Vintage Airplane - Sep 1985

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STRAIGHT AND LEVEL 
By Bob Lickteig
Why  Oshkosh? 
Everyone in the aviation community is talk-
ing about EAA Oshkosh '85. The record
number of aircraft - the early closing of the
field to transient aircraft (rain. prior to the
convention. left some parking areas soggy
and resulted in some delays in moving the
aircraft off the taxiways - our volunteers
are to be commended for their excellent
handling of this situation) - the wonderful
record crowds of aviation enthusiasts and
supporters - the campgrounds filled nearly
to capacity - the lines of autos filled with
convention bound enthusiasts - the thou-
sands of aircraft operations handled with
great efficiency by the dedicated FAA tower
staff - and. of course. the excellent weath-
er.
With the dismal state of the general avia-
tion industry. from student starts to new air-
craft sales. the success of the EAA conven-
tion has astounded the experts. No one will
argue against success. but argue we will
over why. Having been part of and witnes-
sing the growth over the past fifteen years.
it is my opinion that the EAA convention
means different things to different people.
EAA and the Annual Convention all started
over thirty-three years ago. That first conven-
tion was attended by a great number of
homebuilders - people who wanted to build
and fly their own aircraft - antiquers who
loved to work with their hand and mind to
preserve both their aircraft and history - the
warbird owners who preserve the "heavy
iron" - and. of course. our aerobatic friends
and neighbors. For most homebuilders.
building their own airplane was an econom-
ical necessity. This segment of our member-
ship still works in their homes and garages
for two to five years - or more - to com-
plete their aircraft. having one important goal
in mind - to fly it and show it at the Annual
EAA Convention. Here. the results of years
of toil can be proudly displayed.
The campgrounds. capable of accom-
modating some 40.000 people. represent
the family interest. and to these people it is
an annual vacation spent with hundreds of
new friends made each year. Camping in
the heart of 15.000 aircraft - with educa-
tional exhibits. entertainment for all ages.
and the excitement that can only be gener-
ated by aviation. has its own fulfilling re-
wards.
The establishment of EAA Divisions brings
another meaning to the EAA convention.
The EAA Antique/Classic Division. is the
segment of aviation which shares the love of
older aircraft. and the nostalgia of the golden
years of aviation. These airplanes represent
an extremely important group at our conven-
tion . with members proudly displaying their
antique and classic restorations that in most
cases required years of owner labor or thou-
sands of dollars of professional work. This
segment of aviation has a great following
with the public who can readily relate to the
era of the antique and classic aircraft and
the part they played in the history of aviation.
The EAA Warbirds of America with their
WWII aircraft bring yet another of our seg-
ments to the convention. WWII aircraft. from
the trainers to operational combat planes.
are remembered by all adults. Seeing them
displayed and flown brings back memories
and a reminder of the important part these
machines and their gallant pilots played in
defending the U.S. against those whose aim
was to conquer the world. Warbird owners
restore these machines to flying condition
and are proud to display them and to be a
part of the EAA Oshkosh experience.
Many have dreamed and read about a
helicopter in every garage. We know that
this dream has not yet materialized. How-
ever. the rotorcraft of various configurations
are annually improved and provide another
area of interesting flying demonstrations for
members and the visiting general public.
The newest addition to the EAA family is
the ultralight movement. This started with
interest in the hang gliding movement. begin-
ning all the way back with lilienthal . and is
now evolving. again. into the light plane seg-
ment of aviation . . an el,lolution that is
reminiscent of the early days of aviation.
Public interest in observing the latest ad-
vancements and operational use of aviation
generates the interest that brings many man-
ufacturers and suppliers to the convention.
In fact. the public interest has. unofficially as
of this writing. brought an estimated $50 mil-
lion into the coffers of the state of Wisconsin
during the EAA Convention. This is a tribute
to aviation.
To cap off EAA Oshkosh as the world's
largest aviation event and convention. how
about our annual ocean of aluminum? These
are the transient aircraft. from Cessna 150s
to jets. which annually fill our aircraft parking
areas. These members and aviation enthusi-
asts have interest in all areas ranging from
ultralights to warbirds and they all enjoy the
continual excitement of aviation and the EAA
Oshkosh Convention.
Lest we forget our overseas visitors. we
are reminded that several thousand came
from some sixty different countries. As our
vintage aircraft friends from Austral ia said.
''The Fly Market was worth the trip alone."
The EAA Antique/Classic Chapter 12 from
Argentina planned a short trip of the USA
after they digested Oshkosh. The same is
true of our friends from Brazil . Mexico. Aus-
tralia and other countries. The convention
theme, "The World of Flight", says it al l.
We must not overlook our commercial vis-
itors who stand in line to secure space each
year. They are another segment of aviation
and of the EAA convention. They not only
bring the latest in aviation equipment and
supplies. but they also expose aviation to
the general public who visits Oshkosh. This
brings us to the spectators (of whom 10,231
joined EAA during the 1985 Convention) .
Whether or not they join EAA, they contribute
to aviation financially by being a part of our
convention . They come to see thousands of
aircraft displayed and also to enjoy the
largest and best in professional air show
acts any place in the world. As an example,
this year. they witnessed everything from
the display and flight of a 1912 Curtiss
Pusher to the supersonic British Airways
Concorde - this could only happen at Osh-
kosh.
One common interest of all EAA members
is the competition for the prestigious awards
presented by the various divisions' judging
committees. Award winners at Oshkosh jus-
tifiably know that they have the best.
So, I am back where I started - Why
Oshkosh? - maybe we could sum it up by
calling it the pilgrimage to Mecca - spelled
O-S-H-K-O-S-H. There you have it. one
man's opinion - welcome aboard - join us
and you have it all.
2 SEPTEMBER 1985
PUBLICATION  STAFF 
PUBLISHER 
Paul  H.  Poberezny 
ASSOCIATE  PUBLISHER 
Tom Poberezny 
DIRECTOR. 
MARKETING  & COMMUNICATIONS 
Dick  Matt 
EDITOR 
Gene R.  Chase 
CREATIVE  ART  DIRECTOR 
Mike Drucks 
MANAGING  EDITOR/ADVERTISING 
Mary Jones 
ASSOCIATE  EDITOR 
Norman  Petersen 
FEATURE  WRITERS 
George A.  Hardie,  Jr. 
Dennis  Parks 
EAA ANTIQUE/CLASSIC 
DIVISION,  INC. 
OFFICERS 
President  Vice  President 
R. J. Lickteig  M.C.  "Kelly"  Viets 
1620 Bay Oaks Drive  RI.  2, Box  28 
Albert Lea, MN 56007  Lyndon,  KS  66451 
507/373-2922
Secretary  Treasurer 
Ronald Fritz  E. E. " Buck" Hilbert 
15401  Sparta Avenue  P.O.  Box  145 
Kent City, MI 49330  Union, IL 60180 
616/678-5012 815/923-4591
DIRECTORS 
John S. Copeland  Stan Gomoll 
9 Joanne Drive  1042 90th Lane, NE 
Westborough, MA 01581  Minneapolis, MN 55434 
617/366-7245 612/784-1172
Dale A. Gustafson  Espie M. Joyce, Jr. 
7724 Shady Hill Drive  Box 468 
Indianapolis, IN 46274  Madison, NC 27025 
317/293-4430 919/427-0216
Morton W.  Lester  Arthur R. Morgan 
P.O.  Box 3747  3744 North 51 st Blvd. 
Martinsville, VA 24112  Mi lwaukee, WI  53216 
703/632-4839 414/442-3631
Daniel Neuman  Ray Olcott 
1521  Berne Circle W.  1500 Kings Way 
Minneapolis, MN 55421  Nokomis, FL 33555 
61 2/571-0893 813/485-8139
Gene Morris  John R.  Turgyan 
15C Steve Court, R.R. 2  Box 229, R.F.D. 2 
Roanoke, TX 76262  Wrightstown, NJ 08562 
817/491-9110 6091758-2910
S.J.  Wittman  George S.  York 
Box  2672  181  Sloboda Ave. 
Oshkosh,  WI  54903  Mansfield, OH 44906 
414/235-1265 419/529-4378
ADVISORS 
Timothy V.  Bowers  Phillip Coulson 
729  - 2nd  SI.  28415  Springbrook  Dr. 
Woodland, CA 95695  Lawton,  MI  49065 
916/666-1875  616/624-6490
S.H.  "Wes"  Schmid  W.  S.  "Jerry" Wallin 
2359  Lefeber Avenue  29804  - 179  PI.  SE 
Wauwatosa, WI  53213  Kent,  WA 98031 
414/771-1545 206/631-9644
SEPTEMBER  1985 •  Vol.  13,  No.9 
Copyright © 1985 by  the  EAA  Antiquel Classic  Division,  Inc.  All  rights  reserved. 
Contents 
2  Straight and Level 
by Bob Lickteig 
4  AlC News 
by Gene Chase 
5  Vintage literature 
by Dennis Parks 
6  Restoration of a Luscombe SA  Page  6 
byJim Zazas 
10  Salvaging an Airways Beacon 
by Donna Benedict 
13  Mystery Plane 
by George A.  Hardie, Jr. 
13  Letters to the Editor 
14  The Fuller-Hammond FH-1 
"Super Twin" 
by Phil Michmerhuizen 
16  Type Clubs and other 
Page  14 
Aviation Organizations 
18  14th West Coast Ryan Reunion 
by Bill Hodges 
22  Women's Class A Pacific Derby 
by H.  Glenn Buffington 
25  Vintage Seaplanes 
26  My First Flight to Oshkosh 
by Robert R. Black 
27  Calendar of Events 
28  Vintage Trader 
FRONT COVER . . . 1946 Luscombe 8A, NC45504, SIN 2031, restored 
last year by owners Jim and  Karen  Zazas (EAA 150698,  AlC 5416)  of 
Carthage, NC. See  story on  page  6.  (Photo  by  Jim  Zazas) 
BACK  COVER  .. .  Painting  by  aviation  artist  John  Amendola  (EAA 
112642) 16018 S.E. 31st Street, Bellevue, WA 98008 of Gladys O'Don-
nell's  Wright  J6-7  powered  Waco  Taperwing,  NC21M.  See  story  on 
page  22. 
The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, and the logos of EXPERIMENTAL 
AIRCRAFT ASSOCIATION  INC.,  EAA  INTERNATIONAL CONVENTION, EAA  ANTIQUEICLASSIC  DIVISION  INC. , 
INTERNATIONAL AEROBATIC  CLUB  INC., WARBIRDS  OF AMERICA  INC. ,  are  registered  trademarks.  THE  EAA 
SKY  SHOPPE  and  logos  of  the  EAA  AVIATION  FOUNDATION  INC.  and  EAA  ULTRALIGHT  CONVENTION  are 
trademarks  of  the  above  associations  and  their  use  by  any  person  other  than  the  above  associations  is  strictly 
prohibited. 
Editorial  Policy:  Readers  are  encouraged  to  submit  stories  and  photographs.  Policy  opinions  expressed  in  articles 
are  soley  those  of  the  authors.  Responsibility  for  accuracy  in  reporting  rests  entirely  with  the  contributor.  Material 
should  be  sent  to: Gene  R.  Chase,  Editor, The  VINTAGE  AIRPLANE, Willman  Airfield, Oshkosh, WI  54903-3086. 
Phone:  414/426-4800.
The  VINTAGE  AIRPLANE  (ISSN  0091-6943)  is  published  and  owned  exclusively  by  EAA  Antiquel Classic  Division, 
Inc.  of the  Experimental  Aircraft Association, Inc.  and  is published  monthly at Willman Airfield,  Oshkosh, WI  54903-
3086.  Second  Class  Postage  paid  at  Oshkosh,  WI  54901  and  additional  mailing  offices.  Membership  rates  for 
EAA  Antiquel Classic  Division,  Inc.  are  $18.00  for  current  EAA  members  for  12  month  period  of  which  $12:00  is 
for  the  publicatior>  of The  VINTAGE  AIRPLANE. Membership  is  open  to  all  who are  interested  in  aviation. 
ADVERTISING - Antiquel Classic  Division does not guarantee or endorse any product offered through our advertis-
ing.  We invite constructive criticism  and  welcome any report of inferior merchandise obtained through our advertising 
so  that  corrective  measures  can  be  taken. 
Postmaster: Send address changes to EAA Antiquel Classic Division, Inc., Willman Airfield, Oshkosh, WI 54903-3086. 
VINTAGE  AIRPLANE 3 
Compiled  by  Gene  Chase 
STINSON  SR-5E  PROJECT  REPORT 
The  Oregon  Antique  and  Classic Air-
craft  Club  is  restoring  a  1935  Stinson 
SR-5E  Reliant  at  the  facilities  of  Lane 
Community College. At  the  close of the 
1984-85 school  year the  massive  fuse-
lage frame, along with the landing gear, 
tail  surfaces, flaps, ailerons and  numer-
ous  small  metal  parts  were  ready  for 
sandblasting. 
It was hoped the blasting and  pri ming 
would  be  completed during the summer 
so  that  in  the  fall  the  students  in  the 
ACT  class  can  ready  the  parts  for cov-
ering. The  group  is funding  the  project 
through  contributions and  a donation of 
$25  or  more  will  bring  the  donor a nice 
T-shirt expressing support of the SR-5E 
restoration  project. 
The  project  is  being  supervised  by 
Tim  Talen  (EAA  8615,  NC 1616).  To 
contact the  group, write  or phone:  Ore-
gon  Antique  and  Classic  Aircraft  Club, 
P.  O.  Box  613,  Creswell ,  OR  97426. 
Telephone  503/746-6572  or  942-0663. 
WAYS  AND  MEANS  PROJECT 
A  recipe  for  "Funnel  Cake"  might 
seem  like  a strange  subject  to  cover  in 
this  magazine,  but  it  really  is  not.  The 
following  fund  raising  project  was  pre-
sented  by  Anne  Fennimore  (EAA 
133619, NC 4460)  of  Succasunna, 
New  Jersey,  editor  of  "Runway  7"  the 
newsletter  of  Antique/Classic  Chapter 
7. In  the June, 1985 issue of this  excel-
lent  newsletter she  wrote : 
"Now that the fly-in  season  is well un-
derway,  many  chapters  and  organiza-
tions  are  looking  for  means  to  support 
their  events.  I have  been  to  many  out-
door  affairs  and  found  that  "Funnel 
Cakes"  go  over  GREAT!  They  are  so 
easy  to  make  and  are  a real  treat.  The 
following  recipe  was  published  recently 
in  the  local  paper  in  the  "Heloise"  col -
umn: 
"You'll  need  two  eggs,  one  and  one 
half cups  milk, two cups  plain flour,  one 
teaspoon  baking  powder  and  one  half 
teaspoon  salt  - also  powdered  sugar 
to  sprinkle  on  the  top  after cooking. 
"A deep fryer will work best, but a skil-
let  can  be  used.  Be  careful  to  not  use 
too  much  oil.  Have  the  oil  very  hot, but 
don't burn  it. 
"Of  course  you  will  need  a  funnel. 
(Hold a finger over the hole of the funnel 
while  filling  with  batter.)  After  the  oil  is 
heated,  hold  the  funnel  over the  oil,  re-
move  finger  and  move  funnel  over  the 
oil  in  a circular crisscross motion as the 
batter  is  poured  into  the  hot oil. 
"They  rise  pretty  fast  and  get  quite 
large, so be careful not to pour too much 
batter at  one time. If  using  a skillet you 
may  be  able  to  make  only  one  or  two 
cakes  at  a time. 
"After the cakes  are  cooked to  a light 
golden  brown,  remove  from  oil  and 
drain  on  paper  towels.  Sprinkle  with 
powdered  sugar. 
"Eat while  still  warm  - they are deli-
cious. 
"Fly-in chairman, this could be the dif-
ference  between  losing  money  and 
breaking  even. Why  not  try  it!! 
