Vintage Airplane - Jul 1987

8/12/2019 Vintage Airplane - Jul 1987

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STRAIGHT AND LEVEL

by Bob Lickteig

OSHKOSH 87 UPDATEWith Oshkosh '87 - An Aviation Showcase - just around the corner, your MAntique/Classic Division is continuing to refine plans for Convention week. The followinginformation is provided to help you plan yourstay at Oshkosh '87 . If you need further information about a particular event, please donot hesitate to contact the chairman involved.Antique/Classic PicnicThe Antique/Classic Picnic will be held atthe EAA Nature Center Sunday evening, August 2 starting at 6:00 p.m. The committeehas arranged for refreshments and the serving of a pig roast with all the trimmings. Tickets are $6.00 - a real bargain and will beon sale at the Antique/Classic Headquartersand must be purchased by 6:00 p.m . Saturday, August 1, as we must advise the cookthe number of people we will have 24 hrs. in

advance.Chairman - Steve Nesse, 507/373-1674.Antique/Classic Fly-Out

The fourth annual Antique/Classic Convention Fly-Out for members and guests isscheduled for Monday, August 3. We will beflying to Shawano, Wisconsin 55 miles north

Sunday.Chairman - Jeannie Hill.Antique/Classic Parade of Flight

The Antique/Classic annual Parade ofFlight will be staged on Tuesday, August 4as the main part of the air show and whenthe field is closed. Briefing for the event willbe at 1 00 p.m. at the Antique/Classic Headquarters.Chairman - Phil Coulson, 616/624-6490.

Antique/Classic ParkingArrangements have been made for theType Clubs and any individuals who wish topark their type aircraft together. The parkingcommittee has developed a simple typeparking plan. Information and parking instructions will be mailed to you. Contact theChairman.Chairman - Art Morgan, 414/442-3631 .

Antique/Classic ForumsA complete schedule of forums coveringall makes and models of Antique/Classic aircraft will be presented throughout Convention week. These forums will be conductedby the most qualified individuals available.Check Convention program for complete details.Chairman - Ron Fritz, 616/678-5012

Antique/Classic AwardsAntique Judging - All categories. Chairman - Dale Gustafson, 317/293-4430.Classic Judging - All categories. Chairman - George York, 419/529-4378.

Antique/Classic Type Club HeadquartersAll type {;Iubs are invited to set up theirheadquarters in the type club tent. We have

again set up a larger tent so there will beenough room. Tom Poberezny, Senior VicePresident of EAA and the Convention Chairman, will address the type clubs in the headquarters tent at 1 30 p.m. Tuesday, August4. Additional activities are also planned .Chairman - Butch Joyce, 919/427-0216.

Antique/Classic Photo ContestThe fourth annual Antique/ClassicAmateur Photo Contest will be held duringOshkosh '87. All contestants please registerat the Antique/Classic headquarters and receive up-to-date contest rules, please. Re-member, photos taken enroute, during theConvention and return home are all eligiblefor the contest.Chairman - Jack McCarthy, 317 /371-1290.Antique/Classic Participant Plaque

The Antique/Classic Division will presentto each registered aircraft a recognitionplaque with a colored photo of the aircraftparked at Oshkosh. Please register your aircraft as soon as possible after you areparked, as this will speed the procedure topresent you with your plaque.Chairman - Jack Copeland, 616 /336-7245.

Antique/Classic Interview CircleThe Antique/Classic Interview Circle willbe expanded this year and will schedule twointerviews per day. If you have an interestingaircraft and would like to be included in thisprogram for an interview, please contact theChairman so you can arrange to be includedin his schedule at your convenience .Chairman - Kelly Viets, 913/828-3518.

Airline Pilots HeadquartersA tent for all airline flight crews will againbe located in the Antique/Classic area.Chairman - Don Toeppen, 312/377-9321.

Antique/Classic Information BoothThe membership and information boothwill be located outside the Antique/ClassicHeadquarters. Complete information onmembership and Convention activities canbe obtained here.Chairman - Kelly Viets, 913/828-3518.

Antique/Classic Hall of Fame ReunionThe annual Hall of Fame Reunion for previous Grand and Reserve Champ aircraft willagain be held at Oshkosh '87. A special dis


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JULY 1987 Vol. 15, No.7

PUBLICATION STAFFPUBLISHERTom Poberezny

VICE-PRESIDENTMARKETING & COMMUNICATIONSDick MattEDITORGene R. Chase

CREATIVE ART DIRECTORMike DrucksMANAGING EDITOR/ADVERTISINGMary Jones

ASSOCIATE EDITORSNorman PetersenDick CavinFEATURE WRITERSGeorge A. Hardie, Jr.

Dennis ParksSTAFF PHOTOGRAPHERS

Jim KoepnlckCarl Schuppel

EAA ANTIQUE/CLASSICDIVISION, INC.OFFICERSPresident Vice PresidentR. J. l ickteig M.C. "Kelly" Viets

1718 Lakewood Rt.2 , Box 128Albert Lea, MN 56007 Lyndon, KS 66451507/373-2922 913/828-3518Secretary TreasurerRonald Fritz E.E. "Buck" Hilbert15401 Sparta Avenue P.O. Box 145Kent City, MI49330 Union, IL60180616/678-5012 815/923-4591

DIRECTORSJohn S. Copeland Stan Gomoll

9 Joanne Drive 104290th Lane, NEWestborough, MA 01581 Minneapolis, MN 55434617/366-7245 6 2 784 1172Dale A. Gustafson Espie M. Joyce, Jr.7724 Shady Hill Drive Box 468Indianapolis, IN 46278 Madison, NC 27025317/293-4430 919/427-0216Arthur R. Morgan Gene Morris3744 North 51st Blvd . 115C Steve Court, R R. 2Milwaukee, WI 53216 Roanoke, TX 76262414/442-3631 817/491-9110Daniel Neuman Ray Olcott1521 Berne Circle W. 1500 Kings WayMinneapolis, MN 55421 Nokomis, FL335556 2 571 0893 813/485-8139

John R. Turgyan S.J. WittmanBox 229, RF .D. 2 Box 2672Wrightstown, NJ 08562 Oshkosh, WI54903609/758-2910 414/235-1265

Copyright ' 1987 by the EAA Antique/Cl assic Division, Inc. All rights reserved.

Contents2 Stra ight and Level/by Bob Lickteig4 AlC News/by Gene Chase5 Calendar of Events6 PA-11 "Cub Special"/by Norm Petersen8 Vintage Seaplanes/by Norm Petersen9 Vintage Literature/by Dennis Parks10 Stolen Stearman; The End of an Eraby Philip Handleman12 It Can Be Done!lby M. C. "Kelly" Viets13 Mystery Plane/by George A. Hardie, Jr.14 The Disappearance of Alaska Pilot RussMerrill in Travel Air CW, C-194by Paul Bierman16 Oshkosh '87 Antique/ClassicForum Schedule/by Ron Fritz17 Type Club Activities/by Gene Chase18 Logan McKee and the DeChenneAeroplane/by Ted Businger20 Pass It to Buck/by E. E. "Buck" Hilbert21 Aviation 75 Years Ago/by Ed Williams22 Volunteers - A Bookof Heroesby Art Morgan and Bob Brauer24 Who Am I?/by Art Morgan25 Interesting Members/by Dale Gustafson

26 Welcome New Members27 Vintage Trader

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FRONT COVER . Scenes from Sun 'n Fun '87 capture the gamutof antique and classic aircraft and accessories.(Photos by Jack Cox, Golda Cox, Carl Schuppel and Norm Petersen)BACK COVER . . . 1931 Pitcairn PM-1 , 125 hp Kinner. Owned byDes Moines Reg ister & Tribune. Reproduced from a negative of Elmerand Mable Cermak. (EM Archives)


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Compiled by Gene ChaseATTENTION - PILOTS COMING TOOSHKOSH '87

A temporary FAA Air Traffic ControlTower will be operational at the Fonddu Lac, Wisconsin Airport commencingJuly 30 through August 3, 1987, from6:00 a.m. until 8:00 p.m. COT daily. Frequencies are: Tower 123.1 mHz andGround Control at 121 .8 mHz.The VFR and IFR arrival/departureprocedures are too lengthy to includehere so all affected pilots are stronglyadvised to check the current NOT AMSso as to not violate the Control Area.This action is in support of the EAAConvention at Oshkosh and specificallythe increasingly heavy traffic load atFond du Lac.

AVIATION FUEL FOR OSHKOSH '87For Oshkosh '85 and '86, BaslerFlight Services, Inc. provided auto fuelto all aircraft operators who held autogas STC's. Unfortunately, the sale of

auto fuel did not exceed more than 3%of their fuel revenue .Low sales volume combined with limited storage capability and dispensinglogistics have necessitated the elimination of auto fuel at Oshkosh '87.The good news is that Basler FlightServices Inc. plans to have sufficientquantities of 80 octane availablethrough the Convention. Additionally,those aircraft operators possessing anauto fuel STC for aircraft manufacturedbefore 1929 will be offered a substantialdiscount on 80 octane.SWEEPSTAKES REMINDER

Everyone is reminded to mail in his

(L-R) Kneeling - Red Perkins, Stan Gomoll, Ray Olcott and George Meade. Standing:unidentified, Steve Nesse, John Fogarty, Bob Lumley, Tom Hampshire, and Dale Gustafson.

