STRAIGHT AND LEVEL

The Thirtieth Annual EAA International Convention will begin on Saturday, July 31 , 1982 and what an event it will be! When you think about it, thirty years is "old" to some of our young members, and simply a part of our "memory banks" for some of us. A lot has transpired from the first EAA Fly-In to the '82 Convention. Progress has been made and there most certainly will be more to come.

Since the ground was broken during the 1981 Con­vention for our new EAA Headquarters and Aviation Museum, the progress of the Capital Campaign Fund has shown tremendous strides toward completion of the project, and if all continues to go well we should see our permanent facilities finished on schedule. When attending the Convention this year, be sure to visit the construction site.

Do you recall the day preceding the start of the '81 Convention? That Friday morning dawning clear and the weather was excellent throughout most of the U.S. A few early arrivals were on the field that morning but before the sun had set, the entire Antique/Classic show plane parking area was full, the show plane camping area was overflowing and suddenly, acres of parking spaces were filled . From early morning until darkness a constant flow of arrivals poured into Wittman Field at Oshkosh. Our hats were off to the volunteers who directed, ushered and parked this mass of aircraft.

Our daily Antique/Classic forums will begin on Satur­day, July 31 and continue through Friday, August 6. Ron Fritz and Jack Winthrop will host the forums and they will have daily schedules posted on the bulletin board at the Red Barn. As we were advised in "Hot Line" ofSPORT AVIATION, NASA will have many interesting exhibits and forums at the Convention. Each of us will want to plan our forum attendance to include the NASA programs too.

During the week, Paul Stephenson will again be interviewing many restorers concerning their aircraft. The interviews are always interesting with explanations of the restorations and significant events in the plane's early years of flight. Paul will be contacting many members as they arrive to request participation in his interview circle, so be prepared when the tips of his mustache flutter and his eyes begin to sparkle!

The Antique/Classic Hospitality Tent will again be open and under the able direction ofOX-5er Bob Wallace, his lovely wife, Freda, and other OX-5 members. We want to welcome members of OX-5, QBs, Silver Eagles and all old timers, many of whom have contributed so much to aviation. When you see these ladies and gentle­men during your Convention visit, be sure and introduce yourself and invite them to our Antique/Classic Division area .

By Brad Thomas President

Antique/Classic Division

On Wednesday, August 4, our Division will be recog­nized during the daily airshow program when, under the able direction of Phil Coulson and Willard Benedict, the annual Parade of Flight will be run. As always, this will be an airborne display of aircraft from the oldest flyable plane at the Convention up through Classics manu­factured by December 31, 1955. Nowhere in the world can a person see, in flight, such representative aircraft as we present at this spectacle. Phil and Willard will be requesting participation of certain aircraft in the Parade of Flight, so if the honor is bestowed on your plane, this is a fine recognition of your restoration achievement.

Also on Wednesday, following the air show, the annual Antique/Classic Division picnic will be held in Vern's Park on the east side of Lake Louise at the Nature Center. Director John Turgyan will have tickets avail­able for the picnic at the Red Barn headquarters. He will again need the fine support of volunteers as in the past to make this event the success it always is.

The Red Barn headquarters is the "social" contact spot for the Convention. Managed by Kate Morgan, Ruth Coulson and their assistants, the Barn headquarters will have for sale, back issues of The VINTAGE AIR­PLANE , Division decals, hats, jackets and other related Division items. Of interest this year will be the availability of lapel pins of the 1981 Oshkosh Antique Grand Cham­pion aircraft. These will be available only through our Division and they are a limited production item.

Saturday, August 7, 1982 marks the day for our annual EAA Antique/Classic Division membership meeting, to be held at 10:30 a.m. in the Division Hospitality tent adjacent to the Red Barn. Open to all Division members in good standing and their guests, we invite you to make an effort to attend and express your thoughts regarding the management and operation of the Division.

We sincerely hope you will enjoy your visit to the Thirtieth Annual EAA International Convention at Osh­kosh. As always, if you need information, please do not hesitate to stop by our headquarters with your requests. Fly safely and drive carefully!

2 JULY 1982

PUBLICATION OF THE ANTIQUE/CLASSIC DIVISION, INC. OF THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC.

P.O. BOX 229, HALES CORNERS, WI 53130 COPYRIGHT © 1982 EM ANTIQUE/CLASSIC DIVISION, INC., ALL RIGHTS RESERVED

JULY 1982 VOLUME 10 NUMBER 7

OFFICERS President Vice-President

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

Pilot Mountain, NC 27041 Allen, TX 75002 919/368-2875 Home 214/727-5649 919/368-2291 Office

Secretary Treasurer M. C. "Kelly" Viets E. E. "Buck" Hilbert 7745 W. 183rd St. P.O. Box 145 Stilwell , KS 66085 Union, IL 60180

913/681-2303 Home 815/923-4591 9131782-6720 Office

DIRECTORS ADVISORS

Ronald Fritz Morton W. Lester Ed Burns 15401 Sparta Avenue P.O. Box 3747 1550 Mt. Prospect Road Kent City . MI 49330 Martinsville, VA 24112 Des Plaines, IL 60018

616/678-5012 703/632-4839 3121298-7811 •

John S. Copeland

Claude L. Gray, Jr. Arthur R. Morgan 9 Joanne Drive

9635 Sylvia Avenue 3744 North 51st Blvd . Westborough, MA 01581

Northridge, CA 91324 Milwaukee, WI 53216 617/366-7245

213/349-1338 414/442-3631 Stan Gomoll 1042 90th Lane, NE

Minneapolis, MN 55434 Dale A. Gustafson 6121784-1172John R. Turgyan

7724 Shady Hill Drive 1530 Kuser Road Indianapolis, IN 46274 Espie M. Joyce, Jr. Trenton , NJ 08619

317/293-4430 Box 468609/585-2747 Madison, NC 27025

919/427-0216 AI Kelch S. J. Wittman

66 W. 622 N. Madison Ave Box 2672 Gene Morris Cedarburg, WI 53012 Oshkosh , WI 54901 27 Chandelle Drive

Hampshire, IL 60140 414/377-5886 414/235-1 265 312/683-3199

Roy Redman Robert E. Kesel George S. York Rt. 1, Box 39

Kilkenny, MN 56052 455 Oakridge Drive 181 Sloboda Ave.

Rochester, NY 14617 Mansfield , OH 44906 507/334-5922 716/342-3170 419/529-4378

S. H. "Wes" Schmid 2359 Lefeber Road

Wauwatosa, WI 53213 414/771-1545

PUBLICATION STAFF

PUBLISHER EDITOR Paul H. Poberezny Gene R. Chase

ASSOC. EDITOR EDITORIAL ASSISTANTS George I.. Hardie, Jr. Norman Petersen Pat EHer

FRONT COVER ... Flying over typical Texas countryside is Gordon Bour­land 's award winning Waco EGC-8. This particu lar airplane has responded to the deft hands of Howard Hughes in its early years. See story on page 6.

BACK COVER ... An American endur­ance record of three hOurs, 51 minutes was established on October 31 , 1912 by this Thomas model TA with a 50 hp Kirkham engine. The bitterly cold flight between Bath and Savona, NY had

(Photo by Larry Dockery) Walter Johnson as pilot and Arthur Blazier as pas·senger. See story on page 8.

TABLE OF CONTENTS Straight and Level ... By Brad Thomas ............ 2 AlC News . .. By Gene Chase ...... . ........ . . . . .. . 4 Midwest Aero Historians Meet . . .

By George Hardie ...... . . .... . . ..... .... . . ..... 5 Antique/Classic Forum Schedule. . . . . . . . . . . . . . . . . .. 5 Gordon Bourland 's EGC-8 Cabin Waco .. .

By Norman Petersen ..... .. . . .. . .. .. .. .. .... .. .. 6 Just " Plane" Tommy; The Story of the Thomas-

Morse Aircraft Corporation , Part I ... By Al Kelch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 8

Eric Baldwin and His Fairchild PT-23 . .. By Timothy L. Talen . . . . . . . . . . . . . . . . . . . . . . . . . . .. 12

Stinson Model 10- A Super Machine . . . By Eugene Soper . .... ... . .... .... ......... . .... 14

The Cost of Flying Circa 1917 ..... . ........... . . ... 16 Collecting Aviation Post Cards . . .

By Bob Krueger . .. .... . . ... . ..... .. .. .. ....... . 17 Borden's Aeroplane Posters From The 1930's .. .

By Lionel Salisbury. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Letters To The Editor . .. .. .. .. ...... . ............ .. 22 Members' Projects . .... .. . . ..... . ...... .. ...... . .. 24 Mystery Plane. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 25 Calendar Of Events. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 25

Page 6 Page 8 Page 12

Editorial Policy : Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to : Gene R. Chase, Editor, The VINTAGE AIR­PLANE, P.O. Box 229, Hales Corners, WI 53130.

Associate Editorships are assigned to those writers who submit five or more articles which are published in THE VINTAGE AIRPLANE during the current year. Associates receive a bound volume of THE VINTAGE AIRPLANE and a free one-year membership in the Division for their effort.

THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA AntiquelClassic Division, Inc., and is published monthly at Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130, and additional mailing offices. Mem­bership rates for EAA AntiquelClassic Division, Inc., are $14.00 for current EAA members per 12 month period of which $10.00 is for the publication of THE VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.

ADVERTISING - AntiquelClassic Division does not guarantee or endorse any product offered through our advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.

VINTAGE AIRPLANE 3

NASA AT OSHKOSH '82

The theme of this year's EAA Convention at Osh­kosh is "EAA Salutes NASA Aeronautics", and many of the forums during the July 31 to August 7 meet will highlight the advances made by the National Aero­nautics and Space Administration (NASA).

A series of technical papers will be presented at over 30 forums by researchers from Ames, Langley and Lewis NASA Aeronautics Centers. All of the presenta­tions will be of interest to every sport and general avia­tion pilot. The NASA General Aviation StalVSpin Pro­gram, Applications of Crashworthiness Technology, and Wind Tunnel Airfoil Performance are just a few of the many topics that will be explored. Some of the NASA programs will be of special interest to homebuilders, including: Research on Advanced Configurations and the Application of Composite Materials to Light Air­craft.

