PUBLICATION STAFF

PUBLISHER
Paul H. Poberezny
EDITOR
Gene R. Chase
MANAGING EDITOR
Pat Etter
EDITCRIALASSISTANT
Norman Petersen
FEATURE WRITER
GeorgeA.Hardie,Jr.
EAAANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President Vice President
W.BradThomas,Jr. JackC. Winthrop
301 Dodson Mill Road Route 1,Box 111
Pilot Mountain, NC27041 Allen, TX75002
919/368-2875 Home 2141727-5649
919-368-2291 Office
Secretary Treasurer
M. C. " Kelly" Viets E.E. "Buck" Hilbert
Route 2, Box 128 P.O.Box 145
Lyndon,KS 66451 Union, IL60180
913/828-3518 815/923-4591
DIRECTORS
Ronald Fritz Claude L. Gray,Jr.
15401 Sparta Avenue 9635Sylvia v e n ~ e
Kent Ci ty. MI49330 Northridge,CA 91324
616/678-5012 213/349-1338
Dale A.Gustafson AI Kelch
7724 Shady Hill Drive 66 W. 622 N.Madison Ave.
Indianapolis, IN 46274 Cedarburg,WI53012
317/293-4430 414/377-5886
RobertE. Kesel
MortonW. Lester
455 Oakridge Driye P.O.Box 3747
Rochester,NY 14617
Martinsvilie, VA 24112
716/342-3170 703/632-4839
ArthurR. Morgan John R. Turgyan
3744 North 51st Blvd. 1530Kuser Road
Milw'aukee,WIS3.216 Trenton,NJ 08619
414/442-3631 609/585-2747
S.J.Wittman GeorgeS. York
Box 2672 181 Sloboda Ave.
Oshkosh, WI 54901 Mansfield,OH 44906
414/235-1265 419/529-4378
ADVISORS
John S.Copeland StanGomoll
9Joanne Drive 1042 90th Lane,NE
Westborough,MA 01581 Minneapolis,MN 55434
617/366-7245 612/784-1172
Robert G.Herman Espie M.Joyce,Jr.
W 164 N9530 Water Street Box 468
Menomonee Falls, WI 53051 Madison, NC 27025
414/251-9253 919/427-0216
GeneMorris Daniel Neuman
27 Chandelle Drive 1521 BerneCircle W.
Hampshire,IL 60140 Minneapolis, MN 55421
312/683-3199 612/571-0893
Roy Redman S.H. " Wes" Schmid
Rt. 1,Box 39 2359 Lefeber Road
Kil kenny, MN 56052 Wauwatosa,WI 53213
507/334-5922 414/771-1545
NOVEMBER 1983 Vol. 11, No. 11
Contents
3 Straight&Level
byBradThomas
4 AlCNews
byGeneChase
4 MysteryPlane
byGeorgeHardie
5 A NewBeginning
byHenryM.Ogrodzinski
8 AKid'sViewofthe1937NationalAirRaces,
PartI
byTedBusinger
14 BordenlThompsonAeroplanePosters
fromthe1930s
byGeneChase
16 Members'Projects
16 CalendarofEvents
16 LetterstotheEditor
Page 5
Page 8
Page 14
FRONT COVER ... The '83 Grand Champion Replica is the 1916
German WWI Hal berstadtOW, N1 388J poweredwith amodified 150
hp EnmaTigreengine.Built by Carl SwansonofDari en,WI and fl own
byG. Thornhill.
(Photoby Ted Koston)
BACK COVER . The EAA Aviation Foundation's 1931 Morane
Saulnier M.S. 181, N304JX. Power is a 60 hp Sal mson. Craft was
purchased in FrancebyEM memberRayJonesofSewalls Point,FL
and donated to the Foundation. EAA Chapter 304 in Jackson, MI
restored the plane and delivered it at Oshkosh '83.
(Photoby GeneChase)
Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles
are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor . Material
should be sent to:Gene R.Chase,Editor,The VINTAGE AIRPLANE,P.O. Box 229, Hales Corners,WI 53130.
THE VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusivelyby EAA Antique/Classic Division,
Inc.ofthe Experimental Aircraft Association,Inc.and is published monthly at 11311 W. Forest HomeAve. ,Frankli n,
Wisconsin 53132, P.O. Box 229, Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners
PostOffice,HalesCorners,Wisconsin53130andadditionalmailingoffices.MembershipratesforEAAAntique/Classic
Division,Inc. are $18.00 for current EAA membersfor 12 month period of which $12.00 is for the publi cation ofThe
VINTAGE AIRPLANE.Membership is open to all who are interested in aviation.
ADVERTISING- Anliquel ClassicDivisiondoesnotguaranteeorendorseanyproductofferedthroughouradvertisi ng.
We invite constructive criticism and welcome any report ofinferior merchandise obtained Ihroughouradvertising so
that corrective measurescan be taken.
Postmaster: Send address changes to EAA Antique/Classic Division,Inc., P.O. Box 229,Hales Corners,WI 53130.
