STRAIGHT AND LEVEL

The computer was named by Time Magazine as "The Man of the Year" for 1982. This was a first, since all such previous honors had been awarded to individuals from various parts of the world. Computer use is widespread and can be noted in practically every facet of our lives today. EAA Headquarters effectively uses computer technology as a cost-saving factor and a method of immediate access to important data. The publication and distribution of The VINTAGE AIRPLANE is supported through the use of computers.

With reference to aircraft of today, every significant item is recorded and processed through government computers. Airworthiness certificates, radio licenses, radio operator's permits, our individual airman's certificates and medical information are all computer controlled. Modern aircraft electronics have been computerized and the latest auto engines are computer controlled to provide economy in the operational aspects of engine efficiency.

We could continue on and on with describing the many uses of computer technology, but by this time you are wondering what in the world has the computer got to do with antique and classic aircraft! Firstly, electronic data processing as we know it today was not in existence when our vintage aircraft were first built; but for those of us who love these planes, regardless of what our involvement with them might be, can use them to escape the mad scramble of today's business world.

Why do we restore antique and classic aircraft? Think about this for a few minutes. Is it for pride, monetary gain, historical preservation, or is it just a hobby? The dictionary describes pride as "a proper esteem for one's own qualities and achievement". Who is not proud of their accomplishments in the restoration of an aircraft! Such projects can only be completed through many hours of hard and enduring work. We don't know the percentage of aircraft owners who have restored their own aircraft, but we know that most of those who have, take much pride in their work.

There are some without the time and/or the mechanical aptitude or ability to restore an aircraft and they have two basic choices: to purchase an aircraft ready to fly, or to hire others to do the work for them. Either method justifies the pride an owner feels for his or her plane, whether restored by himself or others.

A gain in monetary value is a natural goal whether it be that of an auto dealer, used car salesman, aircraft

By Brad Thorn as President

Antique/Classic Division

manufacturer, or whoever. Compared with the total number of aircraft registered in the U.S. today, antique and classic aircraft represent only a very small portion. Their value is usually considerably more than the original cost when new. The dedicated restorer who earns his living in a restoration business is a rarity these days, and many of us owe them a debt of gratitude for their knowledge and expertise in producing aircraft which permits so many of us to own and fly vintage aircraft or replicas of same.

Historical preservation is something all restorers hope to achieve. The many superb museums throughout the world obtain their display aircraft in several ways donated for static display or purchased to be restored by commercial or volunteer groups. Some aircraft donated to museums are in airworthy condition, licensed, and can be flown. Our EAA Aviation Foundation is fortunate to own many historical aircraft that fall in this category and several are flown for others to enjoy during major aviation events.

Replicas of several early flying machines have been constructed by various institutions and/or individuals. These are often built from only the barest of plans and old photographs. The flying of these replicas, some of which represent one-of-a-kind historical aircraft, give us the only opportunity to see such rare types in the air.

In conclusion, most of us do restore our antique and classic aircraft as a hobby and we lj.re proud of our machines. The aircraft do retain monetary value, exemplify historical preservation for others to enjoy, and they represent a sense of accomplishment that only an owner or restorer can feel. When we climb into our vintage aircraft and fly into an environment of relaxation and total freedom, we leave behind the hustle and bustle of today. Frequently our thoughts turn to the aviators of the past and we wonder how they might have managed similar problems as we dust the clouds and roll with the breezes. Nostalgia! You bet it is!

2 MARCH 1983

PUBLICATION STAFF

PUBLISHER

Paul H. Poberezny

EDITOR

Gene R. Chase

MANAGING EDITOR

Pat Etter

EDITORIAL ASSISTANT

Norman Petersen

FEATURE WRlnER

George A. Hardie, Jr.

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

President Vice President W. Bred Thomas, Jr. Jack C. Winthrop 301 Dodson Mill Road Route 1. Box 111

Pilot Mountain, NC 27041 Allen. TX 75002

919/368-2875 Home 2141727-5649

919-368-2291 Office

Secretary Treasurer M_ C. "Kelly" Viets E. E. "Buck" Hilbert Route 2. Box 128 P.O. Box 145

Lyndon, KS 66451 Union. IL 60180 913/828-3518 815/923:4591

DIRECTORS

Ronald Fritz Claude L. Gray, Jr.

15401 Sparta Avenue 9635 Sylvia Avenue

Kent City, MI 49330 Northridge. CA 91324

6161678-5012 213/349-1338

Dale A. Gustafson AI Kelch 7724 Shady Hill Drive 66 W. 622 N. Madison Ave. Indianapolis. IN 46274 Cedarburg, WI 53012

3171293-4430 414/377-5886

Robert E. Kesel Morton W. Lester 455 Oakridge Drive P.O. Box 3747

Rochester. NY 14617 Martinsville. VA 24112 716/342-3170 7031632-4839

Arthur R. Morgan John R. Turgyan

3744 North 51 st Blvd. 1530 Kuser Road

Milwaukee, WI 53216 Trenton. NJ 08619

4141442-3631 609/585-2747

S. J. Wittman George S. York Box 2672 181 Sloboda Ave.

Oshkosh, WI 54901 Mansfield, OH 44906 414/235-1265 419/529-4378

ADVISORS

John S. Copeland Stan Gomoll 9 Joanne Drive 1042 90th Lane. NE

Westborough. MA 01581 Minneapolis. MN 55434 617/366-7245 6121784-1172

R~rt G. Herman Esple M. Joyce, Jr. W 164 N9530 Water Street Box 468

Menomonee Falls. WI 53051 Madison. NC 27025 414/251-9253 919/427-0216

G_Morris Daniel Neuman

27 ChaO

WILBUR WRIGHT BIRTHDAY

COMMEMORATION

The First Flight Society of Kill Devil Hills, North Carolina has requested the assistance ofEAA Chapter 339 of Norfolk , Virginia in putting on a fly-in to commemorate the birthday of Wilbur Wright at the scene of the first powered flight. The major purpose is to gain more recognition for the museum and monument at Kill Devil Hills.

This Wilbur Wright Fly-In is scheduled for April 15-17, 1983 at the Wright Brothers Memorial and First Flight Airstrip, Kill Devil Hills, North Carolina . The theme of the event is "History of Flight" and the group hopes to get good participation by owners/operators of all types of sport aircraft.

On Friday night there will be an Early Bird Gathering at the Holiday Inn. A dinner and the awards will be held there on Saturday night.

Housing is available at the Holiday Inn, 919/441-6333 for reservations; or camping at Colington Park Campground, Inc., 919/441-6128. Transportation is available by courtesy car from both of these facilities.

Fuel is available at Manteo Airport. Bring your own tie downs and/or anchors. For more information contact: Outer Banks Chamber of Commerce at 919/261-2626.

NORTHWEST STINSON GROUP SPONSORS MEMBERSHIP DRIVE

Newly elected president W. S. (Jerry) Wallin urges all Stinson owners in the Washington, Oregon, British Columbia area to participate in forthcoming local fly-ins. The Northwest Stinson Club was founded at Harvey Field, Snohomish, Washington in 1976 and is affiliated with the National Stinson Club. For further information contact W. S. (Jerry) Wallin, 29804 179th Place S.E., Kent, WA 98031 or phone 206/631-9644.

AMA MOVES INTO NEW QUARTERS

The Academy of Model Aeronautics (AMA) moved into their new facility and were open for normal business on February 15, 1983. They are now located at 1810 Samuel Morse Drive, Reston, V A 22090. Telephone 703/435-0750.

The Academy was formerly located at 815 15th Street N.W., Washington, DC and had been in rented quarters since they were formed in 1936.

MODEL AVIATION Magazine's staff is also housed in AMA's new building. Their address is the same as above, but their phone number is 703/435-0760. EAA members who are also members of AMA will be interested in knowing that MODEL A VIA TION Magazine is printed by Times Publishing in Random Lake, WI. All of EAA's monthly publications, including The VINTAGE AIRPLANE have been printed by Times Publishing for many years.

THINK "BURLINGTON"

Officials of the Northeast EAA Fly-In have announced that the 14th annual edition of their event will be held August 26-28 at the Skagit Regional/Bay View Airport in Burlington, W A . .. rather than at its previous site at Arlington, W A. Bay View is located approximately 25 miles NW of Arlington. According to officials, the new site was chosen in the interest of safety, availability of volunteer help, economics and to preserve the overall quality of the fly-in .

The 1983 fly-in and campout will focus on providing a casual atmosphere conducive to EAA fellowship and sharing of experiences and ideas. There will not be any scheduled "air show" activities.

Awards will be made for aircraft of all EAA types wishing to be judged. Meals will be available at the site all three days and plans are being made for a Texas-style barbeque for Saturday night, followed by awards and festivities around the campfire.

For further information, contact Northwest EAA FlyIn, 4515 145th Pl., SE, Bellevue, WA 98006 or Dave Woodcock at 2061747-2748.

TRACE-IT STENCILS

Wag-Aero introduces a complete set of traceable stencils. Perfect for paint shops, antique and classic restorers, this kit consists ofthree separate stencils - 24" for antiques and classics; 12" for general aviation; and 3" for homebuilts and tail numbers. TRACE-IT allows for stenciling ofevery number and letter using just one mask, and is made of long-lasting Dow plastic for repeated use. Units are fully pliable to form to wing and fuselage curvatures. Simple instructions are included. Wag-Aero claims that use of TRACE-IT saves many dollars over the use of individual masks. Set of three sells for $16.95. Contact Wag-Aero at P.O. Box 181, Lyons, WI 53148 or call 4141763-9586.

4 MARCH 1983

NEW AVIATION STATIONERY AVAILABLE

Univair now has a line of "classic aircraft" stationery called, "Plane Paper." Drawings of aircraft include: Aeronca 7 AC, Cessna 120/140, Ercoupe, Luscombe 8A, Piper J-3 Cub, PA-12 Super Cruiser, PA-18 Super Cub, PA-22 Tri-Pacer, Stinson 108-2 and 108-3, and Taylorcraft. Stationery sets include one particular aircraft or a mixed assortment of all those listed.