NASA has confirmed four aircraft for Oshkosh '82, namely the Langley AA-1 Yankee (NASA 501), Langley PA-28T (NASA 519), Ames AD-1 Oblique Wing and the full scale model of the Hi-Mat vehicle. In addition, the NASA robot is being completely rebuilt and will be seen at Oshkosh '82.

AGE LIMIT FOR PILOTS

We have been told that the FAA will soon publish in the Federal Register an Advance Notice of Proposed Rule Making that will suggest an age limit of 60 years for pilots other than those flying for the airlines. We have not seen the details of this ANPRM but a good guess is that it will add to the age 60 rule, pilots who fly for hire whether as air taxi or air commuter pilots or those who fly professionally for corporate aircraft owners. There is talk that this is another step towards the goal of FAA's Office of Aviation Medicine to ground all pilots when they reach the age of 60.

ARLINGTON '82 FLY-IN

Arlington '82, the Northwest EAA Fly-In and Camp­out at Arlington, Washington, August 27-29, is shaping

•up to be the best ever. This is the thirteenth year of this Northwest tradition, and this year it is dedicated to the twentieth anniversary of the Fly Baby that won the 1962 EAA Design Contest. Fly Baby owners are urged to fly in for the festivities and special awards.

Friday activities will include a spaghetti dinner, exhibits, and movies. Saturday will include a break­fast, awards judging, forums, evening steak bar-b-que, awards presentation and hangar party. Sunday will start with breakfast followed by special EAA chapter forums for officers by Chuck Larsen, Chapter Director from EAA Headquarters.

Canadian participants should contact Dick Baxter, 15845 8th NE, Seattle, WA, 206/763-0210, for special customs permits.

Arrivals should monitor unicom 122.7 and watch for ultralight aircraft operating off the X'ed runway at the north end of the airport.

For information contact Dave Woodcock, 4515 145th PI. SE, Bellevue, WA, 206/747-2748.

FAIRCHILD 22 - APRIL COVER PHOTO

We credited the ownership of the 1933 Fairchild 22 shown on the front cover of the April 1982 issue of The VINTAGE AIRPLANE to Jack Schnaubelt of Elgin, IL.

Jack wrote to thank us for featuring the plane, but added that he is one of four owners, the others being Ray Steinbis, Paul Olson and Harry Willis. Paul and Ray are active TWA pilots and Harry and Jack are both retired TWA pilots. The four have based the plane at Elgin, IL since May 1973 . •

BOOK REVIEW .. . LITTLE ROUND ENGINE

FLYER DIGEST An 80 page booklet bearing the above name and

further titled, Gem Number One has just been pub­lished by Ken Williams of Rearwin Sportster and Porter­field 35-70 fame. Ken is highly knowledgeable about the operation and maintenance of the smaller radial engines and for several years he and his wife, Shirley have edited a newsletter called "The Little Round En­gine Flyer", and they sent it to whoever asked to be placed on their mailing list. The venture was financed (though not completely) by cash donations for postage.

The newsletters have become rare collectors' items among antiquers who need to know everything they can about "little round engines". Over the years Ken received many requests for back issues of the news­letter which gave him the idea to compile all the in­formation into one publication.

This is good news even for those lucky ones who have every issue of L.R.E.F. because the new digest has been compiled in a meaningful order and is com­plete with an index. It is mostly made up of correspon­dence from many of the most highly regarded antique airplane restorers and operators in the world. As a result, the factual information contained in Gem Num­ber One is from extremely knowledgeable people.

If you are interested in Aircraft, LeBlonds, Ken Royces, Jacobs, Kinners, Lamberts, Lenapes, Warners, Szekelys, etc., you can't go wrong ordering the Little Round Engine Flyer Digest- Gem Number One at $10.00 (U.S.) per copy from: Kenneth Williams, 331 East Frank­lin Street, Portage, WI 53901. You'll be glad you did be­cause this little booklet is truly a gem! . . . Gene Chase.

4 JULY 1982

MIDWEST AERO HISTORIANS MEET

By George A . Hardie, Jr.

Committee members and speakers a t the Spring meeting of the Midwest Aero Historians, held on Satur­day, May 9 a t the EAA Aviation Museum pose before the museum's replica Fokker DR-1 Triplane. Kurt Lie­bau who fl ew with J asta 57 in the German Air Force in World War I related his experiences. Steve St. Martin presented a slide talk showing European battle sites and museums he visited in his research on World War I aviation. Tim Staats, who served as a gunner on heli ­copters in the Vietnam War showed slides and explained the basic missions in which he participated.

The Midwest Aero Historians meet each Spring and Fall at the EAA Aviation Museum. The next meet ­ing is scheduled for October 9 and will feature a presenta ­tion of slides showing work on the Ford Trimotor North American P-64 restor ation proj ects for museum. •

and t he

ANTIQUE/CLASSIC FORUM SCHEDULE

1982 EAA CONVENTION

SATURDAY ­ JULY 31, 1982

9:00 - 10:15 A.M. STINSON 108 Series Airplanes­Gregg Dickerson

10:30 - 11:45 A.M. DeHA VILAND MOTHS ­Gerry Schwam, Chmn., D.H. Moth Club

12:00 - 1:15 P.M. BEECHCRAFT BONANZAS ­John Frank Jr. , American Bonanza Society

1:30 - 2:45 P.M. NA VIONS - R. G. Rogien, American Navion Society

3:00 - 4:15 P.M. AERONCA ENGINES & AERONCA CLUB - Ed Schubert

SUNDAY - AUGUST 1, 1982

9:00 - 10:15 A.M. CESSNA 120/140's - Richard Paige, et aI, W. Coast Cessna 120/140 Club

10:30 - 11:45 A.M. CESSNA 1201140's - Continued 12:00 - 1:45 P.M. RESTORING FABRIC PIPERS­

Clyde Smith, Jr. 1:30 - 2:45 P.M. RESTORING FABRIC PIPERS­

Continued 3:00 - 4: 15 P.M. REARWINS & COMMONWEALTHS

- Gary VanFarowe & George Williams

MONDAY - AUGUST 2,1982

9:00 - 10:15 A.M. CESSNA 170's - George Mock & Dale Faux, Cessna 170 Club

10:30 - 11:45 A.M. CESSNA 170's - Continued 12:00 - 1:15 P.M. RYAN's & KINNER ENGINES ­

Ron Johnson, Ryan Club 1:30 - 2:45 P.M. FAIRCHILD 24's-

Ed Wegner, Fairchild Club 3:00 - 4:15 P.M. FAIRCHILD PT's-

John Berendt, Fairchild Club

(Photo by Ted Koston) (L-R): Ken Borkowitz, co-chairman; Don Rich , committee member; George Hardie, co-chairman ; Tim Staats, Vietnam veteran; Kurt Liebau, World War I pilot ; Steve St. Martin, World War I historian ; and Mike O'Connor, committee mem­ber.

TUESDAY - AUGUST 3,1982

9:00 - 10:15 A.M. CESSNA 120/140's - "Curley" Owen, International Cessna 120/140 Club

10:30 - 11:45 A.M. LUSCOMBES-John Bright, Luscombe Club

12:00 - 1:15 P.M. PIPER TRIPACERS & PACERS­Bob Fuller , Piper Tripacer Club

1:30 - 2:45 P.M. AERONCAS­"Buzz" Wagner , Aeronca Club

3:00 - 4:15 P.M. AERONCAS - Continued

WEDNESDAY - AUGUST 4,1982

9:00 - 10:15 A.M. VAGABONDS -Cecile Ogles, Vagabond Club

10:30 - 11:45 A.M. SWIFI'S-Charlie Nelson, Swift Club

12:00 - 1:15 P.M. NATIONAL WACO CLUB­Ray Brandly, President

1:30 - 2:45 P.M. STAGGERWINGS - Jim Gorman & George York, Staggerwing Club

3:00 - 4: 15 P.M. BUCKER JUNGMANNS ­John Bergeson, Bucker Club

THURSDAY - AUGUST 5,1982

9:00 - 10:15 A.M. CESSNA 120/140's ­"Curley" Owens, International Cessna 120/140 Club

10:30 - 11:45 A.M. CESSNA 190/195's - Cliff Crabs, Bill Terrell & Dick Moen

12:00 - 1:15 P.M. CESSNA 190/195's - Continued 1:30 - 2:45 P.M. ANTIQUE/CLASSIC AIRCRAFT

JUDGING - Claude Gray 3:00 - 4: 15 P.M. Open

FRIDAY ­ AUGUST 6,1982

There this day.

are no Antique or Classic forums scheduled for

VINTAGE AIRPLANE 5

Sordon JJovrland's

eSB-a BaBin

By Norman Petersen EAA Staff Editorial Assistant

(Photo from the John Underwood Collection) 1940 photo of the Waco making a landing with the 260 hp Menasco engine installed. Note experimental registration NX2334 on lower left wing. Split flaps are in the down posi­tion for landing. Retractable landing lights are clearly visible on the upper wings.

6 JULY 1982

(Photo by Gordon Bourland) GeHing ready to dismantle and load the Waco on the trailer for the trip back to Texas. Note how the upper right wing has been blown over the top of the cabin , doing considerable structural damage in the process.

Originally built by Waco Aircraft Company of Troy, Ohio on September 24, 1938, this month's cover story subject has a long and unique history. Old CAA records indicate the original factory configuration to be AGC-8, SIN 5065, license number NC2334. The first letter indi­cated a Jacobs L-6 engine of 300 hp installed by the factory.

The Vega Airplane Company (subsidiary of Lock­heed), Burbank, California was the first owner. In order to gain more experience with the Menasco "Pirate" engine of 260 hp, they installed one in the Waco and used it for a flying test bed. The results were not satis­factory and after a short time, the Waco was purchased by Howard Hughes for his friend and mechanic, Glenn E. Odekirk, builder and designer of the Hughes HR-1 Racer of 1940.

Glenn installed a factory new Wright 760 E-2 en­gine of 350 hp, thereby making the Waco an EGC-8 model. This job was credited to Hughes Aircraft Com­pany in September, 1943. Flown extensively by Howard Hughes and Glenn Odekirk as a test bed for bomb drop tests, the Waco had blanket authority for unrestricted operation during the World War II flying blackout on the West Coast.

Mr. Odekirk flew newsman William Randolph Hearst, Jr. from Los Angeles to the Hearst family castle near San Francisco, California on numerous occasions. They are still good friends to this day.

