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PUBLICATION STAFF

PUBLISHER
PaulH. Poberezny
DIRECTOR,
MARKETING&COMMUNICATIONS
DickMatt
EDITOR
GeneR. Chase
MANAGING EDITOR
MaryJones
EDITORIALASSISTANT
NormanPetersen
FEATURE WRITER
GeorgeA.Hardie,Jr.
EAAANTIQUE/CLASSIC
DIVISION; INC.
OFFICERS
President
R. J.Lickteig
1620BayOaks Drive
AlbertLea, MN 56007.
507/373-2351
Secretary Treasurer
RonaldFritz E.E."Buck"Hilbert
15401 Sparta Avenue P.O.Box 145
KentCity, MI 49330 Union, IL60180
616/678-5012 815/923-4591
DIRECTORS
JohnS. Copeland StanGomoll
9Joanne Drive 104290th Lane,NE
Westborough,MA 01581 Minneapolis,MN 55434.
617/366-7245 6121784-1172
ClaudeL. Gray,Jr. Dale A.Gustafson
9635 Sylvia Avenue 7724 Shady Hill Drive
Northridge, CA91324 Indianapolis,IN 46274
213/349-1338 317/293-4430
RobertG. Herman ArthurR. Morgan
WI64N9530 WaterStreet 3744 North 51stBlvd.
Menomonee Falls, WI 53051 Milwaukee, WI 53216
414/251-9253 414/442-3631
MortonW.Lester AI Kelch
P.O.Box 3747 66 W. 622 N.Madison Ave.
Martinsville,VA 24112 Cedarburg, WI 53012
703/632-4839 414/377-5886
GeneMorris JohnR.Turgyan
24Chandelle Drive Box 229,R.F.D.2
Hampshire, IL60140 Wrightstown,NJ 08562
3121683-3199 6091758-2910
S.J.Wittman GeorgeS.York
Box 6 7 ~ 181 Sloboda Ave.
Oshkosh, WI 54901 Mansfield, OH 44906
414/235-1265 419/529-4378
ADVISORS
EspieM. Joyce,Jr. Daniel Neuman
Box 468 1521 BerneCircle W.
Madison, NC 27025 Minneapolis, MN 55421
919/427-0216 6121571-0893
RayOlcott RoyRedman
1500KingsWay Rt. 3, Box208
Nokomis, FL33555 Faribault, MN 55021
813/485-8139 507/334-5801
S.H. "Wes"Schmid GarWilliams
2359 Lefeber Road NineSouth 135Aero Drive
Wauwatosa, WI 53213 Naperville,IL60540
4141771 -1545 3121355-9416
MAY1984 VOL. 12, NO.5
Contents
3 Straightand Level
by Bob Lickteig
4 AlCNews
byGeneChase
5 TheRemainderoftheTale
byChetWellman
6 LearningtoFlyinaCessna170
See Page 5
byDeborahRichardson
8 ABriefHistoryoftheNutTreeAirport
byDeborahRichardson
9 CalendarofEvents
10 MysteryPlane
byGeorgeHardie,Jr.
11 KLM'sDouglasDC-2Arrivesat
Melbourne
12 AeroncaComestoMiddletown
byW.O.Baldwin
15 Member'sProjects
See Page6
16 IntheAirAgain
byBettyJ.Mattson
18 TheAviatorComestoTown
19 '39Chief
byGeneChase
20 StinsoninaCarport
byMortonE. Clark
21 LetterstotheEditor
FRONT COVER ... Dick James (EAA 50549, AlC 5064) taxies his
Spad VII to the EAAAviation Museum afterlanding at Wittman Field
atthe end of a26-hourflight from Torrance, CA.The plane, a WW I
replicabuiltbyCarl Swanson,is on displayintheMuseumandwill be
agiftto the EAA Aviation Foundation.
(Photo by Ralph Mosling)
BACKCOVER ...features Oshkosh '84 convention program cover.
ThewordsEAA, ULTRALIGHT,FLYWITHTHEFIRSTTEAM,SPORTAVIATION,andthelogosofEXPERIMENTAL
AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION, EAA ANTIQUE & CLASSIC DIVISION
INC., INTERNATIONALAEROBATICCLUB INC., WARBIRDSOFAMERICAINC.,areregisteredtrademarks, THE
EAA SKY SHOPPE and logosof the EAAAVIATION FOUNDATION INC. and EAA ULTRALIGHTCONVENTION
are trademarks ofthe above associations and their use by any person otherthan the aboveassociationsis strictly
prohibited.
Editorial Policy: Readers are encouraged to submit stories and photographs. Policyopinions expressed in articles
are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor.Material
should be sent to: Gene R.Chase,Editor,The VINTAGE AIRPLANE, Wittman Airfield,Oshkosh, WI 54903-2591.
The VINTAGE AIRPLANE (ISSN0091-6943) ispublished and ownedexclusively by EAA Antique/Classic Division,
Inc.ofthe Experimental AircraftASSOCiation, Inc.and is publi shed monthlyatWittman Airfield,Oshkosh,WI 54903-
2591. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for
EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is
for the publicationofThe VINTAGE AIRPLANE.Membership is open toall who are interested in aviation.
ADVERTISING- Antique/ClassicDivisiondoesnotguaranteeorendorseanyproductofferedthroughouradvertis-
ing. We inviteconstructivecriticism andwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertising
so that corrective measurescan be taken.
Postmaster:SendaddresschangestoEAAAntique/ClassicDivision,Inc. ,WittmanAirfield,Oshkosh,WI54903-2591.
2APRIL 1984
STRAIGHT AND LEVEL
By Bob Lickteig
President
Antique/ClassicDivision
It won't be long before the first 30 students will be at-
tending EAA Air Academy '84. What a thrill and experi-
ence for them, and what a gratifying feeling those of us
have who had a small part in making it all possible. The
first class will be made up of boys and girls ages 15 to 17
from coast to coast and border to border.
Chuck Larsen, Education Director for the EAA A via-
tion Foundation, tells me he is very impressed with the
quality of students applying to participate. This is where
your Antique/Classic Division comes into playas we may
raise money to provide this unique aviation experience
to these fine young people. I am sure we can count on the
Antique/Classic Division and its members to provide this
needed funding.
And what an opportunity we have presented to these
fine young people, to become exposed to all the glorious
aspects of flight - yes, the freedom offlight.
My wife and I had the pleasure of raising five children,
and as busy as I've been all my life, I tried to expose and
acquaint each one with the thrill, excitement and op-
portunities in aviation. Out of the five, one became in-
volved. Perhaps a batting average of one for five fits our
industry. Some of us like redheads, some likes blondes,
and some like brunettes . . . and that's the way it is.
Now let's look at the 35 students in our own Academy
- no, not the blondes and redheads, but the numbers. If
our batting average is one for five, that means we will
start six or seven of these students on the road leading to
an aviation career. No, I wouldn't bet that all will end up
in the left seat, but aviation today and tomorrow offers
hundreds of industry opportunities in a variety of careers.
The current aviation community is responsible for
hundreds of thousands of jobs and professions, and please
remember we are not very old. The progress made in avia-
tion the first 80 years is astounding and like Al Jolson
said, "You ain't seen nothing yet!"
Maybe we take too many things for granted today, and
I wonder if we ever realize that nowhere else in the world
could anything like this happen ... bringing a group of
15 to 17 year olds together for an experience like this and
hands-on learning of this style. The program has been
expanded to include introductory flights, a little dual, a
little fun, and in what- you guessed it - J-3 Cubs! Can
anyone think of a better place to start? I volunteered the
use of my son's J -3 and old Dad is looking forward to riding
in the front seat.
I am eager for the privilege of meeting the first class
of students at our Academy. What a cross-section they
represent of this great country. Our students are young
and bright, with eyes as big as the wheels on Lindbergh's
Spirit of St. Louis. And what a tribute to the one who had
the foresight and vision to bring EAA to where it is today.
Once again we can all tip our hats to our President, Mr.
Paul Poberezny.
It won't be too long before some of us will be hanging
up our scarves and goggles, and these young people will
pick up from there and carry aviation on into the space
age.
So what's next? This being our first year, we are all
involved in a learning curve, but it is the first step toward
a wonderful and most ambitious goal. The EAA Air
Academy and its programs will undoubtedly be expanded
in years to come.
So at this time I speak for each and every student of
the EAA Air Academy Class of '84 - thanks to each of
you Antique/Classic Division members who made this
possible. And what a tribute to our Division for support-
ing such a wonderful and exciting program as Oshkosh
Air Academy '84.
It's going to be a great year and a great convention.
Make the Antique/Classic area your headquarters for
Oshkosh '84.
VINTAGE AIRPLANE 3
~ w
U Compiled by Gene Chase
OFFICIAL 1984 EAA CONVENTION
VIDEO TAPE OFFERED
The EAA Aviation Foundation Video Series will offer
an official video tape of EAA '84. For the first time, a
special EAA video team will capture the color and excite-
ment of the EAA Oshkosh Convention. The one-hour EAA
'84 documentary will feature the airplanes, personalities,
air shows, press conferences and forums of the eight-day
celebration of flight. Only EAA has the experience to
produce this unique and dazzling view of the world's great-
est aviation event. The EAA '84 video tape is offered to
EAA members at a special pre-convention discount price
of $39.00. Order your video tape today by sending your
check or money order to EAA Aviation Foundation Video
Series - EAA '84 Wittman Airfield, Oshkosh, WI 54903-
2591. Please specify VHS or Beta.
PIPER LIFT STRUT FITTING
FAILURE
Fatigue failures of the lower attach fork fittings on
high wing Piper lift struts continue to be reported to the
FAA. Problems with cracked forks date back to 1958.
Since that time airworthiness directives, emergency air-
worthiness directives and numerous AD amendments
have been issued by the FAA on the subject.
Preventative actions in the form of AD mandatory
repetitive inspections and the installation of improved
forks have effectively brought the problem under control.
Nevertheless, the FAA continues to receive reports from
A&P's on cracked forks. Since October 1980, FAA en-
gineering has had 60 forks returned to them from A&P's
reported as cracked. Upon a thorough re-inspection by
FAA engineering, all forks were found to be, in fact, not
cracked at all.
