VA-Vol-1-No-8-July-1973

By E E Buck Hilbert President EAA AntiqueClassic Division

No one knows better than your Division President what a great bunch we have in EAA No matter if Im in Hartford Las Vegas Portland or Atlanta these EAAers are Good Guys Ive called and talked with them all over the country I find them responsive interesting and interested in our organization I feel the Antique and Classic Division members are a special interest group Some of them are members of the lAC and the Warbirds too but there isnt one of them who doesnt have a soft spot for the airplane they admired as a kid or even more so the ship they soloed in and that makes for a special and nostalgic interest

And they believe in the Division I hear from them all the time and they come from all walks of life gas boys crane operators medics architects cops mechanics designers factory workers and even airline pilots The greatest group of guys I could ever hope to know I love everyone of them and there isnt one of them who wouldnt jump all the way across Lake Winshynebago if he thought he could help EAA and the Division Im real proud of them all and toshygether we are building the Di visi on into something all EAAers wi II have every right to be proud of

A FORD WAS A FORD AND WILL BE A FORD AGAIN

There is a project coming up that our Division should be very interested in June 16 1973 there was this big wind that blew in from somewhere and it just made an awful mess out of a whole bunch of airplanes at Burlington Wisconsin Among them was a Ford Tri-Motor Well the insurance company and a couple of very interested and dedicated EAAers came to an agreement and EAA now has the remains of this big old monster

Shortly there will be a lotta talk about Saving the Ford and with the help of the memshybers contributions of time labor and above all money we will have this big guy flying again Cant you just see this great big beautiful corrugated wing wagon in EAA colors Think of it A Ford Tri-Motor EAAs FORD TRI-MOTOR What say we get the jump on everybody and start this thing rollin Send us some bucks and send us any leads you may have on parts for restoration If anybody can do it our Division can Lets be the main instigators on this proshyject Lets hear some opinions on this one

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VOLUME 1 - NUMBER 8 JULY 1973

TABLE OF CONTENTS From The Publ isher Paul Poberezny 4 Rearwin Review Bill Hodges 5 He s Back Buck Hilbert 9 What Ever Happened To The Tunison Scout J ack Cox 11 1973 Waco Fly-ln R ay Brandly 13 Around The Antique-Classic Wo rld 16 Cal end ar of Events 18

HOW TO JOIN THE ANTIQUE-CLASSIC DIVISION Membership in the EAA Antique-Classic Diision is open to all EAA members who have a special

interest in the older aircraft that are a proud part of our aviation heritage Membership in the AntiqueshyClassic Division is $1000 per year which entitles one to 12 issues of The Vintage Airplane published monthly at EAA Headquarters Each member will a lso receive a special Antique-Classic membership card plus one additional card for ones spouse or other designated family member

Membership in EAA is $1500 per year which includes 12 issues of SPORT AVIATION All memshy~ership correspondence should be addressed to EAA Box 229 Hales Corners Wisconsin 53130

EDITORIAL STAFF Publisher shy Paul H Poberezny Assistant Editor shy Gene Chase

ON THE COVER Lusco mbe Ph antom -now In the EAA Museum

Pho to b y Dick Stouffer

Ed itor shy Jack Cox Assistant Ed itor - Golda Cox

BACK COVER Wil L Waterm an s T-Craft Photo b y Dick Stouffer

ANTIQUE AND CLASSIC DIVISION OFFICERS

PRESIDENT shyE E HILBERT 8102 LEECH RD UNION ILLINOIS 60180

SECRETARY RICHARD WAGNER BOX 181 LYONS WIS 53148

VICE PRESIDENT J R NIELANDER JR P O BOX 2464 FT LAUDERDALE FLA 33303

TREASURER NICK REZICH 4213 CENTERVILLE RD ROCKFORD ILL 61102

DIVISION EXECUTIVE SECRETARY DOROTHY CHASE EAA HEADQUARTERS

Postmaster Send Form 3579 to Antique Classic Aircraft Inc Box 229 Hales Corners Wisconsin 53130

Copyright copy 1973 Antique Classic Airc(aft Inc All Rights Reserved

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From The Publisher Paul H Poberezny

The Antique-Classic Division of the Experimental Airshycraft Association has the potential of being one of the largest activities within the sport aviation movement It brings together those with specific interests in aviation of the older and the classic airplane

The forming of Divisions within EAA was for a difshyferent purpose than one might think No it is not to exshypand and gobble up the good work of other fine organizashytions It is to offer to those within our own International organization the opportunity to seek others with similar interests - the opportunity to participate and to help me guide the many aspects of sport aviation in a continued successful manner It is to put out an additional separate publication through its own funding to elect its own ofshyficers and directors to help augment our International officers in carrying out their work and responsibilities to help at the annual convention in preparing its forums judging for awards greeting and parking aircraft

We have expanded the team offering the opportunity to more people to become involved - delegated the reshysponsibility With more and knowledgeable leaders the possibility of our movement failing lessens True the work load at Headquarters in some areas is greater howshyever the advantage outweighs this and I hope always will

The FAA looks to us for greater leadership in all areas whether it be antiques classics homebuilts or warbirds Our desires to work with each other to maintain and restore our aircraft with the highest degree of skill is well known throughout the FAA This respect will alshyways lessen the need for additional regulation

All of us together have developed a great family - a real fun and good fellowship group We are giving purshypose to our endeavors and our machines Though we may at times attempt to rationalize why we own and operate our birds would we not have to do the same with a horse golf clubs or a snowmobile in summer

I am very pleased with the growth and enthusiasm of our EAA members and Divisions Our renewal rate for 1972 was approximately 88 and for 1973 could be a bit higher I hope this speaks well for the work of our staff our Divisions and the officers and directors We will continue to do our very best

REARWIN REVIEW By Bill Hodges

Assistant Director EAA Air Museum

Often over shadowed and oft-times ignored by aviation historians the Rearwin series of aircraft has been sadly neglected for they were actually quality airplanes with good performance Built in small numbers when comshypared to such contemporary aircraft as the Taylorcrafts Aeroncas and Pipers the higher horsepower Rearwins could just never seem to make the grade against the lower horsepower lower priced competition However as a reshysult of the antique movement the Rearwin has become a desirable airplane Probably the best known of the Rearshywins the 6000M Speedster was one of the least proshyduced Popularized in model form only eleven were built

At the age of 50 in June 1928 Rae A Rearwin a successful lumberman of Salina Kansas entered the field of aviation Inspired as so many others by Lindberghs famous Atlantic crossing he felt that as an experienced businessman he could succeed where so many others had tried and failed

