, covered
with an old sheet to protect the plexi-
glass windows. Upon inquiring, they
Joe Radosky's
ero
Commander
560
(Above left) The instrument panel shows
some of the old and some of the new. Dual
control yokes are hinged at the outboard
ends by the cabin walls. The Stormscope is
mounted in the center of the panel and the
panel lighting is eyebrow lights installed
above the instruments.
(Left) Wow! The finished paint scheme is
really looking sharp in this photo. Notice
how much better the airplane looks with the
wheels painted white to match the rest of
the plane.
VINTAGE AIRPLANE 21
The clean, uncluttered lines of the Aero
Commander 560 are readily apparent in
this photo of N2722B taken along the
shore of the Atlantic ocean near Ft.
Lauderdale. The high shutter speed
t ends t o make the props look like they
are stopped.
were allowed to remove the sheet and
examine the rather neglected old air-
plane. The paint was very weather-
beaten and it had a paint scheme of yel-
lowish white, dayglo orange and brown
e ngine nace lles. The interior seats
were black with red, sweat-stained fab-
ric inserts and the side panels were red
vinyl. The headliner was brown and the
carpet was gree n. The control yokes
were wrapped in pieces of torn rope. It
truly was a neglected machine in the
eyes of the Radoskys, yet it had promise
of being rejuvenated with a lot of tender
loving care (TLC).
This particular airplane was manu-
factured two serial numbers before
Dwight Eisenhower's Presidential Aero
Commander 560, SI N 224, which is still
extant in California. Fifteen Aero Com-
mander 560's were supplied to the U. S.
Air Force for use as V.I.P. transports of
which SIN 224 was one. The Air Force
designation was L-26B.
The Radoskys were able to negoti ate
a purchase with the owner who was in
his eighties and had not flown the air-
plane for nearly four years. The owner's
pilot took the Radoskys for a ride in the
six-place twin and they were "sold" on
the spot. The stable, powerful machine
literall y sold itself. The airplane had a
total of 3156 airframe hours and the two
Lycoming GO-480-1B engines of 295 hp
a nd three-bladed Hartzell props had
745 hours total.
For the next three months, Joe and
Desiree worked every night and every
weekend to completely refurbish the
aircraft. They performed an extensive
annual inspection on the newly acquired
twin, recovered all the seats, replaced
the carpet and readied the big twin for a
new paint job. The new paint scheme,
carefully put on by a couple of painter
friends during a three week period, was
basic white with black and silver stripes,
all done in two-part Durathane - very
striking to say the least.
The new interior is done in gray and
black to match the outside color scheme
and a portion of the original red accent
is retained to highlight the interior. In
addition, some new avionics were in-
stalled (GPS and Stormscope) to update
the aircraft's capability.
Joe and Desiree operate an aircraft
cleaning service on a full-time basis.
Their company is called Executive Ae-
roclean and they often display the Aero
Commander to show details of their
work. On the weekends, they use the
aircraft to visit the Florida Keys, the
Caribbean and take frequent trips to
Disney World. With six seats in the big
twin, their many friends often get to
share the experience.
Cruising at an
easy 180 mph, the
Aero Commander
uses about 25 gph,
which is quite re-
markable for a six-
place executive twin
airplane. Joe reports the Lycoming en-
gines are running well and to date, they
have put about fifty hours on the refur-
bished airplane. The biggest problem,
according to Joe, is a nice problem to
have - everyone who sees the airplane,
wants to buy it!
Joe made his solo flight at age 14 in a
Schweizer 2-33 glider some twenty three
years ago back in Pennsylvania. He has
since added, Private, Commercial, In-
strument, Multi-engine and CFI ratings
and has logged over 1800 hours to date.
However , the sheer joy of flying the
beautiful Aero Commander 560 is above
and beyond all previous airplanes.
Congratulations to Joe and Desiree
Radosky on completing a much needed
restoration on a 1955 Classic airplane.
We look forward to seeing the pretty
Aero Commander twin on the flight line
at future fly-ins. *'
(Left) The beginning of the new paint job started with mask-
ing off the props and spinners. Note the original dayglo or-
ange stripe and vertical tail along with the brown engine na-
celle.
(Above) With the white basecoat all completed, the masking
is begun for the black and silver gray trim. A good steady
eye is necessary when laying out the long stripes along the
length of the airplane.
22 NOVEMBER 1995
Mystery Plane
(Continued from page 12)
coupe'sur i es and is presently being prepared for restoration by
the museum.
"The Aircoupe has not flown since 1935 when its six-cylinder
Anzani engine was remo ed for 0 erhaul, and the Long Island
shop caught fire, destroying the engine. The engine was ne er re-
placed and the aircraft went into storage.