By the late 1960s the cabin Waco was in the hands of Eldon Brezair, Chancellor of Tarkio College in Tarkio, Missouri. He had the misfortune to damage the air­plane at Kansas City and it sat rather forlornly at Fair­fax Airport for nearly four years, sustaining more dam­age when the top right wing was blown over the cabin section by a freakish wind gust.

(Photo from Howard Hughes Collection via Glenn Odekirk) Interior photo of NC2334 taken circa 1943 showing the "full panel" of the day. Note throw-over control yoke and dual "eyeball" vents above windows. The round knob on the lower yoke is the elevator trim and the lever next to the yoke is the "Johnson Bar" brake handle.

(Photo from Howard Hughes Collection via Glenn Odekirk) With installation of the Wright 760 E-2 engine in 1943, the now registered EGC-S Waco poses for a portrait in the California sun. External oil cooler is visible below cowl. With Hamilton Standard controllable prop and super slick paint job, a fast cruise was obtained. Plane was flown extensively during WW II by Howard Hughes and Glenn Odekirk.

In 1972, Gordon Bourland (EAA 48424, AlC 151) of 8009 Cahoba, Ft. Worth, TX 76135 was able to purchase the bird from Mr. Brezair and so began a hair-raising drive on glare ice with the disassembled Waco follow­ing (usually) behind on a large flatbed trailer. Some very tense moments were endured between Kansas City and Wichita as the cross winds blew the slab­sided load all over the road. Once past Wichita, the ice began to melt and the white knuckles changed to a more normal color.

Gordon turned the rebuild over to Bill Beck, who is a top flight rebuilder and a boyhood chum of Gordon's. Bill is a woodworking expert and all the wood in the plane was replaced during the rebuild. As the months went by, Gordon assumed the title of "go-pher" and was responsible for handling supply problems. Bill pro­ceeded with the many details of a complete and total rebuild realizing that most of his beautiful workman­ship would be covered from view.

Over four years of hard work were necessary to bring the big cabin biplane back to new condition. Final painting was done in Daytona White and Waco Vermilion with a black pin stripe for contrast. The original four block number (NC2334) was carefully painted on the tail just as it had been done at the factory over 40 years ago. Final assembly was accomplished and on Decem­ber 4, 1979, Gordon made his first flight in the newly restored EGC-8. A little bit of rigging adjustment re­sulted in hands off flight. As Gordon admits, "It is a dream to fly - a fine travel in' airplane!"

The five-place interior was tastefully done with an original fabric on the headliner requiring ten days to complete while the upholstery was done in 1978 Cadillac cloth and Naugahyde. The result is an interior that is both rich looking and functional, right down to the

(Photo by Gordon Bourland) With a considerable struggle, the big Waco is finally loaded on the trailer and the wings are tucked alongside the fuse­lage. The large side area caused the wind to blow the trailer all over the ice glazed road on the trip from Kansas City to Wichita.

(Photo by Gordon Bourland) Following the total rebuild, the fuselage is moved out to the airport for reassembly. Note how forward end is supported by both engine mount and landing gear fittings. Quality work­manship is already evident.

crinkle finish on the instrument panel. Two "eyeball" fresh air vents, apparently installed by Howard Hughes, are still functional and make the interior comfortable in up to 1000 temperatures.

With 97 gallons of fuel on board and cruising at about 600/0 power (27" and 1900 rpm) the consumption runs 17 gallons per hour or in other words, about a 5-6 hour range at 160 mph. When Glenn Odekirk installed the Wright E-2 engine back in 1943, he mated it to a Hamilton Standard constant speed propeller using cuffed blades that help cool the engine. This combina­tion has proven to work extremely well. The rate of climb is 1000 feet per minute with a service ceiling of 16,500 feet. Empty weight is 2648 pounds with a gross of 3800. In short, the big bird can haul a dandy load and do it in style. The full radio panel and auto pilot really take the work out of cross-country flying.

Arrivals are no sweat with the low 56 mph landing speed. The Waco makes beautiful 3-point landings; however, in cross winds and on hard surface runways, wheel landings give better control. Once on the ground, the tail is blanked out with regard to air flow so the brakes have to take over for directional stability. The locking tail wheel helps on ground handling.

July 1980 saw Gordon flying the Waco to Oshkosh for the "big" show and needless to say, the beautiful restoration drew many close inspections and praises. Gordon was awarded the Contemporary Age, Outstand­ing Closed Cockpit award.

When he gets the urge to fly something smaller, Gordon takes to the air with his Aeronca 7CCM Champ. If this pretty little trainer doesn't fulfill his desires on a particular day, the "piece de resistance" is a flight in his fully restored Waco ATO "Taperwing"! With a stable of airplanes like this, you have to admit that Gor­don Bourland is a genuine "antiquer".•

(Photo by Larry Dockery) Proudly displaying its classic lines in the early morning sun­shine is Gordon Bourland's Waco EGC-S. Note classic "Lock­heed stripe" paint scheme. Balanced elevators and rudders make for excellent handling.

VINTAGE AIRPLANE 7

JUST "PbANE" TOMMY

Earl Beers, left, W. T. Thomas, center and Bert Chambers without the aid of power tools. W. T. Thomas here learned display the center section of the very first plane made In the trick of hand drilling small holes first, then following 1910. Constructed in a barn in Hammondsport, New York with successively larger bits until the holes were of specific

size.

The Story of the Thomas-Morse Aircraft Corporation By Al Kelch

(EAA 35767, NC 700) 66 W. 622 N. Madison Avenue

Cedarburg, WI 53012

Preface

The following three part article on the Thomas-Morse Aircraft Corp., although extensively edited and further researched by me, should be credited to Robert G. Elliott of Daytona Beach, Florida who sought out William T. Thomas, Jr. , still living in Daytona Beach. Information was obtained through Mr. Thomas' generous sharing of pictures and recollections on his father, plus some material from the personal collections of Paul D. Wil­son, one of the three original test pilots. Robert sub­mitted to me fresh new material on the earlier portions of the Thomas airplane venture. On researching several older articles, I zeroed in on a wonderful two part story in two 1960 issues of "American Airman", extensively researched by Frank Strnad with a great deal of original contact with William Thomas, Sr. Frank generously gave permission to use all of the material he had gathered, to put together one more article specially tailored for The VINTAGE AIRPLANE magazine on the Tommy-Morse Scout of World War I fame . For the real Tommy buffs, it would pay to seek out his exten­sive two part story in the "American Airman" for June and July 1960. Frank also did profile #68 published by Profile Publications Ltd., P.O . B ox 26, 1A North St., Leatherhead, Surrey, England.

8 JULY 1982

Part One

Mr. William T. Thomas, the ingenious guiding light of the whole Thomas aircraft venture, began his career in England with an education at Dulwich College, near London. He later attended Central Technical College of the University of London at South Kensington, from which he graduated in 1908 with a degree in Civil and Mechanical Engineering. To gain practical experience, young Thomas became an apprentice in the shops of the British Westinghouse Co., where he was exposed to the Gas Engine and Turbine Engine Departments, as well as the Pattern Shop and Foundry. He gathered a deep background in methods of design and develop­ment that would serve him well in later years when the airplane industry began to bud.

So it was, in the early part of 1909 Thomas came to America where he used his qualifications to obtain a job with Glenn Curtiss in the drafting room. His first assignments were in working out designs for motor­cycle engines and dirigible engines. It was here he got his first taste of aircraft design and development, and over a period of time his observations and participa­tion in the Curtiss designing program whetted his ap­petite to try his own wings and attempt the design of even a better airplane. His faith was shared by one mechanic friend, and the two of them set out to con­struct and design the first Thomas airplane, right in Curtiss' own town of Hammondsport, New York.

Needing an engine, they chose the 22 hp Kirkham

automobile engine. This proved to be the first auto­mobile engine ever flown in a powered aircraft in America. On June 14, 1910, final assembly and check­ing of this first Thomas airplane was completed on the Page Farm, near Canisteo, New York.

Initially the airplane relied for control on dihedral ailerons (wing warping) and had two vertical panels for stability between the outer interplane struts. The test pilot, Bert Chambers, made the first flight on June 25, 1910. During the next three months many changes were made, the wing-warping being eliminated, and flaps attached to the upper wings which operated in a down movement alternately. Later ailerons were fitted between the wings, and then an additional set of flaps added to the bottom wing, all three being operated together. Final settlement for ailerons be­tween the wings resulted in the first sustained flights, which were conducted at North Hornell, New York, with Walter E. Johnson as the test pilot.

Somewhere during this period, William's brother Oliver Thomas joined the efforts. With the continued intent to manufacture the airplane, a suitable factory was located at Bath, New York. The two brothers formed the Thomas Aeroplane Company for further develop­ment of a Pusher type airplane, similar to the Curtiss efforts, but containing many different innovations from the fertile mind of William Thomas.

The later Kirkham engine, redesigned for a lighter structure having an aluminum case, developed a speed of 1750 rpm's. This, of course, was too high a speed for the propellers of that day. The result was a well de-

Model TA, 1911, during second flight, powered by 22 hp Kirk­ham engine.

signed chain-drive coupled with a low speed propeller with sufficient power to develop and assure sustained flight.

This plane was developed and built totally by hand,

Modified Model TA with dual controls for instruction flights. Powered by 50 hp, 6 cyl. Kirkham engine. Note two narrow radiators, mounted vertically.

VINTAGE AIRPLANE 9

Bud Carey piled up a 1911 pusher on frozen Lake Cayuga. The plane was rebuilt within several days and successfully flown.

Walter Johnson, pilot in Model TA with 50 hp 6 cyl. Kirkham engine used for many exhibition flights. W. T. Thomas stands at left of pilot.

Model T A, 1911 pusher with Walter Johnson at the controls during exhibition and races at New York State Fair, Syra­cuse. Glenn Curtiss flew an 80 hp pusher and Walt Johnson beat Curtiss in a race with his 65 hp powered TA. The Fair buildings appear much the same today as they did in 1911. The original Kirkham engine was a geared drive. The day be­fore the race the gear box failed so Charlie Kirkham worked all night converting the engine to direct drive and replacing the prop. W. T. Thomas also added additional fairings to re­duce drag.