The first aircraft produced by the new company was the Model 2000C Ken Royce which was first flown in February 1929 Named after Rearwins two sons Kenneth and Royce the high performance plane was low on sales X-44E CIN 101 received its ATC September 18 1929 In spite of placing first in the Class C Miami-Cleveland Air Derby of the 1929 National Air Races and first in the 1929 Petroleum Convention Air Races in Tulsa Oklashyhoma and first in the Colorado Springs-Pikes Peak Air Race of 1930 only 3 were built A sister ship the 2000CO was produced and received its ATC April 16 1930 Again placing first in the 650 cu in Sportsman pishylots event at the 1930 National Air Races in Chicago the performance didnt payoff and only two are known to have been built Meanwhile back at the ranch Rearshywin had moved the factory from Salina to Kansas City Kansas Fairfax Field in March 1929 where it would stay the rest of its life The 2000CO prototype was NC400V CIN 104 None of the 2000 series are known to exist

Determined to succeed in aviation Rearwincame out with an ultra-light design known as the 3000 Junior The prototype X507Y CIN 201 was first flown in March 1931 and received its ATC on July 9 1931 The Junior did prove more popular than the Ken Royce though only 16 were built and 3 of those were converted to other models The Rearwin Flying School which had been esshytablished after the move to Fairfax Field used all models of the Junior extensively in their training program Next in line was the one a nd only Model 3001 Junior X508Y CIN 202 This ship was converted to the protoshytype 4000 Junior NC508Y CIN 202A however and was ATCed on March 25 1932 Eight of the 4000s were built including conversions Next along was the 3100 Junior with only two being built including one conshyversion The prototype was NC12513 CIN 219 ATC apshyproval was made on May 6 1932 The depression was in full swing though and sales dropped off A total of 23 Juniors of all models were built and one is known to exist Both Kenneth and Royce learned to fly in Juniors

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(Pho to EAA Archives)

William L Nyiri s 1935 Rearwin 9000L N15801 CN 437

(Photo by Dick Stouffer)

Marion McClures 1932 Rearwin 3000 N11092 C N 218 Aircraft now owned by Oscar Cooke who purchased first Junior built Registration number changed to N507Y

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(Photo EAA Archives)

Daniel Stevens 1939 Rearwin 9000KR N25432 CN 653 at the 1965 EAA International Convention

(Photo by Bill Hodg es)

1941 Rearwin 180F N34742 CN 1552 at Lakeland Florida in 1970

(Photo by Bill Hodges)

Len Fredericks 1938 Rearwin 6000M N20741 CN 311 at Grand Prairie Texas in 1964

(Ph()to by Bill Hodges)

Jerry Mays 1936 Rearwin 8500 N16473 CN 502 at Ottumwa Iowa in 1968

(Photo by Jack Scholler)

William J Hills 1939 Rearwin 8500 Deluxe N20746 CN 637D at the 1970 EAA International Convention

REARWIN CLOUDSTER

A two to three-place private owner plane with a choice of Ken Royce engines from 90 to 120 hp

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Lloyd Rupe s 1936 Rearwin 8500 N15863 CI N 462 at the 1965 EAA International Convention

during this period at the Rearwin Flying School Still undaunted Rearwin brought out or I should say

tried to bring out the 6000 Speedster in 1934 Due to problems in spin testing it was mid-1937 before this racy looking airplane was certified The original prototype was X12588 CN 301 and featured a Sportster-type fin and rudder A second prototype was constructed using parts of the original this was NX15865 CN 302 After much modification and many test flights the ATC was finally awarded Eleven Speedsters were built and four are known to exist


Ken Duncan s 1936 Rearwin 7000 N15856 CI N 457 at Tulsa Oklahoma in 1970

In 1935 both Kenneth and Royce were made partners in the Rearwin Airplanes Inc and the Sportster was introduced By far the best seller of the Rearwins the Sportsters came in several series basically the 7000 8500 and 9000 The prototype is NC14443 CN 401 and its progeny numbered approximately 250 Production ran all the way to 1941 Additionally twelve were built under license in Sweden as the Gotaverken GY-38 In the midshythirties Rearwin captured 65 of the export sales of American aircraft Thirty-six still are known

December of 1937 saw the acquisition of the LeBlond Aircraft Engine Corporation which brought about two name changes The organization now became the Rearshywin Aircraft and Engine Corporation and LeBlond enshygines became KenRoyce again named for Rearwins sons

In 1938-39 development work was begun on the Modshyel 80908125 series called the Cloudster Prototype was NX20742 which first fl ew in April 1939 and the type certificate was issued on October 17 1939 The Model 8135 evolved and was ATCed on February 271940 This prototype is NC 25451 CN 809 The 8135T prototype was CN 877 and was certified June 13 1941 About 125 Cloudsters of all models were built including some 45 of the Ts

Also in 1939 development began on a new series of light planes called the Skyranger This was the 1651 190F models powered with the new 4 cylinder opposed engines Eighty-two Skyrangers were built with the proshytotype NC25548 CN1501 flying in April of 1940 Some 35 pre-World War II Skyrangers are still existant

Shortly after World War II began production was dropped and Rearwin began building the Waco CG-3A and CG-4A troop gliders

In 1942 Rearwin now 64 sold out to Commonwealth Aircraft Inc a group of Eastern investors After World War II all operations were moved to Long Island New York and thus ended an era

Some 275 updated Skyrangers were built in New York The prototype was NC33380 CN 1601

Rae Rearwin a captain of industry and aviation pioneer died November 16 1969 at the age of 91

American Flyers of Ardmore Oklahoma still has on hand a good supply of Ken Royce engine parts Contact Claude Dortch but be sure you have the proper part

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exgt number No part number no part Western Flying Twenty-five 8135Ts were sent to Iran 3 were used Aircraft Yearbook

by Pan American Airways and 4 went to Parks Air Colshy U S Civil Aircraft lege Others using the T were Missouri Institute of Aeroshy Vintage and Veteran Aircraft Guide nautics Inc American Flyers Spartan School of Aeroshy Aviation nautics and the Civil Aeronautics Administration (Editors Note The Rearwihs pictured on the top of Bibliography page 3 are (left) Ken Williams 1940 Rearwin 9000KR

Aero Digest Deluxe N25570 CIN 659D and George Williams 1939 Sport Aviation Rearwin 8135 N25451 CIN 809 Georges plane is the American Airman prototype 8135)