It is therefore clear that some A&P's are not only
inspecting the forks improperly but they are also incurring
unnecessary costs and sending shock waves through the
ranks of Piper owners.
The Piper aircraft models affected are:
J-3, J-4, L-4, J-5, PA-11, PA-12, PA-14, L-14, PA-15,
PA-16, PA-17, PA-18, L-18, PA-19, PA-20, L-21,
PA-22, AE-1, HE-I.
Although forks are relatively easy to inspect, com-
pliance with all the requirements of the AD is very compli-
cated.
- The rules vary depending upon the airplane model
involved and 19 models are involved.
- The rules vary between seaplanes and landplanes.
- Four old part numbers are involved and four new
numbers are involved.
- New forks look just like old forks. Piper has pro-
vided no obvious identification to distinguish
between new and old forks.
- Piper does not reply to written requests from
A&P's for their recommended inspection proce-
dures to detect cracks.
Because of the serious consequences resulting from a
cracked fork, the Authorized Inspectors Association has
prepared a free Airworthiness Inspection Bulletin which
is available to any Piper owner and any A&P who requests
it. Send a 4" x 91f2" stamped, self-addressed envelope to:
AlA, P.O. Box 464, Goldenrod, FL 32733-0464.
The Authorized Inspections Association is a group of
unpaid A&P's who are tired of complacency in aviation
and are working to clarify and simplify maintenance and
FAR problems confronting A&P's and aircraft owners.
FUNK SERIAL NO.1 IS SOUGHT
The Funk Aircraft Owners Association is searching for
Funk NX14100, SIN 1 which was last reported to be in
the Hudson or Alliance, Ohio area. Contrary to some be-
lief, SIN 1 was not flown to Coffeyville, Kansas and
changed to SIN 13. Number 13 was pulled off the line in
Akron, Ohio and used as an experimental test bed. SIN 1
had been given to an employee long before that. The last
word on it was when Joe Funk saw it sitting on the Hud-
son, Ohio airstrip during WW II.
Anyone having information concerning this aircraft is
asked to contact G. Dale Beech, Editor of "The Funk
Flyer", 1621 Dreher St., Sacramento, CA 95814.
BUCKER JUNGMANN
PROPELLERS
The "Bucker Jungmann News Letter" reports that a
good source for propellers for these popular aerobatic
planes is Edward Sterba, Aircraft Propellers, 3209 S.
Woods, McHenry, IL 60050, 815/455-2575. Ed has a shop
on a small airport and will make props for the 150 Tigre
engine just like the originals for the 125 Tigre.
This newsletter is edited by Chris Arvanites, 425 Cum-
berland Lane, Bolingbrook, IL 60439. 3121759-6821.
SPARTAN ALUMNI FLY-IN
Alumni of Spa rtan School of Aeronautics and owners
of Spartan aircraft are invited to a fly-in June 8-9 (Friday
and Saturday) at George Mall's famous International Bus-
iness Aircraft, Inc. at Tulsa (Oklahoma) International
Airport. The program will include the Spartan Alumni
Annual Meeting. For details contact Karla Morrow or
Vern Foltz, Spartan Alumni Office, P.O. Box 51133, Tulsa,
OK 74151.
EAA AIR ACADEMY '84
EAA Air Academy '84 needs "a few good EAA
craftsmen" to provide hands-on instruction in workshop
activities. Individuals skilled in the crafts required to
build, restore and maintain aircraft are needed to work
hand-in-hand with participating youth to pass the love
and skills of aviation so dear to EAAers' hearts: An experi-
enced sheet metal aircraft builder (or builders) is al so
needed to prepare and supervise the construction of the
MONI to be assembled during the Academy from July 15
through August 4 this summer. Consider expanding your
OSHKOSH EXPERIENCE by instructing in the new EAA
program for youth. For details contact Chuck Larsen,
Director of Education at the EAA Aviation Center.
4 MAY 1984
The Of TheTale
ByChet Wellman (EAA 759, AlC1115)
406Napoleon Street
Rockford,IL 61105
I enjoyed the two-part story in the November and De-
cember 1983 issues of The VINTAGEAIRPLANEby Ted
Businger entitled "A Kid's View of the 1937 National Air
Races". I was particularly interested in the top para-
graph on page 9 of the December issue regarding Gus
Gotch and the troubles he had with the Schoenfeldt-Rider
racer named "Firecracker". It seems that Gus had trou-
bles with the gear mechanism, but more serious was the
problem with the magnetos cutting out. Tony LeVier
piloted the plane in 1938 and mastered the gear raising
mechanism, but at times was plagued by the magnetos
cutting out. It continued in 1939 and now we come to
the rest of the story.
In 1975 at the EAA Convention in Oshkosh, we hon-
ored and had an Aviation Greats Day. All of the famous,
great names of aviation were invited and all who were
able to come attended, including Matty Laird, Fish Sal-
mon, Tony LeVier, Ed and Bob Granville, Claude Ryan,
Eldon Cessna, Bernie Pietenpol and others. On Wednes-
day afternoon, the EAA Officers, Directors and the Avia-
tion Greats were invited to Steve Wittman's house at 4:00
o'clock. A large tent had been erected, which housed the
tables heavily laden with sumptuous food for the evening
dinner, and an open bar. There were tables for sitting in
the tent and also out on Steve's beautiful lawn. The idea
was to watch the evening air show and imbibe a few
drinks, but largely to renew old acquaintances and
friendships while enjoying Steve's hospitality and good
food. Needless to say, it was a tremendous success and
probably should be repeated.
Director Van White and I were seated at a table, closely
adjacent to the open bar, engaging in conversation with
Fish Salmon and Tony LeVier. The conversation con-
tinued for some time and finally the talk turned to the
Cleveland Air Races. (Unfortunately, neither Van nor I
had a tape recorder present, as the stories were priceless.)
At any rate, Tony'was telling us about the trouble he had
with the magnetos of the Firecracker. The mags had been
(Phot o by Lee Fray)
Some of the Aviation Greats at Steve and
Dorothy Wittman's party duri ng Oshkosh
'75. L-R: Ed Granville, Len Povey, Matty
Laird, Paul Poberezny, Eldon Cessna,
Tony LeVier, Fish Salmon and the ever-
smiling Steve Wittman.
worked on by the best mechanics and had been twice
rebuilt by Bendix. In 1939, Tony flew his qualifying lap
at full bore and the engine never missed a beat.
During the Greve Race everything was going fine for
Tony until the 9th lap when 10 and behold, the mags
started acting up and Tony was forced to land. Later Tony,
with help, pushed the plane into an almost empty hangar
and he thought he was alone. He gave the tires a healthy
kick, venting his anger on the plane, as well as calling it
several "derogatory" names.
Suddenly he heard someone say, "Tony, you're going
to break your toe, but I know how you feel. What's the
matter?" Tony turned and saw a tall, young man there
with a broad grin on his face.
Tony explained his problem with the mags running
fine for 6 or 7 laps and then cutting out, and added that
nobody had been able to fix them.
The young man with the grin said, "Tony, I had the
same problem and the way I fixed it was to make two scoop
vents about 2-3 inches across to direct cooling air to the
mags. At full bore, the mags are turning very fast and
heat builds up and the coils foul out. Try it and I am sure
you will be rid of the problem. "
The young man with the grin turned to leave and Tony
said, "Wait, Steve, I want to thank you" and Steve
Wittman said, "There's no need for you to thank me Tony
- just get that plane back in the air."
Back in the tent, Tony said, "Of course, the fix worked"
and he raised his glass (as we did) to drink a toast to Steve
Wittman for his unselfish devotion to air racing, as well
as several other toasts to Steve for his helpfulness, sterling
character and, yes, even for his famous grin.
The moral of this story is t{) point out the type of man
our own Steve Wittman is. He willingly gave his knowl-
edge and experience to a competitor, who might defeat
him, in order to get him back in the air. Steve is truly
completely devoted to the cause of aviation and a tremen-
dous credit to EAA.
VINTAGE AIRPLANE 5
By Deborah Richardson
(EAA 182182, AlC 7171)
145 Los Altos
American Canyon, CA 94589
Learning To Fly In A
(Photos by Author Except as Noted)
C6essna170
Debbie and Jim Richardson and their 170.
It all began, this love for flying, with my first airplane
ride at the age of eight in a transcontinental, ear-shat-
tering 12-hour trip in a TWA Constellation. This was
during the phase-out of the propeller-driven transports
and I was somewhat saddened, upon subsequent flights,
to be hurried along my journey in a jet. There is some-
thing romantic and courageous about listening to the
drone of four round engines and watching the red glow
from the exhaust at night while lumbering noisily over
unseen territory.
It began again, this love of being airborne, when my
husband bought a two-place open cockpit homebuilt
airplane. It was not until its second year of ownership that
I overcame my apprehension of homebuilts when I grew
weary of staying on the ground while all the fun was
clearly happening in the air. I crawled into the confines
of its cramped front cockpit to be taken for a ride that
would never fade from memory.
The little plane had no electrical system or intercom
and we invented a primitive set of hand signals in case
this adventure needed to be shortened. I again told my
husband, Jim, that I wasn't enthusiastic about flying in
an airplane built by a total stranger in his equally strange
garage. After being strapped in, I held the brakes as the
plane was propped to life, we began our trek to the dirt
runway. Appearing as if dressed for Halloween in helmet
and goggles, I weakly nodded to his "Ready to go?" Rat-
tling down the dirt strip, dust billowing behind us, wind
steadily increasing its caress, we were quickly airborne
and climbing above the treetops. Such unconfined joy was
that first flight!
6 MAY 1984
I became my husband's constant flying companion,
incessant were my urgings to be taken aloft. Always un-
convinced when I was told it was too windy, or ceiling too
low, or the runway too muddy to fly, I began entertaining
thoughts of learning this delicate balancing act, this art
of flying. After serving us faithfully for 21f2 years, our
homebuilt airplane was traded for a '53 Cessna 170B to
serve as my training airplane.
My training was most eventful. We moved from
Schellville Airport, a haven for antiques south of Sonoma,
California, to the Nut Tree's paved runway where Cessna
152's are in abundance. My quest for locating a CFI cur-
rent in taildraggers and competent in 170's took me six
months. My lessons were marked by long interruptions by
poor weather and mechanical malfunctions. My instruc-
tor, Richard Atherton, also was working at Trans Air
ferrying Cessnas from the factory in Wichita to the Nut
Tree where they were fitted with long range fuel tanks
and flown to Hawaii, New Zealand and beyond. I was
averaging one lesson a week.