Stan Gomoll and the weather vane he brought from home in Minneapolis, MN to mount


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(ATC) or Group 2 approval prior to July10 , 1929 are free to use auto fuel with-out a Supplemental Type Certificate(STC). Type certificates issued beforethis date did not specify a specific fue .Aircraft engines used in the 1920shad very low compression rat io andgenerally used whatever gasol ine wasavailable . . .which was unleaded fue .Today's av iation gasoline is hard onthese engines because they are unableto scavenge the lead . Typically , leaddeposits bui lt up in the valve guides,eventua11y causing one or more to stick.EAA's exhaustive auto gas testing didnot include these aircraft so certainguidelines are recommended: Both leaded and unleaded auto gascan be used but unleaded is recommended because of the absence of po tentially corrosive chlorine and/orbromine lead scavengers. The effects of additives or high con

centrations of aeromatics have notbeen tested in the fuel system components of these airplanes. Because of its higher volatility, autogas may increase the tendency towardcarburetor icing . Antique ai rplanescould have marginal or no carburetorheat rise. Caution should be used whenicing conditions are present. The high Reid vapor pressure ofauto gas contributes to the tendency toward vapor lock in fuel systems of inadequate design. Since no testing hasbeen conducted in these antique aircraft caution should be used , especiallyin low wing aircraft.

In addition, any form of alcohol, in cluding ethanol and methanol, is not p-proved since it can attack the syntheticmaterials in the fuel system. For emphasis, a placard should be placed neareach fuel filler cap, reading "Do Not UseGasoline Containing AlcohoL " De -icing

fluid containing alcohol must be used inaccordance with approved instructions.Owners and operators of these antique aircraft who intend to use autogas are urged to obtain an EAA Autogas Information Sheet from EAA'sKermit Weeks Fl ight Research Center,Wittman Airfield , Oshkosh, WI 549033065 or call 414/426-4800.

VOLUNTEERS AND THE RED BARNFollowing the May 1st Antique/Classic Division Board of Directorsmeeting at Oshkosh, several of those

present stayed overnight for a workparty the next day at the HeadquartersRed Barn on Wittman Field. The workaccomplished included shoring up theroof trusses to alleviate a sagging ceiling and instal ling a weather vane on thebarn's cupola. (See photos on page 4.) .

CALENDAROF

EVENTSJULY 3-5 - ALLIANCE, OHIO - Annual Taylorcraft Fly-In Reunion with food, fly-bys, forums,fellowship and possibly a tour of the OriginalTaylorcraft factory exterior including the oldrunway. buildings and final assembly hangar.Contact: Bruce Bixler, 12809 GreenbowerN.E., Alliance, OH 44601. 2161823 9748.JULY 3-5 - BLAKESBURG. IOWA - AeroncaFly-In at Antique Airfield. Open to all . Fly-out.forums, awards. Contact: AAA, t 2. Box 172,Ottumwa, IA 52501 . 515/938 2773.JULY 5-9 - MONTICELLO. NEW YORK - 6thAnnual Short Wing Piper Club Convention atSullivan County Airport. Convention headquarters at Stevensville Country Club, 4 miles awayin Swan Lake. NY. Contact: Kurt J. Schneider,

JULY 11-12 - CELINA, OHIO - 3rd AnnualNorthwestern Ohio Stearman Fly-In andLakefield Jamboree at Lakefield Airport. PigRoast - Saturday. breakfast - Sunday. Contact:419/268 2565.JULY 17-19 - ARLINGTON. WASHINGTON 18th Annual Northwest EAA Fly-In and SportAviation Convention at Arlington Airport.Forums. workshops, commercial exhibits. flymarket, judging and award programs. Contact:AI Burgemeister. Director of Services. 17507SE 293rd Place, Kent, Washington. 206/631-9194.

JULY 19-24 - SAN DIEGO, CALIFORNIA - 19thAnnual Convention of the International Cessna170 Association at Montgomery Field. Primarymotel is the new Holiday Inn on the airport.Contact: Duane or Prieta Shockey. 619/278-9676 or Association Headquarters, 4171741-6557.JULY 23-26 - SUN RIVER, OREGON - International 180/185 Club National Convention. Contact: Joe Stancil. 3119 Lo -Hi Court. Placerville.

CA 95667 or phone 916/6226232. days.JULY 24-26 - COFFEYVILLE. KANSAS - FunkAircraft Owners Association Annual Fly-In .Games, judging, trophies, Saturday night banquet. Contact: Ray Pahls. 454 South Summitlawn. Wichita, KS 67209. 316/943 6920.JULY 31-AUGUST 7 - OSHKOSH, WISCONSIN- World's Greatest Aviation Event. Experimental Aircraft Association Intemational Fly-In

Kn ight Parachute Team, military and civilianground displays and demonstrations. Contact:Frank Goodway. Director, Flight '87, 419Mohawk Mall, Schenectady, NY 12304. 5181382-0041 .SEPTEMBER 6 - WISCONSIN RAPIDS, WISCONSIN - 7th Annual Antique TransportationShow and Fly-In. 10 a.m. to 4 p.m . Sponsoredby EAA Chapter 706 and Central WisconsinModel T Club. Contact: Bob Affeldt. 715/325-2470 or Joe Norris, 715/886 3261.SEPTEMBER 9-13 - GALESBURG, ILLINOIS-Annual Stearman Fly-In . Massive surplus partssale, camping, etc. Contact: Tom Lowe. 823Kingston Lane. Crystal Lake. IL 60014.SEPTEMBER 11-13 - SANTA YNEZ, CALIFORNIA - West Coast Cessna 1201140 Club An nual Fall Fly-In and Membership Meeting. Contact: Lloyd Sorensen, 805/688 3169 or Lou Al-laire, 408/659 2752.SEPTEMBER 17-20 - RENO, NEVADA - 1987Reno Air Races at Stead Airfield. Contact:Reno Air Races, P. O. Box 1429, Reno. NV89505.SEPTEMBER 18-20 - JACKSONVILLE. ILLINOIS - 3rd Annual Stinson Fly-In and Reunion. Seminars on Franklins. re-covering andmodifications. Banquet on Saturday night. Flyouts, contests. fly market, camping at field.Contact: Loran Nordgren, 815/469-9100 orwrite 4 West Nebraska, Frankfort. IL 60423SEPTEMBER 19-20 - TULSA, OKL HOM -Tulsa Air Show '87 at Richard L. Jones Airport.


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"Like father, like son is the perfect name for this picture of Tony Klopp and his son, Sco , standing in front of their beautiful modifiedPiper PA-11 Cub Special with its STC'd engine, propeller and spinner.

PA-II"Cub Special"(RIGHT) Fully inst rumented custom panelwas built by Tony Klopp so his son cancomplete his Private license with this aircraft. Note instrument post lights andradio on right side of panel.

Story and Photosby Norman Petersen thony F. Klopp (EM 239210, AlC poor shape, with many tubes needing


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Overall view of "new" PA 11 shows leading edge landing light, 8:00 x 6 wheels and tires, 3200 Scott tailwheel and fabulous dope finish.Tony readily admits the STC cost over$2000 and involved mountains of paperwork and compliance reports . And because the installation was STC'd with a152 propeller and spinner, Tony is stuckwith using only that combination .To handle the larger powerplant, thewheels and brakes were converted to8:00 x 6 Cleveland discs and two brandnew landing gears were installed alongwith streamlined shock cord coversfrom Univair. NeatTo reduce the amount of wood in theairplane, Tony made fuselage stringersfrom .028 x 3/8" 4130 tubing with properstand offs welded in each station. Astringer of tubing was also run down thecenter of the belly to avoid the large flatareas of fabric on the bottom of the fuselage.A brand new Scott 3200 tailwheelwas installed to aid ground handlingqualities. (Tony is delightfully pleasedwith the way the Cub handles on theground.) The streamlined tail bracewires were replaced using the old cadplated end fittings. Tony didn 't like thecad plated look, so he had the fittingschrome plated. After installation, thechrome soon began to peel off Anotherlesson (New cad-plated fittings curedthe problem.)As the old PA 11 wings were in verypoor shape, Tony visited Univair in Au

PIPER CUB SPECIALPA - II"'Ianu ,actwed. 10 -\1 r....... RorMfI' IW' I

, l e . \O.:l t : l ot yrOf ) .( lj 0 1""; I :lC

\lIi t' /7 flOO ,,,rn\-(_ho.dt P.:. j

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Special signs are taped to each landing gear leg during fly-ins to help answer the manyquestions that EAA folks ask Really helps save the voice according to Tony Klopp.


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ing. Tony feels this is quite an advantage as they are quicker to install andmice cannot chew the cordThe entire Cub was covered in Ceconite and Randolph dope with the finalfour coats of color applied thusly: twocoats at full strength with a light sandingbetween, then two coats of dope thinned with 50% retarder. The final finishactually looked wet, but it was dry to thetouch and looked like a fancy polyfinishTony was especially careful (spelledlucky) with the "sway" of the fabric as itgoes from the fuselage to the verticalfin. This sometimes sensitive areacame out letter perfect - a tribute tohis skill and tenacity.One of the really unique (and expensive) parts of the rebuild is the custominstrument panel that Tony designedand installed to enable Scott to complete his private license when he is oldenough. It is very close to full IFR andmakes excellent use of the heavy dutyelectrical system of the Lycoming engine. Tony feels that if he should everwant to return to "standard" Cub configuration, he can build an original paneland replace the custom job. Meanwhileit turns the old "pros" green with envyIn deference to his airline work, Tonyselected a new N number for the CubN 1967K. It stands for his date of employment with Eastern Airlines, January9, 1967 Although the original "N"

Standing by their pride and joy, Tony and Scott reflect on the two year rebuild ofN1967K. The communication and mutual understanding between these two fine peopleis what EAA is all about.number NC78751 was on the rudderand wings in 1947, Tony has chosen toplace the new number on the verticalfin.The long two-year period of rebuilding is over and Tony and Scott canenjoy essentially a new airplane thatflies just as good as it looks. Tony admits he has invested megabucks into

the pretty little two-placer, but he is verysatisfied with the result. Perhaps thetoughest part is looking through the oldpaperwork of the Cub Special and finding the original Bill of Sale - to JohnV. Tipp, Rosemount, Minnesota, onNovember 17, 1947 - for a grand totalof $2495P. S. It only hurts for a little while

VINTAGESEAPLANES

by Norman Petersen

A recent photo opportunity occurredat Oshkosh's Wittman Field when NilsChristensen , president of Viking AirLimited, Sidney, British Columbia andDean Saunders, R.C.M.P. pilot, arrivedto fly a Grumman "Goose" (C-FHUY)from its winter resting place at BaslerFlight Service to the home base of Viking Air at Victoria International Airport ,Canada.We had a chance to visit with these

two gentlemen as they toured the EAAMuseum before the long flight homeand believe me, you would be hardpressed to find two more interesting orexperienced seaplane pilots. Nils, wholeft his native Norway at an early age,owns the rights to the "MacKinnen Conversion" of the Grumman Goose. Perhaps we will see this "Goose" at Oshkosh again, when the refurbishment iscomplete.