"The Elias was ne er certificated by the CAA, thus the 'X' regis-
tration number. Various engines were proposed and tried. The
original 80 hp (Brownback) Amani, the Cirrus, ABC Hornet and
finally the Kinner K5. The last factory sales material indicates the
Kinner K5 and Anzani were optional powerplants. (At about this
same time the Anzani was remo ed from the go ernment's ap-
pro ed foreign engine list.)
"The EC-1 was painted 0 erall yellow with black fuselage from
the rear of the doors forward. The landing gear and wing struts
were also black. The fabric wire wheel co ers were also yellow. on
the side of the fuselage in large black stylish script are the words
'Elias Aircoupe Buffalo NY.' The remo able 'coupe' top was tan
can as 0 er wooden bows.
"Designer Joseph Kato of C. Elias and Bros. had designed
three aircraft pre ious to the EC-1 hence the serial number 401.
. Elias also had contracts with the military to perform modifications
to existing aircraft in military in entory at the time.
" Though the company dates back to the 1800's as a lumber
dealer, nothing can be found past ]929 on the Aircoupe or the com-
pany, though the 1930 edition of the Aircraft Yearbook lists C.
Elias and Bros. as suppliers of aircraft wood.
"The museum is interested in locating an Anzani engine, prefer-
ably the impro ed 'Brownback' ersion for the Elias Aircoupe. I
would appreciate any information readers could pro ide which
could lead to the acquisition of an engine so this 'little beauty' could
appear at OSHKOSH in the future."
Russell A. Strine
President, Mid Atlantic Air Museum
R.D.9, Box 9381, Reading, PA 19605
Ron Rex, Ocala, FL mentioned in his letter
" . .. An interesting feature of the Aircoupe was the fact that
most of its parts were interchangeable. This included the right and
left control surfaces and irtually all the other right and left parts
except the wings and landing gear Vees. "
Many of those who answered mentioned seeing the EC-1 in
the new book by Joseph Juptner entitl ed "T- Hangar Tales.'
Shown on page 23, the Aircoupe is only one of many stories and
anecdot es about the early days of aviation collected by Joe and
put together in an entertaining and informative fashion. I highly
recommend it! T-Hangar tales is published by Historic Aviation,
1401 Kings Wood Rd. , Eagan, MN 55122, phone 612/454-2493.
Other answers were received from Ralph Nortell, Spokane,
WA; Robert Wynne, Mercer Island, WA; John Beebe, White
Stone, VA; Frank Goebel, Joliet , IL; Vic N. Smith, Uxbridge,
Middlesex, United Kingdom; Mike Cilurso, Allentown, PA; Dave
Kingman, Ft. Walton Beach, FL; Bill Mette, Campbell, CA;
William Rogers, Jacksonville, FL; and Charley Hayes, New
Lenox, IL.
Fly-In
--------
Jim NewmlJn
94
Calendar
The following list of coming evetlts is furnished to our
readers as a matter of information only and does not
constitute approval, sponsorship, involvement, control
or direction of any event (fly-in, seminars, fly market,
etc.) listed. Please send the information to EAA, Att:
Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086 .
Information should be received four months prior to
the event date.
NOVEMBER 11-12 - GRIFFIN, GA - Alexander Aero-
plane Co. Builders' Workshops. For info call 1-800/231-
2949.
NOVEMBER 18-19 - LEAGUE CITY, TX - Annual
Gulf Coast Fly -in and Expo. Call 713/486-7762 for info.
DECEMBER 3 - FT. MYERS, FL - EAA Chapter 66
Pancake Breakfast. For info call 9411947-1430.
DECEMBER 3 - ARCADIA, FL Hadden A IC Aero
Club Fly MarketlPancake BreakfastlBarbecue lunch.
941/494-5131.
DECEMBER 9 - PUNTA GORDA, FL - EAA
Chapter 565 Pancake Breakfast Fly-In. 8131575-6360.
FEBRUARY 10, 1996 - MERRITT ISLAND , FL-
Merritt Island airport. Aviation Day '96, sponsored by
Alpha Eta Rho, Sigma Alpha chapter, Florida Institute
of Technology. Aircraft rides and tours with F.I.T.'s
NIFA precision flight team, the Falcons, as well as land-
ing and bomb drop competitions. Call 407/242-4949 for
more info.
FEBRUARY 24-25 - MINNEAPOLIS, MN -
Minnesota Sport Aviation Conference and Flight Expo,
Minneapolis Convention Center, 9 a.m. - 10 p.m.