"P.S.  The  article  didn't  state  how 
many cakes  the  above  recipe  makes. " 
Editor's Note: That old bugaboo, prod-
uct liability, can't be ignored. When seI-
ling "Funnel Cakes" at a  fly-in, be sure
to use fresh cooking oil and ultra-clean
cooking facilities. And last, but not least,
notify the insurance carrier to be sure
such an activity is covered at your
event. .. G.R.C.
NEW  MEMBERS  HIGHLIGHTED 
The  October 1985 issue of  THE VIN-
TAGE AIRPLANE will  feature  a  listing 
of  all  the  new  members  who  join  the 
Antique/Classic  Division  during  Osh-
kosh  '85.  Watch  for  it! 
ELECTION  RESULTS 
The  following  results  of  the  election 
of  officers  and  directors  were  an-
nounced  at  the  Annual  Business  Meet-
ing  of  the  Antique/Classic  Division  on 
August 2, 1985 at Oshkosh, Wisconsin: 
M.C.  "Kelly"  Viets  was  elected  Vice-
President,  replacing  Roy  Redman  who 
chose not to seek re-election. All incum-
bents  on  the  ballot  were  re-elected, in-
cluding  Treasurer,  E.E.  "Buck"  Hilbert 
and  the  following  Directors:  John  S. 
"Jack" Copeland, Stan  Gomoll , Dale  A. 
Gustafson, Daniel  F.  Neuman and John 
Turgyan. 
MACH  2 TO  OSHKOSH 
"Mach 2  to Oshkosh" is  now  being 
produced  for  distribution  starting  in 
November.  Fifty-five  minutes  in length, 
this  documentary  video  will  cover  the 
historical flight of the Concorde,  its sys-
tems  and  technologies  plus  the  EAA 
Convention. Watch  for announcements 
of  details  in  all  EAA  publications. 
TEXAS  HOSPITALITY OFFERED 
John  and  Glenna  Bowden  (EAA 
201353, NC 8416) of Lampasas, Texas 
extend  an  invitation  to  EAAers  depart-
ing  the  21 st  Annual  Kerrville  Fly-In  on 
Sunday, September  15  to  stop  at  their 
strip  for  hamburgers  at  1 :00  p.m.  The 
Bowden's  Deer  Pasture  Airfield  is  10-
cated  about  100  miles  northeast  of 
Kerrville, 16 miles from  Lampasas VOR 
on  the  190  degree  radial ,  on  the  San 
Antonio  Sectional. 
The  sod  runway  is  2,000  ft.  x  75  ft ., 
elevation  1,422 ft . and  auto fuel  is avai l-
able.  The  hosts'  phone  number  is  512/ 
556-6873. 
OSHKOSH  '85  AWARD  WINNERS 
Following is  a partial listing of the An-
tique/Classic  Division  award  winners of 
the  1985  EAA  Convention,  July  26 
through  August  2 at  Oshkosh, Wiscon-
sin. 
ANTIQUES 
Grand  Champion :  1930  Savoia  Mar-
chetti  S.56 Amphibian,  NC149M. R. W. 
"Buzz" Kaplan, Owatonna, MN. 
Reserve  Grand  Champion :  1931 
Waco  QCF-2,  NC11468.  James  C. 
Warren, Denver, CO. 
Contemporary  Age  Champion:  1941 
Timm  "Aerocraft''''  2SA,  NC34912. 
Yvonne  Schildberg, Greenfield, IA. 
Silver  Age  Champion:  1937  Porter-
field  35-70,  NC17037.  Ken  Williams, 
Portage,  WI. 
Customized  Champion:  1940  Waco 
SRE,  NC247E.  Red  Lerille,  Lafayette, 
LA. 
WW "  Military Trainer/Liaison Cham-
pion:  1943  PT-19B  Fairchild,  N51939. 
William  L.  Mitchell , Condorsport, PA. 
Transport  Champion:  1935  DeHavil-
land  DH-90  "Dragonfly",  N190DH. 
Charles A. Osborne, Jr. , Louisville, KY. 
Replica Champion: Gee Bee Y "Super 
Sportster",  NR718L.  Ken  Flaglor, North-
brook,  IL. 
CLASSICS 
Grand  Champion :  1953  Cessna  195, 
N4477C, Raybourne Thompson,  Hous-
ton,  TX. 
Reserve  Grand  Champion:  1947 
Aeronca  11 BC  "Super Chief", N3923E. 
Becky  A.  Hart,  New  Hope, MN. 
Class I (0-80  hp) : 1946  Luscombe  8A, 
NC1405K.  Randy  Patterson,  Roscom-
mon, MI. 
Class"  (81-150  hp) :  1947  Call  Air, 
N2901 V.  Lee O.  Gensrich, Hatton, NO. 
Class  '"  (151  hp  and  up) :  1950 
Beechcraft  Model  B  "Bonanza", 
N5186C.  Don  and  Georgene 
McDonough, Palos  Hills, IL. 
Custom  Class A  (0-80  hp) : 1946  Lus-
combe  8A,  N45849.  Gary  C.  Rudolph, 
Vincennes, IN. 
Custom  Class  B  (81-150  hp) :  1946 
Piper  PA-12  "Super  Cruiser",  N7634H. 
Jim  Hudgin, Brentwood, TN. 
Custom  Class  C  (151  hp  and  up): 
1947  Stinson  108-2,  N400C. Tom  and 
Lorraine  Zedaker, Las  Vegas,  NV. 
A complete listing of winners will  ap-
pear  in  the  October, 1985  issue  of THE
VINTAGE AIRPLANE. •
4  SEPTEMBER  1985 
 
by Dennis Parks
International Conference on Aerial
Navigation - Chicago, 1893, Pro-
ceedings -
The 1890s in America saw a great
increase in interest in the scientific
study of flight. One of the significant de-
velopments was the Chicago confer-
ence of August 1-4, 1893. Octave Cha-
nute and Albert Zahm conceived of an
international conference on aerial navi-
gation similar to the one held as part of
the French Exposition in Paris in 1889
- the proposed one to be an auxiliary
of the World's Columbian Exposition of
1893.
Octave Chanute had yet to build any
of his gliders and his Progress in Flying
Machines had yet to be published in
book form . Dr. Albert Zahm was from
Notre Dame University. He earned his
Ph.D. in physics from Johns Hopkins in
1898 with a dissertation related to the
physics of flight. A great thinker on
aeronautics, he would write over 20 ar-
ticles by 1910. Both Chanute, an en-
gineer, and Zahm a scientist were rep-
resentative of the caliber of people tak-
ing an interest in flight at the end of the
19th century.
They felt that aerial navigation, which
had hitherto been left mainly to imagina-
tive inventors, had been attracting the
attention of scientists and engineers.
The object of the conference would be
the discussion of the scientific problems
involved in flight. They would attempt to
collate the results of the latest research,
provide for an interchange of ideas and
provide for a concert of action among
the attendees.
There were three principle sections
to the conference: 1) Scientific Princi-
ples, 2) Aviation and 3) Ballooning. The
aviation section dealt with observation
and measurements of birds, theories of
soaring, flying machines, equilibrium
and novel experiments - powered glid-
ing, soaring and models. The ballooning
section covered construction, inflation,
navigation, observations from balloons
and proposed improvements.
Notices were sent to the known ex-
perts involved in aeronautical research.
Letters of cooperation were received
from the British Aeronautical Society,
the Aerial Navigation Society of France,
the Aviation Society of Munich, the Im-
perial Aeronautical Society of Russia
and the Aviation Society of Vienna.
Forty-seven papers were accepted
for presentation. The majority were from
Americans but eight other countries
were represented by presenters includ-
ing England, France and Australia.
Some of the American schools rep-
resented included Cornell , Notre Dame,
Stevens Institute and Amherst. Al-
together an impressive international
gathering considering that the organiz-
ers were worried that the conference at-
tendance might have been made up of
cranks and amusement seekers which
might have done harm to the progress
of aeronautics.
OCTAVE CHANUTE
Chanute in his opening address said
the conference met for an unusual sub-
ject because its commercial success had
yet to be discovered, that the general
public had little interest in it and even
less confidence. That yet, it was a fas-
cinating subject because the problem
of aerial navigation had been "hitherto
associated with failure" and its students
"as eccentric - to speak plainly - as
'cranks' ." Yet he felt that in the last half
century the elements of success had
accumulated to the point where it was
"now reasonable to meet together to
discuss principles and exchange ideas
and knowledge." Chanute did not want
presentations of new projects but state-
ments of general principles, the results
of experiments and the sharing of
knowledge. He thought that "Success,
when it comes, is likely to be reached
through a process of gradual evolution
and improvement.
Among the wide variety of papers
given at the meeting were those of Dr.
Zahm on "Stability of Aeroplanes and
Flying Machines," Langley on "The In-
ternal Work of the Wind," and Hargrave
on "Flying Machine Motors and Cellular
Kites."
Dr. Albert Zahm
Dr. Zahm presented two papers, one
on atmospheric gusts and one on stabil-
ity. Zahm's interest was in aerodynam-
ics. As an undergraduate of Notre
Dame he built a number of model air-
planes and while in graduate school he
decided to devote his energies to an
investigation of aerodynamics. He de-
signed and built a wind tunnel.
Zahm in discussing the problem of
stability stated that the problem is to de-
vise an aeroplane which will "Automati-
cally head into the wind, ...when dis-
placed ... promptly recover its equilib-
rium; . ..(and) maintain a prescribed
course during flight. " He divided stability
into three types: 1) traverse stability, 2)
stability about a vertical axis, and 3) lon-
gitudinal stability, and gave suggestions
as to how to obtain automatic stability.
He visualized a machine with two com-
pound aeroplanes (wings) on a long
backbone in the manner of a Hargrave
kite with an added compound rudder.
This is somewhat similar to the layout
of the Wright Flyer.
Samuel Langley
Langley, like Chanute, was a civil en-
gineer whose interest had turned to
aeronautics. In 1887 he had been ap-
pointed as Secretary of the Smithsonian
Institution. His paper presented his
theory of soaring flight based on bird
observations and wind measurements.
He reasoned that since soaring birds
seem able to maintain themselves inde-
finitely without the flapping of their
wings that the energy required must
come from the wind.
He then measured the forces of wind
and noticed the great fluctuation of
force and velocity and believed that
these gusts explained the birds' ability
to soar. He felt that this movement of
the wind could be made a power in ae-
rial navigation and that power in the fly-
ing machine would only be needed to
sustain flight in "exceptional moments
of calm."
Lawrence Hargrave
Lawrence Hargrave of Sydney, Au-
stralia gave a report on his experiments
with kites and model airplanes. He pro-
duced the first practical flapping wing
monoplane model in 1890 and had
flown over 17 model airplanes both
fixed and flapping winged. He had also
produced a compressed air radial en-
gine to power his models. By 1893 he
had abandoned his model airplanes for
research with kites and became the
father of the box kite. His tandem box
gliders with cambered wings produced
a great deal of lift and some of the first
European aircraft used that format.
It is thanks to the efforts and interest
of people of the quality of Chanute and
Zahm that leadership in aeronatucial
development was transferred from
Europe to the United States at the end
of the 19th century. Certainly the con-
siderable amount of information relating
to flight that was made available by the
conference makes this book one of the
classics on early American Aeronau-
tics. The copy of the Chicago Proceed-
ings examined is from the Goss History
of Engineering Library of Purdue Uni-
versity . •
VINTAGE AIRPLANE 5
JUNE, 1982 - Two weeks before the hail storms came, the Luscombe stands proudly.
RESTORATION of a 
LUSCOMBE  8A 
JUNE, 1982 - The sturdy Luscombe wings receive a new cover of Stits Polyfiber.
6 SEPTEMBER 1985
Story and Photos
by James B. Zazas
(EAA 150698, AlC 5416)
Rt. 3, Box 389
Carthage, NC 28327
Restoration. A simple word, but one
that can evoke the dreams of a prestigi-
ous trophy at Oshkosh . . . or strike ter-
ror into the hearts and souls of pilots
and mechanics alike. For me, restora-
tion meant a "simple" facelift, a chance
to fly another 40 years with my peers.
Little did I know the extent of the facelift
I would endure or of the joys and frust-
rations I would share with my owner,
Jim Zazas of Carthage, North Carolina.
Before any restoration can take
place, there has to be an original begin-
ning, a birth so-to-speak. I started my
life in Texas like many of my fellow,
post-World War" Luscombe 8As. My
monocoque dural fuselage was made
of shiny, 17ST aluminum. While A.
Edgar Mitchell and his team of en-
gineers struggled to design an all-metal
JULY, 1982 - The Luscombe is stripped of all paint. Martin-Senour Paint Blitz works
its magic.
wing, I was given the standard, silver-
doped wing. The dark blue stripes on
my mirror-like sides highlighted my
sporty, sexy appearance.
On January 17, 1946, as factory se-
rial number 2031, CAA registered
NC45504, I rolled out df the Dallas plant
and joined the dual row of new Lus-
combes awaiting initial test flights. Four
days later, it was my turn to fly above
Garland. Factory test-pilot Harold Burns
showed me how to stall, swoop and
soar. On January 27th, I winged east to-
ward my new home in Charlotte, North
Carolina. Surprisingly, I have never
been based outside the boundaries of
the Tarheel State after almost 40 years
of constant flying with 12 different own-
ers!
Any lovingly cared for antique/classic
airplane can tell you its history like a
book. I am no different. I endured the
common cosmetic changes to my air-
frame and engine to satisfy my owners'
personal tastes. These changes were
the usual add an antenna here, do a
modifiction there, or "what will be my
paint scheme for 1968?" type silliness
- all of which comes off in any worth-
while restoration.
I soon realized Jim had big plans for
me when he bought me in May, 1980.
Minor items would be completed first.
More important items would follow
shortly. Total restoration was scheduled
for 1985.
Slowly, thoughtfully, Jim started my
initial restoration. At first, it was the
usual cosmetic touch-ups. In March,
1981 my cast aluminum vertical and
horizontal components were replaced
with the superior Univair steel parts.
Likewise, all my previously applied
black trim was repainted. Tight finances
and lack of much free time held Jim
back from doing more.
June 1982 came and left leaving me
with a violent injury to my wings; they
were severly hail-damaged. Jim and his
lovely wife, Karen, were dumbstruck.
No longer could I perform my primary
job of providing safe and efficient flying
fun. My wings were removed for the
start of a simple recover. I was
heartbroken.
While the wings came off, Jim made
a most important decision - total resto-
ration. Nothing would be spared, noth-
ing would be left untouched. For the
next 21 months, we labored, tinkered,
tailored, cried and persevered. In a nut-
shell, I was recovered, repainted and
rebuilt.
From June 1982 to March 1984, I was
the object of much "labor of love". My
wings were recovered in Stits and ten
coats of silver dope were applied. The
instrument panel was removed and re-
stored to original layout. Original Lus-
combe instruments were located, over-
hauled and installed. (Thank you, Jon
Aldrich, for the bubble-face compass.)
All upholstery, including the canvas
baggage compartment, was removed
and recovered. All cockpit glass (plas-
tic) was removed. The fuselage was
stripped of any paint and steam
cleaned. A new, Univair bottom cowling
replaced my original one. (Poor Jim and
his mechanics had a devil-of-a-time
with this particular piece.) New stainless
steel screws and AN bolts replaced cor-
roded hardware. In turn, my landing
gear oleo shock was serviced, tires
were replaced and new gear fairings
were installed.
Jim pondered whether or not to keep
my simple electrical system. He feared
the FAA/ATC system 20 years hence
would require some sort of rudimentary
electrical system for all antique/classic
aircraft. Thus, he chose to keep my not-
so-original wind-driven generator and
electrical system intact. After all the wir-
ing was replaced, the Hobbs, ammeter
and switches were relocated in the left-
hand glove compartment behind its re-
spective door.
In regard to my engine, Jim decided
only cosmetic changes were neces-
sary. My Continental built A-65-8
"heart" had 1000 hours of reliable use
AUGUST, 1982 - Jim Zazas steam cleans thoroughly all metal surfaces before spraying
the fuselage with Randolph Rand-O-Plate primer.