STRAIGHTAND LEVEL
What makes a fly-in a success? What is involved within the
internal structure of the sponsoring organization to make things
fall into place? These and many more questions arise during
discussions of the success of our smaller fly-ins throughout the
USA. Let's examine this structure that brings together so many
with a common interest.
In 1936, at the age offourteen I visited the Greensboro, North
Carolina airport for a fly-in on a bright clear Saturday. In those
days, it would have been called an air show, but it was a fly-in
by today's standards.
Aircraft fly-bys were as popular then as they are now, and as
they taxied past the intersection, I was able to take some 16 mm
silent movies of J-2 and E-2 Cubs (J-3s were not yet in production) ,
a Cessna Airmaster, Stinson Jr., an early Gullwing, "bathtub"
Aeronca, a Beech E17 used as a jump plane, Johnny Crowell's
Gee Bee Sportster and a Menasco Ryan ST A. Probably the most
interesting event of the day was a "race" between the Gee Bee
and the Ryan STA.
As I remember, there was a small charge to visit the airport
that day and the real fun of the day was watching the various
pilots and their friends enjoying a casual day of togetherness. As
a youngster of fourteen, that day spurred my ambition to someday
become a pilot. Our "fly-ins" of today may be new to some EAAers,
but the basic concept of togetherness was evident even in the
early years.
A fly-in of today can be a one-day affair of an EAA Chapter,
a weekend venture such as the Ole South Fly-In held in Tul-
lahoma, Tennessee, a regional function such as the annual Sun
'n Fun Fly-In in Lakeland, Florida, or our Annual EAA Interna-
tional Convention in Oshkosh. Most of us just plan to attend one
or another of these types during the year, but many of us have
no basic idea what is involved to complete a successful fly-in.
Starting with the basics, someone has to be in charge of each
event, whether a one-day affair or a week-long event. From there
on the size and complexity governs the additional help required
to make the event a success. Many of us are involved in these
fly-ins by volunteering in some manner. Aircraft must be parked,
participants registered, fly-by briefings held, judging completed,
banquet arrangements (if one is held) made, and of course, the
social functions coordinated. So you can see each particular volun-
teer's job is just as important as the next. Dedicated spouses
often assist in many of the activities, and so often are not given
the credit due them for , not only their volunteer work, but their
moral support as well.
So, what makes one fly-in so different and more enjoyable than
others? Hard work, experience and dedicated effort are the basic
contributions to the success. Without a doubt, weather is an
important factor as 99 percent of the aircraft flown to a fly-in
arrive and depart under VFR conditions. As we have experienced
over the years of the EAA International Conventions at Oshkosh,
if the weather was down in a basic geographical area, the at-
tendance from those areas was definitely affected by the extent
and length of the foul weather conditions.
In another instance, a local weekend fly-in held a few years
back was washed out because of the weather, but over two hundred
By Brad Thomas
President
Antique/ClassicDivision
arrived by ground transportation in order to attend the banquet
that evening.
Let's examine further some of the small factors that contribute
so much to a successful fly-in. If you were an arrival at a fly-in
for the first time, wouldn't you feel welcome to be parked and
greeted by a member of the local group? What a fine feeling it is
to have someone greet you with an introduction and welcome.
You are then directed to the registration area where the smiling
face of another volunteer makes you feel at home. When you
decided at the last minute to come to the fly-in and, of course,
had no reservations for overnight accommodations, how good it
felt to have someone familiar with the area make arrangements
for you and your guests! The little things count.
Each of us attends a fly-in for various reasons. Many will have
a "trophy" aircraft and expect an honest and accurate judging for
the category entered.
Others arrive to be with their buddies and friends who have
similar or identical type aircraft. Type clubs are becoming an
important factor in the activities of fly-ins where members can
park together and swap ideas and stories. Just watch a group
such as the Cessna 120/140 Club and see the action, fellowship
and hospitality which are so much a part of their functions.
Many of us do not even own an aircraft to fit the particular
"theme" of the fly-in, but we do love sport aviation as a whole
and enjoy the collections of aircraft present at a fly-in. Photograph-
ing the aircraft present, talking with the pilots, discussing general
restoration projects and future intentions always make the fellow-
ship portion of a fly-in an enjoyable event for not only yourself,
but the people you talk with. Very rarely do you introduce yourself
to someone at a fly-in who is not eager to answer your questions
and share knowledge about his aircraft.
In summary, it is obvious that a successful fly-in is achieved
through many factors . The little things that contribute to its
success are the work of the volunteers who contribute their exper-
tise and time to their particular group.
As long as each of us does our part as volunteers the entire
event becomes the success that we all want it to be. Just remember
that a successful event of any nature is not the accomplishment
of one individual who may reluctantly receive the credit, but
rather the help and assistance given by the many who want their
organization to be liked, their event attended and enjoyed.
VINTAGE AIRPLANE 3
~ w
U Compiled by Gene Chase
TRIBUTE TO EAA
At a meeting at the National Air and Space Museum
on the evening of September 22, the program was devoted
to EAA's activities. The meeting was jointly sponsored by
the FAA and the National Aeronautic Association. Pic-
tures of the Oshkosh Fly-In were shown to an audience of
300 people in the main auditorium of the museum. Paul
Poberezny spoke and introduced the new EAA film by
actor and singer John Denver. The meeting ended with a
talk by Steve Wittman on his racing career, followed by
a question and answer session.
