A estorers - Travel Air Restorers Association



A estorers - Travel Air Restorers Association
March 2006
Volume 13, No. 1
Travel Air Log
Page Travel Air Restorer’s Association
Jerry Impellezzeri
4925 Wilma Way
San Jose, CA 95124
(408) 356-3407
[email protected]
Newsletter Editor
John Hofmann
548 W James St
Columbus, WI 53925
(608) 239-0903
[email protected]
Membership Chair
Kathy Crawley
7123 Forest Hills Rd
West Hills, CA 91307
(818) 348-6811
[email protected]
Technical Adviser
Bob Lock
[email protected]
Edward H. Phillips
2815 Grandview Drive
Grand Prairie, TX 75052
(817) 695-2802
[email protected]
Government Liaison/
Historic Records
Phil Wyels
12522 Christy Lane
Los Alamitos, CA 90720
(562) 596-8153
(310) 784-1881
[email protected]
The Travel Air Restorer’s Association is an independent
nonprofit organization dedicated to the preservation and
flying of Travel Air Aircraft. Membership is on a yearly basis
with four quarterly issues of the Travel Air Log. Annual dues
are $15.00.
TARA DISCLAIMER. The Travel Air Log is the official
publication of the Travel Air Restorer’s Association. All rights
reserved. The act of submitting editorial or photographic
contributions shall constitute an expressed warranty by the
contributor that the material is original and is no way an
infringement on the rights of others. All material herein of
a technical nature is for reference only and all readers are
urged to maintain and fly their aircraft according to applicable
FAA FARs. The Travel Air Restorer’s Association and its
contributors assume no liability for information contained in
contributed copy. No part of this newsletter may be reprinted
or otherwise duplicated without the written permission of the
Travel Air Restorer’s Association.
On The Cover
Ben Mueck of Marysville, California, standing proudly
with his beautifully restored Curtiss-Wright Travel Air
B-14-R, NC12311. Ben purchased his dream aircraft
as a young man of 21, but had to wait 53 years before
he got it back in the air. Photograph courtesy of Ben
From The Cockpit
It looks like 2006 is going to be another exciting year for the
Travel Air gang! With a few more Travel Airs recently flying
for the first time or expected to be flying this spring or summer after remaining dormant many many years, and with
some interesting events in the works to show these new
additions, I’m excited with the prospects.
First I want to congratulate Ben Mueck after getting his
childhood dream aircraft flying after 53 years! What a story
of perseverance. Ben’s Travel Air B14R is a real beauty as
well. He is talking about possibly taking it back to Oshkosh
this summer to show it off. I hope he does! Read his story
in this issue.
Ron Waldron of McAlpin, FL reports that his Travel Air 10D
is all assembled and rigged, interior completed, and is now
installing the Wright R760-8 engine after just getting it back
from Mike Connor’s overhaul shop. All that remains is completing the engine installation and some small details and
he will be ready to fly! Perhaps he’ll have it flying in time for
Sun N’ Fun? Keep up the good work Ron!
Jim Helfrich reports that John Seibold’s Grand Canyon
Airlines Travel air A-6000-A is ready for its first flight and
perhaps by the time you read this it will have happen. Congratulations Jim on a great restoration job! See the picture
of this fine aircraft inside this issue.
My E4000 restoration project is getting closer to flying with
a successful engine run in January. I have some cowling
repair work to do before I put the wings on but I’m excited
about the progress. More on this later.
I want to thank Phil Wyels for helping Kathy Crawley with
the membership database problem she was having. Many
hands make for light work they say.
So what do you think of our new logo? I think it is just what
we needed. I want to thank John Hofmann for putting this
together. I plan to have some decals and patches made
soon. John also reports that the web site is ready to go...
I’m excited about this as well.
Let’s keep working together to keep the Travel Airs flying!
Page Travel Air Log
Restoration Reports
for it - no deal. I approached Bill Eddy
three or four times and each time he said
he wasn’t interested in selling.
That same winter Bill Eddy moved his
flying service to Sutter County Airport. In
the spring he needed an engine to put
in a crop duster. He took the engine off
the Travel Air and forgot to tie it down. A
north wind picked up the Travel Air and
flipped it on its back causing damage to
the rudder and top wings.