VINTAGE AIRPLANE 7
APRIL, 1983 - With all rib stitching, doping and painting completed during the winter
months, Scotty Rogers carefully masks off the twenty-four inch wing, NC registration
numbers.
before any scheduled overhaul was
due. The engine was carefully removed.
All old hoses and cl amps were removed
and thrown away. The crankcase was
painted gold while the cylinders re-
ceived two coats of semi-gloss black
paint. A new, shielded ignition harness
was installed. The squarehead, Bendix
Scintilla magnetos were overhauled. A
new, Wag-Aero crossover exhaust was
fitted. As these cosmetic changes were
completed, new hoses, clamps and fit-
tings were used.
My firewall was cleaned of any paint,
corrosion and dirt. Rand-O-Plate primer
was sprayed shortly after the cleaning.
DuPont Imron silver was applied to give
my firewall a bright, metallic look.
Until the summer of 1983, I was scat-
tered helter-skelter around a hangar
floor and Karen's dining room table.
Jim wanted dearly to restore me to
my original polished aluminum with blue
trim, but previous owners had etched
me beyond any help. With Karen's ad-
vice, he opted for a "flashy" paint
scheme. Once again, Rand-O-Plate
primer was used to preserve me. Ran-
dolph Dallas Yellow polyurethane was
sprayed to protect me. Finally, using
drawings from original factory etchings
as guides, black DuPont Imron was
added for trim to offset my overall bright
yellow.
Items removed previously were in-
stalled. The instrument panel was re-ri-
veted in place. All new "glass" was in-
stalled; only the factory original
FEBRUARY, 1984 - A freshly overhauled Continental A-65-8 engine awaits installation
on the Luscombe.
8 SEPTEMBER 1985
The overhauled-to-original instrument
panel with overhauled instruments is in-
stalled. All refurbished upholstery is
added, too.
windshield was used again. The up-
holstery was added shortly afterwards.
To cap this dedicated labor, my now
yellow wings were mated to my fuse-
lage. Wow! I was getting somewhere. I
was anxious and ready for a test flight.
On August 21, 1983, Jim guided me
cautiously into the lovely, very familiar
blue skies over North Carolina. Very
quickly, elation became concern and, in
turn, outright worry. I had a definite feel-
ing of heartburn and felt nauseous. All
I could show Jim was a rapidly rising oil
temperature indication with oil pressure
dropping just as quickly. Wisely, he shut
down my engine. A skillfull , deadstick
landing on the runway ended this first
test flight.
Investigation revealed my engine
bearings were shot and the crankshaft
destroyed. Further investigation re-
vealed my "heart" had been operated
previously with no "blood" or "blood
pressure" sometime during Jim's ab-
sence.
Very sadly, my damaged engine was
removed once again and dismantled.
Mr. Joe Hurdle of Mebane, North Caro-
lina, a master at rebuilding low horse-
power Continental and Lycoming en-
gines, overhauled my "heart" to good-
as-new, 1946 specifications. He even
added the EAA auto fuel STC. In Feb-
ruary, 1984, the overhaul was complete
and my engine installed shortly thereaf-
ter.
The February skies cleared. Once
again Jim and I went aloft into the
Carolina Blue skies. Everything worked
in perfect harmony. We did two loops
just to celebrate, much to the shock of
those on the ground.
On March 21 , 1984, with a toast of
MAY,  1984  - Jim  and  Karen  Zazas  show  proudly  their  Luscombe  8A  and  Antique/ Classic Chapter 3 Spring  Fly-In trophy. 
champagne,  Jim  and  Karen  attached  a 
small  plaque  to  the  inside  of  my  right 
hand  glove  compartment  door.  It  says 
the  following : 
Restored 
June  1982  to  March  1984 
by 
Jim  and  Karen  Zazas 
and  our friends  at 
1-95  South  Airport 
Fayetteville,  NC 
Engine  overhauled  by 
Joe  Hurdle, Mebane,  NC 
During the course of my total restora-
tion,  Jim  developed,  as  his  wife  once 
said,  "a  close  and  curious  relationship 
with  Mr.  Wag-Aero,  Mr.  Univair,  Mr. 
Great  Lakes  Instrument  Service  and 
their  Mercury on  wheels, Mr. UPS. " To 
be  truthful ,  I  already  knew  Jim  had  a 
close  relationship  with  John  Bergeson 
of  the  Luscombe  Association,  Loren 
Bump of the  Continental  Luscombe As-
sociation, the  EAA and  many other fine 
people  and  organizations.  Oh,  how  I 
wish  I  was  a  human  being  so  I  could 
meet  these  fine  folks  and  enjoy  their 
camaraderie. 
Jim's  patience  and  perseverence 
paid  handsome dividends in  May  1984. 
During  EAA  Antique/Classic  Chapter 
Three's Spring  Fly-In,  he  was  awarded 
the  Custom  Classic  Trophy.  Upon  re-
ceiving  this  prestigious  award,  he  let  it 
be  known  "behind  every  good  restora-
tion  is  a  good  wife! "  The  pride  we 
shared that night culminated  the  efforts 
of  many. 
Restoration. Such  a simple word,  but 
its  implications  can  be  very  complex 
and  rewarding.  To  my  fellow  Lus-
combes,  I sincerely  hope  your  owners 
show as  much care during your restora-
tion  as  my  owner  did  during  mine. To 
all  restored  airplanes  and  restorations 
to  be,  I wish  you  health and  happiness. 
To my human pilots and  friends, fly "us" 
safely, always. 
Author's  note:  There  are  two  Lus-
combe  clubs/associations  available  to 
interested  Luscombe  enthusiasts. 
Membership  is  open  to  anyone.  For 
more  information,  contact  the  Lus-
combe  Association,  6438  West 
Millbrook  Road,  Remus,  MI  49340  or 
the  Continental  Luscombe Association, 
5736  Esmar  Road,  Ceres,  CA  95307. 
Both associations have $10.00 per year 
dues  and  both  associations  publish  a 
very  informative semi-monthly  newslet-
ter . • 
A  native  of  Indiana,  James  grew  up 
in  the  rich,  aviation  atmosphere  of  the 
Midwest.  He  earned  his  initial  power 
and  glider  licenses  while  atending  De-
Pauw  University.  Commissioned 
through  ROTC,  he  served  his  country 
for six years as an Air Force C-130 Her-
cules  pilot  based  at  Pope  AFB,  North 
Carolina.  Today,  he  is  a  pilot  for  Pied-
mont  Airlines  and  with  his  wife,  Karen, 
participates actively in  the various sport 
aviation  activities  of  the  Southeast. 
James  is  presently  writing  a  com-
prehensive  history  of  Luscombe - the 
airplanes, the people and the Company. 
The  Zaza's  Luscombe  8A  is  their  "es-
cape  machine". 
1985 - NC455504 enjoys a few  rays of warm  sunshine under a  Carolina  Blue  sky. 
SALVAGING AN AIRWAYS BEACON 
Contemplating the job at  hand  are (L-R)  Ron  Fritz,  Mel  Lugten,  John Emery,  Willard  and  Donna  Benedict. 
Story and  Photos 
by  Mrs. Willard  (Donna)  Benedict 
(EAA  6786, NC 294)
129 Cedar  Street 
Wayland,  MI  49348 
What  has  four  legs,  is  orange  and 
white,  is 62 feet tall and used to go blink, 
blink, blink? 
Give  up?  It's  an  airways  beacon  left 
over  from  the  '30s  and  '40s  and  still 
standing. 
At  the  February  21 , 1981  meeting  of 
West  Michigan  Chapter  8  of  the  EAA 
Antique/Classic  Division, president  Phil 
Coulson  of  Lawton  asked the members 
if  they  were  interested  in  acquiring  an 
airways  beacon  for  the  purpose  of dis-
mantling  it  and  donating  it  to  the  EAA 
Museum.  Meeting  with  an  enthusiastic 
affirmative, he  set out to  locate the pre-
sent  owner  to  get  permission.  Phil ,  a 
surveyor  with  Gove  Associates,  Inc.  of 
Kalamazoo,  Michigan,  had  located  the 
beacon through his transit while survey-
ing  a  nearby  piece  of  property  about 
three  or  fours  years  previously.  Upon 
locating  the  owner,  Mr. John  Emery  of 
Galesburg,  Michigan,  he  learned  that 
10 SEPTEMBER  1985 
Emery,  a  veteran  of  WW  II ,  had  been 
offered  a substantial  sum  for  the  tower 
by a neighbor to be used as an antenna. 
But  after  thinking  about  it  for  a  couple 
of  months, and  after  learning  that  very 
few,  if  any,  still  exist,  Emery  decided 
that  it  would  be  a good  idea to  attempt 
to  preserve  the  beacon. 
A LITTLE HISTORY 
The  original  purpose  of  the  airways 
system  was  for  the  airmail  pilots  and  it 
was  sponsored  by  the  United  States 
Post  Office.  In early  1921  the  Post  Of-
fice  in  an  effort  to  revive  the  airmail 's 
drooping  reputation  decided  to  make 
continuous  day and  night flights  across 
the  country.  Townsfolk  along  the  way 
had  agreed  to  light  bonfires  to  help 
mark  the  route.  Post  Office  officials 
hoped  that  the  coast-to-coast  flights 
could be made in fewer than 36 hours. 
On  February  22,  1921 , two  DeHavil-
lands  left  Hazelhurst  Field,  New  York, 
at 6:00 a.m. ; about 1-1 /2 hours later two 
more  DeHaviliands  left  San  Francisco 
headed  east.  Later  that  day  Jack 
Knight, who earl ier had flown his regular 
route  of  Omaha to  Cheyenne  and  then 
dead-headed  back  to  North  Platte, had 
drawn  the  first  section  night  flight  to 
Omaha. When Knight arrived in Omaha 
he  found  that  his  relief pilot was weath-
ered  in  at  Chicago  so  Knight  flew  on 
from  Omaha  to  Chicago  landing  there 
at  8:40  a.  m.,  February  23  becoming 
the nation's first airmail pilot to complete 
an  all  night flight. 
In  the  spring  of  1922  Congressman 
Martin  B.  Madden  of  Illinois  asked  en-
gineer  Joseph  V.  Magee  to  study  the 
problem of regular night flights. Working 
diligently  for  more  than  a  year  Magee 
came up with a plan calling for a system 
of  beacons  and  emergency  landing 
fields. Terminals would have 36" revolv-
ing  lights  on  50'  towers  that  would 
sweep the  horizon three times a minute 
with a beam visible for 100 miles in clear 
weather.  At  each  of  the  emergency 
fields,  which  were  roughly  75  miles 
apart,  there would  be  an  18" beacon on 
top  of  a 50' tower which  could  be  seen 
60  to  70  miles  on  clear  nights. 
The first  experimental , lighted airway 
in  the  United  Staes  was  laid  down  be-
tween  Dayton  and  Columbus,  Ohio. 
Army  engineers  and  Army  pilots  col -
laborated in working out proper
beacons and marker lights. After the
Army had demonstrated what could be
done over lighted airways, the Post Of-
fice undertook to light the section of
trans-continental route between
Cheyenne and Chicago, a job which
was completed in the summer of 1923.
Test runs were made that summer, but
it was not until the following year, July
1, 1924, that regular night service was
established.
In another year the Chicago-New
York route was lighted, and by the end
of 1926 the line of airway beacons ex-
tended from coast to coast. During the
following ten years, airway lighting was
put in as fast as funds would permit. By
1939 every established air route in the
United States was equipped for night
and day flying. Total lighted airway
mileage was 29,199 miles. Over 2,200
beacons were installed. In 1940 it was
estimated that over $15,000,000 would
be spent on lighted airways upkeep and
operation. After World War II modern
radio and instrument flying aids spelled
the doom of the old lighted airways.
AlC CHAPTER 8 GETS INTO THE
PICTURE
So, at 11 :00 a.m. on Saturday, Feb-
ruary 28, 1981, a typical cold, wind-
swept Michigan winter day, following
two weeks of warm, beautiful weather,
five hardy souls and their mascot
showed up for the dismantling. Now,
you understand, wh'en Phil had men-
tioned this to the Chapter 8 members,
the question was raised, "How tall is this
thing, Phil?,,; the answer given (from
this surveyor) was, "Only about 35 or
40 feet". The first thing noted by all on
that February 28 was that it was not 35
feet tall but considerably taller. Fortu-
nately, it was located in a plowed man-
ure-filled field with the possibility of faI-
ling three ways without danger to the
farmer's fences.
This beacon was between Kalamazoo
and Battle Creek, Michigan and was
apparently part of the chain of beacons
on the Detroit to Chicago airway used
by the Ford Motor Company's airmail
flights as early as 1926.
Mel Lugten of Hamilton showed up
with his boom truck and proceeded to
evaluate the situation, being primarily
interested in which neighbor's tree he
should place a chain around, without in-
curring the wrath of said neighbor. Oh
well, there wasn't a tree placed conve-
niently anyway. In the meantime, Gary
VanFarowe of Holland, Michigan, the
youngest member of the ''team'', shin-
nied up the ladder to the top and started
disassembling the beacon with the help
of Phil Coulson.
It is interesting to note that neither
Willard Benedict of Wayland nor Ron
Fritz, EAA Antique/Classic Division
ropes at the bottom with all feet firmly
planted on terra firma. Many pilots have
a fear of heights and Ron and Willy are
no exception.
Several hours later the 24" beacon
was safely lowerd to the ground along
with the motor and one of the course
marker lights. The danger of breaking
the glass was a problem that had been
previously eliminated by vandals and
their .22 caliber rifles; one bullet of a
much higher velocity penetrated the
cast aluminum casing and passed
through the 1/4" thick glass. The
mechanical workings of the beacon,
which was made by General Electric,
John Emery of Galesburg, MI who do-
nated the tower to the EAA Aviation
Museum.
appeared in excellent condition. Mer-
cury switches operated by a cam to
control the encoding of the course lights
in dots and dashes identified the loca-
tion of each beacon to the pilots. This
particular beacon was at a half way
point between Kalamazoo airport and
Battle Creek airport.
With all the "breakables" safely
tucked away in the back of the truck
and after a cup of lukewarm but much
appreciated coffee, the time for the big
task had arrived.
After torching off two legs of the tower
and cutting through part of the other
two, it was time to position the "cushion"
(nothing fancier than a couple of rolls of
old, rolled up fencing) and, sure
enough, the cushion had been placed
inaccurately. The tower WAS taller than
the estimated 40 feet. With the bridle in
place and hooked up to the boom truck,
all was in readiness.
Willard Benedict'S wife, Donna, who
has a more than average wife's interest
in airplanes, came along as mascot,
maker of the coffee and official photo-
grapher. Being proficient at nothing
more complicated than an Instamatic,
she was using Phil's 35 mm Kodak
Camera with all the fancy gadgets, hop-
ing to get the "picture of the year"
award, one of those action shots that
show, for example, a tower breaking in
half at the midway point where it wasn't
supposed to. She was ready for the ac-
tion.
With Mel in the truck operating the
winch and Gary, Ron, Willy and Phil giv-
ing a tug on the rope, the tower started
on its way down. What a magnificent
sight! It came down so slow and easy,
just like we'd been a professional tower
wrecking crew and had planned it like
we knew what we were doing. A spon-
taneous shout of approval went up from
all when we realized that we hadn't in-
curred any damage to the cage or the
tower.
Following another cup of coffee (it
should have been champagne) , the
task of dismantling the tower took place.
Secretary of Kent City, volunteered to Securing the bridle to the boom truck are (counterclockwise from upper right) Phil
climb to the top, but were ready with the Coulson, Gary Van Farowe, Ron Fritz, Willard Benedict and Mel Lugten.
VINTAGE AIRPLANE 11
It's a long way to the top.
Another four hours later and the tower
was in three pieces and loaded on the
trailer. Because the trailer did not have
lights, the boys worked frantically to get
it loaded and trailered to John Bosker's
Airport at Mattawan, Michigan before
the sun went down. They were ready
for plenty of beer and pizza.
Mr. Bob Litner, president of Brooks
Aero, Inc. of Marshall, Michigan do-
nated replacement course lights. How-
ard Sprunger donated the old beacon
from the Three Rivers Airport.