REARWIN SPECIFICATION SHEET

EMPTY GROSS PRICE CRUI SE MAXIMUM LANDING RATE

~ -JDEL ENGINE H P SPAN LENGTH HE I GHT WE IGHT WE I GHT FUEL F A F SPEED SPEED SPEED CEILING OF CLI Me ~

232 2000C Curt i ss R-600 170 35 25 9 II 1495 2380 55 gals $6 75000 115 rrjlh 138 rrjlh 35 mph 22 600 ft 1000 fpm 500 mi

314 2000CO Cont A- 70 165 35 25 9 1 111 1447 2359 55 gals $650000 112 mph 135 mph 35 mph 21000 ft 950 fpm 500 mi

434 3000 Szekely SR-3- 0 45 36 21 II 7 6 569 999 12 ga Is $179500 75 mph 80 mph 30 mph 15000 ft 680 fpm 300 mi

3001 Poyer 3-40 40 36 7 6 11 J 2 gal s

481 3100 Szeke I Y SR- 3-55 50 36 21 8 7 6 11 633 1071 L2 ga I s 76 mph 92 mph 35 mph 14500 ft 640 fpm 240 mt

469 4000 Aeromarine AR-3 50 36 22 311 7 6 617 1040 12 ga 1 s $1880 00 76 mph 91 mph 30 rrjlh 16000 ft 700 fpm 240 mi

6000 Cirrus Hi-Drive 96 32 21 6 6 6 992 1605 34 gals $329500 120 rrjlh 144 mph 39 mph 16000 ft 800 fpm 680 mi

661 6000M Menasco C-4 125 32 22 2 6 - 8 1042 1640 34 gals $3 89500 140 mph 166 mph 45 mph 17000 ft 1000 fpm 600 mi

6DDDMS Menasco C-45 150 32 22 I0 6 8 1050 1700 34 gals $4 39500 165 rrjlh 200 rrjlh 48 mph 18500 ft 1200 fpm 600 mi

574 7000 LeBI and 5E 70 35 22 3 6 9 853 1365 24 gals $2 095 00 100 rrjlh tiS mph 38 rrjlh 13000 ft 670 fpm 500 mi

574 7000 De luxe LeB I and 5E 70 35 22 3 6 9 853 1365 24 gals 100 mph I 15 mph 38 rrjlh 13000 ft 670 fpm 500 mi

71 I 8090 LeBlond SF 90 34 I 34 21 6 7 4 1030 1635 34 gals $379500 J 10 mph 125 mph 48 mph 14000 ft 750 fpm 675 mt

711 8125 Ken Royce 7F 120 34 13411 21 6 7 4 1100 1734 34 gals $429500 120 mph 135 mph 48 mph 16300 ft 910 fpm 600 mi

711 8135LC-1 02A Ken Royce 7F 120 34 I 34 21 6 7 4 1130 1800 34 gals $499500 t 20 mph 135 mph 48 mph 16000 ft 900 fpm 550 mi

711 8135T Ken Royce 7G 120 34 t 34 21 6 7 4 1340 1900 34 gals $649500 125 rrjlh 145 mph 50 mph 15000 ft 860 fpm 600 mt

591 8500 LeBlond 5DF 85 35 22 3 6 9 853 1365 24 gals $237000 103 mph 118 rrjlh 38 rrjlh 15200 ft 700 fpm 475 mi

591 8500 De luxe LeB I cnd 5DF 85 35 22 3 6 9 853 1365 24 gals 103 mph 118 mph 38 mph 15200 ft 700 fpm 475 mt

624 9000 Warner SJ40 90 35 22 3 liZ 6 gil 861 1460 24 gals $296000 107 mph 123 mph 38 mph 15000 ft 1000 fpm 450 mi

624 9000 De J uxe Warner SJ 40 90 35 22 12 6 9 11 861 1460 24 gals 107 mph 123 rrjlh 38 mph 15000 ft 1000 fpm 450 mi

624 9000KR Ken Royce SF 90 35 22 3 6 9 830 1460 24 gals $3 29500 112 rrjlh 123 mph 40 ~h 15000 ft 950 fpm 450 mi

624 9000KR De luxe Ken Royce SF 90 35 22 3 6 9 830 1460 24 gals 112 rrjlh 123 rrjlh 49 mph 15000 ft 950 fpm 450 mi

591 9000KRT Ken Royce 5G 90 35 22 3 6 9 830 1460 24 ga I 5 $3 79500 112 mph 125 mph 38 rrjlh 15000 ft 900 fpm 500 mi

591 9000L LeBJond SF 90 35 22 3 11 6 9 830 1460 24 gals $2 895 00 110 rrjlh J 20 mph 38 rrjlh 17000 ft 900 fpm 500 mi

591 9000l De luxe LeBlond SF 90 35 22 31 6 9 830 1460 24 gal s 110 rrjlh 120 mph 38 mph 17000 ft 900 fpm 500 mi

165 Cont A-65 65 34 21 9 6 7 760 1350 18 gals $2 19500 95 mph 105 mph 40 rrjlh 12000 ft 550 fpm 450 mt

729 175 Cont A-75 75 34 21 9 6 7 760 1350 18 gals $2 29500 100 mph 110 rrjlh 40 mph 14000 ft 625 fpm 400 mt

729 180 - Cont A-SO 80 34 21 9 6 7 760 1350 18 gal s $274500 105 mph 115 rrjlh 38 rrjlh 15800 ft 750 fpm 500 mi

729 180F Frankl in 4ACI76F3 80 34 21 8 6 7 815 1350 18 9a I s $247500 105 rrjlh 115 rrjlh 38 mph 15500 ft 720 fpm SOO mi

729 190F Franklin 4ACI99E3 90 34 21 8 6 7 815 1350 J 8 ga Is $257500 112 rrjlh 120 mph 38 rrjlh 16800 ft 900 fpm 450 mi

HES BACK THE PRODIGAL SON RETURNS - OR shy

(Photo by Di ck Stouffer)

NINE MONTHSWAIT FOR THE BIG EVENT

By Buck Hilbert

If you read The Vintage Airplane back in January you know Mr Fleet went over to South Bend Indiana for new threads new shoes and a MOH Well hes back home r-esplendent in his new Tennessee Red and Diana Cream colors with a newly majored engine new tires and stainless steel hub caps and I am one happy clam