FAA's Certificate of Commendation was presented to
EAA members Gene Brown, George Lutz, Andy Prokop
and David Scott for their participation in the past year
and a half in the National Airspace Review exercise.
CORRECTIONS
Two telephone numbers were incorrect in the Type
Club listing in the September 1983 issue of VINTAGE.
The correct numbers are: Aeronca Aviators Club - 812/342-
6878, and Aeronca Club - 414/552-9014. We apologize for
any inconvenience this may have caused.
PROJECTSCHOOLFIGHT-
STINSON
Parts are needed for a Stinson 108-3 being restored in
a Project Schoolflight program by Fred W. Howard (EAA
176229, AIC 6538) at the Kelly Road Secondary School,
4540 Handlen Road, Prince George, B.C. V2K 2J8 Canada.
The wind-damaged plane was purchased in Oregon for the
program and will be a total rebuild from the airframe up.
Needed are a RH aileron and 3 pc. engine cowl. Fred is
seeking a source for used parts.
Fred and his wife Ann flew a Piper PA-17 Vagabond
to Oshkosh '81 which had been built as a school project at
the same school.
BENOIST FLYING BOAT-
70TH ANNIVERSARY FLIGHT
The City of St. Petersburg, Florida and the Pinellas
County Aviation Historical Society are planning a celebra-
tion to commemorate the 70th anniversary of the first
flight of the first scheduled airline. On January 1, 1984,
the replica of the Benoist Flying Boat will be flown from
St. Petersburg to Tampa just as Tony Jannus did on
January 1, 1914. Eddie Hoffman is scheduled to be the
pilot.
There will be a cocktail party, banquet and dance at
St. Petersburg's Whitted Airport on New Years Eve and
a pancake breakfast the next morning. The Benoist flight
will be at ten o'clock as it was 70 years ago.
A fly-in has been arranged as part of the celebration
and all EAA members are invited to attend in their an-
tiques, classics, and homebuilts. Many dignitaries are
being invited and the event should attract national media
coverage.
For further information contact Mrs. Pat Quinn, 649
Folsom St. So., St. Petersburg, FL 33707.
MYSTERY PLANE
lar - although expensive - cabin trans-
port, and even today presents a mod-
ern appearance admired wherever
surviving examples appear.
By George Hardie
The smooth lines of this month's
Mystery Plane will probably provide
a clue to its identity. Note the "X"
license, possibly not evident in the
published picture but can be sp-en on
the original photo which was provided
by George Goodhead of Tulsa, OK.
The type became an extremely popu-
4 NOVEMBER 1983
Answers will be published in the
February 1984 issue of The VINTAGE
AIRPLANE and should include as
much specific information as possible.
We offer no prize but the satisfaction
of contributing to furthering our avia-
tion knowledge.
The photo in the August 1983 issue
of VINTAGE is the Applegate am-
phibian produced by Ray Applegate in
1939 and acquired by Piper Aircraft
for development early the following
year. It was to sell for $2500 but the
disappointing performance evidently
discouraged Piper from proceeding to
market it. References are found in
Sportsman Pilot for January 15, 1940;
Aero Digest, March 1940; Popular A v-
iation, March 1940 and the book Mr.
Piper and His Cubs. Correct answers
were submitted by Russ Brown, Lynd-
hurst, OH; Ted Businger, Willow
Springs, MO; Dick Gleason, Austin,
MN; George Mojonnier, Snohomish,
WA; and Robert Peterson, Mahaffey,
PA.
(Photo by Marian Cavadlas)
Tom Poberezny, EAA Aviation Foundation President addresses
the group.
(Photo by Ted Koston)
Aerial view of the new EAA Aviation Center. The wing extending to the left of the central tower will house the staff offices, library,
etc. and the other wing contains the museum and restoration shop.
By Henry M. Ogrodzinski
This article is meant to convey some of the color and emotion
at the dedication ceremonies of the EAA A viation Center for the
EAA members who were not able to attend. To fully cover all of
the events ofJuly 30th would require several issues of The VIN-
TAGE AIRPLANE. All of us who were fortunate enough to be a
part of the dedication have very special memories of that special
day. We will always recall briefinterludes which lent themselves
to the significance ofthe occasion. For instance, one EAA member
vividly remembers meeting Cliff Robertson in the Aviation
Center's Goldwater Conference area. The world-renowned actor
was graciously signing autographs for a number of young EAA
volunteers who had helped to make the dedication ceremonies a
success. Robertson looked up and gazed across the beautiful new
facility and said, "Isn't this great!"
Future articles in VINTAGE will describe, in detail, both the
museum and the conference areas of the A viation Center. The
Center is, of course, the new home of the EAA International
Headquarters, and that too will be described in the near future.