10 JULY 1982

with nothing but hand tools, the work being carried out in a barn. William, Jr., in his interview, gave us a picture of the untiring efforts that must have gone into the construction of such a machine without adequate tools. He quotes, "Pa said that when it came to drilling holes with a hand drill for fittings and bolts, he would start with the smallest bit possible and by slowly en­larging the holes with progressively larger bits, they would eventually be bored to the proper size" with patience and a lot of elbow grease. Mter great effort, with many modifications and changes, the airplane finally became airworthy and accomplished a flight of about six miles on September 20, 1910.

The obvious use of an airplane being for exhibition in this period, Mr. Johnson , the company aviator, at­tempted a show on September 27 , 1910 at Binghampton, New York to thrill the County Fair goers. Unfortunately, the machine hit the cattle tent on take-off and was dam­aged. There appears to be a substantial lack of data concerning the welfare of the cattle housed within the tent. One can imagine the havoc and scrambling of those wide-eyed, snorting cattle running loose among the fair patrons.

The ensuing repair was rushed, which permitted Walter Johnson to make a circular flight over Concklyn Field near the Binghampton Fairgrounds on October 11 , 1910. This successful exhibition flight was the tenth flight for test pilot Johnson.

The following month Thomas and Johnson accom­panied by a mechanic, trucked the airplane to Rochester, New York where Johnson made demonstration flights on November 3 and 10, 1910. Concurrent with these flights at Rochester, William and his brother, Oliver, witnessed the International Air Meet at Belmont Park, New York. The month of December 1910 saw Thomas again at Bath, New York where the airplane was fitted with a single rear elevator. Flights were made over the wintry countryside from Burleson Field near Lake Salubria. On January 27, 1911 Walter Johnson, flying from the frozen surface of the lake and with only the 22 hp Kirkham engine for power, carried Florence Scrafford as a passenger. During this period a further modification of the machine was made to a twin rudder configuration, which allowed greater control in flight.

Early in March, Thomas, Johnson and Gene Bell , their mechanic, departed for Morgan City, Louisiana to further continue their exhibition flights in a warmer climate. A ballpark had been reserved in Morgan City which proved too small upon examination, and the demon­stration was moved to a larger field where all went well until Johnson crashed into a stump on landing. Repairs were minor, allowing time for a circular flight the same day to save and assure the success of the demonstration.

A second demonstration at Houma, Louisiana pro­duced a second crash into a fence on landing. Again, minor repairs were needed for the skids.

To satisfy officials, a demonstration was scheduled on the Colonel Breaux Estate in Lafayette, Louisiana and witnesses recruited for the occasion to certify that the airplane had the ability to fly . Such proof was to be furnished to the flight sponsor, W. I. Swain Com­pany. A successful straight flight of 300 yards, fol­lowed by a circular flight at 125 ft. altitude, satisfied the judges who testified that the flights were genuine and the airplane performed as advertised.

On the 10th of April, flights were made at Forsythe Park in Monroe , Louisiana , followed by flights at Shreveport and Crowley on May 7 and 8. From there they went to Mississippi and performed at the Delta Fair in Granville where their exhibition flights drew very few people; a decision was made to return to the North. (Continued on Page 23)

Pilot Fred Eells and Earl Beers standing right rear behind what is probably an 80 hp Kirkham engine. This plane was Pilot Fred Eells, W. T. Thomas with arms crossed and Earl flying in 1911. Beers by prop pose with the plane with which an endurance

flight was achieved on October 31 , 1912.

ERIC BALDWIN AND HIS

Story and Photos by Timothy L. Talen (EAA 8615, AlC 1616)

P.O. Box 920 Cottage Grove, OR 97424

Eugene, Oregon's Warbirds in action! Eric flies with Tom Cochrane (EAA 151870, AlC 5504) in his Stearman PT-13, N4661 M and Grant Cochrane and his Stinson L-5B.

World War II brought about numerous designs for primary trainers such as the Navy N3N and Boeing Stearman biplanes, and the low-winged monoplanes of Ryan and Fairchild. These were certainly classic designs which stood not only the test of wartime pilot training but the exigencies of time as well. Now, with increasing fervor, the antiquers have returned to these fine designs and insured their future for generations to come.

Eric Baldwin and his Fairchild PT-23, N49272, represents an increasingly more common scenario ­an antique/warbird buff who is flying an aircraft thir­teen years his senior. Eric is a third generation flyer (his grandfather, Ray Buckmann, flew in the Howard Hughes extravaganza, "Hell's Angels") and while work­ing on advanced flight ratings and his A & P ticket at Lane Community College in Eugene, Oregon, he had the opportunity to purchase part-interest in the PT. A full summer of flying to air shows and fly-ins, and hopping rides, convinsed Eric the PT was worth his

12 JULY 1982

continued efforts to preserve a fine aircraft. Unfor­tunately, a slight miscalculation terminated the sum­mer flying and left four rather evenly spaced holes in the leading edge of the wing, numerous holes in the fabric and a scarred and bruised Fahlin propeller on the front of the 200 hp Continental. That was in Sep­tember, 1980, and five months later the PT emerged to fly again, but that's getting ahead of the story ...

The Fairchild M-62 design accounted for over 8000 aircraft in numerous models - the initial PT-19, the PT-26, and the PT-23. What is not often remembered is that Fairchild was not the only aircraft manufacturer who built the M-62 design. Aeronca, Howard, St. Louis, and Fleet of Canada all built the Fairchild PT in order to fill the numerous military contracts for primary trainers. There were also at least four variations and engine combinations within the design. The prototype M-62 with a 175 hp Ranger engine eventually became the basic PT-19. Improvements brought out the M-62A or the military PT-19A which had the 200 hp Ranger.

Eric and his pride and joy.

But shortages of the Ranger engine conspired to bring about the two radial engine models - the M-62B which featured a 165 hp Warner (the approximately 150 that were built were exported to South American countries - are there any left?) - and the M-62C or PT-23 which had the Continental 220 hp radial engine.

The PT-23 accounted for 1126 aircraft and they were built mostly by Aeronca, Howard, St. Louis, and Fleet - Fairchild apparently only built three of the -23s. Eric's PT wa built by Howard and bears the serial number HO-437. Though there are several hundred of the PT-19 and -26 variants flying, there are only about twenty of the PT-23s flying.

The first step in getting Eric's PT-23 back in the sky was a thorough appraisal of the damage and for­tunately there was nothing too serious. The prop was immediately dispatched to its maker, Ole Fahlin, who repaired the damaged tipping, scarfed in new wood on the trailing edge (carefully matching the grain!) and sent it back with such a modest charge that one might suspect that repairing one of his own propellers is a labor of love. Next, the center section and wing panels were brought to the author's restoration shop, the Rag~ood Refactory, and the damaged sections of

Fairchild PT-23, N49272 in flight over Oregon countryside.

the all-wood wings were patched and recovered with fabric. All the while Eric was manning the sander, smoothing patches, filling with dope, and preparing the entire aircraft for fresh paint.

Eric chose a basic military style paint scheme more in keeping with the PT-19s and -26s - blue fuselage with yellow wings and tail, red and white rudder, wing stars and squadron numbers on the sides - not authen­tic, as most -23s were all silver - but very appealing nonetheless. The choice of "23" for side numbers was really quite easy and serves to help answer the most often asked question, "Which PT is this, anyway?"

Now happily back in the sky, Eric and his PT are anxiously awaiting the warmer days for open-cockpit flying and a few sorties in the sky with other members of the Oregon Antique and Classic Aircraft Club. Also on the calendar will be the Oregon Antiquer's Fly-In over the Fourth of July weekend.

These fine antique/warbirds are representative of a bygone era, and while proudly and silently they fly with their colorful pasts, for Eric, and many others, they continue to be faithful and worthy machines to meet today's challenge in the sky. •

STINSON MODEL 10 -- a super machine

By Eugene Soper (EAA 27385, AlC 350)

Route 1, Box 93-B Athol, ID 83801

Photos Courtesy of the Author

On page 23 of the March 1982 issue of The VINTAGE AIRPLANE , Joe Kasper (EAA 15145, AlC 2471 ) of Minot, North Dakota asked about the "Baby Stinson 105". Now maybe I can be of some assistance to our organization after all. I just happen to own a 1940 model "10" Stinson!

As near as I can figure, there were three different models of the "Baby Stinson" built in four years. The year 1939 introduced the HW-75 that was to be powered by a GO-145 Lycoming (which was a 50 hp 0-145 geared , 14 JULY 1982

Gene Soper's 1940 Stinson ModeJ 10 with a Lycoming 0-290A for power.

and super revved to 3,000 rpm to make 75 hpj but the engine never made it to production and a Continental A-75 (an A-65 turning 2,700 rpm) was used. There were 270 of this model built. The airframe was slightly changed in 1940 and an A-80 Continental engine was used (same mill at 2,800 rpm) for power and designated the model "10". There were 250 of these built. Then 1941 saw the same airframe with a shorter nose and a 90 hp Frank­lin engine with a full electrical system. This was desig­nated the "lOA" which was continued in production for two years. There were 500 of this model built. The moniker "105" was tagged on all of them eventually as that was the apparent indicated air speed of them all. The "lOA" was also known as the "Voyager".

My Stinson (NC26425, SIN 7618) was built in July of 1940. It was converted from an A-80 to a C-85 Conti­nental in 1948 and flew that way until 1972 when it was wrecked. I bought the airplane minus engine, in­

The move to Henley Aerodrome for assembly on a cold day in January.

struments and radio from Laverne Tegland in Lynden, Washington, in March of 1973. I started gathering up pieces here and there such as a windshield from Cali­fornia; two lift struts from Billings, Montana; an en­gine mount from Coeur d'Alene, Idaho; engine and prop from Lewiston, Idaho; a nose bowl from Missoula, Mon­tana; and a homemade spar from Spokane, Washing­ton, etc., etc.

It took me six years to put the little bird back in the air. It was not that bad a job. I just had lots of in­terruptions, like working on highway construction, a divorce, three moves and working the air show circuit on weekends as a barnstormer and air show announcer. If I had known how good it was going to tum out, I would have hurried a lot more. I did have a lot of help though and much more moral support. Like the weekend I came home from a paving job in Montana to find that my very good friend , "Skeeter" Carlson and his wife, Doris, had not only located a piece of spruce but had whittled it into a spar and put it in the left wing for me. All I had to do was pull the cover back down and put on the tapes. Now, those are real friends indeed!