Bill Haselton was sad enough to cry when I took him Mr Fleet that is away from him After nine months of undressing him and then redressing him in his new suit Bill formed an attachment for Him too Bill even now calls it a Him As a matter of fact Bill and Bud Kilbey attended a Mishiwauka Indiana Fly-In with the two Fleets and they were billed as Him and Her How about that

Ill let Bill fill in later on the actual details of the comshyplete restoration but right now Ijust want to tell the world Ive got him back and how Great it is

Talk about pre-conceived notions I had made up my mind that Mr Fleet was never gonna be the same again He was a very tired but proud bird when I gave him to Bill A very easy to fly comfortable friendly guy I was so sure that would be changed and that Id have a deuce ofa time getting with him again when he came back Not so

Curt Taylor and I flew over to SBN Monday June 18 for the final inspection and relicense After the amenities we drew lots to see who would first flight him I must have had That look about me cause both Curt and Bill declined the opportunity and somewhat reluctantly wished me luck and away I went

With word of caution about watching the brakes and other final last minute advice I taxied out for the crucial

test Ground handling was better or was I imagining things The engine sure had a nice sharp bark mag check was real good carb heat and mixture worked great throttle was a li ttle stiff stab trim was really stiff instruments cross checked controls free and full travel nothing else left to do but go

A hundred foot ground roll and up we go He still climbs like a homesick angel Up to 1500 feet - with this brand new engine Im goin a little easy Try some stalls same as ever only easier Straight and level Wow 95 indicated OK back it off to 1550 where it belongs Thats better Almost 85 indicated here - nearly a 5 mph increase over what it used to be Great - now back to Chain 0 Lakes airport Cross the fence at sixty-five feel for the sod and he squishes on Cant complain about that one

Bill hes alittle left wing heavy and that right landing wire needs a little less angle of attack - it oscillates all the time - Thats all I can complain about right now

After some strut adjustment and wire twisting - with a question and answer session going fast and furious as Curt and Bill ask and I answer their queries - it is now Curts turn There it is ajiSain that funny feeling of mixed emotion What a pretty sight as Curt taxis out but it is sort of like watching your brother-in-law test drive your new car I tell Bill to watch him I cant Bill chides me into it though and I watch Mr Fleet leap off the ground and climb into the blue above Gee that Kinner sounds good

For fifteen apprehensive minutes I wait for the landshying and then I cant watch And then I do watch and its beautiful Grinning like a Cheshire cat Curt climbs out and sez somethin to the effect that its a lot tighter than

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(Photo by Lee Fray)

(Photo by Lee Fray)

it used to be Im lookin for oil leaks and running a quick hundred hour inspection to see he hasnt hurt My airplane And now it is Bills turn But Bill declines It isnt until Im halfwa~ ho~e I begin to realize why The body enghsh facIal distortion and possessive inspection durshying and after Curts flight unnerved him or else he didnt want to torture me so he respectfully declined I must admi t to being selfish enough to not press the issue ei ther

Before Curt and I leave for home I brief Bill on flyin the Fleet and insist he put some time on him The idea is that Bill will fly Mr Fleet for a couple weeks and then deliver him to me at the DuPage Air Show where I will then fly him home Tha t is to be two long weeks away

Bill calls me I call Bill Two weeks is too long a time I go over there Sunday night the 24th and bring him home Monday the 25th Sunday was the day Bill and Bud Kilshybey had flown all day at the Mishawauka Fly-In and Bill had shot eight landings that day alone He was beat but very pleasantly so and was all smiles and talk about the Him and Her tag the two of them had picked up at the Fly-In They flew everybody who would climb in and really had a ball

I leave a couple minutes after eight Monday morning Im like a kid as I hear sounds I havent heard in a while Im vibrating right in tune with the Kinner Arent these

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(Photo by Lee Fray)

new instruments beautiful Thank you Dan Lutz Look at me pass up that VW down there on the highway too Wonder If he notIced my shadow pass him by

n we put~ Past Michigan City Hobart and Gary IndIana There s Lemont IllInOIS up ahead and we circle Frank Langs house to show off the tail brackets he made No one home Guess that bull dozer spreading gravel on hIS new drive is making too much noise and they cant hear me The operator heard me though and waves

O~ towards home Past Bo~ingbrook Naperville and there s Burhngton Wonder If Stan Humm is home There he is Lisa is wi th him in the back yard Hey You guys look at my new airplane Aint he pretty and on home

I fly around to show all the neighbors and as I land Elroy II opens the hangar door All four kids come runnin and crowd around to see the Fleet and ask a million questions and beg for a ride I stall them off and go call Bill I tease him a little about being down in a farm field and then tell him what a wonderful trip it was and how good it is to have him back home He confesses he had tears in his eyes when I flew away and we agree he now has Fleet Fever We gotta find one for him now In the meanwhile though Im already cookin up a new set of excuses for not allowing people to fly this one Its all mine

WHAT EVER HAPPENED TOTHE TUNISON SCOUT

By Jack Cox

The pages of old aviation magazines are filled with aircraft that didnt make it for a variety of reasons Often these planes were simply too advanced for their day and time Some are filled with an amazing variety of innovations - if viewed from the time reference of the year they were built

Take as a for instance the Tunison Scout The July 13 1929 issue of AVIATION magazine contained an article by Col R S Hartz that ran to five full pages attempting to list the unusual features of this early low wing monoshyplane The Scout was built entirely of molded plywood with the exception of the engine mount and fittings Even the 32 inch wheels were of molded plywood

The thick 36 feet wing was the backbone of the airshyplane It contained no spar whatever - the molded plyshywood skins carrying all loads The only internal structure consisted of four ribs in each side of the wing - one at the Wingfuselage juncture two at the landing gear atshytach point and the fourth at the wing tip serving as a hard point for aileron attachment

The one-piece wing was constructed in two halves an upper and a lower shell Sheets of spruce and cedar were laid up in molds painted with casein glue covered with additional layers until the desired thickness was obshytained and then subjected to heat and pressure until the shell had cured Next the eight ribs were glued in place and finally the two halves were mated The result was a super strong wing that could be walked on from root to tip without damage

The thickness of plys was the key The hollow wing was actually designed on the principle of a modified truncated cone It was built up of layers of 116 inch veneer varying from 38 layers at the root (or center) to only five layers at the tip The skin was 2 inches thick in the center and only 4 inch at the tips