Thirty-one years ago, Paul H. Poberezny dramatically influ-
enced the course of aviation history when he founded the Experi-
mental Aircraft Association. For those of us who did not.lIttend
that first, pivotal EAA meeting at Curtiss-Wright Field in Mil-
waukee, it may be easy enough to imagine the elements involved
in t hat charter gathering. There was certainly some good humor,
a few moments of solemnity, and a quiet confidence in an unlim-
ited future in what Paul has often referred to as "this vast ocean
of air above us." The participants in that first EAA meeting could
not have known that they were setting the pattern and standard
for thousands of similar meetings around the world. Nor did Paul
VINTAGE AIRPLANE 5
(Photo by Marian Cavadias)
Participants in the dedication ceremony applaud as Paul
Poberezny closes his remarks. (L-R): Cliff Robertson, Audrey
Poberezny, Paul Thayer, Barron Hilton and J. Lynn Helms.
Poberezny fully realize the impact that the EAA would have on
the world of sport and recreational aviation.
July 30, 1983 was another such historic day ... a milestone
in the chronicles of aviation . .. a new beginning. The dedication
and preview opening of the EAA Aviation Center attracted many
people from many places and all walks of life. They gathered
together for a few hours during the 31st Annual EAA Interna-
tional Fly-In Convention and Sport Aviation Exhibition to pay a
very special tribute to personal flight and to celebrate the comple-
tion of the new EAA Aviation Center. Those who attended the
dedication represented, in spirit, the hundreds of thousands of
people who have joined EAA since that first meeting in 1953.
While EAA has always been an aviation organization, it has been,
first and foremost, an organization of people working together in
their love of flight.
For example, Senator Barry Goldwater, the Chairman of the
National Steering Committee for the EAA Aviation Foundation's
Capital Campaign, was scheduled to be the keynote speaker for
the dedication of the EAA Aviation Center. However, the distin-
guished Senator from the State of Arizona had recently undergone
minor surgery and his recovery period prevented him from joining
those who had gathered to celebrate the preview opening of the
EAA Aviation Center. In the true spirit of EAA volunteerism,
Barron Hilton, Chairman of the Board and President of Hilton
Hotels Corporation and active EAA member, graciously stepped
forward and accepted the role as keynote speaker.
EAA has never been nor ever will be a static organization. It
has always dynamically sought to serve its membership and work
with others who are interested in the promotion and development
of aviation. The importance of people to EAA was eloquently
stated by Barron Hilton during his dedication speech. He said in
part, "The Experimental Aircraft Association has demonstrated
that scores of dedicated people . .. supported by a strong member-
ship ... can achieve great goals. Thirty years ago at the first
EAA Convention, this would have seemed impossible. But like
the progress of flight itself, EAA has <!lways reached beyond the
horizon. The EAA Aviation Center is a tribute to the 'can-do'
spirit of EAA. I salute you and the thousands who will visit here
to learn and to be inspired by the glory of flight. Thanks to Paul
and Tom Poberezny and the dedicated members of the Experimen-
tal Aircraft Association, a dream has become reality."
In addition to Barron Hilton, the dedication attracted dig-
nitaries and celebrities from throughout the world of aviation.
Special guests included world-renowned actor, Cliff Robertson,
who acted as Master of Ceremonies during the dedication; Sam
Johnson CEO of the Johnson Wax Company; Deputy Secretary
of Defense Paul Thayer; aviation great Steve Wittman, Federal
Aviation Administrator J. Lynn Helms; well known radio person-
ality and EAA Aviation Foundation Director Bob Collins; and
many others who participated in the dedication ceremonies includ-
ing renowned aerobatic pilot Kermit Weeks, who was singled out
by Tom Poberezny for "being among the first who took the steps
necessary to help make our dreams a reality." Greetings and
congratulations poured in from local, state and federal officials
including a proclamation from President Reagan. In part, the
President said, "This notable event serves as a fine expression of
our nation's continuing great interest in the development offlight.
The Center will preserve the triumphs of the pioneers, builders
and dreamers of flight. I commend your organization's devoted
efforts to promote safer and more enjoyable and economical per-
sonal aviation throughout the world. Once again, congratulations
on this milestone in the history of EAA, and may you have even
greater success in the future. "
Master of Ceremonies Cliff Robertson noted that, "This is the
day we get to the top of Mount Everest. This is the Walden Pond
of aviation . . . a place to come and reflect. All migratory birds
need a place to rest and this is it." The Academy Award-winning
actor is also a writer and poet. During the dedication, he faced
the crowd of fellow EAA members gathered around the replica of
the Wright Flyer displayed on sand actually brought in from Kitty
Hawk, and read a poem he'd written while enroute to Oshkosh.
He dedicated it to "the museum and the dreamers behind it ...
particularly Paul and Tom Poberezny."
Deputy Secretary of Defense Paul Thayer, who appeared in
his flightsuit in anticipation of his airshow performance later in
the day, was also a dedication speaker. He compared the EAA
Aviation Center to the National Air and Space Museum in
Washington, DC. "Although it (the National Air and Space
Museum) is a little larger at the moment, I can envision a time
when this museum will rival Washington's in variety and tone.