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by Dennis ParksDe Havilland D. H. 88 Cometand the McRobertsonTrophy Race

The English magazine, AeroplaneMonthly for May 1987 announced thaton 28 March the engines on D.H. 88Comet G-ACSS Grosvenor Housewere run for the first time in 48 years.This is a marking point in theShuttleworth Collection's restoration ofthe winner of the MacRobertson Trophyfor the London-to-Melbourne race inOctober 1934.In 1934 Sir MacPherson Robertsonhad offered a prize of L15 ,000 for thevictor of a race from Mildenhall, Suffolkto Flemington Race Course in Melbourne. This was done as part of thecentenary celebration of the founding ofthe state of Victoria.DeHaviliand was the only manufacturer to offer a new design solely for therace . Three orders were received andin the space of nine months the D. H.88 was designed, built and test flown.It was a narrow, tandem seated, lowwing , twin-engine monoplane. The aircraft was unique with features such asa wooden stressed-skin construction,two-pitch propellers, a retractable landing gear and a range of 2,900 miles oninternal tanks in a very slender fuselage.From an original entry list of 64 aircraft only 21 entries from seven countries showed up at Mildenhall in October, 1934. Americans in the race included Roscoe Turner/Clyde Pangbornin a Boeing 247-0 and Jacqueline CochranlWesley Smith in a Gee Bee.C. W. A. Scott and Campbell Blackwon in the Comet G-ACSS with anelapsed time of 70 hr. and 54 min . Theyhad spent 53 hr . and 52 min . in the air

September 13 , 1934 issue.It was headed Although one of thelowest powered machines entered inthe MacRobertson Speed Race, it is theFastest British Civil Aeroplane ever Produced, if one excepts the Seaplanesbuilt for the various Schneider Contests.The hectic activity to get the threeplanes ready on time was noted.Feverish activity is seen whereverone turns. In the experimental shops

two of the three 'Comets' designed andbuilt for the MacRobertson Race arenearing completion. Work has beengoing on night and day to get thesemachines ready. First flight tests haveindicated that the 'Comet' is certainlyfast. How fast has not yet been ascertained.The September 20 issue had a fivepage report on the construction of theplane, complete with a full page cutaway drawing. It was headed Boatbuilding practice has been extensivelyadopted in the construction of themachines for the MacRobertson Race.Stressed-skin construction has beenused extensively in the new DeHavilland machines specially designed andbuilt for the England-Australia Race . . .this expression is applied to a form ofwing or fuselage covering which , in ad dition to giving the component the desired external form, helps also to give itstrength.In the case of the DeHavilland'Comet' the use of a stressed skin was ,once wooden construction had beendecided upon, forced upon the designers by the fact that two spars of a sizewhich could be housed in the th in wingsection employed would not have provided sufficient strength, even if theywere of solid wood . . . box section(spars) are used for taking the shearloads and for transmitting the loads tothe covering. Bending and torsionalloads are taken by the skin, which is in

DE HAVI LLAN D

N OW BEING DESIG N ED FORT HE MACROBER T SON

ENGLAND TO AUSTRALIAINTERNATIONALAI R RACE

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the form of a spruce planking la id onafter the manner of the double-diagonalplanking of many lifeboats.The October 25 issue saw an eightpage report on the race. The excitementat the start was reflected thusly:Never, in the whole history of aviation, has there been such a vitally impressive hour as that preceding the be-witched moment on October 20 , 1934when the familiar little Union Jack wasdropped for the first machine off in theEngland-Australia race.The scenes and sounds on the tarmac an hour before the start were entirely unforgettable. Hundreds and hundreds of people walked or ran in thedim light.Beside the floodlit south hangar thebig Boeing Transport gleamed dully,while mechanics crawled, cl imbed andwere given orders. One of the metal

Continued on Page 24)


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STOLEN STEARMAN

The End Of n Era

Article and photos by Philip Handleman(EAA 227599, le 8488555 South Woodward, Suite 1308Birmingham, MI 48011

The phone rang the morning following New Year's Day 1987. It was theairport manager inquiring if I had triedflying my airplane late in the afternoonthe day before.What an absurd question, I thought.The airport manager knows that Iwouldn't be so foolhardy as to ventureinto the sky in the middle of a Michigan The bent ird after the attempted theft.winter aboard my airplane, an opencockpit biplane of World War II vintage. all my flying life and in all my absorption group is a popular and oft-sought-afterThe absurdity of the question tipped me of aviation literature, I've never come attraction. Our airplanes and flyingoff to the fact that something bad must across the heist of a Stearman. To routine harken back to an era that our


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old radial-engined taildragger in acrosswind, so , of course, it weathervaned into the north wind with the rightwing caught in the draft and the left wingscraping hard against the ground.The left wheel gave in to the intensepressure, almost tearing off completelyfrom its strut with the tire flattening tobecome a veritable rubber pancake.The incompetent thieves, even more incompetent as pilots, did a grand-daddyof a ground oop with my defenselessStearman. It came to rest about onehundred feet from the edge of the runway , having crossed the parallel taxiway , facing the opposite direction of itsintended flight path.The exceedingly sturdy old trainer undoubtedly allowed the befuddled interlopers to escape unharmed save for apossible bump to their obtuse noggins.The silver lining in all this seems to bethat owing to impending nightfall no one This damage to the left wing resulted from a "grand daddy" of a ground loop.was around these blundering sky jockeys to get hurt.Upon greeting me one of the band ofloyal helpers shouted out "Happy NewYear, Phil " It was a well-intentioned effort to shake the dismal realization, butthe becrutched Stearman tore at myheart and I remained speechless. Theairport owner had already surmised thatthe damage-doers embarked upon theirspree by first stealing a battery from aprosaic airplane parked nearby, then fitted it despite its inappropriate size intothe Stearman's temporarily empty battery box I was then shown myairplane's ignition and how it had beenhot-wiredThe crazy daredevils, apparently notknowing that Stearman seats were designed to accommodate thick seatpackparachutes, grabbed a bunch of cockpitcovers from nearby airplanes and stuffed them into the front and rear seat

young adults familiar with the New Hudson Airport and its marvelously restoredflying antiques. These folks, perhapsbored, excessively bold or even high onNew Year's Day, sought the ultimatepilot's lark - to soar aloft at the helm ofa glorious open cockpit biplane.Maybe in their twisted scheme theythought they could take the proudgrande dame of flight trainers aroundthe pattern a few times and return herto the hangar without anyone knowing .I think this mainly because going as farback as childhood I dreamed incessantly of one day piloting a Stearman.These transgressors, I believe, thoughdriven by the same vision, distorted thatdream with their gluttony and recklessness.Heightening the incredulity of the incident was the fact that on New Year'sEve I had contacted a well -knownStearman restorer and had agreed totrade "777" for a newly restored Stearman in the spring. Such, I guess, is theirrationality of life.After we tucked my wounded airplaneinto the peaceful corner of a maintenance hangar for what promises to be

bottoms as a substitute for seat cushions. They presumably did not wait forthe engine's oil temperature to reach itsminimum acceptable level before roaring off towards the darkening sky fromthe unsafe starting po int of where theintersecting taxiway meets the runway.Where were they going is the question I have trouble with . Everyoneswarms around Stearmans when theyland at airports - they are the epitomeof conspicuousness. Friends havetheorized that the bandits were flying tosome remote location to strip theairplane for parts. Others believe thiswas a clandestine attempt to commandeer an unusual airplane for drug-running.I don 't know. The most likelyhypothesis to me suggests that it wasa small coterie of aviation-minded


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T CANBE DONEby M. C. " Kelly" VietsEAA 16364, AlC 10)Rt. 2, Box 128Lyndon , KS 66451

We speak many times in EM of our"can do" ab ilities. Here is another example of what we "can do" if we just putour minds to it, get organized and worktoward a goal.We, in the State of Kansas , had aproblem concerning the owning and re storation of antique and classic aircraft.That problem was Taxation (note thecapital "T"). It seems someone in theState taxation department discoveredthat some antique aircraft had becomevaluable. In the early 1970s, eachCounty Assessor was notified that aircraft in the State of Kansas were declared personal property. Also, a bookwas provided that stated values. Thecounties loved it because they hadfound a new way of collecting money.

(L-R) John O. Hankammer, Dale Thompson, Jim Smith, Representative Vincent Snowbarger, Representative Alfred Ramirez, Cecil L. Neal (behind AI), Edna Viets, M. C." Kelly" Viets. Governor Mike Hayden, Joe Aubert , Joe Juranich, Representative JoanWagnon, Ralph Campbell, Representative Eugene L. Shore and Phil Lange. Some whoattended the hearings and worked for the bills but were not available for the photoinclude: Barbara Aubert, Herb Ford, Tommy and Marilyn George, Jody Hankammer,George Hefflinger, Mick Mull, Wally Poston, Richard "Dick" Shane, Frances Smith, HerbWhitlow and others. It was a joint effort by many.The organizations that participated were: the Kansas City AAA Chapter and EAA Chapter 200 ; the AAA Flint Hill Flyers; EAA Chapter 16 and EAA Chapter 88 of Wichita.We also owe a special thanks to Representatives Joan Wagnon and AI Ramirez whowrote the bills and to Representative Gene Shore who made excellent presentations toboth the House and the Senate. This team expertly carried the bills through all the stepsto a successful completion.

