Vintage Airplane - Nov 1995

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Tom  Poberezny 
November1995 Vol.23,No.11
Marketing & Communications 
Dick Matt 
Jack Cox 
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 
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 
President  Vice-President 
Espie  ' Butch'  Joyce  Arthur Morgan 
P.O.  Box 35584  Germantown. WI 
Greensboro, NC 27425 
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 
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 
S,J, WiHman 
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/
2 AlCNews/H.G.Frautschy
4 Aeromail
5 VintageLiterature/DennisParks
8 UnintentionalSpins/
10 WhatOurMembers
12 MysteryPlane/
13 Bucker
18 NorsemanFestival/
21 AeroCommander560/
23 Calendar
24 PassittoBuck!
25 WelcomeNewMembers
28 VintageTrader
30 Antique/ClassicMerchandise
Page  13 
Page  18 
Page 21 
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. 
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, 
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
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
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! *'
compiled by H.G. Frautschy
and Norm Petersen
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.
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
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.
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!
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
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
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
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.
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.
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
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-
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
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
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. ...
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. 
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-
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. 
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-
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. 
Richard C. Dick  Hi ll 
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. 
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. 
Vic Smith 
Uxbridge,  Middlesex, England 
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
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
Here is some information about these
early publications which will shed some
light on their history and content.
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
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
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
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
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-
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-
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-
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-
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,
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
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-
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
LETIN Oct. 1912; absorbed by
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
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,
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
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
~ . . : ~ ~ ~ ....
~ . ~ ~ .... ~ ......
:;;::::-..; : . ; ; ; . ~ . ; ; : ;   = :     ~
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. ...
Un intentional
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
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
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
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.
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
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
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. *'
------------------------------- 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-
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
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

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!
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
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.
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. 

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.  ... 
The  Norseman 
Float Plane 
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-
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
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
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-
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.
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
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
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 
(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.
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-
(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.
Jim NewmlJn
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-
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.
Club Fly MarketlPancake BreakfastlBarbecue lunch.
Chapter 565 Pancake Breakfast Fly-In. 8131575-6360.
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.
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.
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
by E.E. "Buck" Hilbert
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-
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, 

... 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 
Aeroplane  Box 909, Griffi n, Georgia 30224
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 
Theodore P. Tuttle 
Gale Walker 
Michael L. Walker 
C.  Paul Wilcox 
Michael Douglas Wilde 
Ralph W. Witt 
Edward S. Wyka 
Kirkersville, OH 
Islamorada, FL 
Nashville, TN 
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 
Pierre, SD 
Lake Elsinore, CA 
Ft. Lauderdale, FL 
Fredericksburg, TX 
Jacksonville, FL 
Leicester, NC 
Genoa, IL 
Clifton, NJ 
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. 
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. 
259 Lower Morrisville Rd.,  Dept. VA 
Fallsington, PA 19054  (215) 295-4115 
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. 
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 
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. 
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. 
I  .' 
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. 
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). 
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). 
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). 
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). 
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. 
P.O.BOX 3086 
OSHKOSH,  WI 54903-3086 
PHONE (414) 426-4800 
FAX (414) 426-4873 
8:15-5:00 MON.-FRI. 
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.)
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) 
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) 
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. 
(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 
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.•
To become an
EAA Antique &
Classic Division
Member call
"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!
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
We're Setter Togetherl 
To  order or  for  more information  call: 
(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* 
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* 

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