VA Vol 10 No 7 July 1982

STRAIGHT AND LEVEL By Brad Thomas
President Antique/Classic Division 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 Con­
vention 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 Satur­
day, 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"
of SPORT 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 gentle­
men during your Convention visit, be sure and introduce
yourself and invite them to our Antique/Classic Division
area .
2 JULY 1982
On Wednesday, August 4, our Division will be recog­
nized 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 manu­
factured 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 avail­
able 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 AIR­
PLANE , 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 Cham­
pion 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 Osh­
kosh. As always, if you need information, please do not
hesitate to stop by our headquarters with your requests.
Fly safely and drive carefully!
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
W. Brad Thomas, Jr.
301 Dodson Mill Road
Pilot Mountain, NC 27041
919/368-2875 Home
919/368-2291 Office
Vice-President
Jack C. Winthrop
Route 1, Box 111
Allen, TX 75002
Secretary M. C. "Kelly" Viets
7745 W. 183rd St.
Stilwell , KS 66085
913/681-2303 Home
9131782-6720 Office Treasurer
E. E. "Buck" Hilbert
P.O. Box 145
Union, IL 60180
214/727-5649
815/923-4591 DIRECTORS
Ronald Fritz
15401 Sparta Avenue
Kent City . MI 49330
616/678-50 12
ADVISORS
Morton W. Lester
P.O. Box 3747 Martinsville, VA 24112
703/632-4839
FRONT COVER ... Flying over typical
Texas countryside is Gordon Bour­
land '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.
(Photo by Larry Dockery) Ed Burns 1550 Mt. Prospect Road
Des Plaines, IL 60018
3121298-7811 •
TABLE OF CONTENTS
John S. Copeland
9 Joanne Drive Arthur R. Morgan
Claude L. Gray, Jr.
9635 Sylvia Avenue
3744 North 51st Blvd . Westborough , MA 01581
617/366-7245
Milwaukee, WI 53216
Northridge, CA 91324
414/442-3631
213/349-1338
Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434 Dale A. Gustafson
6121784-1172
John R. Turgyan
7724 Shady Hill Drive
1530 Kuser Road
Indianapolis, IN 46274
Espie M. Joyce, Jr.
Trenton , NJ 08619
317/293-4430
Box 468
609/585-2747
Madison, NC 27025
919/427-0216
AI Kelch
S. J. Wittman
Gene Morris 66 W. 622 N. Madison Ave
Box 2672
27 Chandelle Drive
Cedarburg, WI 53012
Oshkosh , WI 54901 Hampshire, IL 60140
414/377-5886
414/235-1 265
312/683-3199
Robert E. Kesel
455 Oakridge Drive
Rochester, NY 14617
716/342-3170
George S. York
181 Sloboda Ave.
Mansfield , OH 44906
419/529- 4378
BACK COVER ... An American endur­
ance 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
Walter Johnson as pilot and Arthur
Blazier as pas·senger. See story on
page 8.
Straight and Level ... By Brad Thomas ............
AlC News . .. By Gene Chase ...... . ........ . . . . .. .
Midwest Aero Historians Meet . . .
4
2
By George Hardie ...... . . .... . . ..... .... . . .....
5
Antique/Classic Forum Schedule. . . . . . . . . . . . . . . . . ..
Gordon Bourland 's EGC-8 Cabin Waco .. .
5
By Norman Petersen ..... .. . . .. . .. .. .. .. .... .. ..
6
Just " Plane " Tommy ; The Story of the ThomasMorse 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
Roy Redman
Rt. 1, Box 39
Kilkenny, MN 56052
507/ 334-5922
S. H. "Wes" Schmid
2359 Lefeber Road
Wauwatosa, WI 53213
414/771-1545
PUBLICATION STAFF
PUBLISHER
Paul H. Poberezny
ASSOC. EDITOR
George I.. Hardie, Jr.
EDITOR
Gene R. Chase
EDITORIAL ASSISTANTS
Norman Petersen
Pat EHer
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 AIR­
PLANE, 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. Mem­
bership rates for EAA Antiquel Classic 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 - Antiquel Classic 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 Osh­
kosh 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 Aero­
nautics 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 presenta­
tions will be of interest to every sport and general avia­
tion pilot. The NASA General Aviation StalVSpin Pro­
gram, 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 Air­
craft.