On May 28, 1952 I went to the airport to
see “my” airplane. I was very upset to
see it on its back. Bill Eddy was standing in the doorway of the hangar. He was
Ben’s dream aircraft when purchased on May 28, 1952.
chuckling as he came over to me. I told
How I Aquired Curtiss Wright Travel Air B-14him “I didn’t get a chance to fly it or fly in it.” As I turned
R Speed Wing, NC12311
to walk away, he called after me asked me if I was still
interested in buying it. I told him I was and he said I
By Ben Mueck
In November of 1951, I was at the
Cheim Airport in Marysville, CA, now
a residential area. I was walking up
to the airport office when I noticed
a black bi-wing taxiing down the
runway for take off. I inquired at the
office and asked what the airplane
was. I was told it was a Travel Air
piloted by Bill Eddy. I waited for it to
fly by. I could hear the roar but when
it didn’t come by, I ran outside to see
where it went. I was surprised to see
it going straight up hanging on the
prop, then it leveled off and with a
roar it was gone.
Bob Lock and Richard Hansen fit the tail feathers to check rigging.
I waited for an hour and a half for it to come back.
When it finally returned and taxied up to the hangar, I
had a chance to talk to the pilot. I asked him if he was
interested in selling it. He just laughed at me and said
he wasn’t. I offered to trade a Super Cruiser and cash
could have it for $350. This May I will have owned it
54 years!
About the Aircraft
CW Travel Air Model B-14-R Speedwing, 2 place
s/n 2003, NC12311
Manufactured: October 3, 1931 in St Louis for Stafford
L (Casey) Lambert
ATC: Group 2-403
Powered by: P&W R985 450hp. (Originally powered
by Wright R975-E2 420hp)
Gross Weight: 2956 lbs.
Fuel: 76 gallons
Cruising Speed: 180mph at sea level, 200mph at
10,000 feet.
She sat in the back of Ben’s Shop for 35 years.
Colors: Black fuselage with yellow wings and horizontal tail surfaces and red trim.
Travel Air Log
Page NC12311 taxis out for its first flight in 53 years with Steve Anderson at the helm
Restoration and First Flight
It took approximately seven
years to restore
the airplane and
it finally flew for
the first time in
53 years on October 24, 2005.
Although I had
all the original
In the air at last, October 24, 2005!
were the usual problems here and there of how things
went together. I had an advisor in Milt Cheney who
worked on Travel Air 4000s from the 1950s to the
1980s. He logged many many hours in Travel Airs and
helps to keep them flying. With his assistance we were
able to solve every problem that came along finishing
the center section tank to helping rig the entire airplane.
Tom Louden is the A&I mechanic that worked on finishing the restoration and took care of all the paperwork.
He spent approximately two and a half years finishing
the fuselage and putting everything together. You can
imagine how thrilled I was when Tom handed me the
“Certificate of Airworthiness.”
There are so many people that helped to restore the
airplane... I can only mention a few here.
Brand new bottom right wing as built by Richard Hansen.
Enjoying the moment after the first flight are Tom Louden, Ben
Mueck and Steve Anderson
Under the supervision of Bob Lock, Dick Hanson did
the wood work, fabric and rib stitching on all the wings
and tail section. Bob Lock was able to spend some
time working on the fuselage. Al Gerringer painted
the wings and put the trim on the leading edges. Karl
Norman was able to locate instruments for me. Steve
Anderson is the pilot who test flew the airplane. Everything done on the restoration of the airplane by each
person was “first rate.”
My family has been there for me from the beginning.
My children and grandchildren did a lot of sanding on
the fuselage and have played a large part in keeping
the airplane dusted and polished.
From Joe Juptner’s “US Civil Aircraft” series on the
CW B-14 model:
-B14B: ATC 485, Wright R975, 300 hp., length 23 ft.
7 in.; height 9 ft. 1 in.; wing span upper, 31 ft., lower,
23 ft. 7 in. chord upper, 60 in., lower, 48 in. wings are,
247 sq. ft. airfoil, NACA N9, gross weight was 3,067
pounds and price was $13,500. Juptner says only two
were built.
-B14R, Juptner says only one built, c/n 2003 at 2,966
pounds gross weight; 1-2 POLB, Wright R975E2, 420
hp. Built for “Casey” Lambert and assigned Group Two
Approval 2-403 on March 9, 1932. Same dimensions
as B14B.