ANNUAL TAXES ON A 1955 1708 CESSNAIN VARIOUS STATES525510495480465450435420405390375360345330315300285270255240

I I I I I I I I I I I I I I II I I I I I I I ITODeka KS I I I I(Before the recent passageof new legislation)I, I

I

I

Not too many voters complained sothey "socked" the plane owners to themaximum. (Aircraft owners are a sma llpercentage of the popu lation.)We all complained loudly to theCounty Tax people and County Commissioners but to no avai l. They justkept pointing to the State Capitol saying, "The State made us do it." This wasnot the complete truth but it did act asa deterrent to those of us who tried tocomplain.This past year, Mr. Lloyd J. "Joe" Aubert EM 208252, N 7804) , realizedhis lifetime dream of owning his ownairplane. This is a good story in itself.To vastly shorten it , he had alwaysloved Cessna 170s and he had a friendwho owned one. The friend had pu r-chased the plane new, learned to fly


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after receiving that first tax bill he pickedup the phone and called his local StateRepresentative and explained the problem.Later he did his homework, compilingthe tax rates of all the surroundingstates plus others. He then made up agraph showing the comparison, andKansas looked very bad , especially because it considers itself to be the "Aviation Capitol" of the world . Using thesetools he talked with every State Representative and Senator he could find . Healso called everyone he know who hadan aircraft that was 30 years old ormore, asking them to contact their Representatives and Senators. Many of usdid.Those in the Wichita area became in-volved under the leadership of Tommyand Marilyn George (President andSecretary of EAA Chapter 88). They notonly went to Topeka for the committeehearings but also worked up a petitionwith nearly 100 Signatures which wassent to the interested Representatives.The original bills were written by Representatives Joan Wagnon and AlfredRam irez . The first bill removed "vintage"aircraft from the pe rsonal property taxstatus. The second bill established acompromise registration fee of $50.00per year. This fee was a bit high but so

much better than we had been payingthat we all endorsed it wholeheartedly.Following Joe's excellent presentation of facts and Dick Shane's statements before the committee hearing,the bills came out of committee with re-commendation for passage. The billthen went before the House and werepassed with just a few dissenting votes.This action sent the bills to the Senate which then held committee hearings. Again, we were there with Joe,stating the facts. Mr . George Boyd,head of the State Aviation Departmentand yours truly made a brief statement.The bills came out of committee withunanimous recommendation for passage. The Senate then voted 40-0 infavor of the bills. This, then put them onthe Governors desk for his signature tomake them into law.The Governor studied the bills whilereturning to the Capitol from WesternKansas where he inspected the damage from the spring blizzard in April.When he arrived back in Topeka hemade a few calls, sharing his own ideaswith others. He signed one bill and vetoed the other. We were in "shock" untilwe heard the entire story. He hadsigned the bill which removed the aircraft from the personal property tax rolland vetoed the bill which established

the $50.00 registration charge. Hestated, "The cost of collection would ex-ceed the monies received . This actionfrees antique and classic aircraft fromtaxation by the State of KansasWhen told the good news, MarilynGeorge said , "Bless that Governor'sheart . I'll vote twice for him next time ."Seriously, though, the above is anexample of what it takes and basicallyhow it is done to establish or change alaw. One important thing to remember,in spite of all our griping and complaining about how we are governed, it isreally us who are to blame because wedon't "get involved . If you take the timeto talk and work with the elected officialsof your city, country, state and yes,even the federal government, you willfind nearly all of them to be fine peoplewho are seriously trying to do the bestjob possible for you .If you approach them on a reasonable basis, with the respect they deserve,with accurate facts and figures whichare complete and to the point, you willfind most of them will be receptive. Re-member, in many cases, they are likean umpire and each call upsets someone. Knowing this, the better andcleaner your presentation is to thesegood people, the better your chancesare of reaching a favorable conclusion.

1918. By then it was far surpassed byits competitors. The company builtanother prototype, the X-18, which wasflying in June, 1918.Correct answers were received fromWayne Van Valkenburgh, Jasper, GA ;Robert Mosher, Royal Oak, MI ; EdTrice, Bedford, TX; Dick Gleason, Austin, MN ; James Wright, Tullahoma TN ;Ken Pruitt, Belen, NM ; Cedric Galloway,Hesperia, CA; Leo Opdycke,Poughkeepsie, NY; Lloyd S. Gates,Norway, ME; James G. Smith, Clementon, NJ; David N. Simmons, Denver,CO; Michael G. Lockhart, North Lauder


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THE DISAPPEARANCE OFALASKA PILOT, RUSS MERRILLIN TRAVEL AIR CW, C-194

This photo of a Travel Air C-W was used in the February 1987 issue of Vintage as the Mystery Plane.by Paul Bierman(EAA 259667, Ale 9873)4304 GarfieldAnchorage, K 99503

The Mystery Plane in the February1987 issue of The Vintage irplane wasan easy one for me as I had recentlyobtained pictures of a Travel Air ModelCW from a museum in Anchorage. Theaircraft pictured in Vintage might benumber C-194 and it might be AlonzoCope or Jack Laass standing next to it.(See the book, Travel ir - Wings Overthe Prairie by Ed Phillips, Chapter Five,page 31 for another photo of this rarebird).Two Travel Air CWs were said tohave come to Alaska but I've only beenable to locate photos of C-1 94. It wasoperated up here from 1927 until itcrashed in 1929, killing the pilot, Russ

Have been very busy the past month- flying every decent day until a weekago when I came down with the chickenpox Had just completed a pretty toughtrip - brought in a school teacher whohad aCCidentally shot herself and (I) hadto land well after dark (5 p.m. ) Gotaway with this in fine shape, but camedown with the chicken pox the next day.There's quite a story to this flight. Ifirst learned of the sick girl when Mr.Shonbeck phoned me from here whileI was in Fairbanks. The following daywas too thick 'to come here but camethe day after. The following day I tooka couple of passengers for "way pOintsand a doctor and started for Ninilchicwhere the girl was. I landed my twopasengers en route and found a lake acouple of miles from Ninilchic andlanded there with the doctor. It provedto be six miles by trail from this lake to

the ice off the skis. The ship weighsabout 3000 lb. loaded and there wereabout three of us to do the lifting . Itwasn't quite as bad as it sounds as welifted on the wing tip so had a lot ofleverage. Anyway, it was sundown (3p.m.) when we finally got off. We landedhere with the aid of auto head lights andsome railroad "fuses" - wasn't half ashard as I'd expected.As a sequel to this, the radio operatorwho sent the message here had had towalk about 30 miles to a discardedsending set with no receiver. He hadpatched up the set and sent S.O.S. hoping to attract someone but not sure ashe had no receiver. So he walked backthirty miles to Ninilchic, got a small boatUust a large row boat, I understand) andwent to Seldovia - about 60 miles overpretty rough water.when he arrived at Seldovia and


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Boeing states that he wil l come in a littlelater anway. Sincerely,RussUNITED STATES OF AMERICA, )TERRITORY OF ALASKA, ) ss .ANCHORAGE, PRECINCT. )

Alonzo Cope, being first duly sworn ,on oath, deposes and says:I am a citizen of the United States ,over the age of twenty-one years and aresident of the City of Anchorage , Territory of Alaska.During the years 1927, 1928 and untilthe month of August, 1929, I was em-ployed as a mechanic engaged in thecare, maintenance and repair ofairplanes belonging to Anchorage AirTransport, Incorporated at Anchorage,Alaska. During the month of August, (L-R) Alaska pilots lonzo Cope and Jack Laass with Walter Beech and the first of twoTravel ir CoWs destined for service in Alaska. Engine is 200 hp Wright J-4.1929 the business and properties of thesaid Anchorage Air Transport , Incorporated was purchased by Alaska Airways, Incorporated and the latter corporation has since that time continued theoperation of the business establishedby Anchorage Air Transport, Incorporated and I have, during all of said time,been in the employ of the said AlaskaAirways, Incorporated, in the same ca- .pacity as that in which I was engagedby the former corporation.I am thoroughly familiar with theairplanes owned and operated out ofAnchorage by the said Alaska Airways,Incorporated and have had occasion,from time to time, to completely overhaul, repair and inspect the said planesand particularly the plane designated asTravelair Cabin Plane No . C-194. I amalso thoroughly acquainted and fam iliarwith the flying operations of the saidcorporations out of the said City of An-chorage and have, from time to time,flown over practically all of the routesserved thereby from Anchorage.I was well and thoroughly acquaintedwith one , RUSSEL HYDE MERRILL,who entered the employ of AnchorageAir Transport, Incorporated as a pilot, inthe early part of the year 1927 and whocontinued in such employ until the business was taken over by Alaska Air

The plane carried no passengers; thefreight load consisted of one piece ofmining machinery, weighing about 235pounds, and about fifty pounds of firstclass mail for various pOints along theroute of the flight. The weather at thetime of the departure from Anchoragewas calm , with a slightly overcast sky,and medium visibility. At about 11oclock p.m. , a heavy storm arose andcontinued for a number of hours . Thisstorm was general over all of that portion of Cook Inlet over which the routeof the airplane flight lay. Neither theairplane or the pilot has ever reportedat any known point since the time ofdeparture from Anchorage, nor has acontinuous search resulted in definitelyestablishing whatever became of them .On September 20th, after having re-ce ived telegraphic notification from theInterior Alaskan points to the effect thatthe plane had not arrived and had notbeen seen, a plane was sent out fromAnchorage to make a search for themissing plane and pilot. This searchingplane was piloted by Colonel Carl B.Eielson and I accompanied him. Wewent to Lake Chackachamna, the firstpoint at which Merrill might havestopped , and visited other points alongthe route . The search was absolutely

were un able to make any flight on Sep tember 23rd owing to bad weather. OnSeptember 24th we took off from Sieit-mute with the intention of going throughto Anchorage. The weather in themountains, however, compelled us toturn back again from Lake Chackachamna and return to Sieitmute. Onth is flight, carefu l search was made ofall the intervening territory.On September 25th, we flew fromSieitmute through to Anchorage , continuing our search by flying back andforth over the country along the route,and arriving in Anchorage about noon.That afternoon , we again made asearch of all the country lying betweenAnchorage and Lake Chackachamna,being accompanied on this flight by pilotJoe Crosson . Colonel Eielson pilotedthe ship while Crosson and I acted asobservers.On September 26th two planes wereused for the search. One plane, pilotedby Colonel Eielson and with Mr. GusGelles of An chorage and I as observers, searched the western shore ofCook Inlet as far south as Trading Bayand extending into the interior of the re-gion as far as and just over the summitsof the mountain range. The other plane,piloted by Joe Crosson , and with Mrs.