Saturday, 9 a.m. - 6 p.m. Sunday. Aviation speakers,
exhibits, workshops. Sponsored by the Minn. Office of
Aeronautics, FAA and Minnesota pilot groups and
associations. Call 612/296-8202.
MARCH 6-7 - NASHVILLE, TN - Tennessee Mid-
South Aviation Maintenance Seminar. Contact TN
Dept. of Trans. , Office of Aeronautics, P.O. Box 17326,
Nashville, TN 37217. Call 6151741-3208.
APRI L 14-20 - LAKELAND, FL - 22nd Annual Sun ' n
Fun EAA Fly-In and Convention. 813/644-2431.
AUGUST 1-7 - OSHKOSH, WI - 44th Annual EAA
Fly-In and Sport Aviation Convention. Wittman Re-
gional Airport. Contact John Burton, EAA, P.O. Box
3086, Oshkosh, WI 54903-3086. 414/426-4800.
AIRCOUPE SPECS
Wing span . ...28 ft, 1-1/ 2 in. Gross WI. ......... 1388 Ibs
Length ..........21 ft, 1in. High speed .... ... .90 mph
Wing Area . . . .. .. . 192 sq. ft Cruise Speed ...... .80 mph
Empty WI. ......... .810 Ibs Range ... ....... .400 miles
VINTAGE AIRPLANE 23
PASS
db
by E.E. "Buck" Hilbert
BUCK
EAA #21 • Ale #5 • P.O. Box 424 • Union, IL 60180
"I guess it's time!" was my only thought when 1 did an-
other oil change on the Funny farm Aeronca Sedan. It ' s
still making metal. The C-145 only had 335 hours on it since
new, and it had been back at the factory in 1948 to comply
with a mandatory A.D. It had been remanufactured and
given a new factory logbook at that time, so in reality it only
had 301 hours on it.
The previous owners, Pam and Paul Workma n had
"topped" it when it came out of long t erm storage, and
shortly before they sold it to me, it ate up a piston. The pis-
ton parts were expunged from the case, the screen and all
came out squeaky clean, but, there were littl e particles each
time the oi l was changed. This made for some uneasiness
on my part even though it ran smooth and seemed to have
no outward symptoms of internal distress. It was time!
Here are couple of shots of the ACC filter installation in the
Sedan. The STC' d/PMA'd unit works exceptionally well, and
helps cool the oil a bit as an added benefit. An electrical
swi tch in the unit is wired to a amber lamp on the panel,
warning the pilot if the oil filter is bypassed, should the filter
become clogged. A bypass light earlier than you come to ex-
pect, after the engine has been broken in, could be an early
indication of abnormal wear or failure.
24 NOVEMBER 1995
Anticipating an eventual need for a replacement of the
C-145 in number one son's Cessna 170A or even more so
the Sedan, we had acquired a C-145 core and did a complete
Major. Now it was time to do the switch.
1 ca ll ed H.G. a nd told him what I was up to and was
pleasantly surprised when he offered to help. We set a date
and went for it! The old engi ne came off and the new one
went on. 1 won't say it was a "no sweat" (the four mount
bolts were a bit frustrating for a littl e while! - HGF) , but it
actually was fairly easy, and we accompli shed the bulk of
the operation in a day and a half. While we were at it we
did the annual as well, so that took another day or so.
At EAA OSHKOSH '94 I had seen an oil filter installa-
tion by Aviation Development Corporation out of Seattle,
WA. Comparing it with the filter system from EI Reno
that number 1-1/2 son had on his Cessna 170B, this one
seemed to have some extra features I liked. The adapters
were much the same, but the ADC unit offered a firewall
mounting and reusable filter screen. The price slowed me
down a little as it was about a $150 higher. I stalled making
a decision.
As often happens, 'OSH ' 95 came up before 1 could fin-
ish the project. I again went to ADC's display booth and
my decision was made for me when I found they were offer-
ing an " Oshkosh Special " at about $100 off the regular
price. It was still over five hundred bucks, but figuring the
numbers 1 had spent on the new engine and considering the
reusable filters offsetting the costs of the spin-on ones, I
went for it. Especially when they told me they'd eat the
shipping costs.
When I got home from OSH, true to their promise the
unit followed me home. I looked over the installation draw-
ings and did it! 1 had to have a field approval for the STC
because this was a first on an Aeronca 15AC, and I won't go
into the details of taking a three week delay for that , but it's
done and we're ready to run.
Now ADC's instructions and literature are specific in
how this thing is installed and works. The cleaning process
in very si mple and the 3 micron screen catches it all. When
the screen does its job there is a litt le warning light installed
on the panel that will light as the bypass function comes into
play. Hey, cl ea n the screen and you're off and running
agai n.