The airfoil was amazingly complex for that period The root or center area was a curve similar to the Gotshytingen 387 and varied along the span to a tip similar to a Clark Y The gradual change in profile between the two extreme ends embodied features of the Eiffel R F C Royal Indian and USA series An analysis of the forces on the wing surfaces at varying speeds and angles of attack had been made prior to the actual deshysigning so that the magnitude and action of these forces could be determined and the wing shape at various points could be decided upon in light of the characteristics of various airfoils Can you imagine how much paperwork and slide rule fiddling that must have taken in those preshycomputer days Mercy

The wing was so monstrously strong that everything was attached to it - the landing gear engine and fuseshylage which was described as just a fairing for the cockshypit The cockpit in fact was simply a 48 inch wide hole cut in the 2 inch thick upper surface of the wing The bottom surface of the wing was the floor of the cockshypit The wing was over two feet thick at center span so that the pilot and crew quite literally sat in it A heavy ring ofwood veneer reinforcement was built in around the cut-out to carry wing load stresses

As can be imagined this hunk of timber was heavy It was 36 feet long had a maximum chord of 12 feet tapering to a minimum at the tips of 5 feet 6 inches

HATION 131 s IJl919

THE TUNISON Scout MONOPLANE

Airplane Having Molded Plywood SIncture Without [nurnal

Bracing is Approach to Flying Wing Type

This was the head ing of the 1929 art icle in AVIAT ION on the Tu nison Scout This must have been quite an airshyplane in those days

and weighed 600 pounds This was intentional however because the strength factor of the wing allowed the reshymainder ofthe aircraft to be lighter than would have been otherwise possible

The basic design was adaptable to three configurashytions the Scout Junior a two place open training plane of 75 to 150 hp the Scout Senior a four place convertishyble (open or closed) of 200 to 400 hp and the Scout Cruiser a five to seven place cabin monoplane of 400 to 500 hp As far as the author has been able to discover only a closed version of the Scout Junior was built powshyered by a 150 hp Hisso H-3 This big water cooled V-8 was bolted to a tubular engine mount hinged with heavy bearings so that the thrust line could be varied from the cockpit for changing trim has anyone ever heard of that before An accompanying drawing shows the worm gearpin gear stabilizer trim apparatus - so the pilot certainly had ample means to make his aircraft fly at its most efficient attitude Even the cabin which had a sharp pointed windshield like the prow of a boat and faired rearward into a dorsal fin was slightly off-set to counteract torque or P effect

The fuselage and tail group were also of molded plyshywood Because the engine and landing gear were attached directly to the wing the fuselage only carried tail loads and the stresses imparted by the tail skidwheel

The stabilizer was 16 feet long and mounted an eleshyvator that extended only part of the length of the trailing edge It and the rudder were attached by means of ordinary piano hinges One has to wonder if the high aspect ratio stabilizer was the result of possible blanketing by that two foot thick wing at high angles of attack ()

The gree~house cabin was attached by means of a number of small bolts and could be removed easily to switch to open cockpit flying The prototype X-2471 was a three placer with the seats in a clover leaf pattern - the pilot in front and the two passengers side-by-side and immediately behind It appears the designer went to great lengths to keep the crew weight right on the C G Entrance to the cabin was through a hatch in the roof of the cockpit enclosure Photos indicate the unusual amount of glass in this enclosure - the original OmnishyVision eh Cessna The cabin was quite plush and equipped with all the instruments considered necessary in 1929 Mohair velvet covered everything two cabin dome lights were standard and the dashboard was covered in bright red Fabrikoid Extras included a flare tube fire extinguisher first aid kit log book and map case The navigation lights were neon tubes and idiot lights

11

to warn of low oil pressure or generator failure were standard equipment (Weve really made a lot of progress in the past 44 years havent we Sarcasm intended)

As the pictures show the landing gear was streamshylined with huge molded plywood fairings A skid was built into the lower end so that a successful landing could be made even if a shock cord broke or if a tire went flat It was claimed that a safe landing could be made on the skids alone if necessary Landing lights were built in the fairings The tail skid was a leaf spring affair that had a tailwheel mounted that could be lowered and reshytracted from the cockpit

Interestingly the Tunison Scout was test flown by Jimmie Angel whom we assume was THE Jimmie Anshygel and despite the fact that the plane was HEAVY shy2259 pounds empty - some good speeds were claimed 190 mph top speed 165 mph cruise 45 mph landing speed and a rate of climb of 800 feet per minute

Now here is where you readers come in What ever happened to this very interesting and innovative airshyplane In case any of you want to do a little digging here are some additional clues

The Aircraft was designed by a nd named for an aeroshynautical engineer named M C Tunison

The Scout was first flown by Jimmie Angel on Deshycember 21 1928 from Eddie Martins Airport at Santa Ana California

Sometime in 1929 an application was filed with the Department of Commerce for an approved type certifi shycate - but apparently none was ever granted

It was claimed that many patents were pending on various features of design and construction ofthe plane

The construction of the prototype was financed by a group of Los Angeles men headed by one Forest J Johnshyson (address not given)

A company known as Pacific Air Industries Inc was formed to manufacture the Scout

Ca lifornia members in pa rticular should be able to unshycover some additional information Of course anything - any clue - will be printed on these pages for a ll to share

So welcome to the first do it yourself or group sharshying antique airplane research project Incidentally ifany of you do uncover any info please include a little about yourself what airplane(s) you ownhave owned etc so a ll of us can become better acquainted

TUNISON SCOUT SPECIFICATI ONS

(Source July 13 1929 Aviation)

Length Overall 31 ft Height Overall 7 ft 6 in Span 36 ft Maximum Chord 12 ft Minimum Chord 5 ft 6 in Wing area 270 sq ft Weight of Fuselage 135 Ibs Weight of Wing 600 Ibs Weight of Cabin 40 Ibs Weight of Horizontal Stabilizer 60 Ibs Weight of Fin 12 Ibs Weight of Rudder 12 Ibs Weight of Landing Gear 145 Ibs Total Empty Weight 2259 Ibs Gross Weight Loaded 3650 Ibs Disposable Load 1391 Ibs Powerplant (various models) 75 to 500 hp High Speed (150 hp) 190 mph Cruise (150 hp) 165 mph Landing Speed 45 mph Take-Off Run 250-270 ft Time To Take-Off 7-12 sec Landing Run Without Brakes 250 ft Climb at Sea Level 800 fpm Service Ceiling 18000 ft Absolute Ceiling 24000 ft Range (70 gallons) at Cruise 600 mi