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 Camp­
out 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 break­
fast, 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.
4 JULY 1982
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.
FAIRCH ILD 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 pub­
lished by Ken Williams of Rearwin Sportster and Porter­
field 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 En­
gine 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 news­
letter which gave him the idea to compile all the in­
formation 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 com­
plete with an index. It is mostly made up of correspon­
dence from many of the most highly regarded antique
airplane restorers and operators in the world. As a
result, the factual information contained in Gem Num­
ber 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 Frank­
lin Street, Portage, WI 53901. You'll be glad you did be­
cause this little booklet is truly a gem! . . . Gene Chase.
MIDWEST AERO HISTORIANS MEET By George A . Hardie, Jr.
Committee member s and speakers a t the Sprin g
meeting of the Midwest Aero Historians, held on Sa tur­
day, May 9 a t the EAA Aviation Museum pose before
the museum's replica Fokker DR-1 Triplane. Kurt Lie­
bau 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 Wa r
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 Hi storians meet each Spring
and Fall at the EAA Avia tion Museum. The next meet­
ing is scheduled for October 9 and will feature a presenta­
tion of slides showing work on the Ford Trimotor and
North Am eri can P-64 restor ation proj ects for t h e
museum. •
ANTIQUE/CLASSIC
FORUM SCHEDULE
1982 EAA CONVENTION
SATURDAY ­ JULY 31, 1982
9:00 - 10:15 A.M. STINSON 108 Series Airplanes­
Gregg Dickerson
10:30 - 11:45 A.M. DeHAVILAND 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. NAVIONS - 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 mem­
ber.
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. LUSCOMBESJohn Bright, Luscombe Club
12:00 - 1:15 P.M. PIPER TRIPACERS & PACERS­
Bob 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'SCharlie Nelson, Swift Club
12:00 - 1:15 P.M. NATIONAL WACO CLUB­
Ray 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 are no Antique or Classic forums scheduled for
this day.
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 posi­
tion 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 indi­
cated a Jacobs L-6 engine of 300 hp installed by the
factory.
The Vega Airplane Company (subsidiary of Lock­
heed), 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 satis­
factory 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 en­
gine of 350 hp, thereby making the Waco an EGC-8
model. This job was credited to Hughes Aircraft Com­
pany 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 air­
plane at Kansas City and it sat rather forlornly at Fair­
fax Airport for nearly four years, sustaining more dam­
age 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)
(Photo by Gordon Bourland)
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.
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 work­
manship is already evident.
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 follow­
ing (usually) behind on a large flatbed trailer. Some
very tense moments were endured between Kansas
City and Wichita as the cross winds blew the slab­
sided 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 pro­
ceeded with the many details of a complete and total
rebuild realizing that most of his beautiful workman­
ship 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 Decem­
ber 4, 1979, Gordon made his first flight in the newly
restored EGC-8. A little bit of rigging adjustment re­
sulted 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
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 100 0 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 combina­
tion 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, Outstand­
ing 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 Gor­
don Bourland is a genuine "antiquer".•
(Photo by Gordon Bourland)
(Photo by Larry Dockery)
With a considerable struggle, the big Waco is finally loaded
on the trailer and the wings are tucked alongside the fuse­
lage. 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.
Proudly displaying its classic lines in the early morning sun­
shine is Gordon Bourland's Waco EGC-S. Note classic "Lock­
heed 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
display the center section of the very first plane made In
1910. Constructed in a barn in Hammondsport, New Yo rk
without the aid of power tools. W. T. Thomas here learned
the trick of hand drilling small holes first, then following
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 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
Preface
London. He later attended Central Technical College
The following three part article on the Thomas-Morse
of the University of London at South Kensington, from
Aircraft Corp., although extensively edited and further
which he graduated in 1908 with a degree in Civil and
researched by me, should be credited to Robert G. Elliott
Mechanical Engineering. To gain practical experience,
of Daytona Beach, Florida who sought out William T.