In time my lessons became more frequent as were the
unusual events that accompanied them. It was during my
early hours of flight instruction near Yolo County Airport
that the first of these events occurred. It is common for
the farmers in the valley to burn their crops when the crop
has yielded its last, creating poor visibility and an un-
forgettable aroma. I was busy struggling with stalls when
Richard and I smelled smoke. We scanned the area for
fields aflame but the sky was clear and the expected col-
umns of smoke were absent. The electrical system was
Debbie became her husband Jim's constant flying companion
in this nifty Spezio Tuholer, N4498.
(Photo by Jim Richardson)
Debbie Richardson in the family '53 C-170B, N9277.
shut down and the smell of smoke persisted. Since we were
over an airport, the threat of danger was minimized and
I thought this to be very thrilling. Probably very expen-
sive, but thrilling. Upon landing, Richard discovered that
an errant rag was smouldering beside the exhaust stack
of the engine, which created my first in-flight emer-
gency. That bit of excitement taught me the value of a
meticulous pre-flight.
Shortly before my first solo, my lessons were comprised
of touch and goes. Tailwheel shimmy had been a recurrent
problem and chose this day to behave badly. Toward the
conclusion of the lesson, no amount of rudder and brake
could keep me on the centerline of the runway. After a
few of these maddening landings, I declared that I'd had
enough for the day. Upon rolling the airplane into the
hangar, it was noticed that the tailwheel shimmy rubbed
a hole through the tailwheel tire and tube which became
cocked to one side wreaking havoc on landing.
Spin training was made a requirement for me since I
always managed to spin the airplane on my attempts to
duplicate my accelerated stalls. I never be-
came proficient in this type of stall but I did master spins
and the ever-popular spin recovery.
One of my post solo lessons was arranged on a beautiful
summer day, a holiday falling on a Monday and the Nut
Tree airport resembled the proverbial madhouse. I was
most uncomfortable with the abundance of traffic and the
throngs of spectators lined up alongside the runway. That
was the moment, on the busiest day of the summer, that
I chose to "drive" my airplane off the runway after
touchdown.
Summoning all its courage, the 170 aimed itself care-
fully between the runway lights doing itself no harm and
came to rest beside the runway in the weeds. I sank in the
seat, covered my red face with my hands and begged my
instructor to "get me out of here". Being good-natured and
quite used to our eventful exploits, Richard taxied back to
the runway and the onlookers became smaller and less
fierce as we climbed away.
Upon turning final during my next approach, the pry-
ing eyes lined up beside the runway were still present, in
ever-increasing numbers, anxiously waiting. I, too, was
anxiously waiting. Somehow I regained my shaken confi-
dence and disappointed the thrill seekers by making an
acceptable landing. Richard, between waves of laughter,
told me his only thought during our unexpected detour
through the weeds was that his parents spent a mere for-
tune straightening his teeth and I was doing everything
possible to knock out a few of them.
My landings became a source of amusement for the
locals at the Nut Tree. The runway was closed for a month
for resurfacing and the plane was moved to the Napa
Airport, uprooting her from her hangar and apologetical-
ly t ying her down in the only space available, in the
weeds. She was beginning to show a fondness for weeds.
The day the Nut Tree's new runway was opened, even
before the centerline was painted, I decided to be among '
the first to land on the new surface. My eagerness to
land resulted in a bounce or two. Jimmy Rollison, my
dear fri end and President of EAA Chapter 167, of which
I am a former member, reported in the newsletter:
"Debbie Richardson doesn't know the bumps have been
removed from the runway since she's still bouncing
down it."
CFI Richard Atherton, Debbie's flight instructor.
As the months rolled by, it became clear that the
dreaded checkride was looming large on the horizon. As
with finding a CFI who was qualified in taildraggers,
finding ltn appropriately qualified examiner posed the
same problem. I finally located Ken McIntosh, an
examiner who had some time in 170's. He agreed to meet
me at the Antioch Airport for aviation's version of the
Chinese Water Torture. I faced this with alternating feel-
ings of woeful inadequacy and staunch determination.
Determination became the victor and I put together a
commendable performance and caused myself not a mo-
ment of disgrace. I spent the rest of the day basking in
the glow of attaining the seemingly unattainable. A
heady experience becoming a pilot! My joy matched that
of my first unsure flight in my husband's tiny homebuilt.
I've come full circle .
VINTAGE AIRPLANE 7
p.. Of
TJ-IE f'lUT
ByDeborah Richardson
(EAA 182182, AlC7171)
145LosAltos
American Canyon, CA 94589
(Photos CourtesyNutTree Aviation Collection
ExceptAsNoted)
Josiah Allison came West in 1851 seeking gold and
was rewarded instead with the climate and rich soil of
California. He returned to Iowa to gather up his family
and eventually settled on what is now the Nut Tree Ranch
in the spring of 1855. He planted fruit trees and in 1860
planted a single black walnut beside the Emigrant Trail
that passed his ranch providing welcome shade for weary
travelers in the hot Sacramento Valley.
The fruit ranch originated by Josiah Allison continued
for two generations, and in 1920, the third generation
took over. In July 1921 Josiah Allison's granddaughter,
Helen and her husband, Edwin Power, set up a fruit stand
under the giant walnut tree. This was the beginning of
the Nut Tree ... a prune tray, rocking chair, Saturday
Evening Post magazine, an American flag and a sign
proclaiming "The Nut Tree".
A restaurant building was constructed in 1921 and by
the mid 30's the Nut Tree had been host to Will Rogers
and Herbert Hoover. More recently, visitors included
aviators Bob Hoover, Chuck Yeager and novelist Ernest
Gann. In 1952 came the Toy Shop and the Nut Tree Rail-
road was extended in 1955 to meet flyers arriving at the
Ed Power and Chuck Yeager. Chuck was the featured speaker
for the 1977 Rotary Fly-In.
Bob Hoover and his P-51 with Ernie Gann, Scotty Morris and
Chuck Yeager at the 1980 Rotary Fly-In.
Henry Power is congratulated by Nut Tree airport manager
(Photo by Deborah Richardson)
Russ Mackey, May 1968, on his 16th birthday solo in the Cessna
Aerial view of the Nut Tree Airport taken in February 1984.
195. Henry is currently furloughed by United and is flying as
Lear jet captain for Cl ay Lacy at Van Nuys Airport.
8 MAY 1984
new Nut Tree Airport.
In 1970 the Nut Tree Airport was donated to Solano
Count y and underwent an extensive expansion. In this
age of airport closures and developers hungrily eyeing
airports as a source for available land, the Nut Tree Air-
port has in the works plans to extend the runway 900 feet
to the north, addition of an ILS, new hangars, additional
FBO's and a jet fueling capability. The airport is also the
site for the annual Vacaville Air Fair.
Ed Power, Jr. is continuing the rich tradition of the
Nut Tree. A pilot, Ed owns a Cessna 210 (N6NT) and a
'54 Cessna 170B that will emerge, after a new paint job,
as N8NT. He also owns a Ryan STA that is in storage
awaiting restoration.
The Nut Tree Railroad still leisurely chugs passengers
t hrough the Nut Tr ee grounds t o the destination of the
r est aurant pl aza and t oy shop where adult-sized rocking
horses stand ready t o be ridden. The gift shop offers a
dizzying array of aviation post ers, photos, post cards,
books and original gifts created on Nut Tree premises.
Also offered is a well-stocked supply of aeronautical charts
and information regarding fli ght into Mexico.
Dur ing war m summer months, the Nut Tree hosts
Western bar-b-ques outdoors under the stars garnished
with live music and dancing, Western st yle. Walt Disney
would have been pleased with t he Nut Tree.
Editor's Note: The Nut Tree is located at Vacaville,
California, about 30 miles southwest of Sacramen to .
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 54903-2591. Information must be received at least two
months in advance of the issue in which it will appear.
MAY 4-6 - BURLINGTON, NORTH CAROLINA - EAA Antiquel Classic
Chapter 3 Fly-In. Antiques, Classics, Homebuilts and Warbirds welcome.
Old Illms on Friday and awards banquet on Saturday. Contact: Espie
Joyce, P. O. Box 88, Madison, NC 27025. Day: 919/427-0216; evening:
919/427-0374. .
MAY 18-20- COLUMBIA, CALIFORNIA - 8th Annual Continental Luscombe
Assoc. Fly-In. Contests. Forums by Luscombe Company alumni. Hope to
have over 100 Luscombes attending. Contact; Loren Bump, 5736 Esmar
Rd, Ceres, CA 95307.
MAY 18-20- HAYWARD, CALIFORNIA - Hayward to Las Vegas Air Race.
Proficiency air race with no handicap. Student pilots welcome. Factory-built
antique and experimental aircraft capable of flying to Las Vegas in seven
hours welcome. $500 cash prize. Contact Hayward Air Race Committee,
20301 Skywest Drive, Hayward, CA 94541 or call Lou Chianese at 4151
581-2345, ext. 5285.
MAY 18-20 - CAMBRIDGE, MARYLAND - Horn Point Antique Airplane
Fly-In. Dorchester Heritage Museum and Potomac Antique Aero Squadron
sponsors. Banquet Saturday May 19. No rain date. Contact Bernie Funk;
301 /663-8471 or Roger Thiel 2021638-4810.
MAY 19-20 - CHINO, CALIFORNIA - 5th Annual Air Museum Air Display.
1984 theme is: "Salute to U.S. Marine Aviation: Pappy Boyington and a
dozen-plus Corsairs will be there. Contact The Air Museum, Planes of
Fame, WW II, Cal-Aero Field, 7000 Merrill Avenue, Chino, CA 91710.
714/597-3514.
MAY 19 - HAMPTON, NEW HAMPSHIRE - 8th Annual Aviation Flea
Market at Hampton Airfield. (Rain date Sunday, May 20th) Fly in, drive in,
bring your junkl Buyers and sellers welcome. No lees. Anything aviation
related OK. Food available from 11 :00 a.m. to 5:00 p.m. Contact 603/964-
6749 or v ~ n i n g s 603/964-6632.