Each set consists of 20 printed sheets, 20 blank sheets and 20 envelopes that have a printed hangar design, selling for $4.95 each. For further information contact Univair Aircraft Corp., Rt. 3, Box 59, Aurora, CO 80011 . Phone 303/364-7661.

BELLANCA·CHAMPION

CARBURETOR AIR BOX

In response to demand for FAA-PMA approved parts for Bellanca-Champion aircraft, Univair has announced that it has received approval for the CitabrialDecathlon and Scout carburetor air boxes. Part number l-U3-1546-00 is the air box for Citabria Models 7ECA, 7GCAA, 7CBC and 8KCAB Decathlon. It sells for $169.00x. The 8GCBC Scout carburetor air box is part number l-U3-1546-01 and sells for $179.00x. Both air boxes are in stock and ready for immediate shipment. For further information contact Univair Aircraft Corporation, Rt. 3, Box 59, Aurora, CO 80011, Phone 303/364-7661.

FLEET CLUB CHAIRMAN

George C. Gregory (EAA 47962, A/C 5995), 4880 Duguid Road, Manlius, NY 13104, telephone 315/682-6783 has been named chairman of the Fleet Club. Interested persons who are not on his mailing list are invited to contact George.

MUSEUM NEEDS Several months ago William J. Schlapman (EAA

133433, A/C 4799) of Winneconne, WI volunteered to restore one of the Foundation's engines .. . a basket case WWI 160 Gnome Rotary. He has completed the project except for several missing parts which are badly needed.

To make a completed engine we need the following: prop hub, face plate, combination oil and fuel pump, ignition distributor drive, tach drive assembly, machine gun synchronizer, two magnetos, the magneto ignition block fingers (2 ), rear crankshaft flange and spanner nut, air intake elbow and pipe.

If anyone can assist in locating any of the above, please contact Ralph Bufano, Executive Director, EAA Aviation Foundation, Inc., P.O. Box 469, Hales Corners, WI 53130. Tel. 414/425-4860.

ANTIQUE/CLASSIC DIVISION CHAPTER DIRECTORY UPDATE

FLORIDA OKLAHOMA 1. LAKELAND 10. TULSA

Billy G. Spikes George E. Goodhead, Jr. Mid Florida at Eustis 6326 E. 4th Street 430 W. Seminole Ave. Tulsa, OK 74112 Eustis, FL 32726 TELEPHONE: (918) 838-8388 TELEPHONE: (904) 357-0625 MEETING: 2nd Thursday, 7:30 p.m., MEETING: Contact President Iliff Aircraft, Hangar 17, Tulsa

MICHIGAN International Airport 8. WESTERN PENNSYLVANIA

Philip L. Coulson 5. YORK

Rt. 2, Box 39B Paul L. Schiding

Lawton, MI 49065 Colonial Crafts Shoppe

TELEPHONE (616) 624-6490 401 West Market Street

MEETING: Contact President York, PA 17404

MINNESOTA TELEPHONE: (717) 741-1086 4. Minneapolis MEETING: 4th Thursday, 8:00 p.m.,

Stan Gomoll Shiloh Branch, York Bank 1042 90th Lane N E TEXAS Minneapolis, MN 55434 2. HOUSTON TELEPHONE: (612) 784-1172 J. J. Paul MEETING: Contact President 14418 Skinner Rd.

NEW JERSEY Cypress, TX 77429 7. FLANDERS TELEPHONE: (713) 373-0418

Anne M. Fennimore MEETING: 4th Sunday, 2:00 p.m., 4 Ridge Road Dry Creek Airport, Cypress Succasunna, NJ 07876 WASHINGTON TELEPHONE: (201) 584-4154 9. SEATILE MEETING: 4th Sunday, 10:00 a.m., Peter M. Bowers

Flanders Valley Airport 10458 16 Ave. S NEW YORK Seattle, WA 98168 6. ROCHESTER TELEPHONE: (206) 242-2582

Richard Lilley MEETING: Contact President

36 Parkway WISCONSIN

Rochester, NY 14608 11. PEWAUKEE

TELEPHONE: (716) 458-2403 John J. Kalas

MEETING: 2nd Tuesday, 8:00 p.m., 2603 S. Superior St.

Spencerport Air Park Milwaukee, WI 53207 NORTH CAROLINA TELEPHONE: (414) 481-7085 3. CHARLOTIE MEETING: 1st Monday, 7:30 p.m.,

Espie Joyce, Jr. Capitol Airport, 21500 West P.O. Box 468 Gumina Road

Madison, NC 27025

TELEPHONE: (919) 427-0374

MEETING: Contact President

VINTAGE AIRPLANE 5

A. C. "Charlie" Miller, circa 1942 when he was General Superintendent at the Douglas Company.

INTRODUCTION

Seldom are we privileged to gain an insight into the actual thought and construction methods - the "nuts and bolts" - of building the early aircraft. Charlie Miller began his aviation activities several years before Charles Lindbergh made his historic flight , an era of great interest to most antiquers .

His indoctrination included both building and flying planes of those early years. As builders were more successful than pilots at eating regularly and keeping their bills paid, Charlie gradually moved in that direction. He soon learned that his experiences as a pilot and having firsthand knowledge of their problems was a definitie asset. This also proved to be frustrating when confronted by non-flying designers and others in positions of authority.

Charlie, who rose to the position of General Superintendent at Douglas Aircraft, is justifiably proud ofhis achievements; but he is also a very humble person, witness the fact he requested his name not be used in this account.

Due to this author's lack of ability to render acceptable drawings, many of Charlie's explanatory sketches have been regrettably omitted. The sketches which are included are used where descriptive words alone are not sufficient. Possibly some current restorers or replica builders will find these ideas to be useful.

In order to present this as closely as possible in Charlie's words, it seems advisable to add supplemental data, labeled "Historical Notes" at the end of each account. The reader should know that these notes are not Charlie's words. 6 MARCH 1983

Al;II'l! PILOT AND MASTER CRAFTSMAN

Part I By Ted Businger

(EAA 93833, Ale 2333) Rt. 2, Box 280

Willow Springs, MO 65793

(Photos from the author's collection except as noted)

EARLY YEARS

Charlie was born in Switzerland on May 5, 1904, the son of a construction company owner. His earliest memories are of his father building what would be described today as low income housing. During WWI the company built a form of pre-fabricated barracks for the French government. As a young boy Charlie remembers watching the air battles over Verdun.

In 1919 Charlie left Basel to enroll in a college/work program in Chatigny. After college he spent a year in central Switzerland in a work/study program on an experimental farm.

In 1923 he decided to migrate to the U.S. where he would join an older brother. His father agreed, but insisted that he first serve the compulsory tour of military duty in his home country. Charlie describes that period in his life thusly: "In ten weeks, you were a soldier or you were dead."

Arriving in the United States, he first settled in Salt Lake City, Utah. He then moved to Junction City, Kansas, then back to Salt Lake City, working at any available job. All this time he was becoming increasingly aware offlight.

One ad in a popular flying magazine of the day was to change the course of his life. It started, "Learn to fly with Ryan , in San Diego for $200." Saving this amount as rapidly as possible, he travelled to San Diego, California in October 1924. He signed on as a student with the Ryan Flying Company which at the time was located in the "Dutch Flats" area of the city. From that point on, he would devote his working life to aviation.

Dick Bowman and Hawley Bowlus were the instructors at Ryan. Charlie's pilot permit was issued by the Board of Air control for the City ofSan Diego on December 31,1925. This was followed by a city council resolution dated January 11, 1926, instructing the auditor to issue the license! His F.A.I. certificate was issued on April 20, 1926.

RYAN Charlie reminisced: During training flights, usually in

a Curtiss JN4-D, whenever clouds were present near the 3,000 foot level , we climbed into them and tried to maintain level flight. This was impossible with only the rudimentary instruments on board.

When the engine would slow down and the controls would get sloppy, we would push the stick forward and wait for a pretty good "scream" from the flying wires. At this point we know we were headed down. Next we'd pull the stick back into our gut and kick full rudder, putting us into a spin. When we exited the cloud layer, there was 3,000 feet of clear space to recover in and very little air traffic in those days.

About 1925, Claude Ryan had an arrangement that would bring the local sight-seeing busses to Dutch Flats for a scheduled stop. Dick Bowman and Ryan could then attempt to cajole these folks into taking a 15-minute plane ride for $5.

One day Ryan and Bowman had just finished their spiel, when I came in side-slipping a Jenny. Unfortunately I kicked her out a little too late and bounced about 30 feet back into the air, so I gave her the gun and went around, again. This time I made a very gentle landing, but Mr. Ryan had some very unkind words for my earlier demonstration in front of prospective paying customers.

About this same time, a Hisso-Standard came in from the Imperial Valley, which is across the mountains from San Diego. It was the first time I'd seen a "2 x 4 and baling wire" repair job. This had been applied to mend a cracked front spar on one of the lower wings .

The transient aviators only wanted gas to allow them to finish their flight to Los Angeles . At first we refused their request, due to the condition of the plane, but we relented, after they pointed out that they had already safely covered the most hazardous part of the journey. After we gassed them up, we watched the flying wires gradually tighten as they made their take-off run. Guardian angels were protecting those fellows!

The plane which later was to become the flagship of the Los Angeles-San Diego Air Line, Inc. was the Douglas Cloudster. The Cloudster was a terrific airplane, and the first to carry the Douglas name. Later the Cloudster evolved into the U.S. Army's World Cruiser aircraft. The first time J . J. "Red Harrigan, one of Ryan's pilots flew the Cloudster, I was along. He had never flown a plane with a super high lift wing like this, and on landing it had a great tendency to float. He aborted several approaches before he figured out what was going on. "Red" was highly capable and rated to fly anything the Navy had at that time, including dirigibles!

On one trip Harrigan was flying a Hisso-Standard carrying a lady passenger into San Diego. It was a Standard which we had reworked into a cabin ship. On touchdown the axle broke in two, near the center. A broken piece dug into the sand and flipped the Standard onto its back. The lady in the cabin had no seat belt and was unceremoniously chucked out onto the wing. Fortunately no one was hurt, but the lady was understandably very indignant over this arrival method.