Then there was my son, Steve of "s & S Aircraft" fame who let me use his shop and pressure pot to shoot all the color, and in January at that. Do you know how cold it is in north Idaho in January? Another helper was Steve Wolf, the other half of "s & S Aircraft" who laid out and masked, freehand, the Stinson log~ on the tail. This guy is a real Rembrandt. And I have a lady friend who understands airplane people (and I know a few who don't). Thanks to "Whimpy" Redfern at Henley Aerodrome and the top of the line personnel at Spokane GADO we even got all the paperwork right the first time. Simply amazing!

Anyway back to the Stinson. Skeeter and I went to the GADO boys and told them what we wanted to do; they checked with engineering and said since we were semi-capable they would buy whatever we wanted to do as long as they got to inspect it when we were through.

The engine I had gotten was a Lycoming 0-235-C1 , 115 hp, off a Piper PA-14 Family Cruiser with a hydraulic 2-position Sensenich "Skyblade" prop. The mount and 14 pages of paperwork was to convert a "lOA" from a 90 Franklin to a Lycoming 0-290A which was a surplus WW II engine that is obsolete. We reworked the mount to our satisfaction and added a few pieces of 250 Comanche and Helio Courier exhaust stacks, some

Cherokee baffiing, formed one eyebrow over the crank centerline to accommodate the starter ring and presto . .. one modified Stinson "10"! What a fine little air­plane, quiet and roomy. It has a jump seat crossways behind the pilot for a third person and excellent for grandkids.

I put on a PA 22-150 muffier, and the guys at Hen­ley Aerodrome call it my electric airplane. They can hear the prop going around but cannot hear the ex­haust. It has a 20 gallon fuel tank in the right wing and a 15 gallon tank in the left wing with a selector valve, so my fuel tests came out quite accurate. We bum 6.1~ gph on take-ofT and climb, and 5.73 gph during CruIse. At 24" hg and 2400 rpm it indicates 110 mph. I 0gure 100 mph block to block on a trip to Boise, 300 mIles at 10,500'/9,500' and do it on 17 + gallons. It has a full panel (no empty holes) of an odd assortment of instruments such as T & B, sensitive altimeter, DG, magnetic compass , remote magnetic indicator, (Con­fucious say, "Man with one compass knows where he is headed; man with three compasses never really sure"), M.P., recording tach, EGT, oil temp, oil pressure, eight day clock and key start mag switch. The RMI trans­mitter and inverter as well as the 35 AH battery are mounted well aft in the fuselage for weight and bal­ance purposes, and I still had to add 17 pounds of lead in the tail to achieve "0" trim at cruise settings.

Empty weight ended up at 1154 pounds, but what a fine bird. With the flaps and slots it will almost fly itself. It will climb so steep you can't begin to see over the nose. I think it is nearly impossible to spin. With power ofT, I have held the wheel all the way back till my arms hurt and all it does is porpoise and pitch in a steady, slow oscillation. I think a guy could go all the way to the ground like that and still walk away from the garbage.

I am not much of a "black box" man, but I did put in a "Bayside 990", 90 channel comm. radio, to give me access to the few tower controlled fields we have in our area. Since I tried to keep it as near to authentic as practical, I painted it the original scheme with fleet yellow and dark blue trim. The tower says they can see me nearly as far as they can hear me - hmm - maybe my radio is not so good after all . . . oh well! •

Steve Wolf did the artwork on the tail.

VINTAGE AIRPLANE 15

FARMAN LONGHORN - Designed by Maurice Farman in France before WW I, the British rights to the design were obtained by George Holt Thomas, owner of the Aircraft Manu­facturing Co., Ltd., later to become famous as the producer of the designs of Geoffrey DeHaviliand. The Longhorn be­came the standard British training aircraft in the early years of the War.

R.A.F. BE-2c - The BE-2c was a development of a pre-War design from the Royal Aircraft Factory. Used for reconnais­sance and occasional bombing attacks early in the War, the BE was outclassed by the Fokker monoplanes in 1915 and became the unhappy victim as " Fokker fodder" . However, in Home Defense duties it was used in shooting down five German airships.

FARMAN SHORTHORN - The Shorthorn was a redesign of the Longhorn and was entered in the Military Trials compe­tition in 1912. It had a longer nacelle than the Longhorn and the forward elevator structure was removed. Although used briefly in an artillery spotting role, it reverted to service with the training squadrons.

SOPWITH CAMEL - Taking its name from the hump caused by the twin-Vickers gun installation, the Camel, with the SE-5, was one of the principal British fighters in World War I. From July, 1917 until the end of the War the Camel ac­counted for 1,294 enemy aircraft. A total of 5,490 Camels were built.

THE COST OF·FLYING CIRCA 1917 Editor's Note: This literary gem appeared in "The Tail­spinner" newsletter of the Auckland Aero Club, Inc., Ardmore, New Zealand, and was submitted by Peter Strombom, EAA's General Manager. The photos of the aircraft types involved are from the George Hardie collection.

The following monthly summary of accidents was dredged from the December 1917 records of the Royal Flying Corps.

Avoidable Accidents

1. There were six avoidable accidents: a . The pilot of a Shorthorn with over 17 hours' ex­

perience seriously damaged the undercarriage on land­ing. He had failed to land at as fast a speed as possible, as recommended in the Aviation Pocket Handbook.

b. A BE-2 stalled and crashed during an artillery exercise. The pilot had been struck on the head by the semaphore of his observer who was signaling to the gunners.

c. Another pilot in a BE-2 failed to get airborne. By error of judgment he was attempting to fly at mid­day instead of during the recommended best lift periods, i.e., just after dawn and just before sunset.

d. A Longhorn pilot lost control and crashed in a bog near Chipping Sodbury. An error of skill on the 16JULY 1982

part of the pilot in not being able to control a machine with a wide speed band of 10 mph between top speed and stalling speed.

e. Whilst flying in a Shorthorn, the pilot crashed into the top deck of a horse-drawn bus, near Stone­henge.

f. A BE-2 pilot was seen to be attempting a banked turn at a constant height before he crashed. A grave error by an experienced aviator.

Unavoidable Accidents

2. There were 29 unavoidable accidents: a . The top wing of a Camel fell off due to a fatigue

failure of the flying wires. A successful emergency land­ing was carried out.

b. Sixteen BE-2's and nine Shorthorns had complete engine failures. A marked improvement over Novem­ber's figures.

c. Pigeons destroyed a Camel and \,wo Longhorns after mid-air strikes.

Cost of Accidents

Accidents during the last three months of 1917 cost three hundred and seventeen pounds, ten shill­ings and sixpence - money down the drain and suf­ficient to buy new gaiters and spurs for each and every pilot and observer in the service. (One pound or 20 shill­ings equalled five U.S. dollars in 1917.) •

I ,

•

In the 1920s and 1930s mail carrying flights were becoming more common with several different types of aircraft used. A favorite card subject was the routes flown by those pioneering airmail pilots, and those cards are very popular among today's collectors. The ones really sought after are those showing the routes flown by specific aircraft.

Charles Lindbergh was the most popular aviator of the day and many types of items were made to com­memorate his solo flight from New York to Paris. Many of these were post cards and they covered just about everything he did in the field of aviation. I have cards that show him with his mother, working on his Whirl­wind engine, bust views, and one taken when he flew his Spirit of St. Louis to Milwaukee, Wisconsin.

Also, there were many first day commemorative issues covering Lindbergh's flights after his 1927 trans­atlantic hop. Some of these were airmail flights. These commemorative envelopes are usually identified by the Ryan airplane stamp and the horseshoe symbol stamped on the cover. These are choice items for collectors of Lindbergh memorabilia.

Cards showing the large flying boats are also very interesting pieces. They are usually shown in flight or just as they are lifting off the water. The China Clippers were very well illustrated through the promo­tional campaigns of Pan American Airways. The huge Dornier DO-X was an internationally known German flying boat powered by six tractor and six pusher en­gines totaling about 7200 hp. It seated about 150 pas­sengers plus crew members and stowaways. Its top speed was about 134 mph.

Because of the large number of aircraft produced in Germany, aviation post cards from that country are popular collectors' items. Lufthansa Airlines produced some cards depicting their Junkers Ju-52 both on the ground and in flight. Examples in my collection are photo cards and the old 1930s elite style of German writ­ing on the back sides is as interesting as the photos themselves. For the record, Adolph Hitler used Ju-52s for personal transportation for himself and his staff.

Airlines from the 1930s to the present have been very promotion-minded in competing for the flying pub­lic, and a favorite method has been through the use of post cards. A prime source for such cards is gift shops in airline terminals. My airline card collection includes the Boeing 247, DC-3, DC-6, DC-7, the elegant Strato­cruiser, Constellation, and about every other type of airliner flying. The cards produced during the jet age utilize beautiful color photography and many are highly detailed. My two sources for such cards are airports and flea markets, and they are cheap to buy.

Another popular era for card collectors is WW II. I have a special interest in aircraft cards from Fair­child, Curtiss, Boeing, Douglas, Republic, etc. Highly desirable because they weren't as common are black and white photo cards from that era. Cards include fighters in formation and transport and supply air­craft. Bombers for example include the famous B-17 showing many good views and details and descriptions of the roles it played in the war effort.

Postmarked "Chi. & Mpls., Sep. 21, 1911 , Tr 57" and addressed to Dr. E. P. Andrews, Lodi, WI, the message was: "This is what it looked like, dear," and signed I. A. Can any of you readers identify the airplane, people, or location?

18 JULY 1982

Foreign countries produced many fine cards of their fighters and bombers. Examples include Great Britain's Hurricanes and Spitfires and Germany's Junkers , Heinkels and Dorniers. It would be very difficult to collect every card from these countries as few actually got to the U.S. and many were destroyed during the war. I rejoice each time I acquire one of the foreign airplane cards.

During WW II many cards contained humorous mes­sages in an effort to bolster morale. Many were rather "corny" such as one I have depicting two mechanics working on an aircraft engine, one using a bellows on which is inscribed "Insect Powder", and the other shown with pliers in hand. The card is titled "Getting the Bugs Out". Other cards show a dog in motion acting out such aeronautical terms as "tailspin" and "side-banking" .