MAY 25-27 - ATCHISON, KANSAS - 18th Annual Fly-In sponsored by
Greater Kansas City Area Chapter of Antique Airplane Association at
Amelia Earhart Airport in Atchison. Pot-luck dinner Friday, Awards banquet
Saturday. Accommodations available at Benedictine College, motels and
camping. 80 and 100 octane fuel available. For information contact Lynn
Wendl, Fly-In Chairman, 8902 Pflumm, Lenexa, KS 66215, 913/888-7544
or John Krekovich, President, 7801 Lowell , Overland Park, KS 66214,
913/648-1279.
MAY 28 - PT. PLEASANT, WEST VIRGINIA - 2nd Annual Memorial Day
Fly-in, Drive-in Breakfast, Mason County Airport. Sponsored by the West
Virginia 99's. Serving begins at 8:00 a.m. Contact: Lois A. Fida, #308 N.
York St. , Wheeling, W. VA 26003.
JUNE 1, 2, & 3 - MERCED, CALIFORNIA - 27th Annual Merced West
Coast Antique Fly-In. Merced Municipal Airport. Fabulous air show Satur-
day and Sunday. Free transportation to Castle Air Museum. Contact: Dee
Humann, Registration Chairman, Merced West Coast Antique Fly-In, P.
O. Box 2312, Merced, CA 95344 or phone 209/358-3487.
JUNE 3 - DEKALB, ILLINOIS - EAA Chapter 241 Annual Fly-ln/Drive-ln
Breakfast. 7 a.m. to nocno DeKalb Municipal Airport. Contact: Gerry Thorn-
hill, P. O. Box 125, Hampshire, IL 60140, 3121683-2781 .
JUNE 3 - CADIZ, OHIO - 5th Annual Fly-In/Drive-In breakfast at Harrison
County Airport starting at 8 a.m. Airshow in p.m. co-sponsored by E. F.
Aircraft Services and Harrison County Airport Authority. For information
call 614/942-8313.
JUNE 8-9 - TULSA, OKLAHOMA - 1st Annual Spartan Alumni Fly-in at
International Business Aircraft, Inc., Tulsa International Airport. All Spartan
aircraft owners are especially invited. Contact: Karla Morrow or Vern Foltz
at Spartan Alumni Office, P.O. Box 51133, Tulsa, OK 74151 .
JUNE 8-10 - MIDDLETOWN, OHIO - Aeronca Fly-In. Again with tours,
banquet on Saturday night with speakers and aircraft judging awards.
Contact: Jim Thompson, Box 102, Roberts IL 60962, Phone 217/395-2522.
JUNE 8-10 - DENTON, TEXAS - Texas Chapter Antique Airplane Associ-
ation 1984 Fly-In at Denton Airport. For information contact Ralph &
Bonnie Stahl , Box 115-X, Roanoke, TX 76262, 817/430-8589.
JUNE 9 - CLARKSBURG, WEST VIRGINIA - 1 st Annual Poker RunlTreas
ure Hunt starting at 10:00 a.m. Sponsored by W. VA. Mountaineer 99's.
Contact Morgan Hapeman, Chairman, 81 1 Worthington Drive, Bridgeport,
W. VA 26330. Phone 304/842-6813.
JUNE 10 - BARRINGTON, ILLINOIS - Third Breakfast Fly-In at Mill Rose
Farms, 5 miles east of Elgin Airport (North/South 2500 foot sod strip).
Stearmans, Ryans and others invited. Picture-taking, hangar flying, etc.
before brunch at 11 :00 a.m. Contact Bev 3121381-5700.
JUNE 15-17- PAULS VALLEY, OKLAHOMA - Antique Airplane Association
- Greater Oklahoma City Chapter Fly-In. Contact: Luke Reddout, Rt. 2,
Box 269, Newcastle, OK 73065 or Dick Fournier, Rt. 3, Box 82, Wellston,
OK 74881 .
JUNE 15-17 - OSHKOSH, WISCONSIN - 3rd Annual EAA Ultralight Con-
vention. Contact EAA Headquarters for information, Wittman Airfield, Osh-
kosh, WI 54903-2591 , 414/426-4800.
JUNE 16-17 - CLARK, SOUTH DAKOTA - Fly-In, camp-in for Aeroncas,
Clark County Airport. Contact Aeronca Lover's Club, Box 3, Clark, SD
57225 or call Buzz at 605/532-3852.
JUNE 22-24 - TOPEKA, KANSAS - 4th Annual EAA Chapter 313 SKY FUN
Fly-In at Phillip Billard Airport (no radio - see NOTAMS). Early bird ham-
burger fry (free) 6-7 p.m. Friday. Contests, Fly-bys, judging and awards
banquet Saturday. Trophies awarded in ultralight, antique/classic, home-
built, warbird, and craftmanship classes. Contact: Keven Drewelow 9131
272-4916 or Andy Walker 913/685-3228.
JUNE 28-30 - RUTH, CALIFORNIA - Meyer's Aircraft Owner's Annual
Fly-In at Flying Double A Ranch. Attending will be OTWs - 145s - 200s -
and the Turbo Prop Interceptor 400. Contact. David L. Hallstrom, P.O. Box
4280, Scottsdale, AZ 85260.
JUNE 3O-JUL Y 1 - DAYTON, OHIO - Morane Airport. Luscombe Associa-
tion Fly-In. Bus trips to Air Force Museum for early arrivals on Friday and
possibly Saturday. Forums and camping facilities. Motels nearby. Contact:
John Bright, 436 Stuart St., Kalamazoo, MI 49007. 616/344-0958.
JUNE 28 - JULY 1 - HAMILTON, OHIO - 25th Annual National Waco
Reunion. Contact National Waco Club, 700 Hill Ave. , Hamilton, OH 45015.
JULY 4-7 - BLAKESBURG, IOWA - Third Annual Aeronca Fly-In. Awards.
Contact Antique Airplane Association, Route 2, Box 172, Ottumwa, IA
52501 , 515/938-2773, or The Aeronca Club, 1432 28th Ct. , Kenosha, WI
53140, 414/552-9014.
JULY 6-8 --: MINDEN, NEBRASKA - 8th Annual National Stinson Club
Fly-In. Contact: George Leamy, 117 Lanford Road, Spartanburg, SC
29301 , phone 803/576-9698.
JULY 6-8 - ALLIANCE, OHIO - 12th Annual Taylorcraft Fly-In/Reunion at
Barber airport, 3 miles north of Alliance. Factory tours, forums, and many
other activities. Contact: Bruce Bixler, at 216/823-9748.
JULY 27-28 - COFFEYVILLE, KANSAS - 7th Annual Funk Aircraft Owners
Association Fly-In. For information contact: Ray Pahls, President, 454 S.
Summitlawn, Wichita, KS 67209.
JULY 28 - AUGUST 4 - OSHKOSH, WISCONSIN - 32nd Annual Fly-In
Convention. Start making your plans now to attend the World's Greatest
Aviation Event. Contact EAA, Wittman Airfield, Oshkosh, WI 54903-2591 ,
414/426-4800.
AUGUST 5:-11 - KANSAS CITY, MISSOURI - 16th Annual International
Cessna 170 Association Convention. Contact Ovid Bonham, 1138
Middlebrooke Drive, Liberty, MO 64068, 8161781-2279.
AUGUST 6-10 - FOND DU LAC, WISCONSIN - Fifteenth Annual Interna-
tional Aerobatic Club Championships and Convention. Contact EAA Head-
quarters for information. Wittman Airfield, Oshkosh, WI 54903-2591, 4141
426-4800.
AUGUST 11-12 - GRAND HAVEN, MICHIGAN - EAA Chapter 211 Aviation
History Day, in conjunction with l50th birthday celebration for city of Grand
Haven. Trophies for best antique or classiC plane, best replica or 213 scale
and the plane coming the farthest. All events free to the public.
AUGUST 19 - WEEDSPORT, NEW YORK - Antique, classic, homebuilt
fly-in. Sponsored by EAA Chapter 486. Whitfords Airport. Pancake Break-
fast - Air Show. Field closed 2-5. Contact Herb Livingston, 1257 Gallagher
Road, Baldwinsville, NY 13027.
VINTAGE AIRPLANE 9
1 .
MYSTERY
PLANE
By George Hardie, Jr.
No, it's not a Gee Bee racer, although there is a striking
resemblance to the Model Z flown by Lowell Bayles in
1931. This is another example of a designer attempting to
cash in on the generous prizes being offered at air shows
in the lean Depression years. This month's Mystery Plane
was built during that period. Its lackluster performance
was a disappointment and it soon faded into obscurity.
Answers will be published In THE VINTAGE
AIRPLANE, August 1984 issue.
The Mystery Plane in the February 1984 issue of THE
VINTAGE AIRPLANEwas not really a mystery to several
readers. It is an Ireland amphibian, Model N2 "Neptune",
built in Garden City, NY probably in 1927. However, its
exact serial number in the sequence of construction is
open to question. An ad appeared in the March, 1928 issue
of Aero Digest, page 477, offering an open cockpit "Nep-
tune" for sale with the license number X-709, indicating
it may have been the prototype. Our Mystery "Neptune"
bore the license number NC9760, indicating it was built
before C9788 shown in Juptner's U.S. Civil Aircraft, Vol-
ume 2, page 151.
Besides the modification incorporating an enclosed
cabin, C9788 had sweptback wings; also, the stiffeners
alongside the hull, as shown on NC6813 on page 153 in
Juptner's, were eliminated and the model number was
changed to N2B.
But the real surprise came in a letter from Paul Rizzo,
East Meadow, New York, who writes:
"I purchased this airplane and owned it from 1929 to
1932. It was one of only a few of the J-5 models made, the
later model 'Neptune' had a Wasp or J-6 engine, the cabin
was enclosed, and the upper wing had sweep-back. The
J-5 Ireland was mostly designed by Dan Brimm, their
chief engineer. The plane was built at the old Curtiss
Field at Mineola, Long Island in the same hangar that
was taken over by the Roosevelt Flying School.
"The J-5 Ireland in my opinion would now be classed
as a STOL plane. Its performance was fantastic. I flew it
for about 1500 hours barnstorming. This ship did not
porpoise, nor did the pilot ever get so much as a drop of
water during take-offs, landings or taxiing regardless of
the wind. It was an open cockpit plane. Water never made
contact with the prop on any ofthe above maneuvers. This
cannot be said of our modern amphibians or flying boats.