And "WOW," does it work! Read the letter I wrote to
the company, and look at the install ation pictures. If you
are in the market for an oil filter, give this one some consid-
eration.
Dear Gordon, et ai,
I was amazed! I finished the filter installation on my
Aeronca 15AC Sedan with the newly major overhauled
Continental C-145 and did the first run. The filter warning
light came on after only six or seven minutes, act uall y the first
time I took the RPM up to about 1700. The light went out when
I dropped the RPM back down to 100, and then a minute or so
later it came on again and this time, it stayed on.
When we pulled the screen, I was flabbergasted! The contam-
inates were right there in the screen and readily visible. Lint,
gasket particles, a few small flecks of various metals, and maybe
a few pieces of rubber from the hoses and O-rings.
To think we normally run an engine for sometimes a much as
ten hours before we do the first oil change. Wonder of wonders,
there are all the contaminates right there to see without any fur-
ther ado. No can to cut open, no rag to slosh in a bucket - the
screen lays it all out for inspection.
Install at ion of the unit following your more than adequate
drawings and instructions was easily accomplished. The only ex-
ception was that the engine mount was in the way, preventing a
straight-in house connection to the adapter. It was was neces-
sary to rotate the adapter about 45° to clear the engine mount
member, with one line and then a 45° elbow was used to direct
the hose over the engine mount tube.
Relocating the oil temperature probe involved some machine
work as per your instructions, but was accomplished with a mini-
mum of stress.
All in all , my lA, W.D. "Dip" Davis, who happens to head up
the Superflite stick and rag department (formerly Cooper), and r
were quite impressed with the efficiency of your filt er, the ease
of servicing the unit, and the fact that all the contaminates as so
easily viewed and immediately evaluat ed that we will recom-
mend you unit to any and all who will listen.
Over to you fellow AIC people,
f'(
A EROPLANE
... LoA 'S;<""e-:pt""""91"-h"""&=1Ot"'"h--':'I
Oshkosh WI
Two hands-on days of theory and practice. Oct 21st & 22nd:
Introductory Course - $149. Excellent Tulsa OK
overview of designs, materials, & basic skills.
Intermediate Courses - $199 each. Nov 11th & 12th:
Fabric Covering: Cover an actual wing. Griffin GA
Composite Baszes: Fabricate a real part. Reservations & Information
Sheet Metal: Assemble a rypical piece.
Welding: Learn how to handle a totch. 800-831-2949
==' LEXANDER
and .. EROPLANE COMPANY, INC.
Alexander
Aeroplane Box 909, Griffi n, Georgia 30224
New
Members
Glen Abrahamson Fairmont , MN
Ken Adams Neosho, WI
Joe T. Bailey Church Hill, TN
Joye Baker Denver, CO
Edwin S. Barland Marietta, GA
Jack Reid Bell Lithia Springs, GA
Nelson K. Bell Shreveport, LA
Jake A. Bilstad Plano, TX
Dennis W. Burns Twin Lake, MI
Tom Byfield Indianapolis, IN
Call Air Foundation Afton, WY
David R. Carlson Hay Springs, NE
Douglas J. Cartledge Brecksville, OH
David L. Clouser Weston, MO
Harold E. Colson Jacksonville, FL
James Dempsey Aloha, OR
Raphael C. DeChambenoit
Abidjan, Ivory Coast
John S. Dodge San Lorenzo, CA
Ryan B. Doyle Apple Valley, MN
Dale R. DuFay Naperville, IL
Larry Frattini Victorville, CA
Robert Gard Lauderdale, Tasmania, Australia
Lorenzo Gariibaldi San Ysidro, CA
Truman Geouge Miami, OK
Walter A. Gester Riverside, CA
Marcia K. Gietz Houston, TX
Michael P. Greco Winston-Salem, NC
Edward G. Greskovic LaPlata, MD
Robert Hall Ormond Beach, FL
James L. Hiatt Havana, FL
Robert G. Hiland De Kalb, IL
William C. Hoyt Trimble, MO
Per Kare Johnsen Molde, Norway
Lance J. Johnson Salt Lake City, UT
Barton F. Jones Colorado Springs, CO
Richard P. Keida WilIow,AK
William J. Kelsall Coatesville, PA
David H. Kenyon Eugene, OR
Roy Lee Kirgan Jefferson City, MO
Tim F. Klein Cheektowaga, NY
Edward S. Lanan Byron, IL
Lars Larson Seattle, WA
Dean H. London Hartland, WI
Larry B. Long Candor, NC
Edward Lynch Independance, KS
Donald E. Marlatt Atlanta, MI
Jim J. Martin Sudbury, Ontario, Canada
Glenn R. McGowan Hamilton, NJ
Robert McGrath Griswold, CT
Douglas Menick Encino,CA
Sam Miklos, Jr.