Page Travel Air Log
Owner History of NC12311
Manufactured on October 3, 1931 for Casey Lambert
Aircraft first licensed in March 1932
L.D. Crawford, October 28, 1938
Charles H. Babb Company, November 24, 1943
William Eddy, December 28, 1943
Floyd M. Wardlow, June 25, 1946
Rex Williams, December 18, 1950
William Eddy, August 22, 1951
Mueck Brothers, May 28, 1952
Ben Mueck, February 25, 1992
John Talmage’s Travel Air 4000, NC9803, s/n 958.
John Talmage with the fuselage in the heated part of his
to his grass strip. John’s Travel Air was in the Richard
Bach “B” movie “Nothing By Chance” and is now under restoration after sitting idle for a number of years.
He said that his progress has been slow because of
all the irons he has in the fire but he is working on it.
The photos of the wings and tail surfaces which were
recovered and hanging in the rafters did not come out
well because of the poor light, so here are just a few
1929 Travel Air E4000 NC390M, s/n 1310.
John’s old instrument panel.
I had a chance to visit with member John Talmage last
summer when I was in New York for a high school reunion. John’s farm is on the east end of Long Island in
Riverhead where each year the local antiquers fly-in
Here is a progress report of your president’s Travel
Air restoration project.The engine was first run-up on
January 24, 2006, after installation to check out all
systems before putting on the wings. Here is a recent
photo. This aircraft was with the nationwide FBO, Curtiss Wright Flying Service, based in Alameda, CA in
1930/31. This is the origin of the logo.
Jerry Impellezzeri’s Travel Air being tied down for an engine run-up.
Travel Air Log
Engine Installations-Part 2
By Robert G. Lock
e-mail: [email protected]
web: http://www.waldowrights.com
In this issue we’ll continue our discussion of engine
installations and look at other areas of concern. I’ve
been asked to continue this subject and expand to
cover magneto switches, booster coils, primer systems, care of air filters and whatever else I can cover.
So first let’s tackle magneto switches and booster
coils because they are inter related. The purpose of
the mag switch is to open or close an electrical circuit
causing the magnetos to be either hot or cold. The
purpose of the booster coil was to provide a hot spark
for engine starting purposes.
The magneto switch has a common ground with a rotary switch inside to cause a ground or open circuit to
the “P” lead. The “P” lead connects the mag switch to
the magneto primary windings. It is recommended that
“P” leads be shielded wire, usually 18 gage. The wire
is connected directly from a terminal on the switch
marked “L” or “R” to the left and right magneto. The
shielding connects from the magneto case directly to
the “G” (ground) terminal on the switch. The “G” terminal is connected to ground on the airframe. This completes a positive grounding circuit from each magneto
to the airframe. A few engines are mounted with rubber shock assemblies and there could be no electrical
ground between the engine and the airframe. If this
were the case then there would be no ground circuit
for magnetos if non-shielded P lead wire was used.
Thus the need for shielded wire. However, most engines are now equipped with electric starters, therefore there will be a positive ground from the starter to
the airframe. Thus a non- shielded wire could be used.
All of my airplanes use non-shielded wire.
The previous sketch shows a complete wiring schematic for magneto switch, ignition leads, P leads and
booster coil installation. Note that this sketch shows
both magnetos connected to the switch with a ground
lead to the engine crankcase. Keep in mind that the
magneto fires 1-2-3-4-5-6-7 and the engine fires: 1-35-7-2-4-6,
which means the #1 spark plug lead goes to the #1
cylinder, but #2 spark plug lead goes to #3 cylinder.
Using the above magneto/engine firing order one can
easily see that #7 magneto ignition lead goes to the #6
cylinder. It’s easy!
The magneto switch will have the posts on backside
lettered “G” for ground, “R” for right mag, “L” for left
mag and “B” for booster coil. Note that when the magneto switch of “OFF” the booster coil is grounded.
There were two types of booster coils, manually activated and electrically activated. Below is shown a
sketch of a manually operated crank style booster coil
and associated installation diagram.
Brimm and Bogess, printed 1939
The manually operated hand-crank booster coil was
mounted in the cockpit and when engine starting procedure was initiated, the pilot cranked the handle thus
creating a high tension current which was introduced
into the magneto. On the magneto distributor block
there is a hole that is marked “H”; that is where the
high-tension lead from the booster coil is inserted.
When using a booster coil system, it is important to
start the engine on the magneto that has the high tension lead installed. In the above sketch it would be the
left magneto.