"I've barnstormed in small lakes, some a few thousand
feet above sea level, and I doubt that some of our modern
amphibians could get out of them. My take-offs in small
lakes consisted of a down-wind run on the step, then turn
into the wind at the far end of the lake and then take-off
while the ship was in the turn and still on the step. Many
times the left wing float was the last part of the boat to
leave the water on the turn. Ifyou want any other informa-
tion, please contact me."
10 MAY 1984
From Jim Hays of Brownwood, Texas comes the follow-
ing:
"The February Mystery Plane is the Ireland N-2 'Nep-
tune' powered by a Wright J-5 220 hp radial. This four or
five place open cockpit amphibian biplane was the progeny
of G. Sumner Ireland, who was earlier associated with
Glenn Curtiss. Ireland previously produced the 1925
three-place OX-5 'Comet' and the three or four place
' Meteor' of 1926 with the OX-5, Curtiss C-6 or Wright J-4
Whirlwind. An Anzani powered amphibian of 1926
evolved into the 'Neptune' which with J-5 power was
granted Group 2 Memo No. 2-16 on November 16, 1928.
"The N-2 was superceded by the N-2B 'Neptune' which
was powered by the J-6-9 300 hp Wright and was granted
ATC No. 153 in May, 1929. The 450 hp P&W Wasp 'Nep-
tune' was dubbed N-2C and was granted ATC No. 248 on
October 4, 1929. The latter two types sported enclosed
cabins for five . (Ref: U.S. Civil Aircraft by Juptner, Vol.
2, page 151 and Vol. 3, page 141.)"
Answers were also sent in by Charley Hayes, Park
Forest, IL; Raymond D. Kuhl, St. Petersburg, FL; Roy
Cagle, Juneau, AK; Dick Gleason, Austin, MN; Lynn
Towns, Eaton Rapids, MI; John Lengenfelder, Lawrence-
ville, NJ; Russ Brown, Lyndhurst, OH; Ted Businger,
Willow Springs, MO; Dave Gauthier, Auburn, WA; Rex
Richards, Lancaster, CA; Tom Giddens, Lancaster, CA;
and Mike Rezich, Chicago, IL .
KLM's DOUGLAS DC-2
ARRIVES AT MELBOURNE
On Sunday, February 5, 1984, at 11.49 hours local
time (00.49 GMT) Captain Jan Plesman landed the Doug-
las DC-2 PH-AJU "Uiver" (the Dutch name for stork) at
the Laverton Airbase of the Royal Australian Air Force,
near Melbourne, under a brilliant blue sky.
Thousands of enthusiasts had come to the air base to
give the nearly 50-year-old aircraft and its crew a warm
welcome.
When the Uiver crew stepped out of the aircraft smil-
ing broadly at the loudly cheering crowd, this marked the
end of the repeat of an historic flight covering 21,822 kms.
during which the aircraft visited 17 different countries.
The standing ovation the Uiver met in Melbourne was
no exception. Everywhere the "old lady", which was the
name given to the aircraft by Flight Engineer Bonne
Pijpstra, touched down on its long journey from the
Netherlands to Australia, it was the focal point of great
and enthusiastic interest.
The flight of the Uiver was not only the reconstruction
of an important episode in aviation history, but gradually
took on the character of a promotion tour, in which the
name of the Netherlands as a transport and trading nation
received unique publicity.
Successful arrival of the Uiver crew at Laverton Airport, Mel-
bourne, Australia.
TV Documentary
The idea for this nostalgic victory flight arose a few
years ago, when the Netherlands Broadcasting Company
(NOS) decided to make a documentary about the signifi-
cance of the Netherlands as an aviation nation.
The basic theme of this documentary was to be the
legendary flight of the Uiver, the KLM Douglas DC-2
which took part in the MacPherson Robertson air race
from London to Melbourne in 1934.
In organizing this air race to commemorate the cente-
nary of the Australian state of Victoria, the chocolate
manufacturer MacPherson Robertson wished to demon-
strate that it was possible to operate a regular air service
between England and Australia with the state oftechnol-
ogy as it was at that time.
This immediately appealed to Albert Plesman, founder
of KLM. He decided to take part in the race with his latest
aircraft, the Douglas DC-2, an airplane made completely
of metal, built in the United States, which first appeared
on the market in 1934. The DC-2, an aircraft which
brought about a veritable revolution in civil aviation and
its design, has in fact been the model for every passenger
aircraft produced since.
It was understandable that KLM supported the ideas
of MacPherson Robertson. After all the company had been
operating a scheduled flight between the Netherlands and
Indonesia since 1929, at that time the longest scheduled
flight in the world. KLM's participation in the London-
Melbourne Race was a great success. Despite an
emergency landing, which the Douglas DC-2 Uiver was
forced to make due to bad weather conditions on the race-
track of the Australian town of Albury, 250 km, from the
finishing line, the crew succeeded in coming first in the
handicap section and second in the speed section.
The " New" Uiver
The plans for a reconstruction of the Uiver flight were
born when the last airworthy Douglas DC-2 was disco-
vered in the United States.
The owner consented to make his plane available to
the NOS.
The KLM offered to take the technical and operational
organization of the project in hand. The company's Techni-
cal Department at Schiphol Airport gave the aircraft a
thorough overhaul and, among other things, installed
modern communication and navigation equipment for its
long flight to Australia.
The KLM also supplied the crew. Captain for the flight
was Jan Plesman, First Officer on the Boeing 747 and
grandson of Albert Plesman, who founded KLM in 1919.
Co-pilot was Fred Schouten, also First Officer on the Boe-
ing 747. Bonne Pijpstra, a retired Boeing 747 Flight En-
gineer, and Tom Degenaars, in daily life a KLM Opera-
tions Officer at Schiphol, were selected as the Flight En-
gineers.
The Uiver Memorial Foundation was set up to cover
the many costs involved in repeating the London-
Melbourne flight .
.In addition to a large number of companies, the Dutch
government was also one of the main sponsors of the Uiver
project.
Furthermore, the Uiver Memorial Foundation secured
the support of more than 13,000 individual donors. It was
their financial contribution which made it possible for a
unique piece of aviation history to be repeated and re-
corded on film.
The participation of the Dutch government in the pro-
ject was also understandable. The Douglas DC-2 and its
crew constituted a unique opportunity for promoting the
Netherlands during the repeat of the Uiver's famous
flight, which took place from December 18, 1983 (depar-
ture Amsterdam) to February 5,1984 (arrival Melbourne).
During the last leg of the journey, between Albury and
Melbourne, the Australian Minister of Aviation, Mr.
Beazly; the Dutch Minister for Economic Affairs (Export
Promotion), Mr. Bolkestein; the Dutch Ambassador to
Australia, Mr. Plug and Mr. Van Ameyden, Managing
Director of KLM, were on board the Uiver as guests of
honor.
The arrival of the Uiver in Melbourne also marks the
beginning of a Dutch economic mission to Australia,
headed by Mr. Bolkenstein, during which visits will be
paid to Melbourne, Canberra and Sydney.
Editor's Note: This information was supplied by Ms.
Laura Fresco, Secretary of the Uiver Memorial Founda-
tion in Amsterdam. Earlier coverage of this 50th anniver-
sary flight appeared in the January, 1984 issue of THE
VINTAGE AIRPLANE.
VINTAGE AIRPLANE 11
Ground breaking for the new Aeronca plant at Middletown on December 18, 1939. L-R: F. H. McGraw, general contractor; Carl Wooten,
Aeronca Sales Manager; Giles Barton, Aeronca Plant Superintendent; Carl Friedlander, President of Aeronca (holding shovel with
dirt) and Jim Weagle, Aeronca Chief Engineer. The three men in the background are employees of McGraw.
p7 "Ilid R2) llid R2) 1_ PAllid q "I" J _ R ... Alb( llid J 1_ g... qUI_ q'*_"I'"
AEitO"CA COMES TO
By W. O. "Wally" Baldwin
6467 Locust Lane
Franklin, OH 45005
(Photos From The Author's Collection)
MIDDLETOW"
..... q"It R"1_. "Ilid RV 1% R Alb( R stl_ R"Ilid AI_ J ... RgAit "It AIlJ V It ..
In 1939 the Aeronautical Corporation of America, find-
ing its original plant at Cincinnati, Ohio wholly in-
adequate to the constantly increasing demands for
Aeronca planes, and prompted by a devastating flood of
the plant facilities, decided to make a move and construct
a new factory.
Many citizens of the city of Middletown, Ohio, the
Industrial Development Commission, and George
Wedekind, Sr. convinced the firm's management that
their city should be the world headquarters of the
Aeronautical Corporation of America. Wedekind was
manager of the airport at Middletown.
Ground was broken on December 18, 1939 for the new
Aeronca plant on the Middletown Airport. One of the
original factory buildings from the old site on Cincinnati's
Lunken Airport was disassembled in 1940 and moved to
Middletown. It is still in use today. All of the other build-
ings were newly constructed. The original building that
was moved was the former Metal Aircraft Corporation
factory building where Flamingo aircraft were built in the
late twenties at Lunken Airport.
On June 11, 1940 the new plant was officially opened.
Among the celebrities who flew in for this celebration
were Rap W. Brown of the General Tire and Rubber Com-
pany, W. T. Piper of Piper Aircraft, and C. G. Taylor of
Taylor Aircraft. U. S. Marine Corps Major Al Williams
was the featured speaker at the dinner party that night.
Also on that day, the first plane manufactured in
Middletown, an Aeronca Chief, was delivered to its new
owner, Mr. E. C. Sutton of Richmond, Virginia. At that
time the production schedule called for 200 planes per
month.
12 MAY 1984
On August 10, 1943 Aeronca was the first light plane manufac-
turer to receive the Army Navy "E" Award.
Early WW II Aeronca L-3 (0-58B). Note red circle in star insignia
and cone near rudder mast for extending the low-frequency
radio antenna wire.
Subsequently the company's name was changed to the
Aeronca Aircraft Corporation and the firm moved steadily
forward in the light plane industry. In a short 18 months
after the new plant opened, America was thrust into World
War II when the Japanese bombed Pearl Harbor and
Aeronca started to manufacture trainers and gliders. The
color of planes flying over Middletown changed from reds,
yellows and blues to olive drab and silver.