H. Jay Miller
Rodolfo Montiteagudo
Donald R. Morris
Glenn W. Mount
John Muhlig
Dayton Murdock
Bob Murra
Kerry O'Day
Thomas P. Paiement
Robert J. Petrie
Charles T. Pitman
James V. Pleasants
Donald G. Powell
Steven Powell
James E. Ritter
William H. Robbins
Mark A. Rowe
Doron A. Salomon
James B. Sayers
Robert B. Schmidt
Hugh Schoelzel
Edward W. Seal
William R. Shank
Harold S. Snow
Mrs. L. P. Soucy
James L. Taylor
Galen
Theodore P. Tuttle
Gale Walker
Michael L. Walker
C. Paul Wilcox
Michael Douglas Wilde
Ralph W. Witt
Edward S. Wyka
Kirkersville, OH
Islamorada, FL
Hatillo,PR
Nashville, TN
Modesto,CA
Langhorne, P A
Carson City, NY
Derby, KS
Spring, TX
Woolwich, ME
Nashville, TN
Memphis, TN
St. Simons Island, GA
Newton, TX
Houston, TX
San Antonio, TX
Sanford, FL
Midlothian, TX
Newburgh, NY
Edison, OH
Janesville, WI
Litchfield, CT
. Fond du Lac, WI
Sandusky, OH
Saranac Lake, NY
Louisville, KY
Rogers,AR
Pierre, SD
Lake Elsinore, CA
Ft. Lauderdale, FL
Fredericksburg, TX
Jacksonville, FL
Leicester, NC
Genoa, IL
Clifton, NJ
VINTAGE AIRPLANE 25
CJ7i€
C{assics
Nitrate/Butyrate Dopes
From An Old Friend
[)eturn with us to those
thrilling days of yesteryear,
back to when ai rpl anes had
those gorgeous satin finishes
that looked a foot deep.
You can st ill have those
same gorgeous finishes with
our Classic Aero nitrate/
butyrate dopes. Our new
formulas follow the original
Mil Specs to the letter.
Classic Aero finishes have
been exhaust ively tested
CL.//} ..• , '. "
A... • .
' •• ' ,
{OAT 11'II6S
800-362-3490 • FAX 909-684-0518
PO Box 3129 • Riverside, California 92519
both in the air and on the
ground, and they're also
kind to the environment.
The icing on the cake is
that they cost le ss th an
other similar products.
Classic Aero is made here
in Amer ica by Poly-Fiber,
whose only business is air-
craft coat ings.
Your classic airplane
deserves a Classic Aero
dope finish.
fa
Fly high with a
quality Classic interior
Complete interior assemblies for do·it·yourself installation.
Custom quality at economical prices.
• Cushion upholstery sets
• Wall panel sets
• Headliners
• Carpet sets
• Baggage compartment sets
• Firewall covers
• Seat slings
• Recover envelopes and dopes
Free catalog of complete product line.
Fabric Selection Guide showing actual sample colors and
styles of materials: $3.00.
INC.
259 Lower Morrisville Rd., Dept. VA
Fallsington, PA 19054 (215) 295-4115
NOOKDUYN NORSEMAN
Diamond Jubilee Commemorative Issues
Recognizing the 60th Anniversary of the famous Canadian bushplane and WWII utility transport rated by Peter
G. Masefield in 1943 as /lin a class by itself" among the world's top 20 aircraft. Commemorating the anniversary
gathering of 16 of these Vintage aircraft at Red Lake, Ontario, Norseman Capital of the World, in july, 1995.
COMMEMORATIVE SILVER COIN - $175.00 US.
COMMEMORATIVE NBS COIN - $8.00 US.
NORSEMAN FLOATPLANE FESTIVAL POSTER - $9.00 US.
NORSEMAN FLOATPLANE FESTIVAL VIDEO - $24.95 US.
Please send cheque or money order to:
Norseman Festival Committee P.O. Box 131, Red Lake Ontario POV 2MO PH: (807) 727-2809 FAX: (807) 727-3975
All prices include Shipping & Handling. Canadian Residents add 30% exchange and 7% G.S.T.