Young Tom turned on his afterburner and the result is what we
see here today." Thayer, of course, was referring to EAA Aviation
Foundation President Tom Poberezny who was roundly praised
as the guiding force behind the Aviation Center from its concep-
tion through construction, to preview opening and dedication. "It
has been my life for nearly three years," Poberezny said. "Today
the dream of all EAA members and aviation enthusiasts world-
wide becomes a reality."
While EAA members the world over have read a great deal
about the new EAA Aviation Center, the facility must be seen in
order to be truly appreciated. James Remington, Senior Vice
President of Philip Morris USA, confided to an EAA member that
when he received his invitation to the dedication ceremonies he
assumed he was being invited to "another ground breaking."
Philip Morris, through its subsidiary, the Miller Brewing Com-
pany, made a substantial donation to the EAA Aviation Center
during EAA Oshkosh '82 and Remington was absolutely thrilled
as he approached the new complex with the Tower of Aviation
gleaming in the sunlight. "I do not believe that there is another
organization in the world that could have accomplished this."
Many members, including the business and industrial leaders
who have been very important to the development of the Aviation
Center, noted that the building was constructed in a phenomenally
short thirteen months. It was a common occurrence to hear visitors
describe the Center with such superlatives as "awesome," "mag-
nificent," and "beautiful". However, it is completely evident that
the EAA Aviation Center is not now all that it will become. It
was for this reason that the opening which followed the dedication
on July 30 was referred to only as a "preview". In fact, as conven-
tion week progressed, small changes and improvements were
made in many of the exhibit and display areas. The EAA Aviation
Foundation staff is still in the process of moving aircraft to the
Center from the EAA facilities in Hales Corners and Burlington,
Wisconsin. A dedicated cadre of talented men and women is still
designing and building displays and exhibits. Nevertheless, the
stunning facility has received rave reviews from the tens of
thousands who have toured it.
During the first eight days of the Aviation Center's official
life which commenced on July 30, 1983, fifty-five thousand regis-
tered convention attendees toured the facility. During the initial
three weeks of the Center's operation, 92,000 visitors experienced
the rich heritage of our aviation history in a truly unique manner
made possible by the new EAA building. Informal visitor surveys
found there was no disappointment in the minds of those present.
All comments were extremely positive and many contributors
6 NOVEMBER 1983
(Photo by Marian Cavadias)
Premier racing pilot S. J. "Steve" Wittman, former manager of
Wittman Field (t hen called Winnebago County Airport) was very
influencial in t he moving of EAA's annual Fly-In/Convention to
Oshkosh in 1970, and later, the sel ection of t he site as the home
of the Aviation Center.
said, "My donation was well spent!" In fact , upon seeing the
concrete and steel result of the EAA Aviation Foundation's Cap-
ital Campaign, many members took the opportunity to make a
contribution. The most popular level of support was to "buy a
brick" for the Charter/Contributor's Wall. Members and Chapters
will have the opportunity to buy a brick (representing a pledge
of $500 over a five-year period) until December 31, 1983. Many
donors pointed out this was a rare chance to have their names or
chapter numbers permanently displayed in a magnificent, world-
class museum. Of course, pledges of any amount are welcomed
and encouraged. Most visitors agreed with Paul Thayer and Tom
Hoving in their comparisons of the EAA Aviation Center to the
National Air and Space Museum. Hoving, a former Director of the
Metropolitan Museum of Art in New York, a commentator on
ABC's "20/20" program, and editor-in-chief of CONNOISSEUR
Magazine, was extremely impressed by the facility. In fact, he
plans to spotlight the Center in a future issue ofhis publication.
The formal dedication took place within the museum before
an audience of invited guests and convention attendees who were
touring the facility for the first time. The official ribbon-cutting
took place out-of-doors at 1:00 p.m. Many of the dedication speak-
ers, including Barron Hilton, Father John MacGillivray, ClifT
Robertson, Bob Collins, and of course, Paul and Tom Poberezny,
took part in the ribbon-cutting. Hundreds of EAA members and
dozens of media representatives were gathered in front of the
building to witness and participate in this historic event.
The first few moments of the ceremony yielded a touching
surprise, and no one was more surprised than Paul. As a United
States Army Guard raised an American flag on the pole in front
of the Aviation Center, Bob Collins informed Paul, and those who
had assembled, that the flag was the same one which had draped
the coffin of Peter Poberezny, Paul's father. Appropriately, Father
MacGillivray then invoked a lovely, ethereal Prayer of Dedication.
As the ribbon was about to be cut, officially opening the new
Aviation Center, the Foundation's faithful replica of the Spirit of
St. Louis, flown by EAA Director, Captain Verne Jobst, swooped
out of the beautiful blue sky. The Spirit, with the sun glinting
ofT its wings, made a graceful low pass in front of the Aviation
Center, circled for a second low pass, and with a wag of the wings,
disappeared over the horizon. From that moment on, and for the
rest of time, the EAA Aviation Center was open.
Undoubtedly, we will all read and hear more about the Avia-
tion Center, its work, and the reaction of members and non-mem-
bers alike to the awesome beauty of the facility and its remarkable
exhibits. Most importantly, however, the work of the Experimen-
tal Aircraft Association and the EAA Aviation Foundation will
continue to expand with new programs and the continuation of
those that have already been developed and nurtured.