NOW FOR A COAT OF PAINT
Saturday,May 1, 1982, broke bright
and clear with the beacon project await-
ing action. The first to arrive overhead
was Bob Harris in his trusty 1942
Taylorcraft L-2 with French markings.
As Bob touched down Warren and Millie
Schuhknecht drove in the driveway at
the Mattawan airport. After a quick cup
of coffee, members of Chapter 8 set
about the task of cleaning and sorting
parts of the tower. Soon other members
were driving in or flying. Among those
who flew were Steve and Karlene
Johnson and family from Smyrna, Mel
Lugten of Hamilton and Jim Jensen of
Hastings (now deceased).
12 SEPTEMBER 1985
After standing for about 50 years, the tower is about to come
down.
Gary VanFarowe and Jack Elenbaas
of Holland took charge of the beacon
and course lights. About the time
everyone was working up a good sweat
On the way down. The tower incurred no
damage during this operation.
and a good appetite, Willard and Donna
Benedict arrived with about three gal-
lons of homemade chili which was
"Some Good!", as they say out east.
Then back to the project. Ron and
Shirley Fritz of Kent City and their chil-
dren Ronnie and Heather scraped
paint. Cliff Bitting of Grand Rapids
scraped paint; Ruth Coulson scraped
paint. Finally it was ready for the final
white and orange colors. Everybody
ended up with orange and white
"measles" all over their shoes, arms,
legs, clothes, etc.
What a great feeling it was when the
paint ran out! But someone had the
dumb idea of running into town and buy-
ing more Case tractor orange paint. By
the time that paint was gone, there was
no more tower to cover. Then the gang
retired to the Coulson's at Lawton,
Michigan for a well-deserved cook-out.
In November of 1982, Phil Coulson
and Gary VanFarowe delivered the
tower to the EAA campSite area at Osh-
kosh. The following spring the tower
was reassembled by the EAA Museum
Staff where it continues to greet the
members of Chapter 8 as well as all
other EAA members who camp at the
Convention.•
Reader Fran Wallace sent this photo of States NC10719 painted in Burgess Battery
colors. The Burgess factory was in nearby Freeport, IL.
by George A. Hardie, Jr. took delivery 3/15/33.
"The States contributed a great deal
Here's a snappy little biplane from the
Golden Age era that is a rare one. The
engine appears to be an Anzani but
that's open to question. Note the cat in-
signia on the side of the fuselage. Not
much else is known about this neat little
job. The photo was submitted by R. K.
Armstrong of Rawlings, MD. Answers
will be published in the December, 1985
issue of THE VINTAGE AIRPLANE
Deadline for that issue is October 10,
1985.
The Mystery Plane featured in the
June 1985 issue was no mystery to
many of our readers. Retired Pan Am
Captain Fran Wallace (EAA 35172, NC 
309), P. O. Box 822, Stony Brook, NY
11790 wrote :
" . . . it is a States S.E.5F, powered
with a Kinner K-5 engine. My father,
Lloyd Wallace and his flying partner,
Jack Neely of Freeport, Illinois bought
a States NC10719 from Ed Brazelton (I
think) at the old Elmhurst Airport, El-
mhurst, IL. Dad and I flew Dr. Snyder's
(of Freeport) Waco QDC to Elmhurst 2/
21 /33 for a demonstration, and they
Dear Gene,
Please add my name to the list con-
gratulating Ted Businger for the great
job he did writing the Ed Morrow Story
in the June and July 1985 issues of THE
VINTAGE AIRPLANE. So far I've read
it twice and plan on reading it a few
more times to make sure I didn't miss
anything.
Talk about being born twenty years
too late! What a fantastic thing it must
have been to work with the great people
Ted wrote about . .. and to think all
"The States was an excellent airplane,
good short field capability, very stable
and a very easy airplane to land. Note
the big Airwheels and the looong oleos
- it was almost impossible to bounce!
It was not an acrobatic airplane, but it
did nice loops, soft snap-rolls, and good
hammer-head stalls - spectacular
when done close to the ground. (I quit
the hammer-heads - another story.)"
Correct answers also were received
from Doug Rounds, Zebulon, GA; Jim
Barton, Oshkosh, WI; George W.
Mojonnier, Snohomish, WA; Mike Re-
zich, Chicago, IL; M.H. Eisenmann,
Garrettsville, OH; Bob Whittier, Dux-
bury, MA; Norman S. Orloff, San An-
tonio, TX; LeRoy Falk, Carpentersville,
IL; Charley Hayes, Park Forest, IL; J.
Max Freeman, Wilkesboro, NC; Stan
Piteau, Holland, MI; and Ted Businger,
Willow Springs, MO.
It is interesting to note that many re-
spondents give credit to Joseph Jupt-
ner's U.S. Civil Aircraft series as the
source of identification and additional
data on the Mystery Planes. And re-
garding the States, several included
copies of magazine ads for the plane
as well as photos such as the one sent
by Fran Wallace of the States painted
in the Burgess Battery colors .•
to my 'learning' to become a pilot - I
flew it more than 200 hours before I
went to work for United Air Lines. It was
sold in St. Louis 10/5/36. I should add
that Dad taught me to fly and monitored
my flying education until airline time.
Letters  To  Editor 
those projects happened without the aid
of computers! To me they were the true
aviation enthusiasts; those who could
take a good, careful look at a heap of
tubing, some wire, wood and an engine,
put it all together and make it fly.
Please, more stories like this one!
Sincerely,
Dale Glossenger
(EAA 189173)
70185 Beach Drive
Edwardsburg, MI 49112
VINTAGE AIRPLANE 13
.... THE FULLER-HAMMOND FH-l
I'
Photo courtesy 01 Joseph Barry
The Fuller-Hammond FH-1, NX14917, SI N 141, on display in a small park in California. ,circa 1935.
"SUPER TWIN"
by Phil Michmerhuizen
(EAA 33782, AlC 581)
186 Sunset Drive
Holland, MI 49423
(Photos courtesy of author, except as
noted)
It was after a talk and discussion on
the history, development and produc-
tion of Szekely engines and the "Flying
Dutchman" aircraft at our local EAA
Chaper meeting that Ron Fritz came to
me and said he heard the remains of
the Fuller-Hammond "Skylark" were in
Ohio.
He gave me the names and phone
numbers of two men to contact. This
was in December of 1980.
"No, I don't know anything about it,
but call so and so. " And so it went for a
week. Finally, "Yes, I do have that
airplane and yes, I will sell it." Bill Bre-
wer described what he had and what
was missing. There were no engines,
engine mounts, gauges, wheels or tires.
The condition of the parts ranged from
good to fair to hardly there!
-14 SEPTEMBER 1985
We agreed on a price and I sent half
of the money. Two weeks later my wife,
Donna and I were in our pickup with a
trailer behind headed for Ohio.
The basket case had been accurately
described, and as we loaded the rusty
parts and bent aluminum I was really
very happy, yet could see years of work
ahead.
Arriving home, we "set the pieces to-
gether" for a few pictures. I really
wanted to start the restoration im-
mediately but first had to finish our 1936
Taylor J-2 Cub and Waco UPF-7. Be-
sides, I wanted to have the paperwork
straightened out first and research more
history on the airplane if possible.
After much telephoning and letter
writing I located and talked to Mr. E. A.
"Bill " Perkins, one of the builders and
owners of the airplane. He was also
Vice-President of Skycraft Industries,
Inc. in Venice, California. "Bill " Perkins
told me that two boxes of drawings, pic-
tures, engineering data, and letters
were thrown away in 1949!!
I was also able to contact Mr. Otis
Dutton, an 81-year-old gentleman in
Kansas who was the second owner of
the plane but did not actually work on
it. He was good enough to sign a bill of
sale and have it notori zed to help clear
up the paper work.
I also located and talked with Mr.
Handly Jones, a brother-in-law to EA
Perkins. He sent two pictures. He had
more papers and pictures until he "built
a new house and threw them away."
In tracing the N number I found it was
assigned to a Bell 47G helicopter in
Florida being used on mosquito control.
The helicopter was destroyed in a crash
several years ago and the N number
was open. Needless to say I quickly re-
served it.
According to the information I have,
the airplane was designed by Wilbur A.
Hammond and George B. Fuller. Con-
struction started in 1934 at the corner
of Englewood Boulevard and Imperial
Avenue in Venice, California.
Mr. Ed Lund, later a pilot for Howard
Hughes, Mr. AI Nicely and Mr. E. A. Per-
kins all "moonlighted" to build the air-
craft. Their regular jobs were at Timm
Aircraft Company.
The FH-1 was a two-place, side-by-side, light twin.
April 9, 1984 was a day to remember
- the aircraft registration card arrived,
bearing the correct name, original N
number and correct serial number. My
thanks to the FAA personnel in Ok-
lahoma City for their cooperation.
Before I fill my basement shop full of
Fuller-Hammond pieces I plan to re-
store a 1935 Taylor E-2 Cub with a
"Zeke" on the front. That should only
take a couple of years??
In the meantime, my good friend Bob
Curtis, a semi-retired aero-space en-
gineer, is lofting the ribs and making
drawings for the Fuller-Hammond
wings. This is no small job in itself.
The ailerons and flaps on the Fuller-
Hammond are built up with 1/4" tubing
and as I am not a welder, my good
friend Mike Brown, who recently com-
pleted his Acro II, has agreed to do
some work (build new ones?) for me.
The fellows around here have been
chiding me to start the project - that
is, if I want to fly that airplane before my
eyesight and hearing fail and before
they have to push my wheelchair up to
the wing.
If any readers can supply information
or pictures of this airplane, I certainly
would appreciate being contacted.
Specifications, Fuller-Hammond
Monoplane
Top speed . . ..... . .. 117 mph.
Cruising speed. . . . . .. 100 mph.
Landing speed. . . . . . .. 40 mph.
Climb ............... 800 fpm.
Weight empty . . . . . . . .. 927 Ibs.
Gross weight ........ 1,550 Ibs.
Span . . . . . . . . . . . . . .. 34 ft. 6 in.
Length ..... . ....... 20 ft. 6 in.
Wing area . . . . . . . . . . . 142 sq. ft.
Power loading .,. 17 Ibs. per hp.
(Continued on Page 21)
Papers I receved from the FAA in Ok-
lahoma City indicated the Dept. of Com-
merce, Aeronautical Branch, approved
the Operation Inspection report dated
£--20-35.
The airplane was test flown at Dycer
Airport in Los Angeles by John M. "Slim"
Menefee. I believe it was also flown by
George C. Adams, a pilot for Lockheed.
The airplane was licensed "experi-
mental". According to EA Perkins, it
flew about every weekend, amassing
from 50 to 75 hours until December,
1935 when the application expired. The
tail skid shows quite a bit of wear. Is
that good or bad? Who can check me
out in a tail-skid equipped twin?
The company, Skycraft Industries,
Inc., 350 Washington Blvd., Venice,
California could not pay E. A. Perkins
for his work on the airplane so they gave
it to him. The two Szekely engines and
mounts were removed; the airplane dis-
assembled, crated and put on a train for
Kansas.
Handly Jones in Turon, Kansas put
the airplane in his barn, then later, out-
side under a tree. Otis Dutton pur-
chased the plane in the mid-fifties, but
did no work on it.
Bill Hogan and Bob Henkel brought
the airplane to Ohio - again, no resto-
ration was started. Bill Brewer was the
next owner and now the remains of the
Fuller-Hammond FH-1 "Super Twin" are
resting in Michigan.
Equipped with two motors, thi tiny, two-passenger
plane, recently te ted, re embles a large t r a n s ~   r t
The FH-1 was powered with two 45 hp Szekely engines.
VINTAGE AIRPLANE 15
,  I  y p   ClubActivities 
Aeronca Aviator's Club -
A  Division  of Pea  Patch  Airlines 
Julie  &  Joe  Dickey 
511  Terrace  Lake  Road 
Columbus, IN  47201 
812/342-6878
Newsletter: 4 times  a year  AAC 
4 times  a year  PPA 
Dues:  $12  annually  AAC 
$12  annually  PPA 
Aeronca  Club 
Augie  and  Pat  Wegner 
1432  28th  Court 
Kenosha, WI  53140 
414/552-9014
Newsletter: 3-4  per  year 
Dues: $3.00  per year. 
Aeronca  Lover's Club 
Buzz  Wagner 
Box  3,  401  1  st  Street  East 
Clark, SO  57225 
605/532-3862
Newsletter: Quarterly 
Dues:  $15  per year 
Aeronca Sedan  Club 
Richard  Welsh 
2311  East  Lake  Sammamish  PI.,  S.E. 
Issaquah, WA  98027 
Newsletter:  3 per year 
Dues: $3.50  per year 
Air Force Historical Foundation 
Col.  Louis  H. Cummings, USAF  (Ret.) 
Bldg. 1413, Room  120 
Andrews  Air  Force  Base, MD  20331 
301 /981-4728
Newsletter:  Aerospace  Historian 
Dues: Individual  Membership  - $25 
American  Ai r  Racing  Society 
Rudy  Profant 
4060  W.  158th  Street 
Cleveland, OH  44135 
Newsletter: Quarterly 
Dues:  $10  per year 
Bird Airplane Club 
Jeannie  Hill 
P. O. Box  328 
Harvard,  IL  60033 
81 5/943-7205
Newsletters: 2-3  annually 
Dues:  Postage  Donation 
American  Bonanza  Society 
Cliff  R. Sones, Administrator 
Mid  Continent Airport 
P.O. Box  12888 
Wichita,  KS  67277 
316/945-6913
Newsletters: Monthly 
Dues:  $25  per  year  (U.S.  &  Canada)1
$45  per year  (Foreign) 
Bucker Club 
John  Bergeson,  SecretarylTreasurer 
6438  W.  Millbrook  Road 
16 SEPTEMBER  1985 
Remus,  MI  49340 
517/561-2393
Newsletter:  6 per year 
Dues:  $10  - U.S.  &  Canada 
$15  - Foreign 
Cessna  Airmaster Club 
Gar Williams 
9 South  135th Aero  Drive 
Naperville,  IL  60565 
Newsletter:  None 
Dues:  None 
Cessna  Pilots Association 
John  Frank, Executive  Director 
Mid-Continent Airport 
P.O. Box  12948 
Wichita,  KS  67277 
316/946-4777
Newsletter: Monthly 
Dues:  $20  annually 
International Cessna  120/140
Association 
Dorchen  Forman 
Box  92 
Richardson, TX  75080 
817/497-4757
Newsletter:  Monthly 
Dues:  $10.00  per year  U.S. 
Cessna 150/152 Club 
Skip  Carden, Executive  Director 
P.O.  Box  15388 
Durham, NC  27704 
919/471-9492
Newsletter: Monthly 
Dues:  $15  per year 
International  Cessna  170 
Association,  Inc. 