Getting back to the Cloudster, the ship as received from Douglas had three open cockpits with a 3-3-2 seating arrangement with the pilot being in the left rear position. Later we modified the plane by moving the pilot and

BOARD OF AIR CONTROL CITY OF SAN DIEGO. CALIFORNIA

To : T hr HODonbl, CouDcil

City of $;10 DifKO. California. '

Sin : This d (oari ify chat , ~t'")rnQ1.4 Cbar) _ _~ - . • " . . .

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On one short flight from Rockwell Field, we crammed fourteen sailors into the cabin. George Allen was the pilot and I was co-pi lot. The stabilizer trim was adjusted by an automobile hand brake lever, working in a notched quadrant. George had me push the lever full forward during the initial take-off roll , easing it back gradually as the tail came up . We started out okay, but then the lever jumped a notch and we bounced once before I could recover and get it back to where it belonged. George then climed out , made a vertical bank over the dirigible hangar, a nd headed back over the bay to Dutch Flats. I don't recall ever hearing of so many people being transported in that cabin again.

One particular flight to Los Angeles was scheduled to enable a V.I.P. Englishman and his butler to meet the night train departing for San Francisco where they were booked on a steamship the following day . The problem was compounded by 27 pieces of large , heavy luggage.

Hawley Bowlus "engineered" the conversion of the Standard J-1s from open cockpit to this cabin configuration for Ryan. Four passengers rode in the cabin while the pilot flew from the open cockpit aft. The Hall-Scott engines were replaced by the more dependable 150 hp Hispano-Suizo's. 8 MARCH 1983

(Ryan photo via Wm. Wagner) Claude Ryan made the first test flight of his new Hisso-powered Ryan M-1 on 2/14/26.

George Allen was to fly the cabin version of the, Cloudster which would hold the two men plus mechanic John van der Linde, and most of the cumbersome luggage, One steamer trunk was securely lashed to the lower right wing, but George steadfastly refused to permit the other trunk to be carried in similar fashion on the left wing.

In order to carry the remaining piece of luggage it was necessary to press one of the cabin Hisso-Standards into service. First the cabin top deck (normal access to this area ) was removed. Then the brace wires were temporarily removed so the other trunk could be put into the aircraft. It "rode" on top of the seat backs, which of course blocked the pi lot's forward vision, as the monstrosity extended well above the windshield.

I was the "lucky" pilot of the Standard and this was my first fl ight to Los Angeles. Even as heavily loaded as the Cloudster was, it would still run off and leave the Standard , so I told George, "If you lose me, I'm going to have to land at the first available field I can find ." On take-off I held the plane down and built up as much speed as possible before pulling it off at the end of the strip.

George made a slow, sweeping circle over Oceanside, California which allowed me to catch up with the Cloudster. He had to throttle back considerably so I could keep in sight (or should I say trying to get a peek at him around that trunk)!

We fina lly arrived at Ryan's landing site at 99th and Western in Los Angeles. George landed first while watched and when he was clear I came side-slipping in all the way in order to see the runway. With a few bursts of power, I straightened the ship at touch-down and made a nice, smooth landing which was a big relief. Our English fr iend t ipped George and me $15 apiece which was a fabu lous sum then. The baggage was transferred from the planes to the waiting Railway Express trucks and the entourage was whisked away on schedule.

Some time later Red Harrigan with John van der Linde as co-pilot, took off on what was to be the final flight of the Cloudster. Their passengers were a Chinese

I

businessman and seven of his friends who wanted to go to Ensenada , Mexico. Neither Red nor John had landed there before , but they were told they could land on the beach . It was dark when they arrived a nd they could not distinguish between sand and water. Touching down in the surf and soft sand, the Cloudster flipped over, fortunately with no serious injury to passengers or crew. Before they could rescue her, the rising surf had destroyed the plane and all they manged to save was the engine and a few odds and ends.

Historical Note: The Cloudster was built by Donald Douglas in partnership with David Davis (of Davis wing famel and its maiden flight was on February 24, 1921 at March Field, Riverside, California. Mr. Davis' main interest in the plane was as a vehicle in which he would be the first man to fly non-stop coast-to-coast.

In June, 1921 Douglas' chief pilot, Eric Springer and Davis started out on this mission, getting as far as EI Paso, Texas where a timing gear failed, forcing them to land. By the time repairs were made, Army lieutenants John Macready and Oakley Kelly had successfully made the trip in a Fokker T-2.

The Cloudster was then sold to two Venice, California businessmen who converted it into the triple open cockpit version for "sight seeing" purposes. Mr. Miller refers to this as the "as received" condition for the plane as Ryan bought it.

In 1926 when we were building Ryan M-l s for Vern Gorst's Pacific Air Transport (now part of United Air Lines) I was working and directing the covering and doping operations. Whenever the passenger business got too heavy, Hawley Bowlus would bring my helmet, goggles and jacket and away I'd go to ha ul a few loads ofpassengers in a Hisso-Standard ... then back to the more prosaic job on the M-ls. Man! I was being paid $16 a week and allowed to sleep in the hangar as a "watch dog."

Later on, Ed Morrow also bunked at the hangar. One

Liberty-powered Douglas Cloudster with three open cockpits modified by Thornton McKinney and Ben Brodsky for sightseeing.

Sunday morning Mr. Ryan called to say, "A guy is coming out who wants to go to Los Ange les. The fee is $35. Get the money before you take om"

The weather that morning was a combination of low overcast with good sized patches of fog. This didn't instill confidence that the journey would be a pleasant one. I asked if Ed Morrow could go with me because an extra pa ir of eyes would be helpful (and his presence would help to a llay my qualms). Ryan okayed this request.

We warmed up the Hisso-Standard and in due time our passenger arrived and paid the $35. We took off with considerable concern for the low ceiling and headed up Rose Canyon only to find the top covered. We then headed for Torrey Pines but conditions were no better there so we dropped down to the beach where we found a 25 to 50 foot ceiling. Needing more space as a safety measure , I tried for just a little more altitude. This wasn't successful as I was right back into the fog ba nk . I counted to four and when not out of it, made a one-eighty and got down on the beach again.

Ryan modified 1924 Douglas Clouster to this closed cabin configuration for use by his Los Angeles-San Diego Air Line.

VINTAGE AIRPLANE 9

Lindbergh's NYP, "Spirit of St. Louis."

It went that way up to Laguna where we could do a little better. At Long Beach the ceiling was about 1,500 feet. We hunted around until we found Western Avenue, then headed east to Ryan's Angeles Mesa Field. After dropping off the passenger, we refueled and headed back . It was clear weather all the way, which was a nice change.

On one other flight to Los Angeles , I was told to watch the water temperature and oil pressure gages (apparently this engine was about to give up ). In case of trouble I was to get the crate down in any open field available, as smoothly as possible. All the way north every bean field was duly noted. Everything went along smoothly, though , and another pilot flew it back , reasonably assured that the engine would continue to run.

Our Risso's were overhauled by military personnel from Rockwell Field who were moonlighting at Ryan after their normal workday was done. Those fellows did a heck of a good job at keeping us operating.

The standard set of instruments in use then were tachometer, water temperature and oil pressure gages. There was no compass as we were expected to know where we were going.

Historical Note: T. Claude Ryan originated passenger service between San Diego and Los Angeles on March 1, 1925. This airline appropriately named "Los Angeles-San Diego Air Line, was discontinued in March 1926. This airline set a rare example, in that it operated at a profit, and never accepted any form of government subsidy. The fleet of planes consisted of the Cloudster and several re-worked Standards.

Author's Note: At this time during my interview with Charlie Miller, he insisted that his longtime friend, Ed Morrow, describe the days with Ryan when the Ryan NYP (New York to Parisi was being built for Charles Lindbergh. Ed was a multi-talented employee who worked as a draftsman-designer as well as mechanic. Ed is also one of the very few persons sing ularly honored by being named in Lindbergh 's book, The Spirit of St. Louis.

Ed Morrow recalls: Charli e Miller and his brother Walter returned from an extended vacation which had taken them as far as Canada. By this time we were already into the building of the "Spirit." Everyone at Ryan knew of Charl ie's abilities and he was immediately put to work covering and doping the wing lift struts and tail surfaces.

Meanwhile, as head of metal fittings, I was completing 10 MARCH 1983

the manufacture and installation of all the fittings on the ship. Once these were all bolted or welded in place, we joined the rest of the crew to help in any area, having problems in meeting the extremely tight delivery schedule.

After things were pretty well wrapped up, we had to move that enormous (for us) wing out of the second floor loft in the plant where it was built. Next we had to move the fuselage out of the first floor shop, through a narrow door. We had the choice of removing the landing gear on one side or knocking out a three foot section of brick wall . We took the gear apart.

The "Spirit" was then moved from the shop to Dutch Flats airport where it was to be flown. All who were there assisted with final assembly. My last involvement with the ship, was holding the fire extinguisher at the ready in case of a back fire during run-up of the engine.

Following Lindbergh 's first test flight of the new plane, Charlie's brother Walter (who had hauled us to Dutch Flats that morning) said, "O.K. ! Let's eat!" This is the reason neither Charlie nor I are in the famous picture of the builders of the Spirit of St. Louis, as we were having lunch. Walter was driving a delivery van for "Mrs. Conkling's Pies" and he treated us to a lunch of pies. I ate a whole blackberry pie and a lthough I survived, I swore that if I ever ate a piece of pie again, it would be after lunch!

Shortly afterward, Charlie, Walter and I made a deal to rent a house and split the costs. After a few weeks, Walter located a two story place in Mission Rills, overlooking the bay. The lower floor had three bedrooms, a front room, kitchen and bath which we rented for $35 per month. The owner and his wife lived on the upper floor. Walter, Charlie, Bob Barrows and I moved in . A few days later Steve Varroci joined us as he was rehired at RyanMahoney after being laid off at Douglas. We called the place "Bachelors Roost."