The sight of Aeronca L-3 (0-58) trainers, TG-5 gliders,
and Fairchild PT-19s and 23s changed the appearance of
the airport from a civilian field to a military field. Aeronca
built the 19s and 23s under contract from Fairchild. From
Dec. 7, 1941 to VJ Day, Aeronca produced 620 PT-19s, 375
PT-23s, 253 TG-5 gliders, and 1,472 L-3s (0-58s) for a
total of 2,720 military aircraft. They also produced many
tail assemblies for the Curtiss C-46 and Boeing B-17.
Almost overnight this small airplane company was in the
big league in the war effort.
On August 10, 1943 Aeronca received the Army Navy
"E" Award, the first light airplane company to be so hon-
ored. A young lady ferry pilot named Nancy Young piloted
a B-17 into Middletown Airport for this momentous occa-
sion.
Aeronca Chief with floats rests on take-off dolly.
Aeronca TG-5 glider on tow near Middletown during WW II.
Army Air Corps pilots prepare to take the first delivery of
Aeronca-built PT-23s in November 1942.
Aeronca-built PT-19A at Middletown in 1943.
The Aeronca factory in 1943. Sixteen brand new PT19s are
visible in this photo.
When word got around that a big bomber had landed
at the airport, every kid in town went to the field to watch
its departure. I selected my vantage point on the bank of
the canal that bordered one side of the airfield.
After the war Aeronca once again began to manufac-
ture civilian planes and they developed the first light
plane assembly line, producing 37 planes per day.
Customers ordering planes with floats could fly them
off the airport by utilizing a take-off dolly. The dolly was
nothing new to the folks at the factory, but it sure was to
the people of Middletown who were not accustomed to
seeing seaplanes flying over their city. This was a particu-
larly memorable sight for most of the kids. On May 18,
1949 Middletown Municipal Airport officially was named
Hook Field in honor of Charles Hook, chairman of the
board of Armco Steel.
VINTAGE AIRPLANE 13
Early Aeronca 7AC "Champ". Note "different" paint scheme
and NX registration number on rudder. 8,199 Champs were
produced between 1945 and 1951.
Early Aeronca 11 BC Chief with big dorsal fin and 85 hp Conti-
nental engine. Note "X" superimposed over the "C" in the reg-
istration number on the rudder.
1947 post-war L-16A, SIN 47-831.
14 MAY 1984
1948 Aeronca 15AC Sedan, N1279H, SIN 15AC-295. Note the
Piper Pacer wheel pants Installed at the factory. The last aircraft
manufactured by Aeronca was a Model 15AC in 1951.
Aeronca employee Bert Baldwin and a PT-19 ready for delivery
at Aeronca. Bert worked in the Flight Service Department during
WWII.
When the assembly line shut down in 1951, the last
Aeronca manufactured was a Model 15AC Sedan, ending
a run of more than 10,000 aircraft produced at the
Middletown facility.
Today, Aeronca has less than one-third the number of
employees they had in 1946, but they are very active in
the aerospace industry, manufacturing component parts
for NASAs space shuttlecraft, the Boeing-Vertol Chinook
helicopter, Boeing 747, Lockheed L-1011, Grumman F-14
and several more.
The 60th anniversary of Hook Field will be celebrated
on June 10, 1984 and the event will be a festive occasion.
In conjunction with this celebration the four Aeronca "type
clubs" will sponsor the 2nd National Aeronca Clubs of
America Fly-In at Hook Field.
Last year's fly-in was host to 115 various models of
Aeroncas and the 1984 event is shaping up to be another
grand weekend for Aeronca lovers.
EDITOR'S NOTE: Author Wally Baldwin is an active
pilot and has been an aviation history buff since 1933,
amassing a large collection ofphotos and artifacts, mostly
concerning Aeronca. Wally's father, Bert Baldwin, started
with Aeronca in Cincinnati in the E-113 engine shop and
stayed with the company until 1950. When Wally was 19
his father bought him the 4th Aeronca Champ off the
production line.

This section of The VINTAGE AIRPLANEis dedicated completed or underway. Send material to the editor at the
to members and their aircraft projects. We welcome photos address shown on page 2 of this issue.
along with descriptions, and the projects can be either
(Photo by Dick Hili)
Jeannie Hill (EAA 56626, AlC 629) makes a touch and go in her
ski-equipped Taylor E-2 Cub across their farm strip near Har-
vard,lL.
Tom Ruplin (EAA 78556). 729 Paris Av-
enue, Rockford, IL 61107 is restoring this
Aeronca L-16 to its original military con-
figuration. Tom began the restoration
project in his garage at home but has
since moved it into the loft of the hangar
at the Beloit (Wisconsin) Airport as
shown here, with son Mark looking on.
The next major job will be building up a
new set of wings.
(Photos Courtesy of Sheldon Mortenson)
Then and now - Sheldon Mortenson's
(EAA 84609, AlC 1097), Minneapolis, MN,
1939 Stinson SR-10, NC23760, SIN 5922,
as it looked when new and the way it
looks now. Sheldon bases this beautiful
red and cream Reliant at Anoka County
Airport, along with several other aircraft
he owns.
ByN2946K
Astold to:
BettyJ. Mattson
(EAA 168859)
805WaverlyAvenue
GrandHaven, MI49417
(Photos bytheAuthor)
93-year-old Sinnie Sinclair goes Luscombe flying with craft's owner, Tom Baker.
"What a beautiful plane, so shiny and new looking!" I
was hearing that comment for the second time in my life
that fateful August day one year ago. It felt even better
the second time around.
The first time was October 14, 1947 in Dallas, Texas
when Evan Davis of Evan Davis Aviation acquired me
from the Luscombe Airplane Corp. of Dallas.
He used me in his business in Paul's Valley, Oklahoma
when I chartered people to many places and also helped
students learn to fly. Then, almost exactly two years later,
in October 1949, he sold me to another Paul's Valley
resident.
From there I went to Oklahoma City, May, Blackwell,
and Ponca City, Oklahoma before moving to Wichita,
Kansas in 1962. By then I was no longer a "new" plane,
but wasn't exactly an antique or classic either. During the
60's I belonged to several pilots in Kansas.
It was also at this time that I had my biggest adventure
to date. We ran out of fuel and landed in a farm pasture.
Was I glad when all three wheels touched down safely. I
had seen planes at the airport that had made emergency
landings in rough terrain, and most of them were never
able to fly again.
Jack Brewer, airport manager and A&P mechanic at Memorial
Airpark, Grand Haven, MI checks out N2946K.
16 MAY 1984
My relief was short lived, however, for we soon dis-
covered we were not alone in the pasture, and the other
occupant, a bull, didn't appear very friendly. My pilot
managed to secure some fuel and after assessing the dis-
tance, smoothness of the turf, etc., we attempted to take-
off. The bull charged, causing my pilot to abort the take-
off.
This happened a few more times and we were very
frustrated, when the bull decided he'd had enough of the
invasion of his territory. I guess I'd have felt the same way
if he had invaded my runway, but all I wanted to do was
get up and out of his domain!
No such luck! He darted out in front of me, causing my
pilot to spike the brakes and over on my back I went! After
all the wind storms on tie-down lines that I had survived
in Oklahoma, to be overturned by a bull, was to say the
least, embarrassing.
Fortunately my damage was slight, and the bull's was
even less. Being hauled out was even more humiliating.
In 1969 I made my really big move, to Grand Rapids,
Michigan. In the early 70's I moved again, to the eastern
side of the state.
Then in 1980 I was bought by Jay Cavender ofJackson,
Michigan. In the winter I was flown on skis which was a
nice change of pace.
In 1981 I was totally dismembered. This was actually
worse than the bull incident, as I thought I would never
be whole again, much less fly. But I was over 30 years old,
which is pretty old for us. I had hoped for a few more years
and wasn't really ready to accept defeat.
People can go to psychiatrists when they are very blue,
but planes don't have that luxury. We are totally at the
mercy of the people who own us, even though we control
their very lives in the air!
I should have known better than to doubt this person
though. You've heard of bionic people, who exist in science
fiction TV shows? Well , I became a bionic airplane, and it
wasn't fiction! Every hinge, bolt, nut, bushing, etc. was
replaced and all new glass, interior, paint, and fairings
were installed. The engine was overhauled.
Talk about long hours! I never got any sleep. When
Jay wasn't working on me 'til one or two in the morning
(planes need their rest too, you know!), his wife was pre-
paring me for painting. And paint me they did. Not the
1947 Luscombe SA, N2946K after the flight with Sinnie and Tom.
usual blue and white of Luscombes, but bright yellow and
brown. Anyone who doesn't see me in the sky must be
blind.
By July, four and one-half months after they started,
I was returned to Maule Field at Napoleon, Michigan. On
Friday night before Oshkosh the finishing touches were
put on and we were om Now there was an experience. To
get to Oshkosh from Michigan we flew around the south-
ern end of Lake Michigan.
Then northward to Oshkosh and the line up of similar
planes. If I do say so myself, I was the prettiest there. To
think that I once thought I would never fly again; why so
many people fussed over me that I lost count. If only that
bull could see me now!
We returned to Michigan to what I thought would be
back to my usual existence. Cavender had logged about
300 hours with me and I was looking forward to many
more.
But it wasn't to be. A pilot who had heard about me
from Oshkosh was interested in buying me and here he
was, signing a check; that means I go to owner number 18!
Oh well, he can't be any worse than some of them and
I am much too pretty to crack up. We immediately took
off and headed west. Not only was I to have a new owner,
but apparently a new home airport as well.
On this flight we got acquainted a little bit. I tried to
tell him about me and how I was leary of cow pastures,
but he told me all about himself, and my life seemed kind
of dull by comparison.
My new owner first learned to fly in the U.S. Army
Air Corps in 1943 and later served as a fighter and bomber
pilot. Oh dear, I hope he doesn't have any plans like that
for me!
After the war he returned to his home town of Grand
Haven, Michigan where he bought a slightly used 1947
Luscombe (just like me) from C. R. "Sinnie" Sinclair; a
local flight instructor and plane dealer.