Velvet  Fackeldey, Executive  Secretary 
P.O. Box  186 
Hartville, MO  65667 
Newsletter: Flypaper  (11  per  year) 
The  170  News  (Quarterly) 
Dues: $15  per year 
International  Cessna 180/185 Club, 
Inc.  (180/185 owners  only) 
Charles  Bombardier, President 
4539  N. 49th  Avenue 
Phoenix,  AZ  85031 
Newsletter:  9 or  10  per  year 
Dues: $10  per  year 
Eastern  190/195 Association 
(Cessna) 
Cliff Crabs, President 
25575  Butternut  Ridge  Road 
North  Olmsted, OH  44070 
216/777 -4025  or 
216/777 -9500,  ext.  2780 
Newsletters: Irregular 
Dues: $10.00  per  year 
International 195 Club (Cessna) 
Dwight  M.  Ewing, President 
P.O.  Box  737 
Merced,  CA  95341 
209/722-6283
Newsletter:  4  per  year 
Dues: $20  per year  U. S. &  Canada 
$30  per  year foreign 
Cub Club 
John  B. Bergeson,  Co-Chairperson 
P.O.  Box  2002 
Mt.  Pleasant, MI  48858 
517/561-2393
Newsletter:  6 per  year 
Dues:  $10  - U.S. &  Canada  per  year 
$15 - Foreign  per  year 
Culver Club 
Larry  Low, Chairman 
60  Skywood  Way 
Woodside, CA  94062 
41 5/851 -0204
Newsletter:  None  - inquiries  addres-
sed  on  individual  basis 
Dues: None 
Dart Club 
Lloyd  Washburn 
3958  Washburn  Drive 
Pt.  Clinton, OH  43452 
Newsletter: Now and  Then 
Dues:  None 
DeHaviliand  Moth  Club 
Gerry  Schwam,  Chairman 
1021  Serpentine  Lane 
Wyncote,  PA  19095 
215/635-7000 or 215/886-8283
Newsletter: Quarterly 
Dues: $10  - US  &  Canada 
$12  - Overseas 
De  Havilland  Moth  Club of Canada 
R. de  Havilland  Ted  Leonard, Founder 
&  Director 
305  Old  Homestead  Road 
Keswick,  Ontario 
Canada  L4P  1  E6 
416/476-4225
Newsletter: Periodically 
Dues:  $15  annually 
Ercoupe Owners Club 
Skip  Carden,  Executive  Director 
Box  15058 
Durham,  NC  27704 
919/471-9492
Newsletters:  Monthly,  with  special  edi-
tions 
Dues:  $15  per year 
Funk Aircraft Owners Association 
G.  Dale  Beach,  Editor 
1621  Dreher  St. 
Sacramento,  CA  95814 
916/443-7604
Newsletter:  The  Funk  Flyer,  10  issues 
per year 
Dues:  $12.00  per year 
Heath  Parasol  Club 
Bill  Schlapman 
6431 Paulson Road
Winneconne, WI 54986
414/582-4454
Newsletter: Annually
Dues: Postage Donation
International Flying Farmers
Kris Frank, Executive Director
2120 Airport Road
P.O. Box 9124
Mid-Continent Airport
Wichita, KS 67277
316/943-4234
Newsletter: 10 per year
Dues: $35.00 - U.S.
Little Round Engine Flyer
Ken Williams, Chairman
331 East Franklin Street
Portage, WI 53901
Contact Williams for further information
Continental Luscombe Association
Loren Bump, President
5736 Esmar Road
Ceres, CA 95307
209/537-9934
Newsletters: Bi-monthly (6 per year)
Dues: $10 - USA - $12.50 Canada -
$15 overseas
Luscombe Association
John B. Bergeson
6438 W. Millbrook Road
Remus, MI 49340
517/561-2393
Newsletter: 6 per year
Dues: $10 per year - U.S. & Canada
$15 per year - Foreign
Meyers Aircraft Owners Association
Jacqueline Merrihew, Secretary
199 S. Washington Street
Sonora, CA 95370
209/532-2826
Newsletter: 4-5 per year
Dues: Postage contributions
Mustang International
Paul Coggan, President
19 Esmonde Gardens
Bishopmill, Elgin
Moray IV30 2LB Scotland
Newsletter: Quarterly
Dues: 10 pounds per year (USA)
American Navion Society
A. R. Cardano, Chairman of the Board
Betty Ladehoff, Executive Secretary
Municipal Airport , Box 1175
Banning, CA 92220
714/849-2213
Newsletter: Navioneers (Monthly)
Dues: $25 per year
OX-5 Aviation Pioneers
Oliver V. Phillips, National Secretary
10405 W. 32 Avenue
Wheat Ridge, CO 80033
303/233-5905
Newsletter: 6 issues per year
Dues: $10.00 per year
Porterfield Airplane Club
Chuck Lebrecht
3121 E. Lake Shore Drive
Wonder Lake, IL 60097
815/653-9661
Newsletter: Quarterly
Dues: $5.00 per year
National Ryan Club
Bill J. Hodges, Chairman
811 Lydia
Stephenville, TX 76401
817/968-4818
Newsletter: Quarterly
Dues: $10 per year
Rearwin and Commonwealth Flyers
Gary Van Farowe
1460 Ottawa Beach Road
Holland, MI 49423
616/399-4623
Newsletter: None
Dues: None
(Tech info and help only)
Replica Fighters Association
Frank G. Weatherly
2789 Mohawk Lane
Rochester, MI 48063
313/651-7008
Newsletter: Bi-monthly
Dues: $10
Seaplane Pilots Association
Mary F. Silitch, Executive Director
421 Aviation Way
Frederick, MD 21701
301 /695-2083
Newsletter: Water Flying (Quarterly)
Water Flying Annual
SPA Seaplane Landing Directory
($6.00)
Dues: $25 per year
Short Wing Piper Club, Inc.
(formerly Tri-Pacer Owners' Club)
Larry D. Smith, Membership Chairman
Rt. No. 11 , 708 West Annie Drive
Muncie, IN 47302
317/289-5487
Newsletter: Bi-monthly - 100 pages
Dues: $25 per year
Silver Wing Fraternity "Aviation
Pathfi nders"
Russ Brinkley, President
P. O. Box 11970
Harrisburg, PA 17108
717/232-9525
Newsletter: Slipstream Tabloid News-
paper
Dues: $5 per year
Spartan Alumni Association
Karla Morrow, Chairman
P.O. Box 582833
Tulsa, OK 74158
918/836-6886, ext. 404
Newsletter: Quarterly
Dues: $5.00 per year
Staggerwing Club
Jim Gorman, President
1885 Millsboro Road
Mansfield, OH 44906
419/529-3822 (home) or 4191755-1011
(office)
Newsletter: Quarterly
Dues: $15.00 per year
Stearman Restorers Association
Tom Lowe
823 Kingston Lane
Crystal Lake, IL 60014
815/459-6893
Newsletter: 4-6 per year
Dues: $10 per year
National Stinson Club
Jonsey Paul
14418 Skinner Road
Cypress, TX 77429
Newsletter: Quarterly
Dues: $7.50
Northwest Stinson Club
W. S. Wallin
29804 179th Place S.E.
Kent, WA 98042
206/631-9644
Newsletter: Quarterly
Dues: Local - $10.00; National - $7.50
(total $17.50)
Southwest Stinson Club
Carroll J. Poe, President
177 Chateau La Salle Drive
San Jose, CA 95111
408/280-0935
Newsletter: 10 per year
Dues: $10 per year
Super Cub Pilot's Association
Jim Richmond, Founder and Director
P. O. Box 9823
Yakima, WA 98909
509/248-9491
Newsletter: Monthly
Dues: $25 per year U.S., $30 per year
Canada,
$40 per year Foreign
International Swift Association
Charlie Nelson
P.O. Box 644
Athens, TN 37303
6151745-9547
Newsletter: The Swift Newsletter
Dues: $25.00 per year
Taylorcraft Owners Club
Bruce M. Bixler II, President
12809 Greenbower Road
Alliance, OH 44601
216/823-9748
Newsletter: Quarterly
Dues: $10 per year
Vintage Sailplane Association
c/o Soaring SOCiety of America
P.O. Box 66071
Los Angeles, CA 90066-0071
213/390-4447
Newsletter: The Bungee Cord
Dues: not given
National Waco Club
Ray Brandly
700 Hill Avenue
Hamilton, OH 45015
Newsletter: Every other month
Dues: $7.50 per year
World War I Aeroplane
L. E. Opdycke
15 Crescent Road
Poughkeepsie, NY 12601
914/473-3679
Newsletter: 5 per year ($4 for sample issue)
Dues: Voluntary contributions
VINTAGE AIRPLANE 17
14thWest Coast 
Ryan Reunion 
The winning five-Ryan formation team. Sixth Ryan was the camera plane piloted by Eric Friedricksen of Wilton, CT.
by Bill J. Hodges
(EAA 58954, AlC 49)
811 Lydia Street
Stephenville, TX.76401
Twenty-seven beautiful Ryans in the
same place at the same time! Shades
of WW II contract primary flying training
school! Oh, there are some type clubs
that have more aircraft in attendance at
their functions, but looking at the
number of Ryans there against the total
built, the West Coast Ryan Reunion is
one of the biggest and one of the best!
Arranged by the Santa Paula, Califor-
nia Ryaneers and hosted by Patroline,
Inc. , this popular low-key event was
held at Patroline's Paso Robles facility.
Their president, Sherm Smoot, cooper-
ated beautifully with the visiting
Ryaneers and Ryaneer Mike Sullivan,
Chairman of our event.
I arrived at Paso Robles on Thursday
afternoon, courtesy of Bill Mette,
Campbell , CA, and his PT-22 "Raunchy
Bird" (after jetting via airlines from
Texas to San Jose the night before) We
had stopped at Hollister, California to
rendezvous with other North California
Ryans, and to meet noted aviation his-
torian William T. Larkins, but were were
late, so missed them.
Bill Richards, Santa Rosa, CA, was
running late also, due to a prop change
at the last minute on his "civilianized"
PT-21. So, instead of the previous
year's 13-ship formation, we had a two-
ship loose formation flight on to Paso
Robles ..yhere 10 Ryans were already
18 SEPTEMBER 1985
on the ground, with 15 on the ramp by
nightfall. Those present enjoyed a deli-
cious barbecue provided and prepared
by local Ryaneer Mike Wing, and a
happy hour hosted by Patroline.
Friday saw more arrivals, with 27
Ryans on the ramp by nightfall ; 2
SCWs, 1 PT-20, 1 STM-2, 2 PT-21 s, 1
NR-1 , and 20 PT-22s. The morning fea-
tured an air rally where all entrants were
timed for a cold-engine start, where the
timing is started with the contestant in
the cockpit. "They" had to get out and
hand prop the engine (safety pilot
aboard, however!). Patty Henderson
was the winner, starting Bob Kell er's
Ranger-powered ST-3 in just 12.8 sec-
onds!
Having been assigned to a team pre-
viously, the pilots were handed a packet
of directions and check list of the route
to fly, just as they were ready to taxi out
for take-off. All teams had to land at
Leon Herman's International Airstrip
before proceeding back to Paso Ro-
bles. The team couldn't leave Leon's
until all team members had come to a
full stop landing and turned off their en-
gines. Refreshments were ready for
them, as were the hot engine start
Bill Allen, La Jolla, CA, is owner/pilot of this immaculate 1940 Ryan STM-S2, C/N 466,
N466WA. This Ryan is in its original Dutch East Indies markings.
Ron Chapel and his 1941 Ryan ST-3KR, C/N 1309, N56076. Ron, who lives in Half Moon
Bay, CA, has "cleaned up" his Ryan nicely.
Well-known former mid-westerner Brad Larson's 1938 Ryan SC-W, C/N 206, N18912.
Brad is now based at Santa Paula, CA.
Don Carter' s Ryan STA Special (1940 Ryan PT-20, C/N 352), N14984. Don, a recognized
authority on STA's, lives in Lafayette, CA.
judges. Using the same procedures as
the cold start contest, Alan Buchner,
Fresno, CA, won with a fantastic time
of 11 .0 seconds! Winners of the air rally
at 1 :07 hours was Team C: Alan Buch-
ner, Chris Stimson and Bob Keller.
The local "Ninety-Nines", including
National Ryan Club members Shirley
Moore and Christine Darbonne, served
a delicious barbecue sausage lunch.
(Thanks, ladies!) National Ryan Club
members like Mike and Margaret Wil-
son of Cedar Rapids, IA arrived via "his
and hers" motorcycles, by way of
Florida, no less.
In the meantime, Mike Wing and crew
were busily trying to finish up a top over-
haul on his Ryan's Kinner engine. Mike
and Reb Stimson were able to fly the
U.S. Navy painted PT-22 later in the af-
ternoon.
That evening at the Paso Robles Inn,
Bill Allen, LaJolla, CA showed video
tapes of the '84 Chino Fly-In and the
tape just shot that day of the Paso Ro-
bles activities. Some visited the local
Polar Freeze before turning in, including
Alan Buchner, AI Ball , Dick Burgess, Bill
Mette and Bill Hodges.
Also during the day John Gokchoff,
Santa Paula, CA, master Ryan rebuil-
der and crew had gone around the
apron leak checking and calibrating
all the Ryan airspeed indicators, and AI
Ball (Antique Aero Engines) conducted
a Kinner/Ranger engine clinic. (Our
special thanks to John and AI.) Those
not participating in the air rally had the
option of sightseeing and touring some
of the local wineries.
At 0800 on Saturday we saw the
"Dawn Patrol " airborne, Kinners clatter-
ing away, letting Paso Robles officially
know the Ryans were back! After proper
briefing the formation flying contest got
underway, with four teams competing,
selected by drawing numbered slips
from a hat. After passing over the
judges in both diamond and echelon
formations, Team no. 1, comprised of
Bill Richards, Lee Graybill, Santa Rosa,
CA and Jay Hayes,Montara, CA, Ron
Chapel , Half Moon Bay, CA and Don
Burkett, Downey, CA were declared the
winners. John Gokchoff, busy and help-
ful again, conducted a seminar on how
to properly rig a PT-22 with most of the
Ryaneers attending. (Thanks, John) .
Most of the Ryans participated in the
Saturday afternoon flying event, which
is a combination of short field take off,
flour bombing and power off spot land-
ing, and is flown in one flight. Due to
the layout of the Archie Dean Memorial
Airport, this event can be flown without
bothering the normal traffic flow. Rich
McDonald, Vacaville, CA took the short
field take off honors of 340 feet with his
Ryan SCW. Shortest Ryan PT-22 take
off was 343 feet by John Richards, Ven-
tura, CA.
Spot landing winner was Bob Keller,
Carmel , CA, in his Ranger-Ryan. Oh,
VINTAGE AIRPLANE 19
Returning from a flight, Brad Larsen gives his Ryan SC-W a wipe-down in the parking
area.
Headed home. Jay and Ellen Hayes fly formation on Bill Mette's wing, in their 1942 Ryan
PT-22, C/N 1752, N56030. Jim and Ellen are from Montara, CA.
From Vacaville, CA, USAF pilot Rich McDonald's modified 1938 Ryan SC-W, C/N 205,
N18911. This Ryan sports a Continental E-185 engine, in addition to the changed
landing gear and cabin.
20 SEPTEMBER 1985
yes, two people are required to be on
board during the event. The flour bomb-
ing is always interesting, in that two at-
tempts are made, one with a standard
"brown bag" flour bomb, and the other,
prejudged for originality, prior to the
event. Closest to the target was Aleta
Pharris/Reb Stimson. The originality
bomb went to Lee and Modie Graybi ll' s
"wedding bomb" in celebration of their
then recent wedding I Congratulations!
After the flying activities most everyone
retired to the Paso Robles Inn for the
"Bob Yates Champagne cork-flying con-
tests." The only rule for this contest is
"Don't shake the bottle", but it's rarely
enforced! John Gormley, Sacramento,
CA showed his expertise by outdistanc-
ing the other competitors by a substan-
tial amount. Tired but happy Ryaneers
gathered at the local Elks Club for re-
freshments and video tapes of the day's
activities (furnished by Bill Allen) , whil e
waiting for the awards banquet to begin.
The Saturday night awaras banquet
was a huge success, with 131 Ryan en-
thusiasts; that's almost five people per
airplane! Mike Sullivan was an out-
standing master of ceremonies. There
was a lot to cover and Mike really kept
things rolling . Some things that stand
out in my mind , in addition to the regu lar
awards, were the awarding of the Ryan
solo wings by Bill Richards to 27
Ryaneers (like the 63 last year) , exact
replicas of those presented by T.
Claude Ryan to his Ryan School of
Aeronautics graduates; then the pre-
sentation of the WW II King City Ryan
Instructors, Mickey Muzinich, Neil Fer-
ryman, Barney Cleg, Elmore Brown,
Marvin Good and Joe Brown (Wow!
What stories they told!) ; and the presen-
tation of the Archie Dean Memorial (fly-
ing training) Scholarship to teenager
Barry Bradshaw of Paso Robles by
Sherm Smoot ; and certainly George
Clayton, a Ryaneer from Fairbanks,
Alaska, who received the well-deserved
"Greatest Hangar Flyer" award.