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this information, a boat was sent toTyonek to make an investigation. As aresult of this investigation, it was believed that the object sighted by the Indians was some driftwood and not thewreckage of an airplane. In the light ofa later investigation made by me in person, and in view of the finding of a pieceof fabric belonging to the missing plane(reference to which is hereinaftermade), I am firmly of the belief that theobject sighted by the Indians at Tyonekon the morning of September 17th wasin reality the wrecked airplane No. C-194.Other flights were made on September 27th, 28th, 29th and 30th, October 1st, 2nd, 3rd, 4th, 5th , 6th, 7th,8th, 9th 10th, 11 th 12th and 13th; October 19th, 20th, 21 st 22nd, 23rd, 24th,25th and 27th. During these flights theentire territory over which the Merrillplane could possibly have flown was covered, including all points and the surrounding country between Anchorageand Bethel and Akiak, as well as theIditarod country in interior as far southas 50 miles south of Seldovia on theeastern shore and the Barren Islandson the western shore.On October 20th, one Frank Smithdelivered to me a piece of airplane fabric which he stated to me he had pickedup on the beach near Tyonek Village onOctober 3rd. Smith said he did not knowwhat the object was, but brought it toAnchorage on the chance that it mightbe some portion of the missing plane . Ireadily identified the object as a part ofthe fabric used on the left horizontal fin(known as a stabilzer) of the missingplane No. C-194. I had placed this particular bit of fabric on this plane at thetime of overhauling about a year before

and was readily able to identify my ownwork by reason of the manner in whichthe fabric was stitched; a further meansof identification was the peculiar sagegreen color of the paint, which had beenrenewed by me about a week beforethe departure of the plane.There is not at this time, and therewas not then, another plane in Alaskapainted this exact color. This piece offabric is about 12 inches by about 40inches in size, and quite badly torn. Ihave marked this piece of fabric foridentification and have delivered it intothe keeping of Mr. Thos. C. Price, Commissioner and ex-officio Probate Judgefor Anchorage Precinct, located at Anchorage, Alaska.As a further means of continuing thesearch for the missing plane and pilot,on November 1st Mr. Rudolph Gaierwas landed by airplane at Tyonek Village, with instructions to make an intensive search of all the western shore ofCook Inlet and rivers and streams leading into the Inlet, as far south as hemight deem best. Two short flights have

since been made in an effort to locateMr. Gaier, but he has not been found,and in accordance with the instructionshe had been given, it is assumed thathe is continuing his search.By reason of the various flights andjourneys I have made during the yearsof 1927, 1928 and 1929 over the country along which lay the line of flight ofthe plane No. C-194, I am well ac

quainted with the topography of thecountry and all the weather and otherconditions obtaining. The country is butsparsely settled and especially so at thetime of year in which the plane disappeared, after the close of the fishing

season on Cook Inlet. The only inhabitants of the region are scattering familiesof Indians, a few trappers and hunters,and occasionally a small native settlement. Such habitations and settlementsare separated by many miles, with nomeans of communication in the fall andwinter months other than by foot or dogteam travel. In case of an accident involving such injury as to render a person incapable of traveling, the durationof life could not possibly be more thana few days. It was for this reason thatthe intensive search has been made,covering thousands of miles.In view of all these facts and of myknowledge of the condition, I am of thefirm conviction and belief that RUSSELHYDE MERRILL lost his life on or aboutSeptember 16th, 1929, in the waters ofCook Inlet, in the vicinity of Tyonek Village, Alaska, as the result of an accident to the airplane No. C-194.I make this affidavit at this time forthe reason that I have been ordered bythe Alaska Airways, Incorporated, to goat once to Nome, Alaska, to join in asearch for Colonel Carl B. Eielson, andthe duration of my absence from Anchorange cannot at this time be stated.I, therefore, make this affidavit in orderthat it may be used, if necessary, at anyhearing in any court relative to the disappearance of Pilot Merrill.(Signed) Alonzo Cope

Subscribed and sworn to before methis 9th day of December, 1929.R.M.COURTNAYNotary Public in and for AlaskaMy Commission expires Dec. 16 1929

987 AIC FORUM SCHEDULE.8:4Sa.m. 10:1Sa.m. 11:4Sa.m. 1:1Sp.m. 2:4Sp.m. 8:00p.m.

Friday, Ryan PT's and Antique/Classic Navion: Pre-flightJuly 31, 1987 Kinner Engines Aircraft Judging Inspection Mike Wilson Dale Gustafson Bob RogienGeorge YorkSaturday, Cessna 1201140 . Cessna 120/140 Bellancas- Aeronca Owners Bucker Airplanes


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I ~ y p lu Activities

Aircraft ModificationsThis information is from the Cub Club cochairman, Rick Duckworth, 3361 N. BagleyRoad , Alma, MI 48801 :"This concerns changes to aircraft usingthe Aircraft Type Certification as a basis forchange. After a long ta lk with the local(Grand Rap ids, MI) GADO ma intenance inspector, we have determined the following :"Remember, most of our aircraft were certified under CAR's. Under CAR's, it was acceptable to change engine and accessorieswith just a log book entry - giving detail ofwork and new weight and balance. This wasall that was needed as long as the work metthe details of ATC's and factory drawings.Therefore, if your aircraft had changes and

a log book entry was made you should beokay. They also stated that this was still accepted practice in som GADO areas. However, it would still be advisable to completea 337 with information of work and signedby an IA and sent to the FAA (one copyonly as there will be no acknowledgement.)Also, a short phone call to GADO before youdo the work would be advisable .For information on the CUB CLUB, contactJohn Bergeson, 6438 W. Millbrook Road,Remus, MI 49340, phone 517/561-2393.

Compiled by Gene Chase

vinced to reverse its stand. The basis for hertestimony was the statistical study that SPAhad done of seaplane water-related accidents and their frequency."Pete Clark,the owner of the LA-4 and aseaplane pilot as well as a commander inthe Coast Guard Auxiliary, made a very effective case, citing the extensive training anddiscipline required of pilots, versus the lackof training and sobriety for the boatoperators. The lawyer, Brian Stokes, did anexcellent job, contending that waters of thelake are state sovereignty land, held in trustfor all the people of the state.''To sum it up , the state of Florida has reserved the power to regular seaplanes, andlocal municipalities can regulate only boats,thereore the local ordinances were invalid.Hurray

For information on the Seabee Club International contact Capt. Richard W. Sanders,4734 N.W. 49th Court, Fort Lauderdale, FL33319, phone 305/485-5769.

Stinson 108 SectionThe new magazine format of the club'squarterly publication "Stinson Plane Talk" is

receiving compliments from members, whichnow number over 600. At the present growthrate the club should reach 800 to 1,000members in the near future.The current issue of "Stinson Plane Talk"is 32 pages in length and contains a goodmix of editorial comment, letters from members, regional chapter news, calendar of

- L-4 Grasshopper WingAffiliated with the Cub Club)

"Since our last L-4 Grasshopper wingNewsletter No. 2, April/May 1987, our membership has almost doubled. As of mid Maywe have 165 members in eight countries,United States, Canada, England, Sweden,Finland, West Germany, Australia and NewZealand. Several new members join eachweek. A growing amount of correspondenceand phone calls indicates a substantial leve lof interest in L 4 aircraft in particular andliaison aircraft in general.''Typical of the many questions raised are:Where can I get an L-4 either flyable or abasket case? I wou ld like to restore one;where can I get drawings, technical data,photos of construction details? How can Iidentify an L 4 that was converted to a J-3Cub? Are there any books, magazine, un ithistories that cover the L series of aircraft inWWII?"It appears that the Cub Club, now numbering over 2000 members, has triggered avaried response from people owning or restoring the military L-4 Cub, others whowould like to fly or restore an L-4, and thosewho have a primary interest in WW II militaryuse of the grasshopper aircraft. In recent

Logan D. McKee in the DeChenne Aeroplane photographed


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on 8-3 -11 at Golden City, MO by Chas. Iden.