26 NOVEMBER 1995
The Vintage Weekend
& Fly-In
Awaiting you is a welcoming cocktail party in a private home on
Friday evening, followed by a day-long celebration of cars, boats
and planes, a genuine Maine lobsterbake, and an evening with our
special guest, Maine humorist Tim Sample. On Sunday morning,
an awards and farewell breakfast concludes the festivities.
I ~
Antique & Classic
Yacht Rendezvous
Concours
d'Elegance
ofAutomobiles
Antique & Classic
Airplane Fly-In
The Board of Directors of Ocean Reef Club
Key Largo, Florida
cordially invites you to attend this exceptional event
December 8, 9 & 10, 1995
honoring classic conveyance by land, sea and air.
The Club's facilities include 270 guest rooms and villas.
two i8-hole golfcourses, a Lawn & Tennis Center, a i 75-
slip marina, twelve restaurants and lounges. a shopping
village and a 4,000' airstrip.
Our location is 55 miles south ofMiami International
Airport on the northern tip ofKey Largo.
OCEAN REEF CLUB"
RSVP to Lesa Crayne 305-367-5896 by December 1st.
Because Ocean Reef Club is a private club, the Vintage Weekend and Fly-In is open only to
invited guests staying in our Inn or Marina. Participation (exclusive of lodging) is $150.00 per person.
MEMBERSHIP
INFORMATION
I .'
EAA
Membership in the Experimental Aircraft
Association, Inc. is $35 for one year, including 12
issues of SPORT AVIATION. Family membership
is available for an additional $10 annually. Junior
Membership (under 19 years of age) is available
at $20 annually. All major credit cards accepted
for membership.
ANTIQUE/CLASSIC
Current EAA members may join the Antique/
Classic Division and receive VINTAGE AIR-
PLANE magazine for an additional $27per year.
EAA Membership, VINTAGE AIRPLANE mag-
azine and one year membership in the EAA
Antique/Classic Division is available for $37 per
year (SPORT AVIATION magazine not included).
lAC
Current EM members may join the Intemational
Aerobatic Club, Inc. Division and receive SPORT
AEROBATICS magazine for an additional $35
per year.
EM Membership, SPORT AEROBATICS maga-
zine and one year membership in the lAC
Division is available for $45 per year (SPORT
AVIATION magazine not included).
WARBIRDS
Current EAA members may join the EAA
Warbirds of America Division and receive WAR-
BIRDS magazine for an additional $30 per year.
EAA Membership, WARBIRDS magazine and
one year membership in the Warbirds Division is
available for $40 per year (SPORT AVIATION
magazine not included).
EAA EXPERIMENTER
Current EAA members may receive EAA
EXPERIMENTER magazine for an additional $18
per year.
EAA Membership and EAA EXPERIMENTER
magazine is available for $28 per year (SPORT
AVIATION magazine not included).
FOREIGN
MEMBERSHIPS
Please submit your remittance with a check or
draft drawn on a United States bank payable in
United States dollars. Add $13 postage for
SPORT AVIATION magazine and/or $6 postage
for any of the other magazines.
EAA AVIATION CENTER
P.O.BOX 3086
OSHKOSH, WI 54903-3086
PHONE (414) 426-4800
FAX (414) 426-4873
OFFICE HOURS:
8:15-5:00 MON.-FRI.
1-800-843-3612
MEMBERSHIP DUES TO EAA AND
ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE
CONTRIBUTIONS.
Something to buy, sell or trade? An inexpensive ad in the Vintage Trader may be
just the answer to obtaining that elusive part. .40¢ per word, $6.00 minimum
charge. Send your ad and payment to: Vintage Trader, fAA Aviation Center, P.O.
Box 3086, Oshkosh, WI 54903-3086, or fax your ad and your VISA or MasterCard
number to 414/426-4828. Ads must be received by the 20th of the month for
insertion in the issue the second month following (e.g., October 20th for the
December issue.)
ENGINES
Lawrance 5 Cyl. Radial Engine - 37 hp
at 4000 rpm. Conversion information
available. Must send your engine picture
first. George Copland, Route 2, Box 12,
Duncan, OK 73533. (11-1)
MISCELLANEOUS
Collector's Item - G2 Gyrocompass
System (Navy) with tech data plus
28VDC/115VAC inverter. Make offer.
Frank Mamrol, 361 E. Main Street,
Lansdale, PA 19446. (11-1)
Ultraflight Magazine - Hear our "FAST
ACTION CLASSIFIEDS." Call 1-800-411-
0042. Buy, sell, trade, kit built, fixed
wing, powered parachutes, rotor,
sailplanes, trikes, balloons and more.
Stories galore! Sample issue $3.00.
Annual subscription $36.00. INTRODUC-
TORY OFFER OF ONLY $24.00.