George has quite a background in
Alaskan aviation, and given half an op-
portunity he will tell you all about it! He
entertained us with a very good har-
monica concert, and told us how he pur-
chased his Ryan PT-22. Briefly, while
on a DC-3 heading for Alaska from
California, during a stop in Washington
state, he observed a PT-22 sitting on
the ramp . It needed some minor mainte-
nance so George called the owner and
bought the Ryan right then and there.
The DC-3 was about to leave, so
George got his tool box off and pro-
ceeded to make the Ryan ferryable (oh,
yes, this was in the late fall of the year.)
It seems George had never flown a
Ryan before, but managed with the help
of a 5-gallon gas can to make it on in
to Fairbanks, experiencing only minor
mechanical problems, cold, ice and
snow along the way. (Come back,
George; we love you!)
Ryaneers gather under "Los Robles" (the oaks) for an outdoor seminar.
Among the 30-plus awards presented
during the banquet, the "Best Kinner
Powered Ryan" went to Jay Hayes,
Montara, CA for his PT-22, N56030.
The "Best Non-Kinner-Powered Ryan"
and "Greatest Distance Flown" went to
Bill Allen, La Jolla, CA for his STM-2,
N466WA. The T. Claude Ryan Memo-
rial Award went to Dennis and Susan
Lyons, the Air Rally hosts. The National
Ryan Club plaque for "Oldest Ryan"
went to Rich McDonald's 1938 SCW,
N18911, and the National Ryan Club
plaque for "Most Distant Ryan" went to
Bob Laughlin, La Jolla, CA for his PT-
22, N53431 .
All in all , the Ryan Reunion was quite
successful , with a lot of good company
and a lot of good, safe fun enjoyed by
all. We Ryaneers are looking forward to
Ryan Reunion XV. Plans are for a big
blowout, with a "max effort'" for as many
Ryans as possible to attend. Already we
are aware of plans for several "east of
the Mississippi" Ryan 's to attend. I can
hardly wait to get there! How about
you?
"Keep the Ryan flyin. " •
THE FULLER·HAMMOND FH·1 "SUPER TWIN" ...
(Continued from Page 15)
Three views of the FH·1 as it looks today.
VINTAGE AIRPLANE 21
----------------- ---------------
Contestants in the 1930 Pacific Women 's Air Derby (L to R) - Margery Doig, Jean LaRene, Ruth Stewart, Ruth Barron, Gladys
O'Donnell and Mildred Morgan.
THE WOMEN'S  CLASS 
A  PACIFIC DERBY 
by H. Glenn Buffington
(EAA 1234, A/C 202)
134 West Walnut Avenue, #B
San Diego, CA 92103
In conjunction with the 1930 National
Air Races, there were two derbies for
the women. One was a 500 cu. in. or
less piston displacement event from the
East Coast, Washington, DC through
Dixie and then up to Chicago, and an
800 cu. in. race from the West Coast,
Long Beach, California through the
Southwest and Midwest to Chicago.
This is the story primarily about the lat-
ter race which covered a distance of
2,245 statute miles.
The contestants were:
Ruth Barron (Nason) , Hollywood, Mildred Morgan, Beverly Hills, CA as the least experienced pilots. Twenty-
CA' Buhl Air Sedan J-5, Transport Travel Air J-5, Private License 15803 year-Old Barron came in with a brand
License 13749
new Transport license, having learned
Gladys Berry O'Donnell , Long Beach, to fly only six months previously. Mor-
Margery Doig (Greenberg) , Danbury CA Waco Taperwing J-6-7, Transport gan had a Private rating which was up-
CT Pitcairn J-6, Lim. Comm. License License 6608 graded to a Transport after the Derby.
10073
O'Donnell and LaRene were the vet-
Ruth Woerner Stewart, St. Louis, MO erans of the group. Gladys had flown
Jean LaRene (Foote), Kansas City, KS Curtiss Robin/Challenger, Transport the '29 Derby to a close second place
American Eagle J-6-7, Transport License 5375 behind Louise Thaden, and Jean had
License 5700 Barron and Morgan entered the race been associated with the Commandaire
22 SEPTEMBER 1985
NC21 M streamlined and ready for the 1930 competition.
Co. prior to joining American Eagle.
Of the six entries, four had become
charter members of the Ninety-Nines
when it was organized in November of
1929: Doig, LaRene, O'Donnell and
Stewart.
Left at the starting line were three
other pilots, all of whom had entered
the first Women's Air Derby of 1929,
Santa Monica to Cleveland. Pancho
Barnes withdrew from the race when
her three planes, including the one she
piloted at more than 196 mph, all were
declared ineligible. Claire Fahy of Los
Angeles, widow of Herbert J. Fahy,
Lockheed test pilot, was ruled out be-
cause her engine was excessively pow-
ered. Bobbi Trout , also of Los Angeles,
was disqualified for having an under
powered craft .2 Bobbi is also another
Ninety-Nines charterite.
Carl Lienesch, NAA governor for the
state of California, head of the aviation
department for Union Oil of California,
and who served as manager of the
1930 Derby, wrote: "It was left for the
women to show really what could be
done with A.T.C. ships. Phoebe Omlie,
in the East Coast Derby, flew a
Monocoupe of modern design and
made one of those fine showings which
the air racing world had come to expect
from her. Gladys O'Donnell and
Margery Doig in the Pacific Coast Derby
both flew modern, or rather modernized
airplanes. Margery Doig's Pitcairn was
rounded out and fitted with a Townend
ring at the Pitcairn factory. It was a
beautiful job and speedy.
"Gladys O'Donnell flew a Taperwing
Waco which, it might be said, was
streamlined to the limit, this limit being
all possible under an A. T. C. status.
Mrs. O'Donnell 's ship had I-struts, the
fuselage rounded out, and an effective
N.A.C.A. cowling. It is probable that the
top speed was around 170 mph. Her
time from Long Beach to Chicago indi-
cated an average speed in excess of
150 mph, which shows that, as far as
derbies were concerned this year, the
women win the brown derby."
James E. Granger, Swallow dis-
tributor on the West Coast , President of
the Pacific School of Aviation, who
served as official starter, had this to say
about the '30 derbies: "The splitting of
the Women's Air Derby into two classes
run from different places, in my opinion
was wrong. The two classes should be
run together next year and no attempt
should be made to farm out the starting
place of this very colorful race to the
highest bidder. It will not be necessary
for the race officials to look further for a
manager for next year's event. They
have found him in C. F. Lienesch. From
start to finish of this year's class A
women's derby, the absence of discord
was conspicuous."
The Derby actually started Sunday
afternoon from Long Beach, California,
August 17th with a short hop to
Gladys O'Donnell with the victory garland at Chicago, Aug. 25, 1930.
Lindbergh/Ryan Field for the first night
stop. The planes were flagged away at
one minute intervals, numerically by
racing number, i.e. Doig - no. 2, O'Don-
nell - no. 7, LaRene - no. 20, Stewart -
no. 38, followed by Morgan and Barron.
The starting time from Long Beach, arri-
val time in San Diego and the elapsed
time follows : (PST p.m.)
O'Donnell - 3:32 - 4:04:51 - 32:51
Doig - 3:31 - 4:05:03 - 34:03
Barron - 3:36 - 4:22:36 - 46:36
Morgan - 3:35 - 4:25:29 - 50:29
Stewart - 3:34 - 4:31 :09 - 57:09
LaRene - 3:33 - 4:30:16 - 57:16
LaRene was delayed eight minutes
at take off because of inability to start
her engine with the other racers.
On Monday the schedule called for a
noon stop at Calexico and the night stop
at Phoenix. In accordance with air derby
customs, Mrs. O'Donnell's craft was the
first to taxi across the starting line on
the departure for the second control
point. All the contestants arrived at
Calexico within a span of 21 minutes.
Elapsed time from start: O'Donnell,
1 :13:53; Doig, 1 :22:48; Barron, 1 :36:21 ;
Morgan, 1 :47:01 ; LaRene, 1 :48:27 and
Stewart, 1 :59:52.
O'Donnell and DOig finished the third
lap into Phoenix with less than five min-
utes separating them. Ruth Barron was
the last to get away from Calexico be-
cause of some engine trouble and the
fledgling's navigation caught up with
her; she became disoriented and flew
an hour beyond Phoenix. She landed
35 miles south of Holbrook, Arizona, re-
mained overnight where she landed
and then flew back to Phoenix to rejoin
the others Tuesday morning.
On August 19th, the noon stop was
Tucson and then to Douglas for the
night, where the total elapsed time tal-
lied: O'Donnell, 3:56:29; Doig, 4:13:08;
Morgan 5:26:14; LaRene 5:35:23;
Stewart, 6:25:25; Barron, 21 :39:52, be-
cause of the delay in reaching Phoenix
after over-flying it.
Wednesday it was "on to" Lordsburg
and then Roswell , New Mexico where
O'Donnell was officially 26:40 ahead of
Doig. Others arrived in the following
order: Barron, LaRene, Morgan and
Stewart.
The 21 st scheduled a Lubbock noon
stop and to Amarillo, Texas for the
night. Gladys covered the Roswell-Lub-
bock leg in 1 :00:41 and Margery in
1 :02:38. The other four pilots landed in
the same sequence as at Roswell.
VINTAGE AIRPLANE 23
A frontal view of the racy Waco Taperwing, NC21M, in its heyday.
Enid, Oklahoma was scheduled for
noon and Wichita, Kansas for the night
of the 22nd. Thunderstorms and heavy
rain gave the girls some of their most
inclement weather during the Amarillo-
Enid leg of the race. Ruth Stewart was
forced down near Elk City, but she set
her plane down at Enid at 12:56:30.
Jean LaRene was forced down near
Waukomis, a few miles south of Enid;
she arrived at 12:57:28, accounting for
all the entries, so they could take off on
schedule for Wichita.
More thrilling adventures entered the
Wichita-Kansas City, Kansas (Fairfax
Airport) leg. A little short of half-way to
Kansas City, Margery Doi g3 was
forced down and out of the race near
Olpe, Kansas, 10 miles south of Em-
poria, in a farmer's pasture, when her
engine caught fire. She sideslipped to
a landing and beat out the flames that
threatened to destroy the Pitcairn. It
was a tough break for Doig after flying
a good second to that point.
Again, Ruth Barron's navigation went
awry. She was visibly annoyed when
she finally landed the Buhl at Fairfax at
5:41 :p.m. with an elapsed time of
3:04:57 from Wichita. She reported: "I
lost my bearings somewhere near Kan-
sas City and landed in a field near a
farm house. I asked the farmer the di-
rections to Kansas City, and he told me
50 miles north. I said that he surely
meant 50 miles east, but he insisted he
was right. I flew the way he said,and
24 SEPTEMBER 1985
found myself over St. Joseph, and here
I am back. "
The author had the pleasure of
watching the girls "bring 'em in" at Fair-
fax on Saturday. O'Donnell crossed the
finish line in her bright red and yellow
Waco at 3:45 - 1 :14:20 out of Wichita.
LaRene, in her yellow American Eagle,
arrived at 4:07 - 1 :34:15 from Wichita.
Morgan, flying her dark blue Travel Air
with silver wings, finished at 4:10 -
1 :35:12 out of Wichita. Stewart, in her
orange and cream colored Curtiss
Robin, came in at 4:37 - 2:03:42 from
Wichita.
Shortly after these four arrivals, the
Derby starter, Jim Granger, and his
wife, Clema, flew in with their Swallow,
and taxied up to the flight line. Then a
Ryan Brougham flew in with "Gladys
O'Donnell" painted across the fuselage.
It was flown by her husband, Lloyd, and
served as the flagship for the O'Donnell
camp. Some of the Fairfax pilots called
it "ritzy", but I figured, if one could afford
it, why not?
One of the first to reach Jean LaRene
was her mother, Mrs. Sadie Ross of
Olathe, Kansas whom Jean visited
often. She also had a long chat with
Larry Ruch, former chief test pilot for
the American Eagle Aircraft factory at
Fairfax.
The contestants attended a dinner in
the evening sponsored by the Women's
Chamber of Commerce of Kansas City,
Kansas. The new Fairfax Airport term i-
nal building the site for this occasion,
and Mayor Don McCombs welcomed
the fliers.
The Derby continued to Des Moines,
Iowa and Madison, Wisconsin on Sun-
day and the last leg to Chicago was
flown Monday, August 25th. The offical
Long Beach-Chicago results were:
Elapsed Prize
Pilot Time Money
Glady's O'Donnell 15:13:16 $3,500
Mildred Morgan 21 :08:35 2,100
Jean LaRene 21 :45:49 1,400
Ruth Stewart 26:38:06
Ruth Barron 38:33:41
Margery DOig (Out at Olpe, KS)
For their efforts in flying the '30
Derby, Ruth Barron was awarded the
Jr. Women's Aeronautical Association
of California Trophy, and Gladys
O'Donnell won two trophies: The Aerol
Trophy by the Cleveland Pneumatic
Tool Co., and the Women's Aero. Assn.
of Calif. Trophy. Gladys also won the
Mrs. Robert McCormick Trophy and the
Women's Pioneer Aviation Club Trophy
for winning two closed-course races at
the National Air Races which were held
at Curtiss-Reynolds Airport, Chicago,
Aug. 23 to Sept. 1, 1930.
An AP release, dated Aug. 31 , 1930,
carried the headline, "Another Victory
Chalked up for Feminine Fliers," and
the sub-title "Women pilots fly over long
routes in air derbies in less time than
men. " It favorably compared Gladys
Copy  of  picture  Gladys  O'Donnell  auto-
graphed for Louise Thaden. 
O'Donnell's  performance  with  the  two 
Class  A  Men's  Derbies,  won  by  John 
Blum,  Seattle  to  Chicago,  and  Art  Kil-
lips, Miami-Chicago race. It also praised 
Phoebe  Omlie's  showing  against  the 
two  Class  B  Men's  Derbies,  won  by 
John  Livingston,  the  race  from 
Brownsville,  and  the  Derby  from 
Hartford,  won  by J.  Wesley  Smith. 
In  1967, when  I wrote  Mrs.  O'Donnell 
regarding  the  Taperwing, she  sent  the 
front  view and  commented,  "I  feel  a 
pang  of  guilt  at  not  keeping  myoid 
friend  21 M,  for  that's  the  way  I  feel 
about  that  plane.  The  enclosed  photo-
graph  is  21 M  at  her  top  best,  in  the 
streamlined beauty of its heyday - 163 
mph.  You  will  notice  the  special  racing 
gear.  It  was  beautiful  but  a  bit  rugged 
on  turf  fields, since  it  was  a rigid  gear. 
It  added  about six  miles per hour to the 
top  speed. " The  O'Donnelis  owned  the 
Taperwing  for  a decade. 
In  comparing this  air race  of over fifty 
years  ago  with  some  of  the  more  cur-
rent  ones, we  need  to  mention some of 
the  pros  and  cons. When  the  race  is  of 
the  "on  to"  type,  with  noon  and  night 
control  stops,  the  contestants  more  or 
less  stay  together.  In  that  manner, 
weather  and  flying  conditions  are 
practically  the  same  for  each  entrant 
and  the  race  officials  have the opportu-
nity  to  release  race  standings  to  the 
media  after each  day of  racing. 
More recently, the race routes, gener-
ally  2,000  to  2,500  statute  miles  in 
length  are  set  up,  and  the  contestants 
are  usually given  four  days,  flying  VFR 
in  daylight hours, to  reach the terminus, 
before a specified deadline. Each plane 
is assigned a par (handicap) speed and 
the  object is to  have a ground speed as 
far over the  par speed  as  possible.  The 
pilot is thus given the leeway to  play the 
elements, holding out for better weather 
conditions,  winds,  etc.  The  faster 
planes  with  better  performance  are 
somewhat  favored in  this  respect,  as 
sometimes  the  slower  entries  must 
forge  ahead  in  order to  beat  the  dead-
line  at  the terminus.  And, in  this type of 
race, the official standings cannot be re-
leased  until  the  final  "bird" has  crossed 
the  finish  line.  Actually,  the  last  arrival 
can  be  the  winner. 