When we heard ofLindbergh's successful flight to Paris, we put on white coveralls with "Ryan" on them, then piled into a Studebaker and paraded around San Diego.

Historical Note: Alphabetical listing of the 47 Ryan

Mahoney employees during the construction of the N.Y.P.

"Spirit of St. Louis."

Andy Anderson

William Bodie

Wm. Hawley Bowlus (Foreman)

Gordon Boyd

L. Boyd "Dapper" Dan Burnett

Jessie Cooper (Mrs. Locke) Doug "Wrong Way" Corrigan W. B. Crawford

Albert C. Crygier

Peggy De Witt

Pat Davenport

June Eddy

A. J. Edwards (Sales Mgr.)

Gus Eoff

H. A. Erickson

Vern Friedman

Don Hall (Engineer)

George F. Hammond

J. J. "Red" Harrigan (Test Pilot)

Charles Hansen

Henry Hunold

B. Jones

Doug Kelly

Ruth Kennedy (Mrs. Clemens)

Ed Kravscyk (later Crosby)

John Lester

Walter Locke

Fred Magula

B. F. Mahoney (Owner)

Georgia Mathias (Mrs. Borthwick)

O. R. McNeal

Shirley Morrison

Ed Morrow (Fittings and Dwgs.)

A. C. (Charlie) Miller

L. Muehleisen

Dale Powers

Clair Rand

A. C. Randolph (Periscope)

Fred Rohr (Rohr Corp.)

Frank Say

John Stoner

Burt Tindale

Helen Thorpe (Mrs. Hendrix)

Bill Van Den Akker

John van der Linde

Lon Wheeler

(Photo from Ryan via Wm. Wagner) Frank Hawks is on the left, next to A. J . Edwards, Ryan sales manager. Patch on Edward's forehead covers injury from a plane crash. The "Pride of San Diego" is Hawk's plane. It is the first Ryan Brougham, initially named "Gold Bug."

Charlie Miller continues: Before building Lindbergh's Spirit of St. Louis we had started the construction of the first B-1 Brougham, called the Gold Bug. This plane was completed after the "Spirit" left the factory. Basically it was a Ryan M-1 with a closed cabin and a larger wing.

The Gold Bug was ordered orginally by hotel owner

Richard Robinson , but when completed, was delivered to pilot Frank Hawks. As Ryan had sold his company to B. F. Mahoney prior to building the "Spirit," the Gold Bug was delivered as a Mahoney aircraft.

In this particular plane the pilot's seat was located so his head was just in front of the main wing spar. When we were ready for the engine installation, we hoisted the Wright Whirlwind to the front of the fuselage . Hawley Bowlus (later, well known for his gliders), was shop foreman and this tall man, with especially long legs wanted the cockpit configuration to allow people his size to fly it comfortably . With the engine in the location as designed, Hawley didn't have enough leg room, so he literally pushed the engine forward, until there was enough room. The motor mount was then fabricated to fit this newly arrived at dimension.

It really was a very attractive airplane and Red Harri gan was on hand to make the first test flight. With all that power, it went up like the proverbial "homesick angel." Everything was going just fine, until Red leveled off and found that the nose would only stay up at full power, with the stick back against his belly. He had a big problem .. . how do you land anything that flies like this?

After exercising a variety of options, he finally decided on a maneuver similar to vol planing as used by earlier flyers . Vol planing is placing the craft into a shallow dive, then applying power to pull the nose up . After the plane stalls, it enters another shallow dive , etc.

Red practiced this maneuver until he felt assured he could accomplish it with this plane. He finally got it back on the ground, by the grace of God, and help from the "aeronautical angels." After Red regained his composure, he told Hawley that if he had been wearing a chute he would have "jumped and let that damned plane go to hell."

I bolted lead pigs into the tail to remedy the situation; thus we advanced in the "science of aeronautics."

Frank Hawks received the Gold Bug, renamed it "The Pride of San Diego," then with his wife sped to the East Coast in time to greet Lindbergh on his triumphal return from Europe.

This ship was later renamed "Port of Houston," and was destroyed in Texas, date unknown.

(Continued next month)

Ed Morrow (L) and Walt Ballard at Brown Field, San Diego, 1979. VINTAGE AIRPLANE 11

the

J. Garbrick Lark

By Archie DiFante

(EAA 167030, AIC 6191)

P. O. Box 14233

Pittsburgh, PA 15239

(Photos courtesy of the author)

Editor's Note: Arch·ie DiFante wrote this story in 1974-75 while a journalism student at Penn State. He is now an aviation historian and an officer in the EAA Greater Pittsburgh Chapter 45. Archie is also trying to find out what happened to Lester Garbrick's aircraft - see note at end of story . .. G.R.G.

The 1920s were considered the golden age of aviation. Those were the years ofbarnstorming, penny-a-pound airplane rides and Ford Tri-Motors. A viators were still considered daring fanatics who flew wood and fabric coffins. It was a time when all one needed to fly were guts, a little money and touch of insanity.

That era is long gone. Most of the daring pilots are in their seventies or eighties or else dead. The Curtiss Jennies, the Standards and the Thomas Morse Scouts have disappeared. There are a few preserved specimens in museums and some are still flying in the hands of antique airplane buffs, but for the most part they were reduced to kindling a long time ago.

Even so, stories appear every so often of someone who finds an old classic in a barn somewhere in a state of decay. Well, it wasn't a barn, but an old hangar converted into a barn, where I found this particular classic. It was decaying alright. There were large rips in the fabric and it was covered by a blanket of greasy dirt.

It took up most of the· space in the far right corner along with a tractor and other farming equipment. The tail was propped up on an old wooden box, but other than that the biplane was prett~ much neglected. The 12 MARCH 1983

windshields for the two tandem cockpits were covered with oil and there was a gas can on the pilot's seat. Faded letters on the fuselage identified it as the "J. Garbrick Lark."

This airplane was the first of two airplanes designed and built by Lester Garbrick, a farmer from Centre Hall, Pennsylvania. After World War I, Garbrick, still in his teens, decided he wanted his own airplane. At first, he tried to buy one of the thousands of surplus military planes flooding the country, but he was short on cash. The only practical solution, of course, was to build his own .

In 1921 he bought an Anzani radial, hoping to use it for his new airplane. The Anzani proved to be a lemon, but he was able to find another engine, a 60 hp Roberts inline in Sandusky, Ohio. In 1923 he bought some airplane parts from another man who was also trying to build an airplane. He got the works for $400.

By working the night shift at a silk mill in nearby Spring Mills, he was able to work on his airplane during the day. He started construction in 1925 and three years later the airplane was ready to fly. Garbrick carved the first propeller for the airplane for a solid piece of oak.

The airplane was of his own design, reflecting what he had learned from reading any magazine or book he could find on the subject. As it first appeared in 1928, the single-bay, equal span biplane was about 23 feet long with a 28-foot, 4-inch wingspan. The fuselage was constructed of ash strips covered by doped muslin.

Performance estimates for the airplane with the Roberts engine aren't available, but an educated guess would give it a cruise speed of about 60 mph. It was light, about 1,000 pounds fully loaded. It took off and landed with no problem from the small grass strips in the area.

It was registered officially as the

Garbrick Experimental Biplane and given the experimental aircraft number 529. Garbrick called it the Lark.

Although the plane was finished in late 1928, Garbrick didn't solo until after one 20-minute flight lesson in 1929. He then began to fly his airplane across the valley to visit Edna Cummings, who later became Mrs. Garbrick.

A short time later, the first and only incident with the plane occurred when the Roberts blew up while· being revved for take-off. The plane was undamaged, but for the third time Garbrick had to go shopping for an engine for his airplane. He found a neighbor who had cracked up his Thomas Morse S-4 and was willing to sell Garbrick its 80 hp LeRhone 9J rotary.

Garbrick shortened the nose about a foot by installing the rotary and the 20 extra horses raised his cruise to about 70 mph. He never had any problem with the plane from that time on, although the new engine did make the plane tail-heavy.

Garbrick built a hangar in town for his new airplane and shortly afterwards he bought a wrecked Alexander Eaglerock which he rebuilt and sold. That was only the first airplane to share hangar space with the Lark.

His first son, Lester Jr., rode in his father's airplane on his mother's lap shortly after he was born. In 1941, when the younger Lester was eight, his father decided to let him taste the beauty of flying firsthand by building him his own airplane. The midget airplane resembled a Waco 10 biplane scaled down to fit an eight-year-old. It was powered by a 1918 Indian Scout motorcycle engine and had full controls including stick, rudder pedals, throttle and primer. It was built in about a year at an estimated total cost of $50.

As with the Lark, dimensions and performance had to be estimated. Les

ter Garbrick died in 1971 and his plans and drawings were lost. Two stories in a local paper, the Centre Dai ly Times, one in 1959 and the other in 1968, provided some background on Garbrick and his airplane.

A letter written by Guyer Kelley of Milesburg, Pennsylvania and printed

in the October 1949 issue of FLYING Magazine did provide some background on the Garbrick midget biplane.

According to the letter, the plane weighed 90 pounds and had a cruising speed of 50 mph. The letter also claims that Lester Jr. had flown it.

Lark

Lester Jr. said the Indian powerplant was very temperamental and had a tendency to lose rpms. There was just enough power to taxi the plane to about 20 mph, but not enough to get the plane to fly. Besides, Lester Sr. had a rope tied to the airplane which he held onto, running behind

Detail of the pilot's cockpit. Note the control stick. The object Detail of the Lark's undercarriage.

on the right side of the dashboard is the magneto, the white

knob on the left is the starter.

The original L. Garbrick Lark with the Roberts engine shortly after completion in the early 1930's. Lester Garbrick and the Lark in the late 1960's. His Piper Cub

and the hangar are in the background.

Garbrick's sons, Lester, Jr. and Dennis, and the mini-biplane, The Garbrick mini-biplane as it appeared in the hangar rafters early 1940's. Dennis' head is peeking out from the cockpit. in 1974.

VINTAGE AIRPLANE 13

his overgrown model airplane with its eight-year-old pilot. Against a stiff breeze, however, the biplane would sometimes lift off the ground for a few seconds.