As we move into the future, the EAA Aviation Center will
have a far-reaching influence on all aviation enthusiasts and our
future in the skies. These activities will be pursued without losing
sight of EAA's initial goal of putting hands and minds to work
improving the future of both aviation and society. We are enter-
ing a whole new spectrum of activity. Together we have ac-
complished what some thought to be impossible; and together we
will continue to investigate, discover, preserve and protect our
very special world of sport and recreational aviation.
(Photo by Marian Cavadl as)
Tom Poberezny presents Dorothy and Steve Wittman with two handsome commemorative plaques during the dedication of the
Wittman Concourse. This concourse is a skywalk which spans the full length of the museum, permitting excellent viewing of the
display aircraft suspended from the ceiling.
VINTAGE AIRPLANE 7
Alex Papana from Roumania flew aerobatics in this Bucker Jungmeister. It was later owned by Mike Murphy, then Bevo Howard, and
now is in the National Air & Space Museum collection in Washington, D.C.
A /1931
J\fctJ) tIiOllJlctJ) I!AlIi Ir cce
(Part 1 bf a 2 part article)
ByTedBusinger
(EAA 93833, Ale 2333)
Rt. 2, Box280
WillowSprings, MO 65793
(Photos from the author's collection)
S. J. "Steve" Wittman's Menasco "Pirate" powered Chief
Oshkosh. Steve won the Davis Cup Race (397 c.i.d.) and placed
2nd in the Greve Trophy Race in this plane.
(Wm.
8 NOVEMBER 1983
Up through 1936, my Dad's job of selling planes pro-
vided our means of attending the National Air Races.
However, beginning in 1937, a more personal effort would
be required on my part if I were to see the entire event.
Grandpa offered a two-week stay at his home which was
less than ten miles from the Cleveland (Ohio) Municipal
Airport, the site of the races. This offer was eagerly ac-
cepted!
Doug Davis' Wedell-Williams after his landing accident at Cleve-
land. The damage could not be repaired in time to compete.
(Ben Dudas photo)
Rare photo of the Hisso-powered Robbins Racer. Reggie Robbins entered the 1937 Thompson Trophy Race but was a no-show.
On that first day, Grandpa accompanied me to the
airport to see for himself exactly what created all this
enthusiasm, and what, if any, problems might exist. After
that one visit, he was content to let this "airport bum" go
alone.
By this time, a crew of men were busy sealing the
airport against gate crashers. They were also installing
canvas tarps over the chain link fence around the airport
perimeter, to insure that non-paying customers could not
have a free look. All this work created a good deal of
consternation among the racing crews as the pilots and
mechanics had to be able to communicate and fine tune
the race planes. The extra distractions certainly didn't
help their concentration.
My immediate problem was to get onto the field and
my astute observation revealed a solution to this dilemma.
The terminal building was too busy to allow screening out
everyone not having business with the airlines. My scheme
was to closely follow legitimate passengers or delivery
people into the lounge area, then make a quick trip to the
john. To discourage any suspicious observer, after suffi-
Tony LeVier and the Flagg Racer with Harold Johnson's Ford
Tri-Motor in baCkground. The Flagg Racer was damaged in a
landing accident, knocking it out of contention.
cient time had passed, I would make a fast exit through
the side door of the terminal and end up on the aircraft
parking ramp. Other kids used different methods of entry.
One thing that helped me was the great number ofV.I.P.s
and adults with official airport business which made tight
security very difficult.
I discovered that the hangar location was a good place
to be during the first few days of preparation and testing,
but it was too remote from the show area during the actual
races. On one of those days I recall a Mr. Eiler C. Sundorph,
a Cleveland pilot who had a plane he was grooming for
the Bendix cross-country race. He was nearly finished with
testing and debugging it. The Sundorph Special looked
similar to a Luscombe enlarged to a four-place machine.
The Jacobs L-4 engine would give it scant opportunity to
win over the greater power used in several of the pure
racing planes and the modified Seversky Pursuits. The
Sundorph was a well thought out, solid design. With a
little luck, it might possibly finish high enough to encour-
age financial support, which seemed to be the intention.
Mr. Sundorph was a rather quiet man of great determina-
Pilot Lee Miles, left and Leon Atwood with the ill-fated Miles and
Atwood Special.
VINTAGE AIRPLANE 9
Wreckage of the Miles & Atwood Special after it shed its wings
during a qualifying run. Lee Miles lost his life in the crash.
ENTR
Joe Mackey in the gold-colored Wedell-Williams "Comet" which
was entered in the unlimited Thompson Trophy Race.
tion. This was in sharp contrast to the flamboyant Roscoe
Turner or the carefree and colorful Joe Mackey or Lee
Miles.
Near mid-week more race crews began to arrive, most
towing trailers, with their partially disassembled race
planes on board. As the racers arrived, the local aircraft
hangared at Jim Borton's Sky Tech (and one other FBO
whose name can't be recalled) were removed to a grass tie
down area adjacent to the hangars. Eventually most ofthe
hangars housed at least a few of the race crews. Some of
the racers were tucked away on a space-available basis.