The  earlier  races  flew  shorter  legs 
and  made  more  stops  than  the  current 
races.  More  recently,  the  legs  are  280 
to  350  statute  miles  and  six  or  seven
control  stops  are  designated, for  either 
landing  or  fly-by,  and  the  races  are 
open to all fixed-wing stock aircraft from 
145  to  570  horsepower.  Early  on,  the 
fastest  airplane  with  no  handicap  was 
in  a  good  position  to  win,  if  it  held  to-
gether over the long haul and there was 
no  big  navigational  error committed. 
Now  that  a  handicapping  system  is 
used  - each  plane  flying  against  its 
own specified speed - supposedly any 
entry  has  an  equal  chance  of  victory,
depending on the accuracy of the hand-
icapping. 
Gini  Richardson,  Yakima,  Washing-
ton, who  oft-times  places  in  the  top  10, 
gives some  racing  advice: "The  hand-
icap  is  vitally  important - you  have to 
have a good  handicap,  that's essential. 
After that,  if you  want to finish  in the top 
10,  you  have to  fly  well,  have knowl-
edge of the weather, and strong naviga-
tional  skills." 
Velda  King  Mapelli,  Las  Vegas, 
Nevada,  President  of  the  Air  Race 
Classic  for  the  past  eight  years  (1977-
1984),  wrote  in  the  recent  race  pro-
gram: "The  altruistic interest and  efforts 
of many people  offers ARC contestants 
a  temporary  respite  from  the  normal 
routine - and  opportunity to  share  the 
camaraderie  of  participating  in  an  air 
race.  There  are  no  secrets  to  racing. 
Personal  application  of skills  will  deter-
mine  the  winner,  but each will  be  a bet-
ter pilot  as  a result  of  the  experience." 
That  is  what  it  is  all  about! 
FOOTNOTES 
(1)  Subsequent  last  names are  in  parenthesis. 
(2)  Had  Trout  been  on  the  East  Coast, she  could 
have  entered  the  Kinner·powered Golden  Eagle in 
the  1,575  mi.  Dixie  Derby.  This  race  was  won  by 
Phoebe  Omlie  in  a  Warner  Monocoupe. She  was 
followed  by  Martie  Bowman,  Kinner  Fleet ;  Laura 
Ingalls, Gypsy DH  Moth; Nancy Hopkins (Tier), Kin· 
ner Kitty Hawk; and Charity Langdon, Cirrus Avian. 
Vera  Dawn  Walker,  flying  a  Warner  Inland  Sport, 
had to withdraw because of a mechanical at Birmin-
gham, AL  and  Mary Haizlip, in  another  Warner  In-
land  Sport,  failed  to  make  the  race  start  after  her 
airplane  was  dinged  in  a  forced  landing  near 
Greenwood,  SC  enroute  to  the  starting  line. Both 
Haizlip  and  Walker  did  get  to  Chicago  after  the 
delays  and  flew  in  some  of  the  closed·course 
events.  Ninety-Nines  charter  members  in  this 
group  include  Hopkins·Tier, Omlie  and  Walker. 
(3)  Doig  was  able  to  have  the  Pitcairn  engine  re-
paired  and  she  flew to  Chicago  on  Aug.  26th. She 
placed  second  behind  O'Donnell  in  one  25  mi le 
pylon  race  at  135.36  mph,  and  won  $450.  In  the 
feature 50  mile race, she placed 4th, just out of the 
money,  behind  O' Donnell,  Mary  Haizlip  and  Opal 
Kunz . • 
VINTAGE  SEAPLANES 
The Oldest Known  Set of EDO  Floats  in Service 
The  aircraft  is  a  1933  Waco  UBF-2  biplane  powered  by a 220-horsepower Continental 
W670  engine.  The  floats  are  EDO  model  M-2665s,  manufactured  on  August  2,  1930. 
These particular floats had been  damaged  in a crash in  1950, and were kept in storage 
for  27  years  prior  to  being  restored  and  fitted  to  the  Waco  in  1977.  This  remarkable 
antique  aircraft  is the  property  of  Mr.  Henry  Stauch,  Junction City,  Oregon.  It  is  con-
verted to float operation in the summer, and flown from Kenmore Air Harbor, Kenmore, 
Washington,  scene of this photograph.  Photo courtesy  EDO  Floats 
VINTAGE  AIRPLANE  25 
My First Flight 
To Oshkosh 
18 gallons each. My partner and I developing a small stomach problem; Robert R. Black
watched in amazement as the boy too much excitement I thought. (EAA 220708)
4246 South 1060 East Lift off was normal and the Tri-Pacer pumped 18.1 into the right tank and
18.0 gallons into the left tank. Instantly did pretty well at first. But the night air Salt Lake City, UT 83117
I felt terrible. I had just flown in on was hot and humid and I wasn't ex-
fumes! I had made a mistake ·on my periencing the kind of lift that I was used Ever since seeing a Pitts Special in
flight duration - I forgot that I had cir- to. I had to circle in the Salt Lake Valley FL YING magazine when I was sixteen
cled for half an hour after take off. and learning of a special event called for 30 minutes until I could get up to
Then a super bad case of cotton- Oshkosh, I have had the desire to go. altitude. At 9,000' I started through Par-
After all the years of putting it off due to ley's Canyon and headed for Ft. Bridger mouth hit me. I figured it was just due
VOR in Wyoming. What a bumpy ride! lack of funds, and not having anything to the close call, so I took a drink of
some fruit punch which went down like to fly, I finally got the chance to go in We popped around inside the plane like
1984. a bowling ball. I really didn't feel good, two marbles in a can. From Ft. Bridger
My father and mother and I had just but I told myself I was going to Oshkosh we flew to Evanston, then to Rock
Springs, Wyoming. completed a 15-month restoration pro- by gosh and that thought kept me going.
ject on my father's 1956 Piper Tri- We piled back into the plane and took I started to develop cotton-mouth but
Pacer. With the bird looking new and off. We climbed slowly and headed for figured it was just the thrill of finally
Chadron. pretty I had little trouble talking myself going to Oshkosh.
We called Rock Springs asking for into taking it to Oshkosh. As soon as we cleared the remaining
I discussed this with my business mountains I started to descend when fuel accommodations and I changed my
partner and somehow talked him into an overwhelming feeling came over me. flight plan from Casper to Rock Springs.
going with me. All right! I could go at I was going to throw up and I couldn 't When they told me it would cost an ad-
half the cost. Things were really picking ditional $30.00 to get someone to fuel shake the feeling, try as I may. How
up. could I do that - I'd never been sick in me I said no thanks and changed my
The date was set, Saturday July 28, an airplane in my life - I couldn 't do flight plan to Rawlins, Wyoming. Fuel
1984 at 3:00 a.m. I figured if we left at that! The sic-sacs were for my wife and was getting low, but figuring the length
of the trip and the amount of fuel left, I others who couldn't take the ups and 3:00 in the morning I could climb up out
of the Salt Lake Valley and fly to downs. figured I could make it.
My honor was at stake - I couldn't Casper, Wyoming. From there I would On to Rawlins we went, over the low-
proceed to Winner, South Dakota, Fair- do that. What a statement ; typical hard- ering mountains. With all the bumps
mont, Minnesota and then on to Osh- head approach, right? Well, that and ups and downs, my stomach told
kosh. thought helped me to fight off the inevit- me I had a problem. I just couldn't be
Hours of preparation and planning getting sick. I'd never been sick in an able. "Come on Chadron, " I kept saying.
were spent in getting ready for the trip. I'd never felt that badly on any flight , but airplane. I figured that I was just overly
A tent was measured and stuffed into we pressed on. tired and hungry, and the stop at Raw-
the baggage compartment. Vacation "Chadron Radio, this is Tri-Pacer lins would put me back in shape.
time was hastily arranged and all sys- 4547A, do you copy?" 'Tri-Pacer 47A Finally Rawlins appeared on the
tems were go. Little did I know how Chadron Radio copies loud and clear." other side of two knolls. I brought the
much "go" there was coming. plane around entering down wind and Chadron, 47A, what's your active run-
On Friday, July 27, I went to work. way?" slipped in to a nice, friendly airport. The
What a total waste of time. It's a good on-field FSS Operator was super nice "47A, active is 20."
thing I'm a lead man in the machine "Roger 20." and said the place would come to life in
shop, because I accomplished nothing a little while. He told us the good places Then came the bad news. Chadron
and finally left at lunch time. Working gave me the altimeter setting and said to eat breakfast. We decided to plan the
swing shift has its advantages at times, next phase of our flight since our origi- the winds were 25 gusting to 35. I asked
and I went home to sleep and prepare nal flight plan was greatly altered by Chadron for the wind direction, and he
for the flight. then. told me again. I just could not get with
What a wasted night - I couldn't the program; whatever was making me We flight planned to Chadron, Neb-
sleep and all I did was toss and turn. raska for our next stop, figuring it would sick was really getting to me.
Two a.m. came awfully early, and I left put us right back on course. As soon as I entered the pattern but could not
for my partner's home. We piled into the planning was finished, the line boy keep the plane tracking straight. It
the jeep and went to the airport. would not settle. What was wrong? For at Rawlins appeared and fueled us with
The preflight went well , except I was 80 octane. My tanks are placarded for those of you who are Tri-Pacer drivers,
26 SEPTEMBER 1985
you know the plane settles like a rock. I felt better. They were the greatest. our trip home, I spent the first hour and
. I looked at my airspeed indicator - I On the way into town, the car win- a half in the bathroom at the airport.
was doing 120 mph and should have dows were open all the way. At the Between the bathroom and the plane I
been doing 80. "Missed approach, Super 8 Motel , we met more super nice threw up four times. We climbed into
going around, will try it again. " people. The rooms were great and I the Tri-Pacer anyway and took off.
"Roger 47A, no other traffic in the pat- crashed. My partner was given a free 47A flew great. I told my partner that
tern." ride back to the airport by the motel he would probably end up doing a lot of
"Chadron , this is 47A - downwind manager to pick up our gear. the flying. I did pretty well until we got
for runway 20." We spent the day in town, and I just west of Rock Springs, Wyoming.
I prayed, "Please God, help me down. stayed in bed trying to die. I finally Ooops, that was the only time I ever
Don't let me kill my partner. " realized that my problem was a good used a sic-sac. Bless those considerate
Okay, I've got to do this. Line it up. case of the flu . people for making those wonderful leak-
There, that's right. 80 mph, okay, flaps Chadron has a lot to see, and some proof bags.
day I shall go back. I feel I must let those to slow us down, right , in we goooooo. I had decided that if I couldn't finish
good people know that I really do have What a crosswind, touch down, hold on. the trip all the way back to Salt Lake
color in my face. Oh, isn't pride terrible? "47A, you just landed on 26. That was City Airport No. 2 that I would land at
a pretty good cross wind landing." In the afternoon I felt a little better Ft. Bridger. Fortunately as Ft. Bridger
"Thanks, I just don't feel good. I and thought maybe we might make it to passed below us I felt we could make it.
Oshkosh anyway. We went back to the A storm front was crossing from west guess I needed the practice."
"Roger." airport and planned the rest of the trip. to east, right in our path. The clouds
I thought to myself - you nut, what's All of a sudden I made a mad dash to were closing in. I dropped from 10,500'
the great white throne - the decision to 8,500' and still I was going through wrong with you? Can't you remember
how to tell which runway is which? To was made - head for home. clouds. Short little IFR trips in the moun-
We took off for Riverton, Wyoming. It be honest, I was so sick that I couldn 't tains is not really my idea of fun and
remember how to tell the correct run- was a pretty good trip and at one point games. What a trip. Boy was I sick.
way. I felt I might have made it to Oshkosh, We made it through Parleys Canyon
but went on to Riverton. What a good and I prayed, "Please, Lord, help me We taxied to the ramp and I warned
decision that was. land this thing. " my partner to get out of the way. I ran
In Riverton, the Best Western Sun- My prayers were answered, we into the bathroom and spent a good half
downer motel sent their courtesy car for parked the plane, got into the jeep and an hour seeing only a small porcelain
us. We spent the night and the next I said , "Get me home quickly, Gary." I hole - oops.
morning there and I was sick, sick, sick. went straight to bed, where I stayed The people at Chadron were super.
Everybody in Riverton took pity on me. from Sunday to Wednesday. L&D Aero Service tried all they could to
Next year there will be no flu . I will They were really great. Would those make me feel better. They fueled the
people ever see me in better condition? fly, crawl or whatever, but I'm absolutely plane and offered me a free ride into
When we finally decided to continue going to go to Oshkosh ... maybe . • town so I could get a place to sleep until
CALENDAR  OF  EVENTS 
We would like to list your aviation event in our
calendar. Please send information to the Editor,
The VINTAGE AIRPLANE, Wittman Airfield,
Oshkosh, WI 54903-3086. Information must be
received at least two months in advance of the
issue in which it will appear.
SEPTEMBER 4-8 - GALESBURG, ILLINOIS -
National Stearman Fly-In. Contact Tom Lowe,
823 Kingston Lane, Crystal Lake, IL 60014.
SEPTEMBER 6-8 - GIG HARBOR, WASHING-
TON - Puget Sound Antique Airplane Club's
5th Annual Fly-In at Tacoma Narrows Airport.
Antiquel Classic judging and awards. Contact
Floyd Tuckness, 29528 - 179th Place, SE,
Kent, WA 98031, phone 206/631 -7454.
SEPTEMBER 7-8 - MARION, OHIO - Annual
Mid-Eastern Regional EAA Fly-In at Marion
Municipal Airport. Contact Lou Lindeman, after
5 p.m. 513/849-9455.
SEPTEMBER 7-8 - SUSSEX, NEW JERSEY -
Tri-Chapter Fly-In - EAA Chapters 73 and
238 and AlC Chapter 7. Sussex Airport.
Awards, vendors and much more. Contact
Vearl Lack, 201 /584-9553 or Anne Fennimore,
201 /584-4154.
SEPTEMBER 7-8 - SPEARFISH, SOUTH
DAKOTA - Cub Club of America Fly-In. Black
Hills Airport. Awards and prizes. Co-sponsored
by EAA Chapter 806. Contact: Chapter 806, P.
O. Box 670, Speartish, SD 57783, phone 6051
642-4100.
SEPTEMBER 8 - WISCONSIN RAPIDS, WIS-
CONSIN - 5th Annual Antique Transportation
Show & Fly-In. Sponsored by EAA Chapter
706 and local Model T Chapter. Contact Joe,
715/886-3261 .
SEPTEMBER 12-15 - RENO, NEVADA - Reno
National Championship Air Races, Reno Stead
Airport. Contact: Reno Air Races, P. O. Box
1429, Reno, NV 89505.
SEPTEMBER 13-14 - AMSTERDAM, NEW
YORK - Ed Heath Days. Commemoration of
Heath's First Flight, September 13, 1910. Dis-
plays of Heath aircraft, radio control models,
fly-ins, forums. Saturday evening dinner and
guest speakers. Contact Adirondack Chapter
602, EAA 45 Spring Avenue, Gloversville, NY
12078.
SEPTEMBER 13-15 - KERRVILLE, TEXAS -
21 st Annual Kerrville Fly-In. Sponsored by the
43 EAA Chapters in Texas. Contact: Kerrville
Convention and Visitor's Bureau , P.O. Box
790, Kerrville, TX 78029, 51 21896-1155.
SEPTEMBER 13-15 - GREENVILLE, MAINE -
Seaplane Pilots Assoc. Meeting. Contact SPA,
421 Aviation Way, Frederick, MD 21701 .
SEPTEMBER 14-15 - JACKSONVILLE, IL-
LINOIS - Regional Fly-In for Stinsons and all
Frankl in powered aircraft. Camping avai lable
at the field. Seminars on Franklin engines and
re-covering techniques. Contact: L. Nordgren,
P. O. Box L, Frankfort, IL 60423, phone 8151
469-9100.