Suppor f -+t~~=ii=s1

Tall s k id and retractable tall wheel

gthock a bsorber anti snu bber

mechanism

The Tunison Scout with designer M C Tunison left and test pilot Jimmie Angel Everything was made of molded plywood even the wheels

12

FIIUIltgt9r ~~~~~- j

The stabilizer adJustinC devlee

Hgnditv pilDftlHf

This three-view shows a small horizontally opposed engine Designer M C Tunison was supposed to have been developing a series of air cooled engines for use in the Scout variants ranging from 75 to 500 hp

operate Especially hard hit were our Waco owners from the area east of the Appalachians Just two made it over and only then because they came in early

Many persons arrived by auto or airline transportation including a delegation of fifteen from Iowa twelve from Texas and Illinois and nine from California Wacos repshyresented thirteen states and thirty two states were repshyresented by Waco owners and admirers

Saturday May 26 was an absolutely beautiful and busy day at Hamilton highlighted by the banquet and awards meeting at which Mr Clayton J Brukner gave a most interesting talk Certificates of Merit were presentshyed to the following Waco owners Ted Voorhees Ocala Florida Glen Hanson Dundee Illinois Walt Weber Atshylanta Georgia Ted Trevor Santa Ana California and Dick Wagner Lyons Wisconsin This award is given to the person and not the airplane - in appreciation of outstanding restoration maintenance and flying of one or more Waco airplanes for a specified period of time Ownshyers of all Wacos in attendance were presented gold pens inscribed with the official Waco emblem and 50th Annishyversary 1923-1973 Upon departure all Wacos received free gasoline and oil Glen Herring of Amarillo Texas reshyceived the worn piston award for furthest flight in an open Waco Al Nogard presented to Mr Brukner the original wing fabric from Waco 10 NC3370 compliments of Emil Yandik the present owner

Sunday May 27 was almost a wash-out except for some formation flying late in the afternoon Otherwise there was an abundance of hangar flying that extended late into the evening as many of the Waco people gathered at either the Holiday Inn or at Ramondos Lounge

I would like to inform all Waco owners and admirers that a second Waco get-together will be held this year at Gastonia North Carolina the weekend of September 28-30 This is in conjunction with EAA Antique-Classic Chapter 395s annual Fall Fly-In Held at the Gastonia

(Chester Chlopek Photo)

John Hatzs venerable 1928 GXE was the only OX-5 powered Waco at the Fly-In this year

(Photo by Ted Koston )

Walt Weber s 1929 JYM in the colors of Northwest Airways

(EAA PhotO)

Th e ever popu lar UPF-7 ser ies wa s well represe nted by N32084 own ed by Loel Crawford of McHenry Il l inois


Glen Herring of Amarillo Texas recei ved th e Worn Pisshyton award for the long est flight in an op en Waco Th is is his 1940 UPF-7

Municipal Airport (just west of Charlotte N C) this i3 one of the largest and most successfu l antique airplane fly-ins in the nation A number of beautiful Wacos are owned by pilots in this area including Richard Austins ARE - the only one flying George McKiernan and Gorshydon Sherman hangar their UPF-7s right on the Gastonia airport Georges UPF-7 was completely rebuilt just a few years ago and is certainly in the r unning for the best of this model in existence Gordon also owns several OX powered Wacos and only has trouble deciding which he will restore Joe Hurdle of Mebane N C has a beautiful yellow YKS he has owned for over 20 years and has reshycently put in top shape again There are others of course - RNFs YKSs etc plus the fact that the Florida Georgia and northeastern Waco owners are but a couple of hours away

So Waco lovers see you at Gastonia

AIRCRAFT AT THE 1973 WACO FLY-IN HAMILTON OHIO

1928 GXE NC6974 John Hatz Merrill WIS 1928 ATO NC719E Gordon Bourland Fort Worth Texas 1929 JYM NC731 K Walt Weber Atlanta Georgia 1929 ATO NC763E Bill Hogan Hamilton OhiO 1932 IBA NC12453 Dr Ed Packard South Bend Ind 1932 UBA NC13041 Bud Williams Madison Ind 1933 UIC NC13434 Paul Lehman Winterset Iowa 1934 UKC NC14086 Gene Overturf Columbus Neb 1935 YOC NC15244 R J Hardin Justin Texas 1936 YKS-6 NC15613 Ted Trevor Santa Ana Calif 1938 ZGC-8 NC19360 Glen Hanson Dundee III 1940 SRE NC20961 Ted Voorhees Ocala FlOrida 1940 UPF-7 NC29316 Glen Herring Amarillo Texas 1940 UPF-7 NC29336 William Maldhof Kansas City Kan 1940 UPF-7 NC29357 John Lawren ce Prattville Ala 1940 UPF-7 NC7TD Tom Dillingham Enid Okla 1940 UPF-7 NC29998 Harold Johnson Dayton OhiO 1940 UPF-7 NC30122 Bob Wagner Dayton OhiO 1941 UPF-7 NC32083 Dick Wagner Lyons WIS 1941 UPF-7 NC32084 Loel Crawford McHenry III 1941 VKS-7F NC31653 Vince Mariani Findlay OhiO

15

AROUND THE ANTIQUECLASSIC WORLD

WANTED - A Stinson SR-10 airframe manual Norm Burley 1117 East Ash Street Herrin Illinois 62948 is restoring an SR-10-J and needs the manual to complete the work on his fuselage Can anyone help

VAGABONDS CONTINUED We have had quite a good response from the Vagashy

bond article in the May issue Several owners have sent along descriptions of their airplanes Dr Charles C Marshytin 413 Landry Drive Lafayette Louisiana 70501 sent photos of his stunning dark blue PA-17 - but unforshytunately they are in color and are just too dark for good black and white reproduction He writes My Vagabond is N4606H Serial 17-22 a PA-17 Restoration was completed 52173 It was finished with 35 coats of dope and has a hand rubbed finish Monocoupe-type rear windows have been added The color is Key West Blue with Navy Blue trim The trim is pin striped in white

I entered this plane at the Denton Texas Fly-In June 9-10 and was given a Trophy for Judges Choice for aircraft under 85 hp On June 23 the Vagabond won the Grand Champion Trophy at the Oklahoma City Fly-In held at Pauls Valley Airport Needless to say I was exshytremely proud of this

Dr Martin hopes to have the plane at Oshkosh and so do we From the pictures it appears to be a super restoration

H Cecil Ogles 448 C Avenue Coronado California 92118 (whom we mentioned last month as having startshyed a Vagabond newsletter) wrote