He had many happy hours in that plane over the next
year and a half, then flew it to California, sold it and
re-enlisted in the Air Force, where he served out his 20
years, part of which was spent as a test pilot.
He told me a lot on our first flight , about lost engines
over the Atlantic and Pacific, and bailing out after hitting
the top of a mountain in Germany. He said he was an
"ace", since he had crashed or bailed out of five airplanes.
Then, two years ago, he accepted an assignment as a
contract engineer at Boeing Commercial Airplane Co. in
Seattle, Washington where he helped engineer and write
the management procedures for the new Boeing 767 plane!
At the same time, he began building a Coot, an experimen-
tal amphibious plane.
At this point, I was feeling pretty inferior. Landing in
the water was certainly better than a cow pasture and
those jets! It's a wonder he bothered with me at all, in
spite of my flashy paint job.
Then he got to the good part of the story. He had
always longed to own another 1947 Luscombe, like his
very first plane, and today that dream had come true.
And there was more, he explained as we approached
Runway 27 at Memorial Airpark in Grand Haven. Today
we were going to have a very special passenger for a short
flight - "Sinnie" Sinclair, now mentioned in the Guiness
Book of Records as the world's oldest pilot!
Sinnie, at 93, didn't walk very well and my first
thoughts were, oh no! . . . just repaired and now you're
going to crack up for sure!
Current owner Tom Baker props his favorite airplane.
VINTAGE AIRPLANE 17
He shuffied out to the plane, held up by his wife and Sinnie's whole demeanor was changed when he
his biographer. His biographer! A whole book had been climbed out of me. Now I know how a psychiatrist must
written about this reknown pilot! Called "All God's Chil- feel with a rehabilitated patient. Maybe I couldn't have
dren Got Wings" it was written by Vivian Branyan of one when I was down, but now I felt like one myself.
Spring Lake, Michigan. I was later to learn my main home would be Wixom
Climbing on a milk case and being boosted in by two Field near Walled Lake, Michigan where my new owner
people, did not add to my confidence in the upcoming was again serving as contract engineer, this time for
flight. Sinnie sat docilely and listened as his wife ad- Williams International.
monished, "Now, Sinnie, behave yourself and don't try to Since then we've been to many places together, and
take the controls!" back to Memorial Airpark, my "other home", as well as
Yes, Sinnie, you see I've gotten a new lease on life and flying his daughter, granddaughter and the youngest pilot
I'd like a few more good flights. of all, his grandson Davey, age two and a half. None of
My new owner took off skillfully and we headed north. our succeeding flights were as thrilling as our first, how-
Itwas then Sinnie took over the right stick and my heart ever, and I'm happy to report, we haven't landed in any
sank. But a miracle happened, Sinnie got a new lease on pastures either.
life too and flew around over his old stomping grounds of You see, a Luscombe can find life and happiness after
Muskegon with no flaws. I've been flown by the world's 35 years after all!
oldest pilot!

! GIBE 9'1I[V][AGJ'OlR9 cro crOWN =
RELIVE THE ADVENTURE and help recognize the pation of the film's release. EAA and the EAA Aviation
progress of aviation in conjunction with with release of Foundation have been invited to help focus the public's
the MGM Picture THE A VIA TOR. THE A VIATOR is a attention on this fine film while promoting our own or-
.te( heartwarming story of a 1920s era U.S. Air Mail pilot ganization and membership. Activities at OSHKOSH '84,
based on the best-selling novel by Ernest T. Gann. a nationwide shopping center promotion and benefit show-
The plan for bringing this MGM movie to the public is ings across the nation are being planned to bring our W
being finalized as production work is completed in antici- message to hundreds of thousands across the nation.
.te( The first national thrust of this nationwide aviation
promotion will be focused on approximately 50 large, high
traffic shopping malls determined by the professional W
promotional organization working on behalf of THE A VI-
ATOR and EAA. Each of these mall exhibitions will in-
.te( clude promotion of the movie as well as aviation displays
provided by the aviation community of the area. The
centerpiece and key ingredient of each of these mall exhi-
bitions will be a "1920s type biplane" we hope can be
provided by the friends and membership of EAA. This
.te( series of promotions will be scheduled for mid-August
11 through September. Shopping malls in the following cities
are vying to have this exceptional aviation presentation W
in their facilities.
Albany Jacksonville Pittsburgh
.te( Atlanta Kansas City Portland
Baltimore Las Vegas Reno W
Birmingham Long Beach Rochester
Boston Los Angeles Sacramento
.te( Buffalo Louisville Salt Lake City
Charlotte Memphis San Antonio
Chicago Miami San Diego W
Cincinnati Milwaukee San Francisco
Cleveland Minneapolis San Jose
.te( Columbus Nashville Seattle
Dallas New Orleans Shreveport

Denver Oklahoma City Syracuse
.te( Detroit Omaha Tampa
Hartford Orange County Toledo
Honolulu Pensacola Tucson W
Houston Philadelphia Tulsa
Indianapolis Phoenix Washington D.C.

If you have or know of a biplane suitable and available
for display in any of the areas listed above please contact
Christopher Reeve as Mail Pilot, Edgar Anscombe and Rosanna Chuck Larsen at the EAA Aviation Center in Oshkosh,
Arquette as a rebellious 16 year old from THE AVIATOR. WI 54903-2591 - Telephone (414) 426-4800..

18MAY 1984

Story and Photos by Gene Chase
In 1978 Joseph Flood, Jr. was 17 years old, possessed
a brand new private pilot certificate, built scale model
airplanes and read Trade-A-Plane. While doing the latter
he spotted an ad for an Aeronca Chief, disassembled, com-
plete except for hardware, and stored in a barn for 10
years.
The price seemed right and best of all it was located
just 10 miles from his home. Not being familiar with
Aeroncas he took his dad and a friend to look at the plane.
Deciding it was "just a big model airplane" he figured that
he could restore it, so the purchase was made and the
Aeronca hauled home.
Joe wondered about the different-looking top exhaust
system on the engine and after doing some research he
learned his Chief was somewhat rare. It was a Model50C,
the first airplane powered with the 50 hp Continental
... in fact the original factory-installed engine was still
in his plane.
Young Joe Flood spent the next eight months getting
the Chief into flying shape. He wasn't concerned that it
wasn't a cream puff ... he just wanted something he could
afford to fly.
The plane was test flown in May, 1979 and Joe loved
flying the Chief. At three gallons per hour, it suited his
pocketbook just fine. Wherever he flew, it attracted more
than average attention which stimulated his interest even
more.
At a friend's suggestion he contacted John Houser at
the Aeronca plant in Middletown, Ohio and was rewarded
with much history on his Aeronca 50C Chief, NC23927,
Joe Flood and his award-winning Aeronca SOC Chief at Oshkosh
'83.
Light plane instrument panels were sparse in 1939. This is the
interior of NC23927.
SIN C-4979. This inspired him to restore the craft again,
only this time to do a first-class job.
During the 1983 New Year weekend he disassembled
the Chief and took it to a friend's 11f2 car garage just five
minutes from home. The next five months were spent in
restoring the Aeronca to its original factory appearance.
He accomplished this by spending every night after work
from 5-10 p.m. plus every weekend on the project.
The fuselage formers and stringers are new - pur-
chased as a kit for $180 from an ad in Trade-A-Plane. The
wing ribs are all new. The spars are the originals, includ-
ing a splice on the left rear from the aileron outboard,
made in 1946.
The dark green corduroy interior was custom made by
AIRTEX - they don't stock these for '39 Chiefs. Joe fret-
ted about installing this but it was made in seven sections
in all and the job was easier than he thought it would be.
The previous owner had replaced some of the original
instruments and had added extra ones, but fortunately for
Joe, the originals were saved. Only the oil temperature
gage was damaged and had to be replaced.
The original factory installed engine has been rebuilt
three times. Joe has all the logs from 1940 indicating a
total engine time of 2,200 hours.
Joe chose to cover the Chief with AIRTEX ceconite
envelopes and Randolph dope. He is pleased with both,
especially the Randolph products resulting in a perfect
match between metal and fabric.
Using color specs supplied by John Houser and compar-
ing with yellow still on some of the tubing, Joe ordered
the lemon yellow and dark green butyrate from Randolph
paying an extra $40 per gallon for the special mix.
The fiberglass wheel pants came from Wag-Aero and
were given to Joe by a good friend as a Christmas present.
As with most restoration projects, Joe had assistance
with this one. His father and two friends were dedicated
helpers and his pregnant wife even participated with the
two-day rib stitching process. Her further contribution
was that of a patient and understanding wife during the
five-month concentrated restoration effort.
Joe's wife loves to fly - in fact their first date was a
flight with him in a Cessna 150 - her first airplane ride!
They enjoy flying together to air shows and fly-ins.
The first flight of the newly-restored Chief was in
June, 1983, during the same weekend as the 1st Annual
Aeronca Clubs Fly-In at Middletown, Ohio. Joe hated to
miss that event, but his plane wasn't quite ready.
But the following month would bring something he
wanted even more. He had been dreaming of attending
the EAA Convention at Oshkosh since he was five. A
friend had been going to Oshkosh for 15 years and continu-
ally talked about it.
Finally, on final approach to Wittman Field and seeing
the spectacle of "wall-to-wall" airplanes, he could hardly
believe he was about to be a part of Oshkosh '83. Unfortu-
nately his wife had to remain at home with their new son
born on April 27, but they'll be there for sure in '84.
Joe felt honored when he was asked to fly his beautiful
Aeronca in the Antique/Classic Division's "Parade of
Flight", and even more so when he learned his plane was
awarded the "Outstanding Closed Cockpit - Monoplane"
trophy.
Joe's Chief has spent all of its life in Pennsylvania and
South New Jersey, including stints with the Atlantic City
Flying Club and several others. Joe's total flight time is
about 750 hours, including some 400 in his Chief.
As much as he loves flying the Aeronca, he has his
sights set on owning a Stearman one day. After just 1:15
of dual he checked out in a Stearman and has also won
several trophies with his radio-control scale model of a
PT-17. With all this going for him, it won't be long before
Joe Flood, Jr. arrives at Oshkosh in an award-winning
open cockpit biplane!