SEPTEMBER 20-22 - TULSA, OKLAHOMA -
28th Annual Tulsa Fly-In - Tahlequah Munic-
ipal Airport. Contact: Charles W. Harris, 9181
585-1 591 .
SEPTEMBER 28-29 - BINGHAM, MAINE - 16th
Annual Gadabout Gaddis Fly-In Family Fun
Days. Gadabout Gaddis Airport, Route 201 ,
Bingham. Fly-in, camp, drive-in. Contact: David
Vincent, Chairman, Upper Kennebec Valley
Chamber of Commerce, Bingham, ME 04920.
OCTOBER 3-6 - FOUNTAINHEAD, OKLAHOMA
- 10th Annual Convention of the International
Cessna 120/140 Association. Contact: Carl At-
kinson, McAlister, Oklahoma.
OCTOBER 3-6 - EUFALA, OKLAHOMA - 10th
Annual Convention of the International Cessna
120/140 Association at Fountainhead Lodge,
Lake Eufala, 55 miles SSE of Tulsa. Contact:
Carl Atkinson, 918/426-1897.
OCTOBER 11-13 - CAMDEN, SOUTH
CAROLINA - EAA Chapter 3 Fall Fly-In. Con-
tact Henry or Pat Miller, 919/548-9293.
OCTOBER 17-19 - LOS ANGELES, CALIFOR-
NIA - OX-5 Aviation Pioneers National Reun-
ion, Governor's Conferences, National Awards
and Hall of Fame Induction Ceremonies at Air-
port Hilton Hotel. Contact: Oliver Phillips,
10405 West 32nd Avenue, Wheat Ridge, CO
80033, phone 303/233-5905.
MARCH 16-22 - LAKELAND, FLORIDA - Sun
'n Fun '86. Contact: Sun 'n Fun Headquarters,
813/644-2431 .
VINTAGE AIRPLANE 27
Where  The  Sellers  and  Buyers  Meet... 
25¢  per word, 20  word  minimum.  Send  your ad 10 
The Vintage Trader, Willman Airfield 
Oshkosh, WI  54903-2591. 
AIRCRAFT: 
FAIRCHILD  24W-41A  - with  Warner  185  and 
Aeromatic propeller.  New  restoration with  very  low 
time.  1943  Navy  colors  and  configuration.  Make 
cash  offer.  William  Ross  Enterprise,  Inc.  1800 
Touhy  Avenue,  Elk  Grove  Villake,  IL  60007, 312/ 
640-1700.  (9-2) 
ACRO  SPORT - Single place biplane  capable of 
unlimited  aerobatics.  23  sheets  of  clear,  easy  to 
follow  plans  includes  nearly  100 isometrical  draw-
ings,  photos  and  exploded  views. Complete  parts 
and  materials  list.  Full  size  wing  drawings.  Plans 
plus  139  page  Builder's  Manual  - $60.00.  Info 
Pack - $5.00. Super Acro Sport Wing  Drawing -
$15.00.  The  Technique  of  Aircraft  Building  -
$10.00  plus $2.00  postage. Send  check  or money 
order  to:  ACRO  SPORT,  INC.,  Box  462,  Hales 
Corners, WI  53130. 414/529-2609. 
POBER PfXIE - VW powered parasol- unlimited 
in  low-cost  pleasure  flying. Big,  roomy  cockpit  for 
the  over  six  foot  pilot.  VW  power  insures  hard  to 
beat  3'/2  gph  at  cruise  setting. 15  large  instruction 
sheets. Plans - $60.00. Info  Pack - $5.00. Send 
check  or  money  order  to:  ACRO  SPORT,  INC., 
Box 462, Hales Corners, WI 53130. 414/529-2609. 
ACRO  II - The  new 2-place aerobatic trainer and 
sport biplane. 20  pages  of  easy  to  follow, detailed 
plans.  Complete  with  isometric  drawings, photos, 
exploded  views.  Plans  - $85.00.  Info  Pac  -
$5.00.  Send  check  or  rnoney  order  to:  ACRO 
SPORT,  INC.,  P.O.  Box  462,  Hales  Corners,  WI 
53130. 414/529-2609.
1933  FAIRCHILD  22,  Menasco  D-4  Super  Pirate 
Engine.  About  285  'hours,  airframe  1030  hours. 
Very  clean,  some  engine  spares. $30,000. Spare 
engine  available. 3121358-4035 or  742-2041. 
FAIRCHILD  24W46  complete  with  good  Warner 
165, presently disassembled for restoration.  Spare 
fuselage, wings, etc. included.  Price  $13,500.  Wil -
liam  Ross - 3121640-1700. (9-2)
WACO RNF  1931  model complete with  speed  ring 
and  wheel  pants - 125  Warner - ready  to  fly  -
a  classic  antique  biplane.  Price  $32,500.  William 
Ross - 312/640-1700.  (9-2) 
CESSNA  UC-7BB  (T-50)  Bamboo  Bomber  with 
like-new  wing  ready  for  re-cover.  Complete 
airplane  disassembled  for  restoration.  Price  -
$14,000.  Will iam  Ross - 312/640-1700.  (9-2) 
CESSNA  UC-78C  (T-50)  Bamboo  Bomber  with 
300 hp Lycoming engines. Wing needs some work. 
Complete  airplane  disassembled  for  restoration. 
Make  cash  offer.  William  Ross  - 3121640-1700.
(9-2) 
C-37 Airmaster completely restored to original. All 
new  wood.  Best  restoration  at  Watsonvi lle. 
$29,000.00.  Phone  805/769-8380  6-7  p.m. ,  PDT. 
(11-3) 
Waco RNF, 1930, 145 hp Warner, 30 SMOH, Ham. 
Std.  Grnd.  Adj . Prop.,  40  hours since  balance  and 
polish;  1977  Ceconite,  135  hours  since  recover, 
always  hangared;  May  1985  annual ;  only  7  still 
flying.  Jim  Course,  days,  609/888-0496;  nights 
215/493-9385 . (10-2) 
MISCELLANEOUS: 
BACK ISSUES .. . Back issues of THE  VINTAGE 
AIRPLANE  (and  other  EAA  Division  publications) 
are  available  at  $1 .25  per  issue. Send  your  list  of 
issues desired along with payment to: Back Issues, 
EAA-Wittman  Airfield, Oshkosh, WI  54903-2591 . 
Badfy Needed Cessna 140-A cowl parts - parted 
or  assembled - full  cowl  or  nose  bowl  and  lower 
cowl  assembly.  Please  call  Angelo  Fraboni , 5801 
Monona  Drive, Monona, WI  53716-3599, 608/222-
1464 or 608/222-8517.
WANTED: 
Seeking  anything  about  Amelia Earhart . Want  pic' 
tures, articles, etc. Especially want personal stories 
and  unpublished  pictures. Also, what do  you  know 
about  Irene  O'Crowley-Craigmile-Helier-Bolam? 
Dean  Magl ey,  5210  Village  Court,  Rockford,  IL 
61108,  phone  815/399-8407. (9-1)
Wanted:  Salmson  AD-9  parts.  Prop  flange, cylin-
ders,  pistons,  push  rods,  rockers,  bushings,  etc., 
Jerry Vilendrer, 3060  E. Emelita, Mesa, AZ. 85204, 
phone  6021832-6910. (9-1) 
VINTAGE  TRADER  AD  fORM 
Send  check  or  money  order  with  copy  to  Vintage  Trader - EAA, Wittman  Airfield, Oshkosh, WI  54903-3086. 
Total Words ____  Number  of  Issues to  Run  ____  __________________  _ 
Total $,____ 
Signature  _______________  _______________  _ 
Address 


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  RE-UVE IT! 

The fabulous times of Tumer, Doolittle, Wedell 
and Wittman recreated as never before in  this 
6OO-page two-volume series. Printed on high 
grade paper with sharp, clear photo reproduction. 
Offical race results 1927 through 1939 - more 
than 1,000 photos-3-view draWings - scores of 
articles about people and planes that recapture 
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30  SEPTEMBER  1985 
EAA  OFFICIAL 
VIDEO 
VHS  &  BETA 
rThe  official  EAA  Founda-
tion  video  collection  of-
fers  these great tapes for 
your  viewing  pleasure: 
EAA '84 
55  minutes of Fly-In  excitement from  pre-Con-
vention  preparation  to  the  arrival  of  Voyager. 
Includes  great  Warbirds  show  scenes. 
.$52:t)(T $39.00 
EAA  OSHKOSH  '83 
A  26  minute  fi lm  covering  the  complete  '83 
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Aviation  Center. 
$39.00 
EAA  OSHKOSH  '77 
The  77 Convention  plus  excellent  excerpts  of 
the  Spirit  of  St.  Louis  Commemorative Tour. 
$39.00 
AERONAUTICAL ODDITIES 
17  minutes  of  fun  featuring  the  oddities  and 
comedies  of  the  early  flight  as  seen  in  news-
reels  of  the  day.  A  great  addition  to  your 
personal  library. 
$29.95 
WE  SAW  IT  HAPPEN 
60 minutes covering the history of flight as seen 
in  rare  early  footage  and  interviews with  many 
aviation  pioneers. 
..$e9:OO' $49.95 
WtNGS  ON  DREAMS (1981) 
This  famous  John  Denver  film  is  an  in-depth 
look  at  EAA  Oshkosh  '81  and  features  ground 
breaking  ceremonies  for  the  Aviation  Center. 
$29.00 
BASIC  AIRCRAFT  WELDING 
Learn  the  intricacies  of  welding  with  practical 
demonstrations  on  the  subject.  An  excellent 
film  for  the  builder. 
$39.95 
IN  PURSUIT OF  DREAMS - New  Release 
EAA  member  actor/pilot  Cliff  Robertson  is 
narrator  host  of  a  film  that  features  Founder 
Paul  Poberezny  and  tells of  EAA's early  days, 
philosophy  and  accomplishments. 
$29.00  (16  minutes) 
BASIC AIRCRAFT WOODWORKING - New 
Release 
Woodworking  knowledge  is  essential  to  any 
homebu.ilder  project.  This  tape  covers  the 
basi cs of  wood  construction  techniques. 
$39.95 
Add $2.50 for postage and handling 
Wisconsin  residents add  5%  sales tax 
Guaranteed  Immediate  Delivery 
Watch for New Releases 
If your  plane  is on  this list... 
You  could be  wasting  money! 
NOW AVAILABLE! STC's for Lycoming 0-235 and 0-290 engines. Also, you can 
convert your Cessna  152 to auto gas by modifying the Lycoming 0-235-L2C to 
use 80 octane fuel  - STC's now available exclusively from  EAA. 
Over 10,000 aircraft  owners  get  more  flying 
for the  dollar with  EAA's AUTO  FUEL STCs. 
As a result of EAA's leadership in alternative fuels research and 
development,  FAA  has fully approved  the  use of unleaded  auto 
gas for 317  different aircraft  models  and  engine combina-
tions. Auto gas STCs (Supplemental Type Certificates) are avail-
able  from  the  non-profit  EAA  Aviation  Foundation  at  50¢  per 
engine horsepower:  Example - 85 hp.  Cessna 140-(50¢ x 85)  = 
$42_50.  (Non-EAA members add $15.00 surcharge to total). Send 
check  with  aircraft  N  number,  aircraft  and  engine  model  and 
serial  numbers and  EAA  member number. 
AERONCA  AERO  COMMANOER  GRUMMAN  AMERICAN  PA-28-151 
Including S. l.  PA-22-150 AA-5. AA-5A
Including Bellanca.
PA-22S-150 Industries AA·5B
Champion, TfylSk.
•J3F-50,  ·50S, ·60. 100  AA·I 
Wagner. B & B
-60S.  -65 . -65S AA-IA 
ARCTIC  AIRCRAFT Aviation, Inc.
•J31 . -So -65.  -65S 
CO..  INC. 
AA-IB 
AA-IC 
PORTERFIELD
50-TC 
S-IA 
LUSCDM8E 65-TC  (L-3J)  Including Rankin,
BEECHCRAFT
65-TAC  (L-3E)  8. 8A. C. O. E.  F. T-8F  Nonhwest
YO-58  Including Bonanza CP-55
MOONEY
0-588  35.  A-35.  B-35.  C-35.  CP-65 
50-588 
M-18C 
CS-65 
0-58A  (L-3A) 
0-35.  E-35.  F-35. 
M·18C55 
7AC 
G-35. 35R 
TAYLORCRAFT 
CESSNA 
M-18L 
BC 
7CCM (L- 168) 
M·18LA 
7BCM (L-I 6A) 
BC-65 120. 140. 140A 
MORRISEY 
BC12-65  (L-2H) 150. 150A-H. 15OJ- M  . 
AI50K-M 
70C 
~
8C12·0 
BC120-85
7EC 
152.A·152  P1PER
7FC 
BC12D- 4-85 170. 170A. 8 
J-3C-40 7JC 
172. 172A-E.  172F  BCS
J-3C-50 7ECA 
BCS-65 (T-4IA).  172G. H. 
J3C-50S S7AC 
BCS12-65 1721.  K.  L.  M 
J3C-65  (L-4)
S70C 
8CS-120 175. 175A.  B. C.  P1720 
J3C-65S S7CCM 
BCSI2-0-85 177
J4 S7EC 
8CSI20-4-85 180. 180A-H. 180J 
J4A I I AC 
182. 182A-P  19
J4A-S IIBC 
305A  (O-IA)  F19
J4E  (L-4F)
IICC 
OC-65  (L-2.  L-2C) 305B. 305E  (TO-IO. 
J5A  (L-4F)
SIIAC 
OCO-65  (L-2A.  B.  M)  0-10.  O-IF) 
J-2
SIIBC 
BC12-D1 305C.  (O-lE).  3050 
J-3 SllCC 
BCS12-01 (P-IG).  305F 
J5A· 80 
50-C 
KCA 
L-4A  ERCOUPE  VARGA 
65-C  L-48 (NE-l) 
ii50 Including AireD, Forney,
L-4H 65-CA  2150A 
S-50- C 
Alon. Mooney
L-4J  (NU) 
2180 
S-65-CA 
415C. 4150.  E.  G. 
PA-ll 
7GCA 
415-CO 
PAllS 
7GCB 
F-I.  F-IA 
PA-17 'Nolo: Only  Ihose  J3F 
7KC 
A-2.  A-2A 
PA-18 and  J3l models  pre-
M-IO 
viously  modified  to  use 
7GCAA 
PA-19 7GCBA 
FUNK  Teledyne  Continental 
7GCBC 
E-2 
Molars  engi nes  are 
15AC 
PA-28' 140 lnCiUding McClish
PA-28-150  approved.
B85C 
Since  1980,  over 2700  engineering  flight  test  hours  have  been  conducted  by  EAA  in 
the  Cessna  150, Cessna  182,  Cessna  172, Piper Cherokee, Beechcraft  Bonanza  and 
Ercoupe. Additional aircraft were approved  by FAA  based on  fuel  system similarities. 
All approved aircraft are powered by 80 Octane Continental engines (not fuel  injected) 
and  Lycoming  0-320-A,  C  and  E engines.  STCs  are  only  approved  and  sold  for  the 
engine/airframe combinations  listed  above. 
Complete,  low  cost ,  protection,  including  auto  gas  coverage,  is  available  through 
EAA's  approved  insurance  program.  EAA's  Auto  Gas  Airport  Directory  which  lists 
over 300  FBOs  that  provide auto  fuel  service  is  now  available  at  $3.00. 
EAA  LEADS  TH E WAY 
Join  EAA - Be  a  part  of  the  Aviation  Association  that  is  actively  engaged  in 
making flying safer, more enjoyable and more affordable for you. Annual membership 
$25.00, includes  monthly magazine  SPORT  AVIATION  and  many other benefits. Join 
today  and  get your STC  at  the  special  EAA  member rate. 
Write Attention: 
STC  - EAA Aviation  Foundation 
E A ~
Wittman  Airfield 
~ FOUNDATION 
Oshkosh, WI  54903-3065 
~   T   T M
VINTAGE  AIRPLANE  31 

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