Ultraflight Magazine, 12545 70th Street,
Largo, Florida 34643-3025. 813/539-
0814. (11-1)
"Carwell" Bubbleface Compass -
Recent overhaul, as new - $395.
"Kollsman" Bubbleface Compass -
Excellent Condition - $325. "Chelsea"
A.S.S.C. Aircraft Clock, 1918 - $450.
Zenith "Hight" Altimeter, 1918 - $395.
American Optical "Pursuit" Flying
Goggles, 1930, Excellent - $155. 01' Jon
Aldrich, Airport Box 706, Groveland, CA
95321. (11-1)
Flying Field - by James Haynes can be
purchased by mailing your check to
Robins Nest Company, 21 Sunset Ln. ,
Bushnell, IL 61422-9739. Flying Field is
about the historic Monmouth, Illinois air-
port. It is "the oldest continuously oper-
ated airport in Illinois." 250 pp - 133 pho-
tos. $19.00 includes shipping and han-
dling. This is an excellent Christmas gift
for those who love nostalgia, history and
good flying stories. (11-1)
Plans - Ragwing Replicas - Ultralight
legal Pietenpol, Pitts, Heath, Church
Midwing. Plans $70. Brochure $3. 312
Gilstrap Drive, Liberty, SC 29657. (9/96)
SUPER CUB PA-18 FUSELAGES -
New manufacture, STC-PMA-d, 4130
chromoly tubing throughout, also com-
plete fuselage repair. ROCKY MOUN-
TAIN AIRFRAME INC. (J. Soares, Pres.),
7093 Dry Creek Road, Belgrade,
Montana 59714, 406/388-6069, FAX
406/388-0170. Repair station No.
QK5R148N.
(NEW) This & That About the Ercoupe,
$14.00. Fly-About Adventures & the
Ercoupe, $17.95. Both books, $25.00.
Fly-About, P.O. Box 51144, Denton,
Texas 76206. (ufn)
FREE CATALOG - Aviation books
and videos . How to, building and
restoration tips, historic, flying and
entertainment titles. Call for a free cat-
alog. EAA, 1-800-843-3612.
Curtiss JN4-D Memorabilia - You
can now own memorabilia from the
famous Curtiss "Jenny," as seen on
"TREASURES FROM THE PAST." We
have T-shirts, posters, postcards,
videos, pins, airmail cachets, etc. We
also have R/C documentation exclu-
sive to this historic aircraft. Sale of
these items supports operating
expenses to keep this "Jenny" flying
for the aviation public. We appreciate
your help. Send SASE to Virginia
Aviation, P.O. Box 3365, Warrenton,
VA 22186. (ufn)
28 NOVEMBER 1995
Dr. John Nordt
His father started as
a pilot with Eastern
Airlines in 1942,
which influenced John's
aviation desire.
Began Hying in 1966
Member of EAA and
Antique/Classic Division
Member of AOPA
Now owns a Ryan PT22
just like his father
used to have.
-Flying this plane brings
bock all the good
memories that Dad
and Ihave together.•
AUAis
approved.
To become an
EAA Antique &
Classic Division
Member call
800-843-3612
"AUA has been my aircraft insurer for
six years now. In that time, I have had
one claim on my Ryan PT22. AUA
gave me an excellent response and
was very thorough . My claim was
settled quickly with fantastic service.
Best of all, AUA is affordable."
- Dr. John Nordt
You can experience the best in aircraft
insurance service and rates, too. Give
AUA a call - it's FREE!
800-727-3823
Fly with the pros .. .fly with AUA Inc.
Dr. John Nordt flying his Ryan PT22.
AUA's Exclusive EAA
Antique/Classic Division
Insurance Program
Lower liability and hull premiums
Medical payments included
Fleet discounts for multiple aircraft
carrying all risk coverages
No hand-propping exclusion
No age penalty
No component parts endorsements
Discounts for claim free renewals
carrying all risk coverages
Remember,
We're Setter Togetherl
AVIATION UNUM IrED AGENCY
To order or for more information call:
1-800-843-3612
(Above) The Antique/Classic sport shirt looks great whether at
the airport or the golf links. Made of 100% combed colorfast cot-
ton, it is available in royal blue with teal trim, fuschia with blue
trim and black with fuschia trim.
Sizes M-2Xl ..................................$28.95*
(Right) This pinstripe oxford shirt is as classic as the airplane you
fly. Antique/Classic logo is embroidered above the pocket. Made
from a high quality 60/40 cotton/poly blend. Available with bur-
gundy or blue stripes. Short sleeve only.