VINTAGE AIRPLANE 19
ByMorton E.Clark
STINSON IN A
(EAA 19947, AlC 693)
310SoldierCreekRoad
GrantsPass, Oregon 97526
CARPORT
How many times have we all heard the tale, "Say,
you're interested in old airplanes? I have a friend whose
neighbor knows of an airplane relic in a barn, etc., etc."
Your eyes light up, your pulse rate increases, and off you
go in search of this elusive pile ofjunk. All the time your
imagination has run rampant with pictures in your
"mind's eye" of exotic airplanes of times past. After much
effort, expense, and time you come to the realization it's
futile. A dead end!
The finding of these airplanes is pure and simple luck
- nothing else. This story is living proof.
About a year ago my brother introduced me to a PSA
captain from San Diego whose interest in airpark living
parallels mine. Our conversation naturally developed
around this format and he suggested I investigate the
area around Borrego Springs, California, namely Fletcher
Sky Park. December in Oregon always prompts me to
think of drier climates so I loaded up the pick-up and
headed south.
Now this is probably the driest climate this side of
Australia and I enjoyed it, but the real estate agent and
I could not agree on price so I shelved the idea and began
chatting with the local residents. One gentleman, a Mr.
Joe Griffith, had a beautiful Bird biplane as well as a
modern Cessna spam can. Al so in a carport attached to
his hangar was an old Stinson of about 1930 vintage. He
said it was a Detroiter and definitely not for sale. His wife,
having heard our conversation, took me aside and said if
I really had an interest in it she would see to it that Joe
would change his mind. Wives do have a way of convincing
husbands.
After returning home I received a call from Joe indicat-
ing he would reluctantly part with it. I was content with
his price and I accepted. Off I went again to Borrego
Springs with the assistance of a friend, two pick-ups, and
two trailers. Believe me, it was a full load for both trucks
and trailers!
While loading the airplane I was instructed to take
everything, which turned out to be extra airframe parts
and five extra Lycoming R-680 engines that I did not
know existed. I must have had a broad grin on my face .
Two days later we arrived back in Grants Pass, Oregon
and squeezed everything into the shop. As it proved later,
through FAA records, it was not a Detroiter but a Stinson
Jr. Model "S", N10886, Serial No. 8058. The 42' span and
29' 9" length makes it a huge airplane for four place.
The original 215 hp engine is still attached but has a
blown cylinder, which happened in 1941 somewhere over
Colorado. It has never flown since.
The tentative completion date of restoration is late
1986 .
(Photo by M. E. Clark)
One half of the caravan which carried the Stinson Jr. Model "S" from California to Oregon. Note original 215 hp Lycoming engine
stili mounted.
20 MAY 1984
LETTERSTO THE EDITOR CLASSIFIED ADS
NC452V in 1937 with rejuvenated The Eaglet in 1938 after
finish. restoration.
Dear Gene,
The Szekely-powered American Eaglet on the back
cover of the February 1984 issue of The VINTAGE
AIRPLANE was the property of Don Baun and M. Foose
at Harlem Airport in Chicago during the 1935-38 era.
When they purchased the plane in 1937 it was un-
licensed and in need of covering. When Don brought it into
Harlem Airport, the fuselage was a dirty blue color with
yellow wings and a very weak Szeke. He rejuvenated the
dope and refinished it with Berryloid Diana Cream and
Travel Air Blue. He also gave the Szeke a top overhaul.
The following year he took the plane down completely,
recovered it and replaced all the metal. The Szekely was
majored with new cables securing the cylinders.
New wheel pants were hammered out by hand and 21
hand-rubbed coats of the same color of dope were applied
to the plane. In those days labor was cheap and they had
ten guys wanting to work for just the experience. Boy, how
different it is today!
The Eaglet wasn't a bad flying airplane, but in those
days we all looked down our noses at light planes with
"popcorn" engines, considering them as unsafe. We used
to call the C-1 and C-2 Aeroncas "scratch your a -- in the
grass" airplanes and E-2 Cubs were "grape baskets".
How times have changed!
Regards,
Mike Rezich
(EAA 510, AlC 2239)
6424 S. LaPorte Avenue
Chicago, IL 60638
Regular type, 50 per word; Bold Face, 55 per word; ALL CAPS,
60 per word. Rate covers one insertion, one issue; minimum
charge, $8.00. Classified ads payable in advance, cash with order.
Send ad with payment to Advertising Department, Th.e VINTAGE
AIRPLANE, P.O. Box 2591, Oshkosh, WI 54903.
ACRO SPORT - Single place biplane capable of un-
limited aerobatics. 23 sheets of clear, easy to follow plans,
includes nearly 100 isometrical drawings, photos and
exploded views. Complete parts and materials list. Full
size wing drawings. Plans plus 88 page Builder's Manual
- $60.00. Info Pack - $4.00. Super Acro Sport Wing
Drawing - $15.00. Send check or money order to: ACRO
SPORT, INC., Box 462, Hales Corners, WI 53130. 4141
425-4860.
ACRO II - The new 2-place aerobatic trainer and sport
biplane. 20 pages of easy to follow, detailed plans. Com-
plete with isometric drawings, photos, exploded views.
Plans - $85.00. Info Pac - $4.00. Send check or money
order to: ACRO SPORT, INC., P.O. Box 462, Hales Cor-
ners, WI 53130. 414/425-4860. .
Wanted: February 1973 issue of THE VINTAGE
AIRPLANE. Will pay $20.00. Original Luscombe sales
literature and manuals for phantoms, Model 4, Model 8
and Post-war models including the sedan. Ron Price,
43585 Vista Del Mar, Fremont, CA 94539 or 415/490-5073
or 415/657-7200 (office).
POBER PIXIE - VW powered parasol - unlimited in
low-cost pleasure flying. Big, roomy cockpit for the over
six foot pilot. VW power insures hard to beat 3% gph at
cruise setting. 15 large instruction sheets. Plans - $45.00.
Info Pack - $4.00. Send check or money order to: ACRO
SPORT, INC., Box 462, Hales Corners, WI 53130. 4141
425-4860.
J-3 Replica % scale LM-2, single place, wood construction,
detachable wings, empty 345, 30 HP Cuyuna, cruise 65,
160 page construction manual $95.00 from Light Minia-
ture Aircraft, 13815 NW 19th Ave., Opa-Locka, FL 33054,
305/681-4068. Kits from Wicks Aircraft Supply.
1929 HEATH SUPER Parasol, 40 hp Continental or 27
hp Henderson, Ceconite covering, excellent condition.
Completely rebuilt cost over $12,000.00, make offer.
Mr. Dorcas, 419/241-4261.
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VINTAGE AIRPLANE 21
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NEW 68 PAGE MANUAL #1, REVISION 13, WITH DETAILED
INSTRUCTIONS FOR FABRIC COVERING, REFINISHING
FABRIC SURFACES, AND PAINTING AIRCRAFT FOR
CORROSION CONTROL.
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Jacket - unlined tan poplin with gold and
white braid trim. Knit waist and cuffs, zipper
front and slash pockets. Antique/Classic
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THE EARLYAEROPLANE
S,I\MPLE ISSUE $4
15CRESCENTRD.POUGHKEEPSIE,N.Y. 12601
AUTOFUEL
STC's
AVAILABLE!
EAAleadsthewaytomoreaffordableaviationwithautofuelSTC'sfor:
AERONCA S7EC CESSNA LUSCOMBE
llAC
IncludingBellanca. 120/ 140
llBC
Champion.Trytek. 140A
ll CC
Wagner.B&B 150
SllAC
Aviation.Inc. 150Athrough 150H
PIPER
SllBC
50-TC 150J through 150M
SllCC
J-3C-40
65-TC(L-3J) A150Kthrough
KCA
J3C-50
65-TAC (Army L-3E) A150M
50-C
J3C-50S
YO-58 180
65-C
J3C-65(ArmyL-4)
0-58B 180A
65-CA
J3C-65S
50-588 180B
S-50-C
J4
Q-58-A(ArmyL-3A) 180C, D.E.F,G,H,J
S-65-C
J4A
7AC 182. 182A. B.C. D,
S-65-CA
J4A-S
7CCM(ArmyL-16B) L. M. N.P
7BCM(Army L-16A) E. F, G.H,J, K,
J4E(ArmyL-4E)
lOC
J5A(Army L-4F)
7EC
J5A-80
L-4A
7FC INTERSTATE
7JC
L-4B(NavyNE- l)
(IncludingArlicAircrafl- L-4H
7ECA
S7AC
Call ai r) L-4J (NavyNE-2)
SlOC
S-l A PA- l l
S7CCM
PA- l lS
These STC's which permit the use of less costl y. readily availabl e
unleaded auto gasoline, are now avai lable from the EAA Aviation
Foundation.Thousands of aircraftowners have already switched to
auto gas to fly moreoftenand lessexpensively.The STC'scostonly
50<1: peryourengine horsepower - (example:85 hp Cessna 140 =
$42.50) .STC'sarenotavailableforenginesonly. Non-EAAmembers
add $15.00to total. Formoreinformationwriteorcall.
Wittman Airfield Oshkosh,WI 54903-3065
Phone414/ 426-4800
Anotherexampleof the EAA Aviation Foundation workingforyou!
JoinEAA - S25_00 annually- getyourSTCatthespecialmemberrate_
WatchformoreSTC'sincludinglowwingapprovalsinnearfuture
It'sExciting!
It'sforEveryone!
See this pricelesscollection of
rare. historically significant air-
craft.all imaginativelydisplayed
intheworld'slargest.most mod-
emsportaviationmuseum.Er)joy
the many educational displays
and audio-visual presentations.
Stopby- here'ssomethingthe
entire family will enjoy.Just
minutes away!
HOURS
8:30to5:00p.m.
Mondaythru Saturday
11 :00a.rn. to5:00 p.rn.
Sundays
Closed Easter. Thanksgiving.Christmas
and New Years Day (Guided group tour
arrangementsmustbe madetwoweeks
in advance).
CONVENIENTLOCATION
The EAA AviationCenter is located on
WittmanField.Oshkosh.Wis. - justoff
Highway41. Going North ExitHwy. 26
or 44.Going South Exit Hwy. 44 and
followsigns. Forfly-ins - free bus from
BaslerFli ghtService.


Wittman Airfield
Oshkosh. WI 54903-3065
414-426-4800
VINTAGEAIRPLANE23
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