A very desirable set of cards is the "Keep 'Em Fly­ing" series showing all the different WW II trainers, transports, fighters and bombers. Also included in the set are many of the military airfields in use at the time. Do the names March Field, Mac Dill Field or Randolph Field stir a few memories?

With the advent of the jet age after the war, post cards continued to be produced with such subjects as Sabres, Thunderstreaks, Shooting Stars, B-47s, B-45s, B-52s, etc. flown during the "Blow Torch Era". These post cards are plentiful and very colorful. I have a vast collection of cards from this era and they are relatively inexpensive to collect.

The '50s and '60s saw many types of rotorcraft shap­ing the history of our country in both civilian and mili­tary roles. Their duties in the Korean and Vietnam con­flicts included those of troop carriers, delivering sup­plies, observation, and gunships. Post cards depict all of these subjects and even some of the experimental machines which never made it to the production stage. In addition to photos of the helicopters, many of the cards include the specifications and duties of the machines.

The lightplane industry has provided many subjects for post cards. Aeronca, Beech, Cessna and Piper have been very active in promoting their products via cards. Some cards in my collection include detailed data on the plane including the selling price. These cards were for promotional purposes and handed out free by many dealers. Interestingly enough, they are highly sought by collectors because they apparently were of limited quantity. The major airframe manufacturers still pro­duce such cards today.

Museums are wonderful places to start post card collections. The cards are printed in brilliant colors and usually the photography is outstanding. The EAA Aviation Museum in Franklin, Wisconsin is a great place to start as the variety of their post cards is ex­tensive. Other aviation museums offer similar services and cards can be obtained in person or by mail. You'll be surprised how reasonably most of the cards are priced.

Some of the most exciting searches for cards are made at flea markets, card shows, and garage sales, etc. You just might find an extremely rare one which all col­lectors dream of doing . •

This card is captioned: AH-1G " Huey" Cobra flies above formation of " Hueys" near U.S. Army Aviation School and Aviation School Element. Postmarked Nov. 28, 1969, Enter­prise, AL.

VINTAGE AIRPLANE 19

BORDEN'S AEROPLANE ROSTERS

FROM THE 1930'S Article Number 23, Poster Number 9, Series Number 2

By Lionel Salisbury (EAA 114523)

Seven Harper Road Brampton, Ontario Canada L6W 2W3

THE BELLANCA AIR BUS

This is the second poster provided by Mr. Marion sued in the early 1930s by the Borden Company and its McClure of Bloomington, Illinois. His collection dates predecessor, the Thompson's Malted Milk Company. back to 1933, and from it we will be able to add a total These were originally printed on stiff card, 19" x 11" of six posters to the series that has appeard in The in black and white. Each poster had line drawings on VINTAGE AIRPLANE. A total of 30 posters were is- the back and descriptive notes.

NEXT MONTH-THE BIRD BIPLANE­The Personal Plane of Mrs. Lindbergh

20 JULY 1982

--- ------~~------------~

THE BELLANCA AIR BUS

DESCRIPTION OF THE BELLANCA AIRBUS

Made by the Bellanca Aircraft Corporation at New Castle, Delaware, the Airbus is the largest single­engined transport. It seats a pilot and 11 passengers with space for 1,075 pounds of baggage and gasoline sufficient for 700 miles of cruising. It is offered with two types of engines as indicated below.

SPECIFICATIONS: (Geared Conqueror and direct Cy­clone powered, respectively) Span - 65 ft.; 65 ft. Length Overall - 40 ft., 8 in.; 42 ft., 9 in. Height Overall - 11 ft., 6.5 in.; 11 ft., 6.5 in. Wing Areas - 652 sq. ft. Curtiss-Wright Conqueror - 600 hp; Curtiss-Wright

Cyclone - 575 hp Weight Empty - 5,490 lbs.; 5,155 lbs. Payloads - 2,573 lbs.; 2,945 lbs. Gross Weight - 9,500 lbs. ; 9,590 lbs. PERFORMANCE High Speeds - 147 mph; 139 mph Cruising Speeds ­ 126 mph; 120 mph Rates of Climb ­ 750 ft. per min.; 600 ft. per min. Service Ceiling ­ 16,000 ft.; 13,000 ft.

Standard equipment includes starter, brakes, naviga­tion, cabin and instrument board lights, individual heat­ers and ventilators to each seat, air speed indicator, bank and turn indicator, rate of climb indicator, clock, magnetic compass, and all engine instruments.

The fuselage is of welded chromemolybdenum steel tubing with vital members of extremely large size. The rear section is braced by tie rods. The wings are semi­cantilever in type. The upper wings are of wood. The lower stub wings and auxiliary wings are built entirely of chromemolybdenum steel with double tie rods through­out. Covering is of fabric. The lower stub wings form part of the landing gear structure. Low pressure bal­loon tires and two oildraulic struts on each wheel are standard equipment. All controls operate on large diameter oil-less bronze hinges. Control bearings are equipped with Alemite lubrication. Slot-balanced ailerons provide lateral control at speeds below stalling.

Editor's Note: The Conqueror-powered Airbus was the Model P-100 manufactured under A.T.C. #360 issued &'27/30. The Cyclone-powered version was the Model P-200 which was issued A.T.C. #391 on 1126'31. See Joseph P. Juptner's U.S. Civil Aircraft, Volume 4.

VINTAGE AIRPLANE 21

LETTERS TO THE EDITOR

May 14, 1982

W. Brad Thomas, Jr. 301 Dodson Mill Road Pilot Mountain, NC 27041

Dear Brad: It was good to see you down at Sun 'n Fun and have

an opportunity to visit with you a bit. We spent two weeks in Florida and then returned home to more winter.

For some time we have been discussing your pro­posal in the March 1982 VINTAGE AIRPLANE which was an extension of Paul Poberezny's proposal in the February 1982 issue of SPORT AVIATION. While our reaction was negative at the onset, we felt that we needed a wider range of opinion from our membership prior to our response to you, Paul, and the FAA. We now have a consensus adequate to respond.

While the EAA proposal has some merit on the sur­face, it opens up a "Pandora's Box" that would have a ripple effect for many years. First we all know that insurance rates on experimental aircraft are higher than rates on standard aircraft. There goes the money saved on the annual for more insurance premiums. What about liability that the owner/seller assumes when his handiwork is passed on to a buyer?

How about the costs of subscribing to the AD Notes services to be sure that your airplane is up to par on the past and current AD Notes? Some more money that you thought you had saved.

How about the resale value of your airplane when a potential buyer starts asking questions about how it was maintained in relationship to FAA Regulations and while the seller may have done a great job, he may not be up to knowing the current FARs. After all the A&P and IA have to spend a lot of time learning and keeping up with the FARs and AD Notes.

What about the owner who wants to use his antique or classic in a commercial manner? The Standard cer­tificate is of great value here and surrendering it to save a few bucks on A&P and IA inspections is rather pennywise and pound foolish, wouldn't you say. S.T.C. approvals aren't that difficult if you have the A&P background to get them done.

Those who have the mechanical ability and ex­perience working on their own airplanes have only another step to go to obtain an A&P and maintain their airplanes. Bringing the old airplanes down to the low­est denominator (an owner who wants to save a few bucks and pass on his mistakes and lack of knowledge via a dangerous airplane) will not build a better sys­tem for the restoration and flying of old airplanes.

The AAA is going on record for the upgrading of our FAA Certificates so our members can restore and maintain their airplanes WITHIN the present frame­work of FAA Regulations. We urge you to drop this ill conceived and potentially dangerous proposal for future maintenance of antique and classic airplanes.

Yours truly, Robert L. Taylor (EAA 839, NC 330)

May 14, 1982

Mr. Paul Poberezny, President Experimental Aircraft Assn., Inc. P.O. Box 229 Hales Corners, WI 53130

Dear Paul: Enclosed find a copy of our letter to Brad Thomas

of the Antique/Classic Division. We regret we can find no common ground to work

with you folks on this matter. In fact, many of those we have discussed this with have felt your proposal presents a real danger to the future values of antique and classic airplanes not to mention other assorted problems that will assert themselves IF it comes to pass.

We would urge you to reconsider this matter very carefully. The present FAR system is quite protective of our very valuable STANDARD CERTIFICATES. Nothing will be gained by changing what we now have and very likely very much can be lost.

Frankly Paul, I don't think your Antique/Classic Division has enough hair on its chest yet to make this come to pass and you can be sure we will do everything we can to prevent it.

Yours truly, Bob Taylor, President Antique Airplane Assn., Inc.

May 18,1982

Mr. Robert Taylor, President Antique Airplane Assn., Inc. Route 2, Box 172 Ottumwa, IA 52501

Dear Bob: Thank you very much for your letter of May 14. I am

sorry that you have taken the attitude you have. At no time has anyone suggested that the standard category of antique and classic aircraft be changed. We are talk­ing about the FAA issuing an Airman Repair Certifi­cate to the restorer of that one particular airplane, giv­ing him credit for the fine work which the majority of the antiquers do in rebuilding and maintaining their aircraft·

We have some 137 letters from antique people asking us to support this idea. This has been going on for quite a number of years, with the usual statement that today's A&Ps are not familiar with the older aircraft. You've heard the story before. I cannot see why you don't want to give credit to these fine craftsmen.

I also would like to point out an error in your third paragraph to Brad Thomas, where you write "First of all know that insurance rates on experimental aircraft are higher than rates on standard aircraft". This is not a true statement. You can buy insurance for a home­built aircraft at the same rate, including passenger and liability, as that for a standard category aircraft.

All the items that you point out to Brad in your let­ter should be reconsidered and a look should be taken at the positive side. Certainly there is enough of the negative thinking in aviation. That is probably why it has never grown to the proportions that many of us would like to see.

In your last paragraph you write, "The AAA is going on record for the upgrading of our FAA certificates so our members can restore and maintain their airplanes within the present framework". We don't understand what you mean. Does this mean that an A&P's standards must be increased so that members can maintain their airplanes? As you have stated, that you would do every­thing to prevent this easing of regulation and hard­

22 JULY 1982

ship for many, many owners, the Officers and Board of Directors of the Antique/Classic Division feel it is neces­sary to publish your letters in their publication. You have now made known you will oppose any effort. Though much work has to be done, the FAA is very cooperative and will listen.