After Lester Jr. grew out of the plane, his younger brother, Dennis, played with it. By the 1950s both brothers had outgrown the midget biplane and moved onto larger planes.

In 1942 Lester Garbrick moved his biplanes to the farm and built a hangar and an airstrip for them. In 1948 Garbrick added a 1946 Piper J-3 Cub to his collection.

In 1950, Lester Jr. soloed at the age of 17 and bought himself a 1946 Cub also. Other local aviators began to store their airplanes at the Garbrick's private airstrip and by the early 1950s the airstrip housed a small air force . In 1953 Garbrick bought an Army-surplus Taylorcraft L-2 observation plane to add to his fleet.

Dennis soloed at the age of 13 in 1956. Mrs. Garbrick was the only member of the family of four who wasn't a pilot.

Lester Jr. sold his Piper and moved to New York in the middle '50s. In 1957 he bought the remains of a cracked-up Waco UPF-7 biplane and returned to his father's farm with them. The two of them rebuilt the Waco and added it to the group.

The small airport was kept busy well into the '60s. However, FAA regulations began to catch up with the Garbricks. The Lark, by this time almost 40 years old and still with the original fabric, was grounded except for occasional circuits around the field.

Garbrick, although in his late 60s, was still active . He was a member of the Flying Farmers and the EAA and was well known to other aviators in the area. Before he died in 1971, he had begun construction of a glider and was helping his two sons build a scale model of a K-6 locomotive, a sixwheeled engine used by the Pennsylvania Railroad. His total flying hours are not known, but by 1960 he had flown over 1500 hours. After his death, his sons sold all the airplanes and closed the airstrip.

When asked why, Lester Jr. explained that the restrictions put out by the FAA had made it impossible to just fly around the field. The cost of upkeep had gotten too high and with the death of their father the brothers simply lost interest.

They're both married now and run their father's potato farm. The Garbrick Lark and the midget biplane share the hangar with the potatoes. the midget is suspended from the cross-beams to save space.

What will happen to them? Both brothers refuse to sell the planes, but 14 MARCH 1983

they mentioned that the EAA once approached them with the idea of restoring the planes and putting them in the museum at Oshkosh. The brothers haven't heard from them since. In the meantime, the two airplanes sit in the hangar and attract questions from curious people who come to buy potatoes. Usually one of the brothers will stop and tell them the story of their father and his planes back in the days ofthe barnstormers.

* * * * * Author's Note: In the summer ofI977, the Lark was sold by Garbrick's widow to "someone in New Jersey." In the early 1980s the Garbrick farm was sold and all his personal artifacts have disappeared.

With this story I hope to pick up the trail. Would anyone having any information on Lester Garbrick, the Lark, or its present whereabouts, please drop me a line?

"GOLDEN OLDIE" Capt. Keen Taylor (EAA 6650), P.O. Box 367, Seaford, Delaware 19973 and his Ryan ST photographed in 1948 at Bader Field, Atlantic City, New Jersey. The large round roofed building in the background is Convention Hall. Ryan ST NC62127 is in fact Ryan PT-20B CIN 324 SIN 40-2388, one of two sold surplus in 1945. The second PT-20 built on January 15, 1940, had been converted from a Kinner powered PT-20A to a Menasco C4S (125 hp) powered PT-20B.

Capt. Taylor reports that the Ryan was a little tricky on landing but once you learned to handle that part, it was a delightful flying airplane. After two years of enjoyable flying, he delivered the airplane to Miami, Florida and sold it with a "tear in his eye".

Front quarter view of Capt. Keen Taylor and his Ryan. The wheelpants show results of flying off the gravel runways at Atlantic City. Note turnover pylon in front windshield and external longerons under cockpits; typical of PT series. This particular Ryan is presently being rebuilt to flying condition in North Carolina. Keen's "Captain" title comes from serving many years as a shrimpboat captain.

A BUSINESS EXECUTIVE FLIES

A Laird Airplane Wings a Standard Oil Executive Over More Than Half a Million Square Miles of Territory

Editor's Note: This bold headline appears on a page in an early E. M. Laird Airplane Company catalog describing one of the first corporate uses ofan aircraft. The following is quoted directly from the catalog . . . G. R. C.

Typical of thousands of businessmen throughout the country is the Aviation Department Manager of the Standard Oil Company (Indiana).

642,904 square miles - that is the area of the ten mid-western states which are served and serviced by this company. Within this huge territory thousands of pilots have learned to expect Stanolind aviation fuels and lubricants wherever they drop to earth. The Aviation Department must make Stanolind available.

A new motor presents a knotty lubricating problem. The Aviation Department must come to the rescue.

The aeronautical laboratory of a university requires expert judgment or wants someone to address a group of students. They call on the manager of Standard Oil's Aviation Department.

And so this man leads a busy life. His duties involve long jumps from Chicago headquarters into the far corners of his large domain.

A Laird airplane provides the solution to his transportation problems. It cruises at three or four times the speed of express trains. It travels as the crow flies - its right of way does not wind in and out around rivers, valleys and cities, and its schedule is as flexible as the pilot's will.

The Laird airplane of the Standard Oil Co. was purchased not as a publicity stunt, not for advertising purposes, but purely as a most efficient means of transportation.

To quote the manager of the Aviation Department: "We have now operated our ship for more than two

years with over 300 hours in the air. It has become an important link in our organization. On a typical trip we leave in the morning for Evansville, Indiana, more than 250 miles distant. We arrive in 21/2 hours, make our stop, and return to Chicago the same day, with two or three

stops en route. Such trips are made twice or three times weekly, summer and winter.

"Our experience points to the airplane as a tremendously useful new tool of 'Big Business.' And we heartily endorse the Laird ship as thoroughly suited to the purposes of the flying business executive."

TO BUSINESS EXECUTIVES: The airplane is becoming an essen tial factor in the quickened tempo ofcommerce. The Standard Oil Company of Indiana were pioneers in adopting the airplane for the use ofexecutives. But they are not alone.

To YOUR company, ifyou are considering the purchase ofan airplane, our staffcan give material assistance. Call on us for definite figures on operation costs. Let us help you determine FACTUALLY whether an airplane is adaptable to your particular requirements.

This 1947 Boeing YL-15 Scout, N4770C, SIN 47-432 was photographed in Alaska by Ivan Lammers (EAA 138494), 1823 Buchaneer Place, Anchorage, AK 99501. It is currently registered to Norman E. Brunquist, P.O. Box 279, Spenard, AK. The YL-15 is powered with a Lycoming 0-290, 125hp; it carries 21 gallons of fuel. Wingspan is 40' and it can be equipped with wheels, floats or skis. It is not known when this aircraft last flew. The rudders are missing ... perhaps it is being restored?

VINTAGE AIRPLANE 15

AERO MERIDIAN

THE MASTER REBUILDERS

By Norm Petersen

EAA Editorial Assistant

Photos Courtesy ofAero Meridian

Nestled among the many large buildings in the Scottsdale Industrial Airpark at the Scottsdale, Arizona airport is the neat, well kept home of Aero Meridian Productions. This long, one story building, tastefully done in earth tone colors , houses the operation of a complete aircraft rebuilding company headed by Woodson K. Woods (EAA 76209, AIC 535), a most ardent aviation buff and entrepreneur.

Besides rebuilding aircraft, Aero Meridian Productions is involved in motion pictures and "still" photography utilizing the talents of Christopher Woods, son of Woodson K. Woods and likewise a commercial pilot. A stunning 1983 aircraft calendar called "Wings of Dreams and Flying Machines" featuring photos of the beautiful restoration done at Aero Meridian is available from them at Carefree Airport. P.O. Box 2222, Carefree, AZ 85377, for $6.95.

Glen Stiles, master woodworker whose title is Restoration Engineer, sights along a stringer of a new turtle deck being built for a Waco aCF-2.

AI Christopher prepares two elevators for covering with Stits process. Sharp-eyed readers will recognize them as Travel Air 0-4000. Workmanship is outstanding.

16 MARCH 1983

Perhaps the best known restoration completed by this talented group of people was the Curtiss JN4-D Jenny that was restored for display in the Owl's Head Museum in Maine. Glen Stiles, the master woodworker of the group, was heavily involved in this project as the majority of work in a Jenny involves wood. Besides using old parts for patterns, Glen had a full set of blueprints to work from in order to make each part exactly like the original. Looking into the future, he had presence of mind to make a duplicate of each wooden piece as he went along! One fine day, the a via tion world will see another Jenny take to the air in absolutely new condition. The old V-8 engine referred to as an OX-5 has been overhauled by none other than Charlie Klessig of "Standard" fame (from North Dakota to Arizona!). It is faithfully pickled and enjoying the dry Arizona air which is known worldwide for its inhibition of corrosion.

For airplanes of genuine antique flavor, it is hard to beat the old Waco biplanes and Aero Meridian is heavily involved in the restoration of these beautiful machines. Recently completed was a Waco UBF-2 done in a sparkling red and black paint job using gold trim. Right down to its four-piece windshields and close fitting wheelpants, this UBF has to be one of the prettiest antiques in the air. The quality of workmanship both inside and outside has to be seen to be believed. This editor was priviliged to examine a set of RNF wings that Glen Stiles was finishing for another rebuild. Glen's woodworking is a sight to behold. All glue joints are tight with their properly cut angles. Glen uses T88 epoxy on all wing parts except wing-tip bows. These are laminated with Hughes FPL epoxy glue which gives an extremely strong bow. All metal fittings are cadmium plated before final assembly which is completed with new AN hardware throughout.

Another section of Aero Meridian's plant is devoted to metalwork of all kinds. Much of the lost art of metal shaping has been brought back by these artisans in order to form the intricate compound curve parts that are a part of these old airplanes. Especially impressive was the work done in stainless steel when forming a new "dishpan" for the nose of a radial engine airplane. They are equally proficient in making aluminum cowlings and panels of all shapes. The installation of latches , locks and quick release fasteners of all kinds is expertly done which will make an owner happy for years to come!