Last May I mailed a flyer to every Vagabond owner listed in the FAA Register - then 287 persons (174 PAshy15 and 113 PA-17 owners) I am glad to see the number has grown as quoted in your article in The Vintage Airshyplane (Editors Note EAAs latest IBM readout from Okshylahoma City shows 197 PA-15s and 117 PA-17s - see old airplanes arent dying or even fading away they are being pulled out of cobwebs and put back into service everyday) My flyer asked for some statistics of each owner and if they would be interested in an informal Vagabond clubnewsletter I currently have 84 Vag ownshyers on my mailing list who responded To date I have put out three newsletters supported by me and the contribushytions of eight others

I feel sure that there are at least another 100 or so Vagabonds lying around that are not on the FAA records one way or the other We (my sons and I) have three that are on the records Two are flying N4696H has an STCed 30 gallon fuel system and sports bucket seats N4382H has an STCed Continental 0-200A with 36 gallons of fuel and our third Vag N4456H is in the backyard

RYAN PT-22 DRAWINGS Dan Rush of the Smithsonians National Air and

Space Museum in Washington reports that copies of drawings for the NR-1 (Navy version of the Ryan PT-22) are available A list of the drawings available and price information is $150 from the following address Nashytional Air and Space Museum Preservation Restoration and Storage Division 3904 Old Silver Hill Road Suitshyland Maryland 20023 (Phone 202-381-5359)

CHEVROLET 333 ENGINE Member Dave Stevenson Box 224 Kingston Tenshy

nessee 37763 sent along this very interesting letter Bob Puryears letter on the Phillips Fleet with the

Martin engine prompted me to look up some old notes on the Martin 333 This engine originated as the Chevrolet 333 designed by Louis Chevrolet around 1929 l~e and brother Arthur Chevrolet organized Chevrolet AIrcraft Co in Indianapolis with plans to build and market airshycraft engines Depression and misunderstanding between the brothers led to litigation Chevrolet Aircraft disshysolved and the 333 was sold to Glenn L Martin Co of Baltimore Martin built the engine in relatively small numbers Phillips acquired the ATC but probably did not build any except possibly a few from parts acquired from Martin

The 333 was an inverted 4 cylinder air cooled inline developing 120 hp at 2100 rpm Bore 45 stroke 525 dry wt 260 lbs Zenith updraft carburetor

One of these engines was flown on a round-the-world trip in 1931 by Charles Healy Day and Mrs Day Day was a pioneer designer who had designed the WW I Standard and later was co-founder of Gates-Day Aircraft with Flying Circus great Ivan Gates The Days made the trip in a side-by-side open biplane design of Days built following the failure of New Standard Aircraft Corp of which Day was chief engineer

Day performed a feat of amazing proportions whe~ they experienced an engine failure due to a clogged 011 cooler off the coast of Burma Hauling the engine from the beach to an American Missionarys home with the help of natives in dugout canoes Day overhauled it reshyplacing melted babbit bearings with only the tools from his emergency kit carried aboard the plane then replaced it in the plane and flew it off the beach picked up Mrs Day and continued their flight The fact that this flight was made during the period of numerous frantic attempts to establish records and grab headlines probably accounts for its relative lack of publicity and note in aviation hisshytory Day was really one of the great men of early Amerishycan aviation

BACK ISSUES OF THE VINTAGE AIRPLANE

Limited numbers of back issues of The Vintage Airshyplane are available at 40c per copy Copies still on hand at EAA Headquarters are

December 1972 - SOLD OUT January 1973 February 1973 - SOLD OUT March 1973 April 1973 May 1973 June 1973

Send your orders to AntiqueClassic Division EAA Box 229 Hales Corners Wisconsin 53130

16

NO WINNERS IN MARCH MYSTERY PLANE CONTEST

In the March issue of The Vintage Airplane we placed a photo on the bottom of page 2 and challenged the membership to identify the planes designer We even ofshyfered a modest reward for the first person to do so Only one person came up with anything - our EAA librarian Phil Peterson discovered a photo and three view of the airplane in the February 19 1917 issue of Aerial Age Weekly Buteven he was unable to come up with the name of the designer

The airplane was known as t he S S Pierce Sporting Tractor and was designed by Sidney S Breese of Southshyampton Long Island in 1916 It was exhibited at the 1917 Pan American Aeronautic Exposition in New York by the S S Pierce Company

How did we come across the photograph Simple the wife of the man who owns the sa lvage yard down the street from EAA Headquarters is the daughter of Sidney S Breese She brought the picture into the office one day

An interesting historical footnote is that the engine that was eventually fitted to the plane was a very early three cylinder design of Charles Lawrence A caption on the back of one of the photos stated This was the first of the line of radial engines that developed into the fashymous Wrights

ThElse two Vagabonds belong to H Cecil Ogles (EAA 21280) and his sons Both have several STCed alterashytions to improve range and performance Notice the 0 windows and Stits spinners 82H is trimmed in red and 96H with yellow By raising the tail of one both Vags can be stored in the same T-hangar space

MOTH CLUB Ralph M Wefel (EAA 7128) 114 Fontana Drive Oxshy

nard California 93030 (Phone 805-488-1343) invites all persons interested in the restoration of De Havilland Moth aircraft to write him about the Moth Club The purshypose of the club is to bring together those of similar inshyterests so that all can mutually benefit by sharing Moth aircraft knowledge and to preserve these outstanding antique flying machines Dues are $400 per year for which members receive newsletters parts and aircraft source lists and other items of interest to Moth owners and en thusiasts

(Photo Courte sy o f Ralph Wefel ) Ralph Wefel roars by in his 1941 Oe Havilland OH-82A Tiger Moth This one was imported from Australia Ralph is Chairman of the Moth ClUb

The Luscombe Colt will soon be flying again Deshysigned by Don Luscombe and Fred Knack and built in Luscombes back yard in Ambler Pennsylvania in 1944 the four placer passed through several hands without ever achieving production status Weatherly-Campbell and Swallow Aircraft Corporation were among the comshypanies that once owned the rights Purchased last year by Joe Johnson and Bobby Slaton of Bedford Texas the one-of-a-kind prototype should be flying before the end of summer It is powered by a 190-hp Lycoming 0-435-C Joe has already restored a Luscombe llA Sedan and a Phantom 1 - both prize winners

(All Photos by Gene Chase)