Sincerely, EXPERIMENTAL AIRCRAFT

ASSOCIATION Paul H. Poberezny, President AAA Lifetime Member #19 EAA Lifetime Member #1

Dear Gene: I received my copy of the May 1982 issue of VIN­

TAGE AIRPLANE several days ago, and was pleasantly surprised to find the Stinson featured on the back cover. If you could provide me with Ted Koston's address, I would greatly appreciate it. I want to bug him for a print or borrow the negative.

At the time this picture was taken, N18425 was owned by a business woman who purchased the air­craft new and utilized it in the pursuit of her publish­ing business in and around the Pittsburgh area. In the picture I notice a small stepping stool under the right ladder. This was used in aiding her egress and ingress from the cabin. In addition, the right ladder still ex­hibits the 4" wide steps which allowed the use of high heels.

The only log book in my possession which covers a portion of Pilot C. H. Curry's employment indicates he did a very meticulous job of record keeping. The logs kept by subsequent owners left a lot to be desired.

It is the only 9F flying that is equipped with the original bump cowling and wheel pants. John Neu­meister of Sussex, NJ spent several days as my house guest recently in order to make a fiberglass mould of a section of the cowling. He made an extra one which we shipped to Stuart Peterson in Boise , ID. Someday, these 9Fs will also sport a bump cowl. The original pants and cowl on these birds were made with grade SO aluminum and they require a lot of TLC.

Best regards, Jonsey Paul (EAA 36793, AlC 145) 14418 Skinner Road Cypress, TX 77429

Ted Koston's address is: 38 Le Moyne Parkway, Oak Park, IL 60302.

JUST "PLANE" TOMMY ... (Continued from Page 11)

Their next exhibition was at Erie Beach on June 9, 1911 where Walter Johnson accomplished the first sus­tained flight ever made in the vicinity of Buffalo, New York. Extra wing panels on top and bottom had been added and proved to be very successful.

Further developments had been in progress and pro­duced a new Thomas model TA which was introduced on August 6, 1911. A larger engine, made by Kirkham with six cylinders and producing 50 hp was used in the new model. This produced much better flight character­istics and 16 miles were flown from Savona to Ham­mondsport in 18 minutes. The return flight was made in 12 minutes, setting an average of 64 mph, which was considered very good for the period. The new perform­ance all added up to a new dimension being added to their exhibitions. A subsequent flight at Danville, New York produced a truly high altitude demonstration.

The model TA underwent 10 design modifications

and was used extensively at the aviation school at Bath, New York. Walt Johnson made over 1,000 flights be­tween January 15, 1912 and April 1913, carrying stu­dents at the school. This was the first school chartered by the New York State Board of Regents.

The earlier plane with the four cylinder Kirkham engine was modified as a preliminary trainer having been rebuilt for dual instruction. Many exhibition flights continued around the New York area. At Sylvan Beach near Syracuse, the TA was flown, after being broken ­it was only natural for the Thomas machine to be in­cluded for its share of honors.

Pilot Walter Johnson and Earl Beers demonstrate the man­ner of seating in which pilot and passenger endured the cold to establish the endurance flight on Halloween, 1912.

Johnson, flying a TA model converted to a larger 65 hp engine, and with a school mechanic as his pas­senger, established an American endurance record of three hours, 51 minutes, 15 seconds at Bath, New York. The flight was between Bath and Savona, New York, a distance of 235 miles . The passenger weighed 150 lbs. This weight factor was a requirement by the Ameri­can Aero Club, under whose supervision the flight was made. Termination of the flight was not caused by mechanical trouble but by the blustery cold winds of October, forcing these two to land early that Halloween evening.

Glenn Tate at the controls in about 1912. The aileron con­trol cable circled the steering wheel being recessed in a groove. Note the single foot pedal.

In 1913 Frank Burnside, a former st.udent now ap­pointed chief pilot, established an altitude record of 13,000 feet to break Lincoln Beachy's altitude record. The top wing had been lengthened and the tips squared, and the power plant was changed to a Curtiss 80 hp en­gine for additional lift . •

(To Be Continued N ext Month) VINTAGE AIRPLANE 23

MI~MIII~I'S~ PRO,)I~(JTS This section of The VINTAGE AIRPLANE is de':­

icated 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.

Sam Rinaldo and his 1936 Taylor J-2, NC16360.

Dear Gene: Enclosed are photos of my Cubs . . . one a 1938 Piper

J-3, NC22726, SIN 2696 which rolled out of the factory on 12122/38. It has been active most of the time since. The airframe has 3955.30 hours to date, and is on the third engine. A 50 hp Franklin was originally installed, then a 65 hp Lycoming and now it sports a Continental 65. I began this restoration in July 1977 and finished it in June 1979.

The other plane is a 1936 Taylor J-2 which was manufactured 5/9/36 at Bradford, P A. It was originally NC16369, SIN 589, but now carries NC16360. The plane was dismantled in 1946 and put in storage when its owner, a field representative for Franklin Engines, was transferred to Stinson Aircraft to work with the engineers regarding Franklin installations.

When I acquired the J -2 in April 1977 the original N number was not available so I took one as close to it as possible. This restoration was finished July 29, 1980 and for awhile I was working on both planes at the same time.

I have known the J-2 since it was new. I first flew it in 1943 but it took all these years before I could acquire it. For several years I instructed at the very

1938 Piper J-3, NC22726.

field where it was stored, and could see the fuselage hanging from the rafters. When I got it, it was in quite good condition. It still has the original Continental A-40-3 engine, SIN 652. In fact the entire aircraft is original, including the prop.

The only change I made was the installation of brakes for the sake of safety, as we have a lot of cross­winds at some of the fields in this part of the country.

I was fortunate in acquiring all the papers and log books for the J-2. The logs show 900 plus hours, air­frame and engine, including the 25 hours I have put on it. I don't know how many more hours I can fly before I can't pass a physical as I am 72 years old, but until then I will keep 'em flying.

It would take too much space to list the names of all the people who helped in so many ways in the restoration of this aircraft, but they know who they are. I shall always be grateful to each and everyone of them.

Sincerely, Sam Rinaldo (EAA 43793, AlC 2589) 342 Maple Street Oneida, NY 13421

This handsome 1947 Luscombe 8-E, NC2399K, SIN 5126 Is owned by Jay Moriarty and Fred L. Pratt (EAA 9781, AlC 3n4), 21 Westwood Circle, Dover, NH 03820. The restoration project was started In March 1981 and completed In November. It Is finished In light blue with dark blue trim.

24 JULY 1982

MYSTERY PLANE Here's one for the aircraft airplane

fans. This picture was on a post card acquired by Norm Petersen, Editorial Assistant, a native of Minnesota. It appears to be an early Curtiss Push­er - note the wings are single - sur­face covered. The airplane has all the characteristics of a genuine Curtiss except the engine and fuel tanle Note that it appears the pilot evidently crashed through the fence in the background and came to rest in the corn field. Note that the lower right­hand tail boom is broken. Mystery - where and when was the photo taken and who was the pilot? Re­sponses will be mentioned in the Sep­tember 1982 issue of The VINTAGE AIRPLANE.

The Mystery Plane in the May issue is a Taubman LC-13. The photo was supplied by Ted Businger, Willow Springs, MO who states it was taken at either the Mid-City Airport, Hudson, OH or "Slim" Honroth's strip at North­field, OH. On page 44 of John Underwood's 1974 edition of The Vintage and Veteran Aircraft Guide he writes about the plane: "Derived from a 1929 de­sign by V. C. Babcock, the Taubman LC-13 was built in 1930. Production failed to become a reality and only two examples were completed. The 1941 Bartlett Blue Zephyr was an unsuccessful attempt to market the craft."

The May Mystery Plane was correctly identified by C. Windsor Auten, Bel­mont, CA who stated it had a number of new design features, including wheel brakes and the tailwheel was mounted in the rudder and thus was steerable. The wings contained windows for pilot visibility downward, and the fuselage back of the cockpit was triangular in shape with the single longeron on the bottom.

CALENDAR OF EVENTS JULY 2-4 - CRESWELL, OREGON - 2nd Annual Oregon Antique &

Classic Aircraft Club Fly-In at Creswell Airport. For information call 503/895-3859 or -2913. Write OACAC, P.O. Box 613, Creswell , OR 97426.

JULY 3-4 - SUSSEX, NEW JERSEY - Flanders Valley EM Antique/ Classic Chapter 7 and EM Chapter 238 Annual Fly-In. Antiques, warbirds, homebuilts, and factory machines welcome. Food, hangar square dance and much more. Camping and lodging upon request. Contact Dave Sylvernal, President, One Cayuga Trail, Oak Ridge, NJ 07961 or call 201/697-7248.

JULY 3-5 - BLAKESBURG, IOWA - Aeronca Fly-In at Antique Air­field. For information contact Augie Wegner, 1432 28th Ct. , Kenosha, WI 53140.

JULY 1G-11 - ALLIANCE, OHIO - Annual Taylorcraft Fly-In/Reunion sponsored by Taylorcraft Owner's Club and the Taylorcraft " Old Timers" . Factory tours, many activities. Contact Bruce Bixler at 216/823-9748.

JULY 18-18 - ORILLlA, CANADA - Annual Orillia Convention by EM of Canada. Orillia Airport, 80 miles north of Toronto. Land and sea plane facilities, camping and motels. Convention UNICOM 123.4. Contact Bill Tee, 46 Porterfield Road, Rexdale, Ontario M9W 3J5. 416fl42-8939.

JULY 18-18 - MINDEN, NEBRASKA - National Stinson Club Fly-In. For information contact George Leamy, 117 Lanford Road, Sparten­burg, SC 29301, 803/576-9698 or Mike Emerson, 3309 Overton Park E., Fort Worth, TX 76109, 817/924-6647.

JULY 18-18 - LEWISTOWN, MONTANA- 5th Annual Montana Chapter AM Fly-In at Beacon Star Antique Airfield. For further information, please contact Frank or Billie Bass, Beacon Star Antique Airfield , Star Route, Moore, MT 59464. 406/538-7616.

JULY 23-25 - NEW MILFORD, CONNECTICUT - Third Annual Air Rally, Candlelight Farms Airport. Camping, music after dark. Clas­sics, antiques, grass field fun. For more information contact Roger Dunham, 203/354-6734.

JULY 30 - AUGUST 1 - COFFEYVILLE, KANSAS- Funk Fly-In. Antiques, Classics, Homebuilts invited. Contests, trophies, dinner. Contact Ray Pahls, 454 Summitlawn, Wichita, KS 67209. 316/943-6920, evenings.