LOGAN Kt\ \(I"TOF\DNE TT

; ~

logan McKee and theDechenneAeroplane

by Ted Businger(EAA 93833, Ale 2333)Rt. 2, Box 280Willow Springs, MO 65793(Photos from the McKee Collection)

There is more than enough evidenceto support the claim for Logan D.McKee as being the premier Ozark av iator, although several details remain tobe learned. At this time only scantypositive evidence, a little hearsay, anda certain amount of speculation allows


19/32

Chief Engineer; Everet DeHanas; Ch iefMechanic; Carl Saxe, Works Managerand Logan McKee, Aviator.There is some evidence that the firstaircraft built in this venture did not (orcould not) fly. It is speculative but possible that McKee used it as a groundtrainer.The plane shown in the accompanying photographs is , at least partially, acopy of earlier Curtiss types. It wascompleted sometime before mid-year1911. It is be lieved that Mr. McKeesequestered himself and the aircraft insome lonely spot, where he was able tocomplete his self-taught course in flyingJust prior to July 4, 1911 , a publicannouncement proclaimed the upcoming flight for that holiday. The majorityof the people in the area received thisnews with great skepticism, but beingkind ly hill folk, they all wished him well.On that Independence Day, with the en tire community looking on , McKee astounded them with the ease and agilityof his fl ight. Antique/Classic Divisionmember Ray Buehler's (now of Dearborn, Michigan) parents were there aschildren, and they never forgot that epicevent. It is at long last being recogn ized.Dr. C. E. Geister, currently living inTu lsa , Oklahoma, was also an eyewitness. He believes the powerplant wasa converted Packard or Overland autoengine . Subsequent flights were madeat Golden City, Missouri ; Miami, Oklahoma; Comanche, Oklahoma, plusothers in northern Missouri, Texas andKansas.The men involved in th is project weresound business men and their intentionwas to build a substantial number of aircraft for sale in the midwest. When itbecame obvious that sales just wouldnot materialize, the company was terminated.There is a strong rumor that Mr.McKee stored the plane following hisfinal flight in 1912, but that followingMcKee's demise in 1953, the aircraftdisappeared.With his flying experience behindhim, McKee involved himself in everycause that could possibly improve his

Note the rectangular ailerons on the DeChenne hinged at the midpoint of the outer rearinterplane struts. They were actuated by the sideways movement of the pilot's shoulderyoke.

The smallish rudder was probably quite effective in the engine prop-wash.


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PASS T 101]n information exchange column with input from readers.

by E. E. Buck Hilbert(EAA 21, AlC 5)P O Box 145Union, Illinois 60180Removal of Enamel PaintDear Buck,

How can one safely remove enamelpaint from a fabric covered airplane?There has to be a way.

Thanks,Bruce Banzhoff

Dear Bruce,You've thrown me a curve I havenever seen a successful paint removaloperation on a "rag" airplane. As a matter of fact, I've never even heard of anyone attempting it.I know from experience that applyingenamel was usually a last ditch effort tokeep an airplane going for a couplemore years. It was common knowledgeit was just a stop-gap operation and thatrecovering was the next major step.Old, cracking dope was sometimes rejuvenated , but if the ringworm or haildamage cracks were there for anylength of time, dirt and other contaminates would get under the finish. Then,even a rejuvenate job was a lot ofwasted effort.Not being an expert on the subject, Iasked my friendly I.A., whom readers

evaporate as rapidly as it is spread onthe surface if it weren't inhibited in someway. A common method is to add paraffin wax or similar material which willform a surface film slowing down theevaporation while the methylenechloride softens the paint beneath. Thisfilm is quite easily removed after all the E. E. Buck Hilbertpaint has been removed from a smoothmetal surface - just rinse and wipewith a solvent-soaked rag .However, if you're removing a top for re-cover of both wings, cracks werecoat of enamel from a doped fabric you discovered in the butt end of the otherwill find that after the enamel is re wing spar between the boltholes wheremoved the underlying dope has been the fittings attach. Currently ,this spar issoftened slightly and the waxy film will being replaced .have worked its way into the substrate . I had written comments on the NPRMIt's possible to remove most of the dead dealing with the Bellanca 7 and 8 seriesends of stripper by repeated wipe calling for mandatory inspections ondowns using thinner and solvents but this same situation prior to actually seethere will almost always be small ing the problem. I've now changed myamounts lurking in corners and overly mind and my comments and now I adsoftened spots which will prevent the vocate these inspections. Dario'snext finish coat from drying. airplane had no damage history in the

If the enamel topcoat on your airplane books and we find a compression fracis cracking severely and the dope finish ture in one wing and cracks at the boltbeneath is perfectly sound it may be holes in the other. Even a wary buyerpossible to remove the enamel can't be suremechanically, dry, using plastic scrapers. If the cracking is only minor youcan probably get away with a light sand Bonanza ADing of the entire surface feathering out A member writes - I have a 1948the cracks and repainting with enamel, Beech Bonanza A-35 which is apkeeping the new film thickness to a proaching the 1,000 hour AD which reminimum. It should look good for at quires removal of the stabilator mountleast two or three years after which you ing casting to inspect it for cracks.can re-cover the airplane and finish it When this AD came out in 1979 I paidwith something that won 't give you so a bundle to have the tail feathers remuch grief." moved, etc.Some time ago I read or heard that itis possible to get that casting out with


21/32

AVIATIONS Y E R S G O

by Ed Williams(EAA 51010, le 2839)12237 Fox Point DriveMaryland Heights, MO 63043

AERO and HYDRO was one of the lessthan a handful of successful aviationmagazines being published before WWI. Founded by E Percy Noel as ERO,it was first published at St Louis in1910. By 9 2 the operation had movedto Chicago where it stayed til it ceasedin 1914.t this time Chicago was a world avi-ation center and the source of such avi-

ation pioneers as Chance Vought,Glenn Martin, Victor Lougheed andMatty Laird. Both Martin and Voughtcontributed articles to the magazine.Vought also produced three view draw-ings of aircraft for the publication . . .Dennis ParksMagazines such as The VintageAirplane and Sport Aviation step back

into history when telling readers aboutairplanes that were flying in 1912, butthere was a time when these planeswere modern equipment and storiesabout them were up-to-date news.The modern reporting of aviation 75years ago was shown graphically whena copy of an old boating and flyingmagazine was rescued recently from ascrap heap by Sheldon J. Best, of ElkGrove Village, Illinois, vice-president,inflight services for United Airlines, whoappreciated its historical significance.The magazine is Aero and Hydro andthe issue was dated July 6, 1912. Arti cles and advertisements alike in themagazine make interesting reading for

Beach, Long Island advertised its aircraft for sale with the come-on that Wegive an extra pair of racing wings witheach Rex. The ad 's clincher was thatRemember we fly before delivery atleast 1,000 feet high and 10 miles crosscountry.The Diana Aero Co. of Detroit advertised a Spiron aerial screw or spiral forsale. See for yourself why the latestNieuport, Breguet, Dorner, etc., use the3-blader. the ad said.Aero and Hyro was published inChicago and in St. Louis at a $3 a yearsubscription price. It was sold in theUnited States as well as Paris, London,Liverpool and Shanghai, with the foreign subscription costing $4 a year.It contained news, features and picturesof motorboats and aircraft , but the accent was on the air, according to aneditorial by E. Percy Noel, editor andpublisher.But when one is planing along withthe screw in the water, with every suggestion of terrific speed and sees overhis head a hydro aeroplane come andgo, it is not easy to keep down a feelingof envy for the man who can , at will defythe friction of water on the hull, who canfly low enough to be as safe as if hewere on the surface of the water.The fine sport of fast motorboatingwill be with us always and grow in popularity, but in the meantime, hydroaeroplaning is going to get its share of honor .And it is a good thing to watch.Articles recounted the dangers of flying and the research to overcome them .Writing on Fifty Years Observation ofBird Flights, Heinrich Gatke told of thehazard of high altitude flight. ''The sumof our experiences accordingly proves

IL, on June 22nd by flying over thebusiness portion of the city in his Wrightbiplane.eNels J. Nelson flew at Janesville,Wis., last Wednesday taking motion pictures. He managed the plane with onehand and turned the crank with theother.Under new pilots licenses issued wasthis item: Aviators ' licenses granted bythe Aero Club of America include one toLieutenant Benjamin D. Foulois, U.S.A.,who passed a test recently in a Wrightbiplane at College Park, Md. LieutenantFoulois has been acting as instructor ofmilitia in aeronautics for most of lastyear. The Lieutenant actually was theUnited States' first military pilot, and in1934, it was Maj. Gen. BenjaminFoulois who, as head of the U.S. ArmyAir Corps, accepted the assignment forhis Army pilots to fly the mail in a tragicpage in aviation history.Dedication to flying in the military hadits drawbacks, as shown by this ed itorial-type comment.

There is daily flying among the navalofficers at Annapolis. There are five orsix qualified aviators and as many student officers. There is the same shortage of officers in the Navy that hampers the development of aviation in theArmy, but the Secretary of the Navy haskindly decided that officers can applyfor aviation training if they will qualify asfliers along with whatever other workthe department is exacting from them.This has a tendency to interfere withregular training, but if an officer is willingto take on the extra work for the sakeof flying, it as least indicates that he isan enthusiast.A notable civilian pilot who later


22/32

YOLUII,.EERSA Bool< Of Heroes

by Art Morgan and Bob BrauerOver the past several months you (Ihope) have read of the sunburn, wind,rain, wet socks, runny noses and other

benefits of volunteering at Oshkosh .And you think to yourselves, gosh, thatsounds like a heck of a lot of fun . Whatelse can there be. Well, let me tell ya,friend, it's Oshkosh humor.Now what in the names of Jane's corset is Oshkosh humor? It's those raretimes when, during the course of theConvention, no matter how busy or slowthings are, no matter what the weatheror where you are, something happensthat is so extraordinarily funny it justcracks your ribs thinking about it. It'sone of those things that just couldn thappen anywhere else. It wouldn'tapply itself to any other situation. So,without further ado, let me introduceyou to the humor of our Convention.The Boy and the DC 3

Several years ago, in the Antique/Classic parking area, we had a spotknown far and wide as the "Triangle."This spot was reserved for the "big iron"- DC-3s, Lodestars, Mallards, TwinBeech's etc.This particular year we had a DC-3sitting down there in the Triangle. Thisaircraft had been attending the "big gettogether" for many years and it stilldoes. This, of course, means that thecrew knew the ropes . . . knew whatthey were doing. This "big iron" captainwould follow our parkers ' directions tothe letter. Bless his heart. There he sat,in the Triangle, enjoying the show withnot a care in the world. And then it happened.