At Cleveland there were two ways for kids like me to
observe the air race preparations; one was to stick near
the haven of the hangar. The other was to devise a method
of gaining entrance as a "gopher." To do this it was first
necessary to select a harassed-looking mechanic. When
the targeted individual emerged from the hangar, the kid
went with him on his errand, volunteering to return the
part(s) to him when the shop work was complete. This ploy
worked great for me!
Near the end of the first week, a Seversky racer, prob-
ably Frank Sinclair's, stopped to refuel, then it departed
for Burbank, California to join with the other Bendix
entries. That same afternoon Art Davis made a hot land-
ing in his Wedell-Williams, "The Utican," resulting in a
screeching ground loop that flipped the plane onto its back.
To prevent further damage the ship was put back onto
its wheels, largely by the "Armstrong" method with a
bunch of us kids helping. The rudder, cowl and prop needed
BENDIX TRANSCONTINENTAL RACE
Race
No. Pilot Plane Color
4 Earl H. Ortman Marcoux -Bromberg
(Keith-Rider R-3) Black/alum. cowl
13 Jacqueline
Cochran BeechD17W Green
17 Eiler C. Sundorph Sundorph Spec. Alum./red trim
20 Milo Burcham Lockheed 12 White&Red
23 Frank Fuller, Jr. Seversky SEV-3 Alum./red trim
25 Joseph C. Mackey Wedell-Williams
"Comet" Gold
29 Roscoe Turner Turner-Brown-Laird
"Meteor" Alum.
63 Frank Sinclair Seversky SEV-3 Blue & yellow
64 BobPerlick BeechA17F
92 Art Davis Wedell-Williams
"Utican" Black & white
AMELIA EARHART MEMORIAL HANDICAP RACE
19 Edna Gardner Cessna Airmaster
71 Dorothy Munro Rearwin
75 Betty Browning Cessna Airmaster
77 Gladys O'Donnell RyanST
99 Annette Gipson Monocoupe
Genevieve Savage RyanST
DAVIS CUP RACE - 397 c.i.d.
Roger Don Rae Folkerts SK-2
"Miss Detroit" Red/black trim
2 Art Chester Chester "Jeep" Cream/green trim
11 George Dickson Loose Special Red&black
21 Clem Whittenbeck Hardwick-
Whittenbeck Red
44 Lee Miles Miles & Atwood
Spec. Green
111 S. J. Wittman Wittman "Chief
Oshkosh" Red/alum. cowl
Tony LeVier Flagg Racer Orange & black
(Collect-Air Photo)
Folkerts SK-2 "Miss Detroit" flown by Roger Don Rae in the
Davis Cup and Greve Trophy Races.
10 NOVEMBER 1983
some work, which could have been done quickly, but the
C.A.A. inspector insisted on a full fledged tear-down of all
areas showing damage. Time would not allow such exten-
sive repair, so the Wedell was shoved into a hangar for
the remainder of the races. This had been Jimmie Haizlip's
"Wee Winnie" in 1932 and had set the existing record for
this race at 245 mph. Lee Gehlbach flew it in the 1938
Bendix. During WWII this magnificent thoroughbred was
utilized as a school classroom project.
Some hours later, Tony LeVier came to grief with the
Flagg racer (see The VINTAGE AIRPLANE, May 1980
for details). After dark a rumor made the rounds that
Genevieve Savage had been killed near Presidio, Texas.
Mrs. Savage was enroute to Cleveland to enter the Amelia
Earhart Memorial Race, a competition for ladies only.
Amelia and Fred Noonan had been lost somewhere in the
Pacific two months earlier. Injust one day, the 1937 Cleve-
land races were reduced by three aircraft.
By this time many of the planes had been assembled
and early morning and later afternoon hours were the
favored times for test hops, or course familiarization
flights. S. J . Wittman's mighty Bonzo and test pilot Jimmie
Taylor's Seversky SEV-2 are the first unlimited class race
planes on the field.
Below are the entry lists for the various events at the
1937 National Air Races. The Thompson Trophy Races
were always billed as "unlimited" events but in reality
they were limited to 1830 cubic inches of engine displace-
ment (c.i .d.).
LIST
GREVE TROPHY RACE - 550 c.Ld.
Roger Don Rae Folkerts SK-2
"Miss Detroit" Red/black tri m
33 Marion McKeen Brown B-2 "Miss
los Angeles" Red
49 Clarence McArthur Delgado "Flash" Black/white trim
52 Harry Crosby CrosbyCR-4 Alum.
70 Gus Gotsch Schoenfeldt-Rider
"Firecracker" Yellow/maroon trim
88 Frank Haines Haines "Mystery" Bronze/red trim
111 S. J. Wittman Wittman "Chief
Oshkosh" Red/alum. cowl
301 Rudy Kling Folkerts SK-3 "Pride
of lemont" Cream/red trim
THOMPSON TROPHY RACE - UNLIMITED
4 Earl H. Ortman Marcoux-Bromberg
(Kieth-Rider R-3) Black/alum. cowl
6 S. J. Wittman Wittman "Bonzo" Red/alum. cowl
22 Reggie Robbins Robbins Racer
23 Ray Moore Seversky SEV-3 Alum./red trim
25 Joseph C. Mackey Wedell-Williams
"Comet" Gold
29 Roscoe Turner Turner-Brown-laird
"Meteor" Alum.