All fabric covering is done at the extreme rear of the building. This department uses Stits coverings to gain strength, durability and neatness . Again the expert touch is evident. The seams are arrow straight. The tapes run in absolute straight lines and all edges are neatly finished without loose threads hanging out. With final finishes done in two-part Aerothane, the airplane takes on that famous "wet-look" that has become a trademark of Aero Meridian remanufactured aircraft.

Once the various parts of the airplane are completed, final assembly begins and the entire airplane begins to take shape. Again the "master's touch" comes into playas skilled craftsmen mate each part to the frame and dili

Completely rebuilt set of upper wings for a Waco aCF-2 receives a coating of varnish from AI Christopher, finishing expert. Note square opening in center section for fuel tank.

gently see to it that each fit is perfect. New instrument panels and trim are installed along with new controls and control wires. The wings, tail group, control surfaces, etc. are rigged for proper geometry. Details of all kinds are handled one by one, such as wing walks and "broom handles." Fuel systems are installed and checked.

Finally a big, round engine, be it a Warner, Continen

* * * * * * * * * * *

tal, Jacobs or Lycoming, is bolted to the nose and all connections are made to the airframe. With a shiny Curtiss-Reed propeller added, the "new" Waco is ready to take to the air again after months of rebuilding.

Aero Meridian is present ly finishing three Waco "F" models which will be followed by a big AGC-8 Cabin Waco. The sheer size of this latter machine should keep the Aero Meridian crew busy for quite a while. Waiting in the back hangar is a Bucker Jungmeister which is due for a total rebuild. And don't forget the possibility of another Jenny. In short, we expect to hear a great deal from Mr. Woods and his Aero Meridian Productions in the future.

* * * * * * * * * * * *

1982 Classic Judges - (L-R) Standing : Tim Bowers, Marvin Hoppenworth, George LeMay, Oliver Holmes, Jim Mankins, Terry Ladage, Peter Hawks, Kevin Stephenson, Butch Joyce. Sitting: Deb Hauser, George York, Dale Wolford , Norma Baldwin.

1982 Antique Judges - (L-R) Standing : Pete Covington, Bob Kesel, Gene Morris, Dale Gustafson, Don Coleman. Sitting: Ken Will iams, Fred Pritchard. Missing are Claude Gray, National Chairman of the Judging Committee, and Dick Martin.

VINTAGE AIRPLANE 17

MI~MIII~I'S~ I·Rf,.JI~(JTS

This section of The VINTAGE AIRPLANE is dedicated

to members and their aircraft projects . We welcome photos along with descriptions, and the projects can be either completed or underway. Send material to the editor at the address shown on page 3 of this issue.

Dear Gene: I have most of the old log books on our 1931 standard

110 Monocoupe NC10730, SIN 5W92, dating back to the test hop at Moline, Illinois on February 27, 1931.

All the flying on the Monocoupe was done in the central and eastern part of the United States until November of 1968. The airplane was based at Baton Rouge, Louisiana for awhile as well as Greensburg, Pennsylvania and various other places in that part of the country.

It was apparently used mostly for pleasure flying with some airshow work logged by owner Joseph F . Reedy in the Pennsylvania area in 1947.

The log books show at least three engine changes starting out with a 110 hp Warner in 1931. The engine now installed is a 125 hp Warner model 50 Scarab. SIN 1240A. The propeller is a Hamilton Standard, ground adjustable type.

Before being flown to the West Coast by Shirley Wardle of Santa Paula, California, the airplane was based at Delaware, Ohio and was owned by Arthur E. Ten Eyck. Sometime during the period that Mr. Ten Eyck owned the airplane, he acquired the NC number 273Y which is the original Mr. Mulligan NC number. In the meantime Bob Reichardt of Santa Paula, California spent several years building a beautiful replica of Mr. Mulligan and was anxious to obtain the original number for his airplane. My wife and I were in the process of restoring the Monocoupe at this time so we were glad to go back to the original NC10730 for our airplane.

The Monocoupe was moved from Santa Paula to Jerome, Idaho where we were able to purchase it and fly the ship back to Torrance, California where it is based at the present time.

Since our arrival in Torrance in November of 1972 we have had a major overhaul put on the engine - then in November of 1975 we decided the airplane was about due for a complete restoration. With my wife, Corene's, help we spent the next four and one half years on the project and we are very happy with the results.

The old Monocoupe is a lot of fun to fly and the engine, with 53:20 hours since major, has run great - no problems.

Sincerely, Max O. Green (EAA 109807, AIC 2549) 5647 Marialinda St. Torrance, CA 90503

(Photo by Bob Bass) Max and Corene Green's 1931 Monocoupe 110 at Torrance, CA in June, 1980. Aircraft was being rigged and the fairings around the fin and stabilizer were not yet installed. 18 MARCH 1983

Dear Gene: I'm happy to tell you that Waco UPF-7, N32134, SIN

5766, Data Plate No. 39643 has been restored and is flying again. it is powered with a 220 hp Continental with a Sensenich wood prop. I acquired the plane in July 1976 and the restoration occurred over a six-year peri~d. The Waco is covered with Stits 103 dacron and finished with acrylic lacquer (R-M), yellow with blue trim. The cowling is from a Cessna UC-78 and the wheel pants are fiberglass .

The permanent airworthiness certificate was received from Mr. Jess Larsen of the Minneapolis FAA GADO. After completing the restoration, B. J. "Tony" Blackstone (EAA 33749), Burns Flat, OK made the initial test hop, on 8/14/82 more than 25 years after the craft's last previous flight.

This UPF-7 was rolled out of the Waco plant at Troy, Ohio November 18, 1941, most likely in the standard blue and yellow scheme at the time. By late February of 1942, the aircraft was busily doing what it was designed to do: train new pilots in the Civilian Pilot Training Program. Ensuing years saw the aircraft on duty at Pittsburg, Kansas; Fort Collins and Denver, Colorado; and Alliance, Nebraska. Following World War Two, N32134 went to Greeley, Colorado then Eaton, then to Denver again where it was equipped with a Wright R-975 and served some 75 hours as a glider tug. In September 1954, conversion work was begun which resulted in the aircraft becoming an agricultural sprayer. Some 137 hours were accumulated in that category.

Attempts at restoration were begun in about 1961 by an owner in Dumas, Arkansas. Subsequent owners were at Dyersburg, Tennessee, Oakland and Fremont, California and finally via Reno and Orovado, Nevada to myself, owner number nineteen.

After six years, several thousand dollars and several thousand hours of very hard but very rewarding and enjoyable work, N32134 is beautiful, a delight to fly, a Waco UPF-7 that is a straightforward airplane that flies hands off .. .

Thanks for your interest! Richard L. "Dick" Steely (EAA 74766, AIC 1140) 8710 E. San Esteban Dr. Scottsdale, AZ 85258

This eight-year restoration project is nearing completion and should be flying by May of this year. It's a Travel Air 6000, NC452N, SIN 6B-2040 being restored by Doug Rounds (EAA 78381 , A /C 532 ), Rt. 1, Box 200-A, Zebulon, GA 30295. Doug is finishing the plane in the colors of Truman Wadlow's 1930 Ford Air Tour aircraft.

Bob Moore (EAA 113726, A /C 3808), 916 So. 12th St., Nederland, TX 77627 has restored 32 aircraft since 1967 including this Stearman, N72AA, SIN 75-5867. This one

was completed in 1977 for Willard Duke (EAA 110578) of New Orleans, LA.

It was in Bob's shop for 26 months and was made up from parts of three aircraft. It's covered with cotton and finished with 27 coats of butyrate dope with every other coat hand-rubbed. After the final coat had dried for six weeks, it was sanded with 600 grit paper using Lux dishwashing soap and water. Finally the finish was polished with rubbing compound, then waxed with mold release wax.

Since this picture was taken, Bob has painted the wheel pants in checkerboard to match the fin and rudder, and installed a cowling finished in like manner.

Willard Duke owns American Aviation, Inc. at New Orleans' Lakefront Airport and undoubtedly this flashy biplane is based there.

By George Hardie MYSTERY PLANE Here's another "mystery" from the

collection of George Goodhead of Tulsa, Oklahoma. The airplane is evidently a "one-off' cabin job of the preWorld War II period. Maybe some of our readers can come forward with more complete information. Answers will be published in the Mystery Plane column in the May 1983 issue of The VINTAGE AIRPLANE.

The "Silver Star" Mystery Plane shown in the January 1983 issue was a product of the Stinson Airplane Co. John Underwood in his excellent book, The Stinsons, writes, "Built mainly as an exercise in all-metal techniques, it flew briefly in 1934-35. Power, 400 hp Wright Whirlwind." The real mystery is the significance of the name "Silver Star." M. H. Eisenmann, who submitted the photo, writes, "The photo was

Dear Gene:taken in front ofthe Luscombe hangar The January '83 "Mystery Plane" isat Mercer Airport in 1937 . .. a tran

the Stinson Model M with a Wrightsient in for repair, builder unknown, engine. On 9/3/34 it carried registramaybe Stinson." tion number NR12123 when I photoBy press time the following readers graphed it during· the 1934 Nationalcorrectly identified the all-metal StinAir Races at Cleveland, Ohio. son: Emil Strasser, Hawthorne, CA;

It would be interesting to know ifTed Businger, Willow Springs, MO; Jack Northrop had any part in theDick Gleason, Austin, MN; Mike Rezdesign of this airplane, or if he didn't,ich, Chicago, IL; Doug Rounds, Zebuwhat he might have said if he everlon, GA; George Tinker, Bangor, ME; knew of it. Don Fyock, Johnstown, PA.

Sincerely,Emil Strasser's letter was the first Emil Strasserto arrive: (EAA 1069, A/C 3289)

VINTAGE AIRPLANE 19

(Ed Phillips photo via Beech Aircraft) Photo No.1 - Hawks' Model "R," SIN R-2004, NR1313 in original delivery configuration with elevated fuselage spine, July 5,1930.