Size 1 5 - 1 71 /2 .......•.•..••....
(Outside the US and Canada 414-426-4800)
24 hour FAX: 414-426-4873
or write EAA, Dept. MO, P.O. Box 3086,
Oshkosh, WI 54903-3086
Major credit cards accepted. *WI residents add 5%
sales tax. *Plus shipping and handling.
(Above) This sturdy natural cotton duck baseball cap
has a brown leather brim and the colorful (blue, hunter
green or maroon) NC logo. One size fits all, adjustable
leather strap . .•.......••..........•••. .$12.00*
(Above, left) You'll be warm and toasty with your
fleece shirt/jacket, trimmed with the NC logo. 100%
polyester Polartec®, it has zippered slash pockets and a
zippered cowl neck. It's available in navy blue.
Sizes M-2Xl ..........................$52.95*
(Right) The 100% pre-shru nk
cotton ribbed scoop neck tee
is fem inine yet casual. It also
features the NC logo embroi-
dered in a glossy th read in the
same color, and is avai lable in
blue or rose.
Si zes S-l .. . .. . .. . . $12.95*
(Above) You' ll be covered front to back with your favori te Ant ique,
Classic and Contemporary airplanes on these bright 100% pre-shrunk
cotton T-shirts. Each is topped off with the NC logo on the sleeve.
Avail able in these pastel colors: cream, fuschia, blue, green and orange.
Sizes S-2Xl ........... •• ..•............. . .........$15.95*
(Above, left) Keep warm with thi s thick fleece-lined sweatshirt neatly
embroidered with the Antique/Classic logo. Made of a 70/30 cotton/poly
blend. Cowl neck, white with black and gold logo, grey trim.
Sizes M-2Xl .... . .. . •.......... . ...... ..••.. . ..• ...$33.95*
(Left) Just ri ght for those warm summer afternoons spent at the air-
port, the scoop neck 100% pre-shrunk cotton tee features the
embroidered Ant ique/Classic logo in the shi rt color. Available in
I ight green or cranberry.
Sizes S-l ........... • . •• ...................... • $12.95*
(Below, ri ght) If you need a little more warmt h (say, when you're
doing a li tt le open cockpit flying!) you' ll need the Antique/Classic
hooded sweatshirt. Avail able in oatmeal fleece with accent stripes
of burgundy, navy blue and forest green on the shoulders. Made of
a 70/30 cotton/poly blend. Blue and burgundy NC logo.
Sizes M-2Xl ..•.•. . . ....... . . . ... . ......... •. ..$38.95*
(Left) The Antique/Classic
Division's colors have never
been brighter! Made of
100% pre-shrunk cotton, the
A/e golf shirt is avai lable in
jade green, turquoise, navy
blue and cranberry, with
matching color logo.
Sizes M-2Xl .....•26.95*
ORDER NOW!
32 NOVEMBER 1995
(Above) This heavy, fleece lined sweat shirt has the
EAA Antique/Classic logo embroidered with silver,
forest green and metal lic gold stitching. You'll
enjoy the warmth and comfort of this long-wearing,
machine washable, 50/50 cotton/polyester shirt.
Si ze M -2XL . . . .... . . . . ..... . . . ... ..$32.95*
(Right) Keep the essential tools ready with this
heavy canvas tool roll. Features 14 pockets for
wrenches, screw drivers, pi iers or any other tool
you'l l never want to be without.
(tools not included) . ......... . ... ....$12.00*
(Above) Embroidered caps have
Ant ique/Classic logo stitched in metal-
lic gold thread. Poly blend fabric and
broad brims make these hats comfort-
able and durable. One size fits all.
Avai lable in teal or blue with red brim .
. . . . . . . . . . . . . . . . . . . . . . $10.95*
(Right) 10 oz. ceramic mug shows
the logo of the Antique/Classic divi-
sion. Dishwasher safe. . . .. . $8.95*
(Left) No flight bag should be wit hout a Mini Maglite. Uses
two AAA batteries and can be adjusted from spot to flood
with a twist of the wrist. Available i n green, blue, black or
red with Antique/Classic logo ...... ...... . ...$19.95*
(Lower left) Compact barrel bag is made from heavy can-
vas and is the perfect size. Measures 12" x 7" and features
the Antique/Classic logo. . . .• . ....... . . . . ..$10.00*
(Below) This lightweight jacket is perfect for the flight line
or the golf course. 100% nylon shell. Machine washable.
Avai lable in navy, teal, eggplant and forest green.
Sizes M-XL $34.95 2XL ....... . .. • . .. . . . ..$36.95*
VINTAGE AIRPLANE 33
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