Continental W-670 Overhaul Instruction
Page Travel Air Log
The electrically operated booster coil has only a push
switch in the cockpit, which is engaged by the pilot
during starting. The circuitry is the same as the manually operated system, but the coil can be mounted in
the engine compartment.
with oil change. These air filters were originally manufactured by the Air Maze Company and were a standard aircraft item. While lengths may differ the diameters were mostly the same.
Shown below is a sketch of a Boeing PT-13/17 air intake system. The air maze filter is item #11 and its part
number is 5AWA taken from the Boeing parts manual.
Brimm and Bogess, printed 1939
Now let’s look at air filters, particularly for radial engines. Below is a sketch of a Wright R-760 carburetor
air scoop, heater and air filter. The air filter is a series
of heavy mesh wire screen. These original air filters
will not screen out small particles of dirt was well as a
paper or foam filter, thus it is imperative to keep these
filters clean. Remove filter, blow from inside to outside
with compressed air, clean in mineral spirits, blow dry
again, then spray with thinned oil. The oil will help trap
small particles of dirt. The time between cleaning will
depend on where the aircraft operates. If the aircraft
operates from a grass strip or areas where dirt can be
ingested, the filter should be cleaned every 25 hours
Engine primers come in several different sizes. Some
have a small diameter piston and others have a large
diameter piston. The primer intake will be connected
directly to the fuel screen assembly, or gasculator. All
primers have a locking mechanism to keep the engine
from sucking fuel through the primer during operation.
Radial engines will always prime the upper 3 or 4 cylinders. Primer leads with either be ported directly into
the intake valve chamber or into the intake pipe.
Brimm and Bogess, printed 1939
The primer is nothing more than a simple hand pump.
The primer shown next has a locking arm that covers
the pump and shuts-off the fuel to the primer assembly. The piston and cylinder is a small diameter, thus
requiring several strokes to force fuel to the upper cylinders of the engine. Lunkenheimer and Parker were
the largest manufacturers of aircraft engine primers.
Travel Air Log
Page Fuel screens, commonly called gasculators are normally located in the lowest point of the fuel system. Inside the housing is a screen which strains fuel before
entering the carburetor. Fittings will be marked “IN”
and “OUT”, thus indicating fuel entering and exiting
the unit. A drain valve will be found at the lowest point
in the unit.
Illustration from AVIATION HANDBOOK, Warner and
Johnston, printed 1931
When the plunger is pulled-out, fuel is sucked into the
barrel through a check or one-way valve. When the
plunger is pushed-in, this valve closes and the fuel is
forced out through another check valve to the distributor valve on the engine. Primer lines from the distributor to the cylinders are usually hard soldered stainless
steel tube 1/8” in diameter.
Illustration from AVIATION HANDBOOK, Warner and
Johnston, printed 1931
I would now like to discuss oil temperature problems,
particularly my experience with the Wright R-760. I’ve
never been around a Continental W-670 that has high
oil temperature problems. I have had discussions with
representatives from Aero Shell lubricants and the information I have is that their Oil W will operate to temperatures to 250 degrees F (113 degrees C). You may
have some control over oil temperature by the size
of the oil tank. The New Standards have 8-gallon oil
tanks and we normally carry 5 gallons of oil. The hottest I’ve seen the oil is 88 degrees C, and that is on a
very hot day. In the same type of heat the Wright in my
Command-Aire would run at 95 degrees C.
Care must be taken to secure all primer lines with suitable clamps. Normally the distributor (1) clamps to the
#1 cylinder intake pipe. Some engines attach the distributor directly to the accessory case, as in the Wright
Lastly I want to discuss the installation of an oil cooler. A brass oil cooler may be placed in the return line
from scavenge pump to oil tank. If the aircraft was
never equipped with an oil cooler, then placement and
mounting issues will have to be resolved. A suggestion
would be to find a like aircraft that has an oil cooler
installed and copy the installation. The sketch that follows shows a typical oil system with a cooler installed.
I’ve never worked around a system that had an “automatic temperature control unit”, so I can’t speak to that
Page Travel Air Log
with any degree of accuracy. However, I have been
around oil systems on Pratt and Whitney R-985 engines installed in Boeing Stearman ag airplanes. We
used the thermostat integrally installed in the cooler to
direct oil to the cooler or bypass the cooler.