young Thomas became an apprentice in the shops of
Thomas, Jr. , still living in Daytona B each. Information
the British Westinghouse Co., where he was exposed to
was obtained through Mr. Thomas' generous sharing
the Gas Engine and Turbine Engine Departments, as
of pictures and recollections on his fath er, plus some
well as the Pattern Shop and Foundry. He gathered a
material from the personal collections of Paul D. Wil­
deep background in methods of design and develop­
son , one of the three original test pilots. Robert sub­
ment that would serve him well in later years when
mitted to me fresh new material on the earlier portions
the airplane industry began to bud.
of the Thomas airplane venture. On researching several
So it was, in the early part of 1909 Thomas came to
older articles, I zeroed in on a wonderful two part story
America where he used his qualifications to obtain a
job with Glenn Curtiss in the drafting room. His first
in two 1960 issues of "American Airman", extensively
assignments were in working out designs for motor­
researched by Frank Strnad with a great deal of original
contact with William Thomas, Sr. Frank generously
cycle engines and dirigible engines. It was here he got
gave p ermission to use all of th e material h e had
his first taste of aircraft design and development, and
gathered , to put togeth er one more article specially
over a period of time his observations and participa­
tailored for The VINTAGE AIRPLANE magazine on
tion in the Curtiss designing program whetted his ap­
petite to try his own wings and attempt the design of
the Tommy-Morse S cout of World War I fame . For the
real T ommy buffs, it would pay to seek out his exten­
even a better airplane . His faith was shared by one
sive two part story in the "American Airman" for June
mechanic friend, and the two of them set out to con­
and July 1960. Frank also did profile #68 published
struct and design the first Thomas airplane, right in
by Profile Publication s Ltd., P.O . B ox 26, 1A North
Curtiss' own town of Hammondsport, New York.
Needing an engine, they chose the 22 hp Kirkham
St., L eatherhead, Surrey, England.
8 JULY 1982
automobile engine. This proved to be the first auto­
mobile engine ever flown in a powered aircraft in
America. On June 14, 1910, final assembly and check­
ing 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 be­
tween 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 develop­
ment 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 Kirk­
ham 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, Syra­
cuse. 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 be­
fore 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 re­
duce 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 en­
larging 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, at­
tempted 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 dam­
aged. 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 accom­
panied 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 demon­
stration 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 pro­
duced 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 Com­
pany. A successful straight flight of 300 yards, fol­
lowed 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
flying in 1911.
Pilot Fred Eells, W. T. Thomas with arms crossed and Earl
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 thir­
teen years his senior. Eric is a third generation flyer
(his grandfather, Ray Buckmann, flew in the Howard
Hughes extravaganza, "Hell's Angels") and while work­
ing 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. Unfor­
tunately, a slight miscalculation terminated the sum­
mer 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 Sep­
tember, 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 for­
tunately 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 authen­
tic, 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 Gene Soper's 1940 Sti nson ModeJ 10 with a Lycoming 0-290A
for power.
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
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 Frank­
lin engine with a full electrical system. This was desig­
nated 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 Conti­
nental 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 Cali­
fornia; two lift struts from Billings, Montana; an en­
gine mount from Coeur d'Alene, Idaho; engine and prop
from Lewiston, Idaho; a nose bowl from Missoula, Mon­
tana; and a homemade spar from Spokane, Washing­
ton, 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 in­
terruptions, 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 air­
plane, 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 Hen­
ley Aerodrome call it my electric airplane. They can
hear the prop going around but cannot hear the ex­
haust. 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'/9,5 00' 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, (Con­
fucious 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 trans­
mitter and inverter as well as the 35 AH battery are
mounted well aft in the fuselage for weight and bal­
ance 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 Manu­
facturing Co., Ltd., later to become famous as the producer
of the designs of Geoffrey DeHaviliand. The Longhorn be­
came the standard British training aircraft in the early years
of the War.
FARMAN SHORTHORN - The Shorthorn was a redesign of
the Longhorn and was entered in the Military Trials compe­
tition 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.
R.A.F. BE-2c - The BE-2c was a development of a pre-War
design from the Royal Aircraft Factory. Used for reconnais­
sance 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.
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 ac­
counted 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 Tail­
spinner" 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 land­
ing. 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 mid­
day 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 Stone­
henge.