CALENDAR OF EVENTS AUGUST 10-12 - ARLINGTON WASHINGTON - EANAntique Flyshy

In Contact Dick Baxter 15845 8th N E Seattle Wash 98155 Phone 206 EM5-1657

AUGUST 26 - SEPTEMBER 2 - BLAKESBURG IOWA - Annual Anshytique Airplan e Association Fly-In Antique Airfield Contact AAA Bob Taylor Box H Ottumwa Iowa 52501

SEPTEMBER 28-30 - GASTONIA NORTH CAROLINA - Gastonia Municipal Airport Carolinas-Virginia Chapter 395 Annual Fall Fly-In Contact Morton Lester P O Box 3745 Martinsville Va 24112

18

SEPTEMBER 28-30 - GASTONIA NORTH CAROLINA - National Waco Club Fly-In in conjunction to Carolinas-Virginia Fall Fly-In (SEE ABOVE) Contact National Waco Club

SEPTEMBER 28-30 - GALESBURG ILLINOIS - 2nd National Stearshyman Fly-In Contact Jim Leahy 445 N Whitesboro Galesboro ilshylinois 61401 or Tom Lowe 823 Kingston Lane Crystal Lake IllinoIs 60014

OCTOBER 13-14 - TAHLEQUAH OKLAHOMA - 15th Annual TULSA Fly-In to be held this year at Tahlequah Oklahoma (50 Miles ESE of Tulsa) Cookout on Friday night for early arrivals Sponsored by AAA Chapter 2 EAA Chapter 10 and EANIAC Chapter 10 all of Tulsa Contact Doug Philpott (918-936-9418) or Ray Thompson (918shy622-3492)

EAA AntiqueClassic embroidered patches (p ictured at right) - A d istinctive colorful emblem $1 50 each

EAA Caps - men and ladies Specify small medium large or extra large Ladies one size $225 each

1973 EAA Calendar Made of heavy unbleached cloth Features full color renditions of a Standard J-1 P-51 Scorpion Helicopter and a Dyke Delta $2 30 each

EAA Flight Bags Durable nylon with waterproof lining Blue with EAA decal on both sides $450 each

-------- -------shyWrite for a complete listing of EAA publ ications and merchandise free of charge Includes a listing of all available back issues of Sport Aviation

-------- -------shy

EAA PUBLICATIONS OF INTEREST TO ANTIQUE AND CLASSIC ENTHUSIASTS ANDOR RESTORERS

Wood Vol 1 $2 00 Wood Vol 2 $250 Sheet Metal Vo l 1 $250 Sheet Metal Vo l 2 $2 50 Tips on Fatigue $250 Weld ing $2 00 Dope and Fabric $250 Hand Tools Vo l 1 $2 50 Hand Tools Vol 2 $250 CAM 18 (Reprint) $3 00 CAM 107 (Reprint) $4 00 Flying and Glider Manual Repr ints

1929 $2 00 1932 $2 00 1929-32 $2 00

Add 30c postage for first m anual plus 10c

for each addi t ional one

-

Wings Of Memory - 72 pages of Aero Digest reprints Covers the g reats of civil aviat ion f rom 1932 to 1941 Ryan STA Howard DGA-9 Fairchild 24 Cessna Airshymaster Rearwin Speedste r Fleetwings Sea Bird Stinson SR-1O Stearman Model 80 and many more Bea utifu l photos 3-views and fl ight reports $2 50

Golden Age Of Air Racing - 168 pages coveri ng the great 1929-1939 air racing era All about the race rs and their pi lo ts wh o fl ew for the Bendix Thompson Greve and oth er tro ph ies $275

Back Issues of American Airman Wh ile th ey last - 25c ea

ANTIQUE AND CLASSIC ACHIEVEMENT AWARDS - When you complete the restoration of an anshytique or classic (specify which) you are eligible for a beautiful certificate you will frame and be proud to display in your home or office These certificates are free courtesy of EAA to recognize your efforts to save another great old airplane Just send your name and address and the year make and model (i e - 1937 Monocoupe 90A) of your aircraft Solo certificates are also available

JOIN EAA - JOIN THE ANTIQUECLASSIC DIVISION - WRITE FOR INFO PACKET - $100

EAA AntiqueClassic Division P O Box 229

Hales Corners Wisconsin 53130 19

VOLUME 1 - NUMBER 8 JULY 1973

TABLE OF CONTENTS From The Publ isher Paul Poberezny 4 Rearwin Review Bill Hodges 5 He s Back Buck Hilbert 9 What Ever Happened To The Tunison Scout J ack Cox 11 1973 Waco Fly-ln R ay Brandly 13 Around The Antique-Classic Wo rld 16 Cal end ar of Events 18

HOW TO JOIN THE ANTIQUE-CLASSIC DIVISION Membership in the EAA Antique-Classic Diision is open to all EAA members who have a special

interest in the older aircraft that are a proud part of our aviation heritage Membership in the AntiqueshyClassic Division is $1000 per year which entitles one to 12 issues of The Vintage Airplane published monthly at EAA Headquarters Each member will a lso receive a special Antique-Classic membership card plus one additional card for ones spouse or other designated family member

Membership in EAA is $1500 per year which includes 12 issues of SPORT AVIATION All memshy~ership correspondence should be addressed to EAA Box 229 Hales Corners Wisconsin 53130

EDITORIAL STAFF Publisher shy Paul H Poberezny Assistant Editor shy Gene Chase

ON THE COVER Lusco mbe Ph antom -now In the EAA Museum

Pho to b y Dick Stouffer

Ed itor shy Jack Cox Assistant Ed itor - Golda Cox

BACK COVER Wil L Waterm an s T-Craft Photo b y Dick Stouffer

ANTIQUE AND CLASSIC DIVISION OFFICERS

PRESIDENT shyE E HILBERT 8102 LEECH RD UNION ILLINOIS 60180

SECRETARY RICHARD WAGNER BOX 181 LYONS WIS 53148

VICE PRESIDENT J R NIELANDER JR P O BOX 2464 FT LAUDERDALE FLA 33303

TREASURER NICK REZICH 4213 CENTERVILLE RD ROCKFORD ILL 61102

DIVISION EXECUTIVE SECRETARY DOROTHY CHASE EAA HEADQUARTERS

Postmaster Send Form 3579 to Antique Classic Aircraft Inc Box 229 Hales Corners Wisconsin 53130

Copyright copy 1973 Antique Classic Airc(aft Inc All Rights Reserved

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VA-Vol-1-No-8-July-1973

Documents

Transcript of VA-Vol-1-No-8-July-1973