JULY 31 - AUGUST 7 - OSHKOSH, WISCONSIN - 30th Annual EM Fly-In Convention. It's never too early to start making plans for the world 's GREATEST AVIATION EVENT.

AUGUST 8-8 - SHELTON, WASHINGTON - Sanderson Field. Second Annual Antique, Classic and Warbird Fly-In sponsored by the Puget Sound Antique Airplane Club, EM Antique/Classic Division 9. Arrive on Friday, Public Display Saturday, dinner Saturday evening. Fly-a-way breakfast on Sunday. For information contact Fred C. Ellsworth. 17639 SE 293rd Place, Kent, WA 98031. 206/631-9117.

AUGUST 8-14 - SAN ANTONIO, TEXAS - International Cessna 170 Association Annual Convention. Contact John D. Benham, 12834 Dovetail , San Antonio, TX 78253.

AUGUST 9-14 - FOND DU LAC, WISCONSIN - Annual International Aerobatic Club Championships and Convention. Contact lAC, P.O. Box 229, Hales Corners, WI 53130.

AUGUST 15 - WOODSFIELD, OHIO - Air Show at 1:30 p.m. at Monroe County Airport. Phone 614/472-1882.

AUGUST 2G-22 - VANCOUVER, WASHINGTON - Northwest Antique Airplane Club 23rd Annual Fly-In and Air Show at Evergreen Air­port . Excellent camping, spaghetti feed August 20, breakfasts, awards banquet and dance Saturday. Contact Jim Rosen, 314 S.E. 118th Avenue, Vancouver, WA 98664. 206/254-6606.

AUGUST 22 - ALDERMAN AIRPORT, OHIO - Tri-Club Model Air Show and EM Fly-In at BrUSh Run Park, 10 a.m. to 5 p.m. Hosted by EM Chapter 341, Tri-State Miniature Aircraft Association Chap­ter 51 , St. Clairsville Radio Control Flyers. Contact Larry VanDyne, 614/ 472-1882.

AUGUST 22 - WEEDSPORT, NEW YORK - Antique/Classic and Home­built fly-in sponsored by Chapter 486. Whitfords Airport. Pancake breakfast , air show. Field closed 1-5. Intermission for early de­partures. Contact Herb Livingston, 1257 Gallagher Road, Baldwins­ville, NY 13027.

AUGUST 27-29 - ARLINGTON, WASHINGTON - Northwest EM Fly-In. Homebuilts, classics and antiques . Camping, meals, forums. exhibits, awards and fun . For information contact Dave Woodcock, 206fl47-2748.

SEPTEMBER 2-6 - TULLAHOMA, TENNESSEE - 2nd Annual Ole South Fly-In. Parish Aerodrome, Soesbe-Martin Field . Saturday, Parade of Flight: Sunday, Air Show. Camping. Contact Jimmy Snyder, President, Tennessee Valley Sport Aviation Association , Inc., 5315 Ringgold Road, Chattanooga, TN 37412. 615/894-7957.

(Continued on Page 27)

VINTAGE AIRPLANE 25

Classic owners! Interior looking ahabby?

CJ

Finish it right with an airtex interior

Complete interior assemblies for do-it-yourself installation.

Custom Quality at economical prices.

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

Free Catalog of complete product line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.

at .,.;rQlr ex products, inc. 259 Lower Morrisville Rd. , Dept. VA Fallsington, PA 19054 (215) 295-4115

I VISA- I

•

THE VINTAGE AIRPLANE ADVERTISING RATES

1 Issue 3 Issues 6 Issues 12 Issues 1 Page $175.00 $165.00 $150.00 $145.00 1/2 Page 105.00 100.00 95.00 90.00 1/3 Page 95.00 85.00 80.00 75.00 1 /4 Page 70.00 65.00 60.00 55.00 1 /6 Page 60.00 55.00 50.00 45.00 1/8 Page 50.00 45.00 40.00 35.00

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For additional information, including color rates and required ad sizes, contact:

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414 /425-4860

Jacket: Unlined Poplin jacket, features knit waist and cuffs. The gold and white braid trim on a Tan body emphasizes the colors proudly dis­played in the Antique/Classic logo. Sizes: X-small thru X-large

$28.95 ppd

Cap: Complete the look in this gold mesh hat with contrasting blue bill, trimmed with a gold braid . Your logo visibly displayed, makes this adjustable cap a must. Sizes: M & L (adjustable rear band)

$6.25 ppd

WEAR the IMAGE in an Antique/Classic jacket and cap Send Check To:

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Wisconsin Residents Include 4% Sales Tax

26 JULY 1982

CALENDAFl OF EVENTS ... (Continued from Page 25) SEPTEMBER 8-12 - GALESBURG, ILLINOIS - 11th National Stear­

man Fly-In. Contact Jim Leahy at P.O. Box 1505, Galesburg, IL 61401 , 309/343-2119 or Tom Lowe at 623 Kingston Lane, Crystal Lake, IL 60014, 615/ 459-6673.

SEPTEMBER 11-12 - GREELY, COLORADO - Rocky Mountain Re­gional Fly-In at Weld County Airport. Open to the publ ic, pancake breakfast and air shows. Contact Bill Marc, 303/966-4396.

SEPTEMBER 17-19 - BALTIMORE, MARYLAND - 13th Annual East Coast Fly-In sponsored by East Coast EAA chapters. Pancake breakfast , forums, displays, awards. Glenn l. Martin State Air­port. Contact Gene B'rown , 9026 Hickory Hi ll Ave., Lanham, MD 20706, 301 / 577-3070 or Bob Wallace, 1600 Kittyhawk Rd., Balti ­more, MD 21220, 301 /686-9242 or 666-3279.

SEPTEMBER 24-26 - TAHLEQUAH, OKLAHOMA - 25th Anniversary Tulsa Fly-In co-sponsored by EM AlC Chapter 10, UL Chapter 10, lAC Chapter 10 and AM Chapter 2. Will also celebrate the 75th ann iversary of Oklahoma statehood and the 100th anniversary of Tulsa. Contact Cal Bass, 6111 So. Joplin , Tulsa, OK 74136. 916/494-6906.

OCTOBER 1-3 - CALLAWAY GARDENS, GEORGIA - International Cessna 120/ 140 Association, Inc. Annual convention and fly-in. For info contact Charles Wilson , 567 Forrest Ave., Fayetteville, GA 30214. 404/ 461-6279.

OCTOBER 10 - BOLIVAR, TENNESSEE - EM Chapter 763 Fly-In and Air Show. Contact Billy Whitehurst , P.O. Box 376, Bolivar, TN 36006. 901 / 656-6262.

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Back issues a re available from Headquarters for $1.25 each, postpaid , except the July 1977 (Lindbergh Com­memorative) issue, which is $1.50 postpaid.

WORLD WAR 1 ~

WORUl WAR I AEROPlAIIES. INC. 1s a tax-exaIPt non-profl t 01"91n1 ­zatlon founded in 1961 to bring together build.M. restoreM. scal....odell.M. and nistonans of p ..... 1919 a.rolllanes ; and to IIIIIU aval1ael. to. th. infonnatlon aDout parts. drawings. "hole aircraft. and all til. books and techniques which would be of us. to th••

We work clos.ly with mus_. libraries. collectoM. d.slgn.M. historians. supply-houses. bulld.M. pilots. and oth.r av i ati on ol"9anizatlons and journals. We are tile only ol"9anizati on to d.,,1 solely "lth the design and constl"Uctl on of these machines. WI and p ..... WI as .... 11.

To tIleS. ends .... publ1sh our journ"l. WORLD WAR I AEROPlAIIES. flv. tl_ a year for s_ 800 ...meM tllroughout til. world. and conduct a substantial info,.tion se"lce by mall and t.lephon.; .... ".Intaln an up-to-date fll. of both anginal and reproduction alrcnft all 0Yef' til. world ( til .... a... 5_ 700 of til. fo,..r and s_ 900 of the latter! , .

Th. Ol"9anlzltion nes operated f~ the beginning on voluntary contMbutlons for pnntlng. postage, telepttonlng. photograptty. fees; and .... sell back issues. Xlrox copies of early aircraft and engine manuals and working drawings. and appropriate advertis i ng. Sulpl. issue $3.

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CLASSIFIED ADS

YOUR PIPER project lagging? For a share, either I'll restore it a lone or we can work together. So. Calif. area . Casual reader , refer to a friend. 213/680-4631 eves.

ACRO SPORT - Single place bipla ne capable of un­limited aerobati cs. 23 sheets of clear, easy to follow pla ns , includes nearly 100 isometrica l drawings , photos a nd exploded views. Complete parts a nd materials list . Full size wing drawings . Pla ns plus 88 page Builder 's Manual - $60.00. In fo Pack - $4 .00. Super Acro Sport Wing Dra wing - $15. 00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners , WI 53130. 4141 425-4860.

FOR SALE - 1931 Curtiss-Wright "Junior" CW-1 pow­ered with Continental A-65. Licensed and flying. Con­tact Barbara Kitchens 404/228-0965.

ACRO II - The new 2-place aerobatic trainer and sport biplane. 20 pages of easy to follow, detailed plans . Com­pl ete with isometric drawings , photos , exploded views . Plans - $85.00. Info Pack - $4.00. Send ch eck or money order to: ACRO SPORT, INC., P .O. Box 462, Hales Cor­ners , WI 53 130. 414/425-4860.

POBER PIXIE - VW powered pa rasol - unlimited in low. cost pleasure flying. Big, r oomy cockpit for th e over six foot pilot . VW power insu res h ard to beat 31;2 gph at cruise setting . 15 la rge instruction sheets . Plans - $45 .00. Info Pack - $4.00. Send ch eck or money order to: ACRO SPORT, INC., Box 462, Ha les Corners , WI 53130. 4 141 425-4860.

FLYING AND GLI DER MANUALS

1929, 1930. 1931 1932. 1933

2.50 ea . SEND CHECK OR MONEY ORDER TO :

EAA Air Museum Foundation, Inc. Box 469 Hales Corners , WI S3130

All ow 4-6 Weeks For Del ivery Wisconsi n Resid ents In cl ude 4% Sales Tax

VINTAGE AIRPLANE 27