Dear Gene: I just received my issue of The VINTAGE AIRPLANE

for January 1983 and want to commend you for another fine issue, and to thank you for publishing the Travel Air Ford Tour article.

I saw the Model "R" photo on the back cover and read the question concerning the hump of the fuselage spine. I'd like to answer that question now ror the benefit of our readers. During my research for the book on Travel Air, much time was spent digging up facts on the Hawks Mystery Ship.

When originally delivered to Hawks on July 5, 1930, the fuselage spine was modified from the earlier three Model "Rs". This was necessary as Hawks desired to have the sliding overhead cockpit enclosure installed on R-2004.

In the original delivery configuration shown in photo 1, notice that immediately aft of the sliding cover the fuselage spine mates very nicely with the enclosure itself, permitting a low drag surface joint and probably making the cockpit a little bit more draft-free.

From the joint area the spine then rose to a curving peak and gradually tapered off in form to the empennage. After accepting the ship and putting a few test flights on NR1313, high oil temperature problems with the 300 hp Wright J-6-9 radial caused Hawks much concern, and Travel Air too. On July 11 , Hawks was up flying the ship when the engine failed and the attempted forced landing at Travel Air Field resulted in a crash with Hawks knocked unconscious, but not seriously hurt.

The airplane received damage to the landing gear, cowling and propeller, with minor airframe damage to the fuselage . During rebuild at the factory over the next two weeks, the fuselage spine was reshaped to the configuration shown in photo 2, with the lower profile of the spine quite noticeable. Also, the cockpit enclosure no longer had the nice fit to the fuselage spine as in the original configuration. However, in the rush to get the airplane rebuilt for Hawks, this change was made.

I hope this bit of data will help explain the long-standing question of the "hump" in Frank Hawks' Model "R". It might be interesting for our readers to learn that a 465 hp Wright with special modifications was installed during this rebuild period. The new paint scheme shows up in photo 2. Hawks flew NR1313 to Pittsburgh, Pennsylvania on July 23, 1930 to have a special propeller installed.

Keep up the great job on The VINTAGE AIRPLANE, and I would be most happy to correspond with other members or readers interested in any facet of the great Travel Air Company.

Sincerely, Ed Phillips (EAA 124038, AIC 7505) 1125 S. 160th E. Wichita, KS 67230

20 MARCH 1983

(Ed Phillips photo via Beech Aircraft) Photo No.2- Texaco Model "R," SIN R-2004, NR1313,July, 1930.

Dear Mr. Chase: I am writing regarding the 1930 Cunningham-Hall

PT-6 pictured on page 8 of the January 1983 issue of The VINTAGE AIRPLANE Magazine. This could be the same Cunningham-Hall in which I took my flight test to qualify for my 0 to 495 horsepower rating. The aero-inspector was Paul N. Flannery. The date was August 27, 1941 and the flight test was flown out of Hillsboro, Oregon. The a irplane was number NC692W, powered by a Wright J6-9-330 horsepower. Several weeks thereafter I barnstormed with this airplane in western Oregon.

The owner of this Cunningham-Hall was Harry MacFarlane. He had just restored this airplane at the Eugene Vocational School in Eugene, Oregon where he was an instructor in the Aviation Department. Harry was also a pilot. Since he had an artifical limb, the old C.A.A. would not certify him past a private license. A short time after Pearl Harbor, Wien Airlines in Alaska offered to "pull strings" in Washington to get him a commercial license if he would fly the airplane to Alaska and work for them.

Harry MacFarlane is now retired and lives in southern Oregon. If you would care to write to him to see whether the Cunningham-Hall on skis might be the same Cunningham-Hall NC692W, his address is: P .O. Box 386, Grants Pass, OR 97526.

I, too, shall write to him to see if he can throw some light on the mystery.

Sincerely, Jerry Coigny (EAA 115709, NC 3459) 46360 Todd Eymann Rd. Miramonte, CA 93641

1930 Cunningham-Hall PT-6 cabin biplane on skis.

Dear Sir: How many people can claim they own an airplane that

was manufactured the same day they were born? My son, Richard J . Beeler of Ft. Collins, Colorado is

one of the people who can make this claim. He was looking for an airplane to own in order to have

something to fly while he was working on another aircraft project. He didn't have any particular make or model in mind and after looking at several , he decided on an Aeronca Chief which was located in Iowa.

After the usual checking oflog books, other paperwork, running the engine, kicking tires and everything else that happens when you purchase a used airplane, it was while he was checking the identification plate that everything came to light. The idenitification plate shows Aeronca 11AC Serial No. 227 . Date of manufacture 7-19-46.

Since July 19, 1946 is his birthdate, you can draw your own conflusion as to the care that this Aeronca suddenly started getting.

Yours truly , R. G. Beeler (EAA 10668, AIC 5561 ) 101 2nd Street, East Hampton, SC 29924

Dear Sir: I am presently gathering information with a view to

writing a book on one of the unsung series of aircraft of WWII, namely the L-2, L-3 and L-4, known as the "Grasshoppers."

To further my research I would very much like to contact anyone who operated these aircraft.

We have in this country a number of L-4 Cubs that have been restored to their former military markings; the numbers are as follows:

43 29601 , 43 30540, 43 1145, 44 80752, 44 80133 4480594,4479865, 454537 , 4329417 , and 42 36414. Should any reader recognize any of the above numbers,

I would be most pleased to hear from them. Yours faithfully, Bob Lomas Bacons Cottage, Dragons Green, Coolham, Horsham, Sussex, RH13 7JF ENGLAND

CALENDAR OF EVENTS We would like to list your aviation event in our calendar. Please send information to the Editor, The VINTAGE AIRPLANE, P.O. Box 229, Hales Corners, WI 53130. Information must be received at least two months in advance of the issue in which it will appear.

MARCH 13-19 -LAKELAND. FLORIDA - 9th Annual Sun 'n Fun EAA Fly-In. Plans and site improvements being made to make '83 an even greater success than 1982. Contact Sun 'n Fun Fly·ln, Box 2246. Lakeland. FL 33803 or Ann McKee, 8131688-8214 or 668-6280.

APRIL 15-17 - KILL DEVIL HILLS, NORTH CAROLINA - Wilbur Wright Birthday Fly-In at Wright Brothers Memorial and First Flight Airstrip. Sponsored by First Flight Society, National Park Service and EAA Chapter 339. Camping nearby, bring own tie downs. Dinner and awards presentation Saturday night. Contact Outer Banks Chamber of Commerce at 91912612626.

APRIL 29 - MAY 1 - ROANOKE RAPIDS, NORTH CAROLINA - EAA AntiquelClassic Chapter 3 Fly-In. Antiques, Classics and Homebuilts welcome. Contact Geneva McKiernan, 5301 Finsbury Place, Charlotte, NC 27211.

APRIL 30 - MAY 1 - BOLIVAR, TENNESSEE - EAA Chapter 763 Annual Spring Fly-In and Air Show. Contact Billy Whitehurst , Hardeman County Airport, Bolivar, TN 38008. 901 1658-6282.

MAY 1 - ROCKFORD, ILLINOIS - EAA Chapter 22 Annual Fly-In Breakfast. Eastern Aviation , Greater Rockford Airport. 7 a.m. 'til noon. For information call 8151332-4708.

MAY 7 - FRANKLIN, WISCONSIN - Midwest Aero Historians Spring Meeting. EAA Aviation Museum, 11311 W. Forest Home Ave. Registration at 8:30 a.m., program at 1 :00 p.m. Clete Ahler, Crew chief on Convair B-36, Reuben Kaiser, B-24 pilot in the 15th Air Force in Italy, and John Kmet, Wisconsin Squadron, Confederate Air Force. Contact Ken Borkowitz, 707 W. Maplewood Ct. , Milwaukee, WI 53221 . 414/482-0696.

MAY 13-15 - HAYWARD, CALIFORNIA - Hayward to Las Vegas Proficiency Air Race. Private Pilots License required . Awards and trophies, cash prize. Kits $3.00 from Hayward Air Race Committee, 20301 Skywest Drive, Hayward, CA 94541 . For information call Lou Chianese at 4151581-2345, ext. 5285.

MAY 20-22 - COLUMBIA, CALIFORNIA - Seventh Annual Luscombe Fly-In. For information contact Continental Luscombe Assn ., 5736 Esmar Road , Ceres, CA 95307. 209/537-9934 .

MAY 27-29 - ATCHISON, KANSAS - Greater Kansas City Area Chapter, Antique Airplane Association Annual Fly-In at Amelia Earhart Airport. Early arrivals will be served supper Friday evening with awards banquet on Saturday night. Dormitory accommodations are available and camping is allowed. 80 and 100 octane gas is available. Contact Bill Hare, 6207 Riggs, Mission, KS 66202 or George HeHlinger, 3510 North 99th Street, Kansas City, KS 66109.

MAY 28-30 - WATSONVILLE, CALIFORNIA - Watsonville Antique Airshow sponsored by the Northern California Chapter of the Antique Airplane Association and the Watsonville Chamber of Commerce. Contact Richard Borg, 6515 San Ignacio Ave. , San Jose, CA 95128.4081226-3603.

JUNE 3-5 - MERCED, CALIFORNIA - 26th Annual Merced West Coast Antique Fly-In at Merced Municipal Airport. For information contact Dee Humann, Registration Chairman, Merced West Coast Antique Fly-In, P.O. Box 2312, Merced. CA 95344.2091358-3487.

JUNE 5 - DE KALB, ILLINOIS - EAA Chapter 241 Annual Fly-In, Drive-In Breakfast 7 a.m. ·til noon at DeKalb Municipal Airport . Contact Marlin Crown, 159 Thomas Street, Sycamore, IL 60178. 8151895-6856.

JUNE 5 - ARLINGTON, TEXAS - Benefit Air Show sponsored by EAA Chapter 34 to raise funds for World Aerobatic Commpetition. At Arlington Municipal Airport. 2 miles south of 120 on S. Collins. From 2:00 to 4:00 p.m.