this young man knew what he wasdoing. He had worked with us for thepast several days, and in fact the previous year, so I was aware of his knowledge of aircraft, and knew his groundhandling of same was very , very good."Take a motor scooter, " I said, "andgo down to 'Classic point' and keep aneye on things. I'll stay at 'Antique point'and watch over the whole shebang. Ifyou need help , just give a shout on theradio.""Okay " he said and off he went in aswirl of fog, mud and rainwater. Somehow I felt very small and very alone atthat moment.Soon, the rain stopped, the fog liftedand the airport started to come alive,and still, no additional volunteers appeared .Wouldn 't you know about then theDC-3 group decided to head "south."Captain, crew and passengers allclimbed aboard, and soon both mightyengines were chug-chugging their wayto warm up.My young volunteer had in the meantime positioned himself to the Captain'sleft and established eye contact. Thepilot gave the signal that he was readyto taxi. The boy started to wave him outof the Triangle to the access taxiway.At the time I was north of the Triangleabout a quarter of a mile, watching allof this. I couldn't help but think howsmart I was to have trained this boy sowell that he could ground direct an aircraft of this size.Unknown to any of us at the time,however, was the fact that in the deep,dank, dark bowels of the Show AircraftCamp Grounds a young couple hadpacked up their soggy camp gear,

it very well , I might add .I, in the meantime, had jumped intomy cut-down Volkswagen and headedsouth to watch this situation a bit closer.The boy had done well , and I sloweddown and was relaxing a bit when suddenly it happened.The boy turned and faced the DC-3.Without warning, he tossed down hisparking paddles, and with fingers slashing across his throat, signaled, "Cutyour engines, cut your engines.The Captain of that DC-3 hadn 'tmoved so fast in years. Between himand his co-pilot, hands, fingers andfeet were flying in 17 different directionsat the same time , hitting switches, push

ing buttons, stomping brakes, pullinglevers and wiping sweat from theirbrow.As the two mighty R-1820s spooleddown, this many-thou sand-hour, grizzled veteran of thunderstorms in everyhemisphere reached over and slid backhis side window and stuck his gray,weather-beaten head out to see what inthe H. E. DOUBLE TOOTHPICKS wasgoing on .The 15-year-old boy then ran towithin shouting distance of this "man forall seasons," and pointing to the littleyellow Piper taxiing innocently northward, hollered, "Beware of wake turbulence from the J-3 " I, the brave leaderof this pugnacious pack of parkers,jumped out of my V.W. and crawledunder it. A great pall of silence fell overthe mighty moors of Oshkosh until suddenly soaring waves of laughter fromthe Captain, crew and passengers (Godbless 'em) came thundering forth, asonce again (albeit with some trouble)the R-1820s were re-lighted.As this great old bird trundeled herway down the taxiway to the active, thepeople on board could be seen slappingtheir knees and laughing. And as thisproud old pelican lifted off the runway,she was seen dipping her wings to"Oshkosh humor." A true story; so helpme .This month's "Tip of the OshkoshKepe" goes to the gals and guys in theAntique/Classic Headquarters Building,the "Red Barn." Headed by Kate Mor


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Four of the dedicated volunteers who manage the Antique/Classic Headquarters operation during each EAA Convention at Oshkosh . (L-R) Ruth Coulson, Lawton, MI; FayGustafson, Indianapolis, IN; Kate Morgan, Milwaukee, WI and Jo Olcott, Nokomis, FL.'til , who knows when, 7, 8, or 9p.m . . . . depending on the crowd andweather. Before the Barn was "remodeled," if it rained , the staff got rained on ;if it blew, they got blown on ; and if it washot, so were they. Back then they didn 'tchew their food. Instead, via the grit intheir teeth, they sanded every bite andwashed it down with flat "pop.Still , they were there to answer anyquestion you may have, to help you inany way, to try to locate that rare bookor magazine and show you where the"metros" are. And always with smileson their faces because they love it.Whatever you do, don't underestimate these fine people . They have toknow aircraft identification and wherethe planes are parked. They have toknow people and where they are located. They must know the forumschedules and what's going on at "Theater in the Woods."Where is the nearest cafe? Do you

when you reunite a man with anairplane he flew in WW I? Try to graspthe emotion you feel when a woman inher 70 's comes in and says, "Hi , I justflew my 1941 Porterfield in from Michigan, and I wonder if there's someonehere to help me tie down?" And you areable to help her. How bad can you feel,how tired can you possibly be when aman comes back into the Red Barnafter you have reintroduced him to flyingafter a 20-30 year absence, and withtears streaming down his face, takesyour hand and simply says, "Thankyou." You want to talk benefits . . .money . . . return on investment? Tryme . There isn't enough money in theworld to pay you for that experience.What more is there? Suddenly avoice booms out . . . "What? You hereagain " And there's that face you 'veseen every year for many years.Through a daze you listen as he says,tongue in cheek, "You know, if it weren t

VI TION7S YEARS AGO

(Continued from Page 21)Fokker to develop the propeller/machine gun interrupter for the Germans.From the early years , someone orsomething had to be blamed for aircraftmisfortunes. Reports of pilot error as"the probable cause" of an accident alsogot an early start as evidenced by thisitem: "German Army Aviator Killed. - AtDoeberitz, June 21, Lieutenant von Falkenhayn, of the German Army, aftermaking a flight at the military aerodrome, attempted to land, but made afalse movement with one of the leverswhich caused him to dash to the groundwith great force. His machine was totally wrecked and the body of the av-iator was found among the debris .Many other mishaps were reported inthat issue of ero and Hydro For example, "J. Hector Worden, when flying atPrinceton , III. , in his Moisant monoplane


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WHO Am I _by Art Morgan

Although I welcome advances intechnology and new things, I shun anew aircraft.Although I am a pilot of many hours,I sit at the feet of the older ones to listenand learn of glories past.Although there are newer and swiftercraft, none have the grace and curve ofwings, 40 and 50 years old and more.Although today's craft are designedby computer, none can reflect the love,devotion and genius of yesterday'scraftsmen .Although ease of flight is espousedby three wheels of the same size , whatcan compare to the soft caressing of alush green meadow by an aircraft ofgreat heritage. and see the checkpoints slide beneath flight. I carry the honor of an era of truthAlthough instruments and radios will my wings of freedom. and spirit unsurpassed, and with joy Iget some there when I cannot, I am still Why, you ask is all of this? Because present it to you. For, you see, I amvery proud of being able to read a map, I am the torchbearer of a golden age of history

V ~ 4 f7f: LITf:124 TU12f: been divulged but it appears that it must Post have accomplished in his super(Continued from Page 9) be in the region of 29 lb. per sq . ft. charged ship? What could KingsfordThe November 1934 issue of AERO Smith have done with his experience ofairscrews moved fractionally, stopped, DIGEST presented a two-page article the route? Would Gatty in his Douglasmoved again, and suddenly became a on the Comet which included a half entry have beaten the Comet?glistening disc while foot-long flame page three-view drawing and one As to the actual contestants, whatplayed from the exhausts and the photo. Some details of the modification could the K. L. M. Douglas havehangar reverberated. of the Gipsy Six engine to facilitate the achieved in a full out race? Placing secThe first information on the Comet in use of a variable-pitch propeller were ond in such a contest while carryingthe United States was a three-column given. three passengers, baggage, food andreport in the October 1934 issue of Avi- Use of this type of propeller has 30,000 letters, and making regularation under the heading British Threat. necessitated a new crankshaft with an stops along the K. L. M. air route toMost potentially formidable of the appropriate hub fitting at the front end Batavia is one of the most astoundingBritish entries in the MacRobertson and the provision of a temporary oil sup demonstrations of air transport perforTrophy race, the D. H. Comets have ply at a pressure of 100 Ibs ./sq . in ., to mance on record.


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nteresting Membersby Dale A. Gustafson(EAA 8891 , Ale 108)n 4 Shady Hills DriveIndianapolis, N 46278Talent on a Grass Strip

Talent abounds on a certain grassstrip in Florida. The strip is Patch-OBlue located northeast of Ocala andowned by Mike and Barbara Keedy, butmore about them later.Among the residents at Patch-O-Blueare Arnold and Virginia Nieman (EAA10077, AlC 449) who are widely knownfor their aircraft restorations and especially their custom woodworking. Overthe years they have constructed manynew wings and rebuilt old ones forBeech Staggerwings, Stearmans,Wacos, etc. They are currently buildingup a Staggerwing for both business andpleasure. Arnold flies a late-model Bellanca Viking .In 1981 the Niemans restored an interesting Waco for Mike and BarbaraKeedy (EAA 98957, AlC 6972). TheWaco, a ZPF-6 was originally owned bythe Texas Company (Texaco) . Arnold,Mike and Bob Hitchcock EM 113843,AlC 5450) recently replaced the Jacobsengine on the Waco with a factory-fresh275 hp Jacobs. Bob and his wife Nancycurrently live in Sargentville, Mainewhere he has a FAA-approved engineoverhaul and repair shop.Bob is an expert machinist and reallyknows the old aircraft engines. He isalso an IA and highly skilled at rebuilding aircraft. The Hitchcocks have ahangar at Patch-O-Blue and plan tobuild a home there soon. They own andfly a WACO UPF-7Mike and Barbara Keedy own thePatch-O-Blue Airstrip (Air Ranch). Inaddition to the Waco ZPF-6, they alsoown a 400 hp Piper Comanche. Thein both aircraft is first