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 land­
ing was carried out.
b. Sixteen BE-2's and nine Shorthorns had complete
engine failures. A marked improvement over Novem­
ber'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 shill­
ings and sixpence - money down the drain and suf­
ficient to buy new gaiters and spurs for each and every
pilot and observer in the service. (One pound or 20 shill­
ings 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 com­
memorate 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 Whirl­
wind 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 trans­
atlantic 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 promo­
tional campaigns of Pan American Airways. The huge
Dornier DO-X was an internationally known German
flying boat powered by six tractor and six pusher en­
gines totaling about 7200 hp. It seated about 150 pas­
sengers 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 writ­
ing 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 pub­
lic, 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 Strato­
cruiser, 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 Fair­
child, 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 air­
craft. 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 mes­
sages 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 Fly­
ing" 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 shap­
ing the history of our country in both civilian and mili­
tary roles. Their duties in the Korean and Vietnam con­
flicts included those of troop carriers, delivering sup­
plies, 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 pro­
duce 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 ex­
tensive. 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 col­
lectors dream of doing . •
This ca rd is captioned: AH-1G " Huey" Cobra flies above
formation of " Hueys" near U.S. Army Aviation School and
Aviation Sc hool Element. Postmarked Nov. 28, 1969, Enter­
prise, 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
McClure of Bloomington, Illinois. His collection dates
back to 1933, and from it we will be able to add a total
of six posters to the series that has appeard in The
VINTAGE AIRPLANE. A total of 30 posters were is-
sued in the early 1930s by the Borden Company and its
predecessor, the Thompson's Malted Milk Company.
These were originally printed on stiff card, 19" x 11"
in black and white. Each poster had line drawings on
the back and descriptive notes.
NEXT MONTH-THE BIRD BIPLANE­
The 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 single­ engined 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 Cy­
clone 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, naviga­
tion, cabin and instrument board lights, individual heat­
ers 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 semi­
cantilever 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 through­
out. Covering is of fabric. The lower stub wings form
part of the landing gear structure. Low pressure bal­
loon 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
May 14, 1982
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 pro­
posal 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 sur­
face, 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 F ARs. After all the
A&P and IA have to spend a lot of time learning and
keeping up with the F ARs and AD Notes.
What about the owner who wants to use his antique
or classic in a commercial manner? The Standard cer­
tificate 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 ex­
perience 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 low­
est 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 sys­
tem 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 frame­
work 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)
22 JULY 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 talk­
ing about the FAA issuing an Airman Repair Certifi­
cate to the restorer of that one particular airplane, giv­
ing 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 home­
built 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 let­
ter 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 every­
thing to prevent this easing of regulation and hard­
ship for many, many owners, the Officers and Board of
Directors of the Antique/Classic Division feel it is neces­
sary 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 air­
craft new and utilized it in the pursuit of her publish­
ing 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 ex­
hibits 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 Neu­
meister 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
and was used extensively at the aviation school at Bath,
New York. Walt Johnson made over 1,000 flights be­
tween January 15, 1912 and April 1913, carrying stu­
dents 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 in­
cluded for its share of honors.
Pilot Walter Johnson and Earl Beers demonstrate the man­
ner 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 pas­
senger, 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 Ameri­
can 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.
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 sus­
tained 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 pro­
duced 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 character­
istics and 16 miles were flown from Savona to Ham­
mondsport 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 perform­
ance 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
Glenn Tate at the controls in about 1912. The aileron con­
trol cable circled the steering wheel being recessed in a
groove. Note the single foot pedal.
In 1913 Frank Burnside, a former st.udent now ap­
pointed 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 en­
gine for additional lift. •
(To B e Continued N ext Month)
VINTAGE AIRPLANE 23
MI~MIII~I'S~
PRO,) I~(JT S This section of The VINTAGE AIRPLANE is de':­
icated to members and their aircraft projects. We wel­
come 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.
1938 Piper J-3, NC22726.
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
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 cross­
winds 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, air­
frame 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 Push­
er - note the wings are single - sur­
face 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 right­
hand tail boom is broken. Mystery
- where and when was the photo
taken and who was the pilot? Re­
sponses will be mentioned in the Sep­
tember 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 North­
field, 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 de­
sign 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, Bel­
mont, 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 Air­
field. 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, Sparten­
burg, 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. Clas­
sics, 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 Air­
port. 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 Chap­
ter 51 , St. Clairsville Radio Control Flyers. Contact Larry VanDyne,
614/ 472-1882.