JUNE 10-12 - DENTON , TEXAS - Texas Chapter Antique Airplane Association Fly-In . For information contact Bob Landrum, Rt. 4, Box 14Q. Roanoke. TX 76262, 8171430-3387 (after 6 p.m.) or Jack Winthrop, Rt. 1. Box 111 . Allen , TX 75002. 2141727-5649.

JUNE 10-12 - MIDDLETOWN, OHIO - Aeronca Fly-In. including tours of the Aeronca factory and U.S.A.F. Museum. Banquet on Saturday night with speaker and aircraft judging awards. For more information contact Jim Thompson, Box 102, Roberts, IL 60962, 2171395-2522.

JUNE 12 - REDDING, CALIFORNIA - 10th Annual Fly-In breakfst and air show at Muni Airport . Trophies, door prizes. 916/222-5225 .

JUNE 18 - TOMS RIVER. NEW JERSEY -7th Annual Antique & Homebuilt Fly-In at R. J. Miller Airport. Berekely Twsp. Trophies. flour bombing contest, plane rides , refreshments . Admission free . Rain date June 19. Contact Tom or Vivian Tedrow. Box 451 Three Brooks Rd., Freehold, NJ 07728. Phone 2011780-0765.

JUNE 21 - JULY 11 - HOBBS. NEW MEXICO - 18th World Soaring Championships. For information contact Soaring Society of America, Box 66071 , Los Angeles, CA 90066. 2131390-4447.

JUNE 24-26 - HAMILTON, OHIO - 24th Annual National Waco Reunion Fly-In. Sponsored by the National Waco Club. For information contact Ray Brandly, 700 Hill Avenue, Hamilton, OH 45015.

JUNE 24-26 - PAULS VALLEY, OKLAHOMA - Pauls Valley. Oklahoma Fly-In sponsored by Greater Oklahoma City Chapter AAA. Contact Bob Akin , Flying A Ranch, Route 1, Box 133-0, Washington. OK 73093. 4051 288-6161 .

JUNE 25-26 - ORANGE, MASSACHUSETIS - 7th Annual New England Regional Fly-In Sponsored by EAA Chapter 726. Restricted parking , aviation flea market, commercial exhibitors, seminars, overnight camping , food and fuel available. Contact Paul Dexter, 15 Sunset Dr .. Orange. MA 01364. Tel. 6171544-6412, evenings only.

JULY 2-4 - BLAKESBURG, IOWA - Second Annual Aeronca Fly-In at Antique Airfield . Aircraft judging, awards, forums and meetings of several type clubs. For further information contact Aeronca Club, 1432 28th Ct. . Kenosha, WI 53140. 4141522-9014 or Antique Airplane Association. Rt. 2. Box 172, Ottumwa, IA 52501 . 5151938-2773.

JULY 16-17 - HOLLISTER, CALIFORNIA - The Friendly Fly-In sponsored by EAA Chapter 62. Contact Edward Shaules. 3910 Paladin Drive. San Jose, CA 95124. 4081264-5714.

JULY 16-17 - NIAGARA FALLS, NEW YORK. 2nd Annual Fly-In and International Airshow. Classics, warbirds and fly-bys . Two full days of aviation. Contact Joseph Koch, 188 Schoelles Road, No. Tonawanda, NY 14120. 7161689-9392.

JULY 29-31 - COFFEYVILLE. KANSAS - 6th Annual Funk Fly-In. Antiques. classics, homebuilts invited. Contests, trophies, dinner. Contact Ray Pahls, 454 Summitlawn, Wichita, KS 67209.3161943-6920.

JULY 30 - AUGUST 6 - OSHKOSH, WISCONSIN - 31st Annual Fly-In Convention. Start making your plans now to attend the World 's Greatest Aviation Event. Contact EAA, P.O. Box 229, Hales Corners, WI 53130.

AUGUST 21 - WEEDSPORT, NEW YORK - Antique, Classic and Homebuilt Fly-In sponsored by EAA Chapter 486 at Whitfords Airport. Pancake breakfast and air show. Contact Herb Livingston, 1257 Gallagher Rd. - B, Baldwinsville, NY 13027.

OCTOBER 14-16 - CAMDEN , SOUTH CAROLINA - EAA AntiquelClassic Chapter 3 Fly-In. Antiques, Classics and Homebuilts welcome. Contact Geneva McKiernan, 5301 Finsbury Place, Charlotte. NC 27211 .

VINTAGE AIRPLANE 21

~~LIV~ tRe

(3()L()~~ ~~A 01 AVIATI()~

J.cket - unlined tan poplin with gold and white braid trim. Knit waist and cuffs, zipper front and slash pockets. Antique/ Classic logo patch on chest. Sizes - XS through XL ........... $28.95 ppd

C.p - pale gold mesh with contrasting blue bill , trimmed with gold braid . Antique/ Classic logo patch on crown of cap. Sizes - M and t (adjustable rear band) .... $ 6.25 ppd

Antlque/C.....c P.tches Large - 4Vi ' across . . . . . . . .. $ 1.75 ppd Small - 3%" across. . . ... $ 1.75 ppd

Antlque/Cl....c Dec.ls -4" across (shown left) . . . . . . .. $ .75 ppd

Av.lI.ble Back IHue. of The VINTAGE AIRPLANE 1973 March through December 1974 All are available 1975 All are available 1976 February through April , August through December 1977 January through June, August through December 1978 January through March, August , October through December 1979 All are available 1980 January, March through July, September through December 1981 - All are available 1982 - February, May through December 1983 - January, February Per Issue ................ . ............ . ... . .... .. .... . .... . .. . $1 .25 ppd Lindbergh Commemorative Issue (July 1977) ..... .. .. . ... . .... $ 1.50 ppd

Send check to : EM Antique/CI••aIe Division, Inc.

P.O. Box 229, Hale. Comers, WI 53130 Allow 4-6 Weeks for Delivery

Wisconsin Residents Include 5% Sales Tax

Antal Banhidi's touringplane "Gerle 13" (1933).

50th ANNIVERSARY OFTHE GERLE 13 FLIGHT

Varga Bela (EAA 164715), Budapest VIII, Levai Oszkav 38, 1084 Hungary sent the accompanying t~o pictures. The nice artist's rendition of the Armstroll:g Slddeley Genet Major (100 hpj powered Gerle 13. blp~ane depicts it flying over Egypt during its 7,661 mIle flIght around the Mediterranean Sea. This flight was made from February 19 to March 24, 1933 by two Hungarian p.ilots, Antal Banhidi and Capt. Bisets. The aircraft was bUllt by pupils of the Polytechnic School at Budapest. 22 MARCH 1983

Varga Bela admires a 1958 Polish neo-classic PZL-1 01 A Gawron (Rook). This aircraft was developed from the Yak-12M and carries Hungarian registration HA-SBN. Wing span is 41 ft., 4'/2 in. on this general utility aircraft which can be adapted for passenger, freight, or agricultural duties.

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~

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• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat Slings • Recover envelopes and dopes

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FLYING AND GLIDER MANUALS

1929, 1930, 1931 1932, 1933

2.50 ea. SEND CHECK OR MONEY ORDER TO:

EAA Aviation Foundation, Inc.

Box 469 Hales Corners, WI 53130

Allow 4-6 Weeks For Delivery

Wisconsin Residen ts Include 5% Sales Tax

CLASSIFIED ADS Regular type, 45c per word; Bold Face, 50c per word; ALL CAPS, 55c per word. Rate covers one insertion, one issue; minimum charge, $7.00. Classified ads payable in advance, cash with order . Send ad with payment to Advertising Department, The VINTAGE AIRPLANE, P.O. Box 229, Hales Comers, WI 53130 .

ACRO SPORT - Single place biplane capable of unlimited 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. P lans plus 88 page Builder's Manual - $60.00. Info Pack - $4.00. Super Aero 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. Complete with isometric drawings, photos, exploded views . Plans - $85.00. Info Pack - $4 .00. Send check or 1110ney order to: ACRO SPORT, INC., P.O . Box 462 Hales Corners, WI 53130.414/425-4860.

POBER PIXIE - VW powered parasol - unlimited in low. cost pleasu re flying . Big, roomy cockpit for the over six foot pilot . VW power insures hard to beat 3Y2 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. BOOMEFlANGS. Sporting, mildly eccentric, good exercise. J ust plain fun. Price list from Ben Ruhe, Box 7324-(V Al, Washington, DC 20044.

MEMBERSHIP INFORMATION • Membership in the Experimental Aircraft Association, Inc. is $25.00 for one year, $48.00 for 2 years

and $69.00 for 3 years. All include 12 issues of Sport Aviation per year. Junior Membership (under 19fAA years of age) is available at $15.00 annually. Family Membership is availab le for an additional $10.00 annually.

• EAA Member - $18.00. Includes one year membership in EAA Antique-Classic Division, 12 monthly issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number.

ANTIQUf• Non-EAA Member - $28.00. Includes one year membership in the EAA Antique-Classic Division , 12CLASSIC monthly issues of The Vintage Ai rplane , one year membership in the EAA and separate membership

cards . Sport Aviation not included.lAC • Membership in the International Aerobatic Club . Inc. is $20.00 annually which includes 12 issues of Sport Aerobatics. All lAC members are required to be members of EAA

• Membership in the Warbirds of America, Inc. is $20.00 per year, which includes a subscription toWARBIRDS Warbirds Newsletter. Warbird members are required to be members of EAA • Membership in the EAA Ultralight Assn. is $25.00 per year which includes the Ultralight publication

UL TRALIGHT ($15.D!l additiona/lor Sport Aviation magazine) . For current EAA members only, $15.00, which includes UltralIght publIcatIon . e FOREIGN MEMBERSHIPS: Please submit your remittance with a check or draft drawn on a United States

bank payable in United States dollars or an international postal money order similarly drawn .

MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED.

ADDRESS ALL LETTERS TO EAA OR THE PARTICULAR DIVISION AT THE FOLLOWING ADDRESS:

P.O. BOX 229 - HALES CORNERS, WI 53130 - PHONE (414) 425-4860

OFFICE HOURS: 8:30 - 5:00 MONDAY-FRIDAY

VINTAGE AIRPLANE 23