Brimm and Bogess, printed 1939
When plumbing an oil system in an antique airplane
where no data is available, I always refer to my trusty
Boeing PT-17 Stearman manuals. Oil tube sizes are
1” diameter and since lines are low pressure and are
connected with Mil-H-6000-16 hose. The ends of all
tubing are beaded using a beading tool. Maximum
spacing between tubing at connections is one tube
diameter and the tubing should never touch because
New Members
Dana K Andersen
15915 Airport Way
Vernonia, OR 97064
Travel Air B-4000 s/n 1326, NC13907
Walter Bowe
229 Rickenbacker Circle
Livermore, CA 94551
Jerry R Petro
1105 Lafayette St
Williamsburg, VA 23185-2905
Travel Air 16K s/n16-2003, NC428W (old NC421W)
Matt Schindler
3859 Autumn Dr
Redwood City, CA 94061
vibration will cause chafing and introduce small aluminum flakes into the oil screen. Use suitable clamps on
each end of the hose and tighten to an oil tight fit. Do
not over torque.
Above, the oil cooler installation on Kermit Weeks’
Ford 5AT Trimotor powered by 3 P&W R-1340 “snap
cap” engines. Oil cooler has a typical mount fabricated
from 4130 tubing. Cooler is shock mounted by means
of 4 rubber pads between cooler mount and engine
mount. Oil IN is on left and oil OUT is on right. Thermostat valve is in housing on bottom side of cooler.
Well friends, that ends our discussion of engine installations. Now go out and have some fun!
Membership Up-Dates
Charles Laird
12562 Pinon Ct
Garden Grove, CA 92843
TA4000 , NC645H, s/n 1220
Owner of Laird Travel Air Sightseeing Tours,
Chino, CA
Tony Habgood
Shipping & Airlines Ltd
Hangar 513
Biggin Hill Airport
TN16 3BN
email: [email protected]
Brian & Carol Dalton
P.O. Box 190,
Dallas, OR 97338-0190
Travel Air Log
Page 10
Travel Air News
American Barnstormers Tour - Clay Adams is putting together about 15+ ships of fliers, daredevils, and
ne’er-do-wells to follow in the footsteps of the legends
of the Flying Circus’s and introduce a new breed of
barnstormer on the first ever American Barnstormers
Tour, July 15- July 26, 2006.
The American Barnstormers Tour was born under the
wing of a Travel Air at Antique Airfield in the company
of friends and fellow barnstormers. Surrounded by so
much history, we wanted a way to share the stories of
these planes and their pilots to help preserve the legacy of heroism, innovation, and personal accomplishment embodied in our aircraft. By reviving the barnstorming tours of the 1920s we saw an opportunity to
give visitors, from all backgrounds, a unique vantage
point from which to view the past and connect it to the
This year’s tour is anticipated to be the first of many
regional American Barnstormers Tours throughout the
US each summer. A big part of the tour success depends upon the quality of “the show,” and everyone
onboard is a member of the cast. Each cast member
will do all they can to recreate the barnstorming era
with period costumes, aircraft signage, historical information, or exhibit vintage props.
Currently we are planning for approximately 15 ships
and a ground support team. Four commercial operators will be selling rides daily but all aircraft are invited
to participate in the afternoon “barnstormer air show”
for the crowds.
Early Itinerary
July 15th-16th – Kalamazoo, MI (KAZO)
July 17th – Valparaiso, IN (KVPZ)
July 18th – Kankakee, IN (KIKK)
July 19th – Champaign/Urbana, IL (C16)
July 20th – Burlington, IA (KBRL)
July 21st – Freeport, IL (KFEP)
July 22nd-23rd – Baraboo, WI (KDLL)
July 24th-25th – Wausau, WI (KAUW)
July 26th – Oshkosh, WI (KOSH)
Some of the Travel Air owners expected to participate in the tour are: Clay Adams, Gary Lust, Stuart
MacPherson, Rob Lock, David Mars, Gene Rambo &
Bruce McElhoe.
The plan is to arrive at Oshkosh on Wednesday and
remain together as a group exhibit in either Vintage or
AeroShell circle for all the Barnstormers participating
during the week of AirVenture.
For more information visit their web site:
West Coast Travel Air/WACO Reunion 2006 - Planning is in progress for our next reunion. The dates
have been set for October 6-8th, the place is Lompoc
(LPC), California. Mark your calendar now to set those
dates aside. We’ll have more information on this great
event in the next newsletter.
Travel Air Collectables - If you would like own some
Travel Air related memorabilia try Icarus Books. See
their web site at: <http://www.icarusbooks.com/> or
call 641-943-2348. They have a large collection of
books, sales brochures, old catalogs and even some
Travel Air hub caps. Check them out.