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WELCOME NEW MEMBERSThe following is a listing ofnewmemberswhohave joined the EAAAntique/ClassicDivision (throughMarch 15,1987).Wearehonored to welcomethemintotheorganizationwhosemembers'common interestisvintageaircraft.Succeeding issuesofTHE VINT GE IRPL NE will containadditional listingsofnewmembers.Doose,Paul Clark,Matthew Brennan,EdwardJ. Hemphill,John S.Wheeling ,Illinois SunderlandTyne& Wellington ,Oh io St. Augustine,FloridaWear,EnglandRedner,RobertR. Houghton,William Ferguson,JamesLWestBloomfield,Michigan Nunn,RobertF. FarnhamSurrey,England JunctionCity,KansasMarmora,NewJerseyRodgers,WilliamS. Araoz, RicardoB. Simon,LarryFenton,Michigan Morse, rthurR. San Isidro,Argentina Carlsbad,CaliforniaGermantown,MarylandErickson,KirkE. Drozda,MichaelJ. Umsted,JamesE.Du luth,Minnesota Pacquin,JamesCooper VeroBeach,Florida Salem,OregonEaston,Missouri Knapton,WilliamR. Anderson,Roy E.EAAChapter222 CarsonCity,Nevada HighlandPark,IllinoisVallingby,Sweden Greear,Stephen Orlando,Florida Epps,GeorgeF. Zimmy,StephenP.Morris,RobertF. Huntsville,Alabama Lansford,NorthDakotaPaulsen,F.N.Petersburg ,AlaskaElgin,SouthCarolina Young,D.Scott Romano,RichardCrowe,MarkS. Alturas,Florida Granby,ConnecticutBlaylock,JamesH.Richmond,KentuckyAshland,Massachusetts Temple,JamesR. Jackson,DorothyC.Davies,CliveR. Granger,Indiana Clearwater, FloridaFosterJr.,PaulJ.MonteVista,ColoradoAbergavennyGwent,England Bindrim,DouglasW. Wade,CharlesF.BottomJr.,RaymondB. WestIslip,NewYo rk MissionViejo,CaliforniaReilly,RobinNewportNews,Virginia LosAngeles,California Francis,JamesS. Campos,Eduardo ugustoCortezGoodnight,Jack M. WestfieldCenter,Ohio FortalezaCeara,BrazilJourney,JimKannapolis,NorthCarolina Bloch,Christopher D. Horn,Keith A.Dommerman,John C. Copake, NewYork PlantCity,FloridaMillerJr.,CharlesD.

Clinton,MissouriKeokuk,Iowa Mi lmontPark,Pennsylvania LordJr.,CharlesP. Hensley,FredBeegles,Ed DesMoines,Iowa Weinsdale,FloridaMacGinnis,John I.Evans,Colorado Barre,Massachusetts Dessin,Wilkie,J. McMurdo,WardH.Auburn,California Greeley,ColoradoNesbitt,RonaldD. Silva,KevinM.Flushing,Michigan McBride,DonaldM. Crist,WilliamB.CastroValley,California Roswell ,Georgia Houston,TexasGourley,Gene Trembath,JamesH.KansasCity,Missouri Miller,RichardO. Bastos,PauloFalcettaAlderGrove,BritishColumbia, CreveCoeur,Missouri RiodeJaneiro,BrazilHallerSr.,KennethA. CanadaPuyallup,Washington VandeGrift,Howard VillegasJr.,MarcoHeitzman,Tom AlbertLea, Minnesota CoralGables,FloridaKlopp,AnthonyF. Deansboro,NewYorkMiami,Florida Sorlimi,Luciano Shepherd,Joseph

Fuchapsky,GregoryM. CarzagoRiviera,Italy Fayetteville,GeorgiaSI. Charles,MissouriLester,MauriceG Irwin,WayneR. WoodhamIII,JesseC.Eau Claire,Wisconsin Lynch,Jack Merced,California Thomasville,GeorgiaMontierth,Matt Batavia,Ohio Lewis,JamesD. Williams,RobertV.Bloomington,Ca lifornia Jameson,BarryH. Ashland,Oregon Midland,MichiganFagan, Freder ickJ. Rochester,NewHampshire


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.Where The Sellers and Buyers Meet...25 per word, 20 word minimum. Send your ad toThe Vintage Trader, Wittman AirfieldOshkosh, WI 54903-2591.

AIRCRAFT: $15.00. The Technique of Aircraft Building - issues desired along with payment to: Back Issues,$10.00 plus $2.00 postage. Send check or money EAA-Willman Airfield, Oshkosh, WI 54903-3086 .Cessna 195 1948, 275 hp, 2700 TT. 400 Since order to: ACRO SPORT, INC., Box 462, Halesreman. engine. King KX 170A, KX170B, KMA 20 , Corners, WI 53130. 414/529-2609. Identify yourself with a flying memo. AviationILS/LOG /MKR. Call 305/821-0643 for data sheet memo pads with 8 exciting designs. A sample pacand photos. $21.000. Firm. (7-1) ACRO II The new 2-place aerobalic trainer and ket is yours for the asking. Write: Flying Memos,sport biplane. 20 pages of easy to follow, detailed P.O. Box 606, Simi Valley, CA 93062. (7-6)plans. Complete with isometric drawings, photos ,exploded views. Plans - $85.00. Info Pac - STINSON RELIANT OWNERS - Have cap stripPLANS: $5.00. Send check or money order to: ACROSPORT, INC., P.O. Box 462, Hales Corners, WI for Gull Wings (5/'6 x 5/'6 square 6061-T-6) tube.Also aileron for JN4 Jenny, some Stearman parts.POBER PIXIE Wpowered parasol- unlimitedin low-cost pleasure flying. Big, roomy cockpit forthe over six foot pilot. W power insures hard tobeat 3';' gph at cruise selling. 15 large instructionsheets. Plans $60.00. Info Pack $5.00. Sendcheck or money order to: ACRO SPORT, INC.,Box 462, Hales Corners, WI 53130. 414/529-2609 .

53130.414/529-2609.

ENGINES & ACCESSORIES:

NEED: Accessory, cowl and Stearman windshield.Stinson Reliant SR7 (Gull Wing) 1937 wings, seats,wheel pants and fairings, bump cowl and dual outlet exhaust for 300 Lyc. Tim Uewer, 312 Sky View,Hershey, NE 69143. (7-2)GAAR-LAMB AERO, LTD. Call us for discountson : Ceconite 7600, Aircraft Recovering, CUSTOM

ACRO SPORT Single place biplane capable ofunlimited aerobatics. 23 sheets of clear, easy tofollow plans includes nearly 100 isometrical drawings, photos and exploded views. Complete partsand materials list. Full size wing drawings. Plansplus 139 page Builder's Manual - $60.00. InfoPack $5.00. Super Acro Sport Wing Drawing

MISCELLANEOUS:BACK ISSUES . Back issues of THE VINTAGEAIRPLANE (and other EAA Division publications)are available at $1 .25 per issue. Send your list of

MODIFICATIONS, Prop Flange Magnafluxing,SIGNATURE DYNAMIC PROP BALANCING ANDCOMPONENT ANALYSIS, (we are equipped tobalance at your location for no additional charge.)GAAR-LAMB AERO LTD., 1602 W. 4th Avenue,Box 105, Brodhead, WI 608/897-8014 or 897-8459.(8-3)

ATTENTIONAIRCRAFT OWNERSSAVE MONEY ...FLV AUTOGASFLYING AND GLIDER MANUALS

1929 & 1932Price: 3.50 ea ppd.SEND CHECK OR MONEY ORDER TO:EAA AVIATION FOUNDATION, INC.WITTMAN AIRFIELD OSHKOSH, WI 54903-3065Allow 4-6 Weeks for DeliveryWisconsin Residents Include 5% Sales Tax


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A GIGANTICCOLLECTIBLE AIRCRAFT

AUCTIONThe World's Largest Vintageand Sport Aircraft Auction"CONSIGNMENTS ACCEPTED"

AUGUST 8, 1987 at 10AMWittman Field AirportOshkosh, Wisconsin

Auction held at the conclusionof the World Famous EAA Convention

1937 CUB J-2ENTER YOUR AIRCRAFT TODAYEntries can be at No Reserve or with Reserve.

AUCTION SPONSOR: David D. JamesonOshkosh, WisconsinEntry Fee Per Plane:$200 (Non-Refundable)

WORLD-FAMOUsAVIATORS

Limited Edition CollectorsPlaque for desk/wallAutographs include : Charles Lindbergh -ONilie Wright - Amelia Earhart - BillyMitchell - Augusta Post - Paul Tibbets -Dr. Hugo Eckner - Wiley Post - ChuckYeager - Eddie Rickenbacker - JaquelineCochran and many more. Faithfully reproduced from the original collection of MajorJames G. Adams.Over 120 world-famous autographs magnificently displayed on a 8" x 10 plaque, canbe yours for only $24 .95 plus $3.25 ship-ping/handling and if you order now whilesupplies last you will re eive FREE a 20" x25" print of this collection. To order sendcheck or money order to: JoDany Inc., 2Sandtown Terrace, Hamilton Square, NJ08690. - NJ Residents add 6% sales tax Money Back Guarantee


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Announcingthe Dillon MK III.The world's firstaffordableeasy-to-usewelding pistol.So much for MIGs and TIGs .Or jobbing out every clusterweld you need to make.

Now you can do yourown welding at a fraction

pistol grip and precise flamewill give you greater controlover those delicate weldingjobs on your aircraft .

The Dillon MK operateswith a very concentrated,low velocity flame requiring

Get your hands ona Di/lon MK IflCall 1-800-4-HENROB.In California, call1-213-618-2012.We ll send you theDillon MK III a completewelding and cutting system.Major credit cards or COD,3Q-day money back guaranteeI-year warranty. UL approved.Over 50,000 units sold.Look for us at Oshkosh,


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You ve borrowed a buddy s airplane to fly the family to a remote, grass landing strip for aweekend of camping. Theweather is warm and the greatoutdoors beckons. Life doesn tget much better.But what if your flight doesn tgo as planned? AVEMCO wantsyou to be a protected pilot. Be-fore you fly a borrowed, rentedor flying club airplane, callAVEMCO for the best aviationinsurance available.In most cases, the owner s insurance protects him, not you. fyou have n accident, it is probable that you will be sued andsuffer financial loss (attorney sfees, court costs, judgmentsand more). AVEMCO however,can help you protect yourselfagainst potential financial loss.Deal direct with AVEMCO. You llavoid time and confusion, whiletaking advantage of rates th tare among the most competitive


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Vintage Airplane - Jul 1987

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