AUGUST 22 - WEEDSPORT, NEW YORK - Antique/Classic and Home­
built fly-in sponsored by Chapter 486. Whitfords Airport. Pancake
breakfast, air show. Field closed 1-5. Intermission for early de­
partures. Contact Herb Livingston , 1257 Gallagher Road, Baldwins­
ville, 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
THE VINTAGE AIRPLANE
ADVERTISING RATES
1 Page
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1 Issue
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3 Issues
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Complete interior assemblies for do-it-yourself installation.
Rates are for black and white camera-ready ads.
Custom Quality at economical prices .
CLASSIFIED RATES: Regular type ­ 45c per word;
50c per word; ALL CAPS - 55c
per word. (Minimum charge - $7.00. Rate covers
one insertion, one issue.)
• Cushion upholstery sets
• Wall panel sets
• Headliners
• Carpet sets
• Baggage compartment sets
• Firewall covers
• Seat Slings
• Recover envelopes and dopes
Bold face type -
COMMISSIONS: N on-commissionable .
Free Catalog of complete product line. Fabric Selection Guide
showing actual sample colors and styles of materials: $3.00.
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products, inc.
259 Lower Morrisville Rd. , Dept. VA
Fallsington, PA 19054 (215) 295-4115
VISA
I
For additional information, including color rates
and required ad sizes, contact:
Advertising Department
The VINTAGE AIRPLANE
P.O. Box 229
Hales Corners, WI 53130
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 dis­
played 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:
EAA ANTIQUE/CLASSIC DIVISION, INC. P.o. Box 229
Hales Corners, WI 53130
Allow 4-6 Weeks For Delivery 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 Re­
gional 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. Pan c ake
breakfast, forums , displays, awards. Glenn l. Martin State Air­
port. Contact Gene B'rown , 9026 Hickory Hill 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 - Internationa l
Cessna 120/ 140 Association , Inc. Annual convention and fly-in.
For info contact Charles Wilson , 567 Forrest Ave., Fayettevill e,
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.
AVAILABLE BACK ISSUES March through December
All Are Availa ble
All Are Available
Februa ry through May, August through
December
All Are Availa ble
1977
J anuary t hrough March , August, October
1978
through December
Februa ry through December
1979
J anuary, Ma rch through July, September
1980
through December
All Are Available
1981
1982 - January through March, May, June
Back issues a re available from Headquarters for $1.25
each , postpaid , except the July 1977 (Lindbergh Com­
memorative) issue, which is $1.50 postpaid.
1973
1974
1975
1976
WORLD WAR 1
~
WORUl WAR I AEROPlAIIES. INC. 1s a tax-exaIPt non-profl t 01"91n1 ­
zatlon founded i n 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.
1.5
CRESCENT
RD.,
PoUGHKEEPSIE.
N.Y.
12.&01
TM
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 bipl a ne capa bl e of un­
limited aerobati cs. 23 sh eets of clear, easy to follow pla ns ,
includ es n early 100 isometrica l dra wi ngs , 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. Sup er Acro Sport Wing
Dra wing - $ 15. 00. Send check or mon ey order to: ACRO
SPORT, INC., Box 462 , Hal es Corners , WI 53130. 4141
425-48 60.
FOR SALE - 1931 Curtiss-Wright "Junior" CW- 1 pow­
ered with Continental A-65. Licensed and flying. Con­
tact Barbara Kitchens 404/228-0965.
ACRO II - Th e new 2-place aerobati c trainer and sport
bipla ne. 20 pages of easy to follow, detailed pla ns . Com­
pl ete with isometric dra wings , ph otos , exploded views .
Pl a ns - $85.00. Info Pack - $4.00. Send ch eck or money
order t o: ACRO SPORT, INC., P .O. Box 462, Hales Cor­
n ers , WI 53 130. 414/425-4860 .
POBER PIXIE - VW powered pa r asol - unlimited in
low. cost pleasu re fl yi ng. Big, r oomy cockpit for th e over
six foot pilot . VW power insu res h a rd to beat 31;2 gph at
cruise setti ng . 15 la rge instru ction sh eets . Pla ns - $45 .00.
Info P ack - $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 iv ery Wisco nsi n Res id ents In cl ude 4% Sales Ta x VINTAGE AIRPLANE 27