Congratulations to all involved in this beautiful restoration! We hope John will take the Travel Air to a few
fly-in for all of us to enjoy.
Travel Air Wins Casa Grande Grand Champion
Award - One of our own has won the top honors at
the Antique Airplane Assn’s Casa Grande, AZ event
held recently over the March 4th weekend. Congratulations to Bruce McElhoe for his beautifully restored
1929 Travel Air 4D, NC689K (see the July 2005 issue
of the TA Log). Clearly the judges recognized a job
well done. Word has it that it is a good thing his aircraft
is an open cockpit, since he would not have been able
to close the canopy, he was floating so high!
Grand Canyon Airlines Travel Air A-6000-A - The
December 2005 issue of the Pacific Flyer included a
nice article by Dave Gustafson on member John Seibold’s restored Travel Air A-6000-A, NC4942V now
based at Valle Airport just north of Williams Arizona.
We reported on the process of this restoration in the
March 2004 issue of the TA Log. Jim Helfrich, who is
in charge of the restoration, reported in January 2006
that all that remains is a weight and balance, some
minor items and the paper work signed off before it is
ready for it’s first flight this spring.
Travel Air 12W, NC434W Has a New Home - New
member Matt Schindler of Redwood City, CA reports
that he has purchase from the Eugene Frank estate in
Idaho a Curtiss Wright Travel Air 12W, NC434W and
now has it home. This aircraft was far along in the restoration by Frank and is very complete. Hopefully we’ll
see this aircraft flying in 2 or 3 years. Congratulations
Matt on your new purchase!
Travel Air Log
Page 11
John Seibold’s beautifully restored Grand Canyon Airlines Travel Air A-6000-A now located at the Valle Airport, AZ. Colors are
an orange fuselage and yellow wings and tail surfaces. Photo by Dave Gustafson
More Photographs from the West Coast Travel Air Reunion, 2005
Travel Air Log
Page 12
The Travel Air Log
Travel Air Restorer’s Association
4925 Wilma Way
San Jose, CA 95124
First Class Mail
For Sale
-Cont. W670 220 hp Engine, 70 SMOH, $11,500, 252-423-1674.
-Travel Air 6000 Seats <http://www.barnstormers.com/classified_93821_Travelair+6000+seats.html> , 3 passenger seats. One needs
rewickered on seat back. Frames are sound. $1000.00 208-232-3891
-1929 Travel Air 4000, Wright R760-8 w/Hamilton Standard metal prop. Professional restoration, airframe & engine rebuilt and overhauled. 30”x5” Bendix wheels & brakes. Stits covering. $140,000. CO/(303) 875-5098. Pictures: http://www.quadravec.com/travelair.htm
-1928 Travel Air 4000, Lycoming 300hp Radial w/speed cowling, H.S. Constant Speed Prop, Wheel Pants, JPI Engine Monitor, JPI Fuel
Flow, Jasco Alt, Panel-recessed Garmin 296 GPS, Becker Remote COM & Transponder, Davton Timer, P.S. Hi-Noise Intercom, Telex
Hi-Noise Headset, 300 since 1996 restoration, MN, 612-720-9700, email: [email protected]
-Travel Air Open Cockpit Biplane Project wanted. 650-219-2239
Back Issue Fire Sale! I’m running out of room so now’s your chance to get all the back issues at a bargain price: 46 issues for $46 postage payed. You’ve always wanted to have a complete set of back issues and you’ve put it off long enough, so order now. This price is
good for orders thru July 31st.
Available from TARA
Brass Travel Air Oval Data Plate. Beautiful new reproduction. $29.50 ea. postage paid.
Excellent reprint of 1929 Factory issue “The Story of Travel Air.” 64 pages, $24.50 postage paid.
Back Issues of the Travel Air Log, Vol.1-3, 1990-1992, 10 issues $15, Vol.4, 1997 $10, Vol.5, 1998 $10, Vol.6, 1999 $10, Vol.7, 2000 $12,
Vol.8, 2001 $12, Vol.9, 2002 $12, Vol.10, 2003 $15, Vol.11, 2004 $15, Vol. 12, 2005 $15. Buy all back issues (46 issues) and take 25%
off ($94.50), includes postage
Brass “Travel Air for Air Travel” plate. $12.50 ea. Postage Paid.
Make check payable and send to:. TARA
4925 Wilma Way
San Jose, CA 95124

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