63 Frank Sinclair Seversky SEV-3 Blue & yellow
70 Gus Gotch Schoenfeldt-Rider Yellow/maroon trim
92 Art Davis Wedell-Williams
"Utican" Black & white
Jimmie Taylor Seversky SEV-2 Alum.
301 RudyKling Folkerts SK-3 "Pride
of lemont" Cream/red trim
Lambert 90 powered Loose Special flown by George Dickson.
(Harry Thorell photo)
Sundorph A-1 "Special" with Jacobs engine, ownedlflown by
Eller C. Sundorph. It was entered In the 1937 Bendix Trophy
Race.
Art Chester's beautiful Menasco-powered "Jeep." This aircraft
is now owned by the EAA Aviation Foundation and Is being
rebuilt by AlC member Henry Proescher in Virginia Beach, VA.
VINTAGE AIRPLANE 11
Rudy Kling's Folkerts SK-3 "Pride of Lemont." Rudy's hometown
was Lemont, IL.
The rules which governed the closed course contests
allowed any plane of lower c.i .d. to compete in all higher
displacement classes. Each contestant was required to
complete a one-lap time trial over the appropriate course.
These time trial speeds were then used to separate the
planes into Group I and Group II qualifying races.
The racer with the highest qualifying speed was placed
in Group I; the second highest speed went into Group II;
the third highest into Group I, and so on until all positions
were filled. The qualifying races were 50 miles in length.
The average speed attained by each pilot in the qualifying
race determined his starting position in the feature race
for that class.
The system worked this way: assume that pilot "A"
won the Group I race at 250 mph; pilot "B" was second at
230 mph; pilot "C" was first in the Group II race at 245
mph and pilot "D" was second at 240 mph.
In the feature race pilot "A" would have the pole posi-
tion with "C" on his right, then "D," then "B," etc. Each
race was limited to a maximum of 10 aircraft.
The starter for all closed course races was the old pro,
Joe Nikrent. Prior to WWI, Joe and Eddie Rickenbacker
were competitors on the auto racing circuit. The 397 c.i.d.,
550 c.i.d. and the ladies races were flown on a five-mile
rectangular course. Only the Unlimited Thompson Trophy
Race plus the associated time trials and qualifying races
were flown on the ten mile trapezoidal-shaped course. All
races utilize the same number one and number four pylons
with the start and finish line halfway between.
By Wednesday, September 1, two days before the first
race, the atmosphere around the hangars was somber.
Lacking was the joviality and "horseplay" that had been
in evidence earlier. Attempts at jokes or pranks drew
caustic comments. It was painfully evident that the pilots
and crews were getting tense as opening day drew closer.
This was especially true of those with problems which
remained to be solved. We kids learned to keep our mouths
shut and to run when complying with any request.
On September 2, the situation was nearly chaotic with
work at a feverish pitch, especially in the problem areas.
One of my tasks was to bring lunch from the touring
vending truck to the mechanics, thus saving them some
much needed time. Art Chester was still near his tool box
that evening when at 6:30 p.m. , Lee Miles decided to try
to better his qualifying time. Lee was one of the favorites
and I watched his takeoff from close to Chester's "Jeep."
He completed one lap and was pouring on the coal going
into turn #1 when a wing let go. Mrs. Chester let out a
stifled scream and Art just moaned "Oh God!" The left
wing failed first, the ship snap rolled, then the right wing
departed. The remainder corkscrewed into a nearby woods.
Apparently the canopy had opened as Lee's derby hat and
12 NOVEMBER 1983
(Albanese photo)
Earl Ortman and the Marcoux-Bromberg (Keith-Rider R-3) with
a P&W Twin Wasp Jr.
a medallion were missing. The next day a youngster re-
turned the derby which bore the autographs of most of
Lee's friends. The medallion, if located, was never re-
turned.
This sudden disaster left everyone at the airport shak-
en. Lee Miles was a very daring pilot with a flair of
showmanship which was completely natural for him. He
was also one of the most fun loving.
The races started on Friday, September 3 with the
opening ceremonies scheduled for 11:00 a.m. This would
be the smallest crowd at the races and I secured a favorable
vantage point on the fence line. By noon the remainder of
the racers had completed their one lap time trials and
brothers Cliff and Paul Henderson were to put on a first
class air show.
The vending booths and grandstands were adorned
with red, white and blue bunting. The booths, tents and
johns were spaced to allow easy access from any grandstand
area, with minimum inconvenience to paying customers.
Many young men (and a few girls) were everywhere hawk-
ing an endless supply of souvenirs, plus the inevitable
program books. Cliff partially defeated these sales efforts
by scheduling an extremely tight show schedule. As one
performance would be ending, the succeeding act would
be on takeoff. In order to see the entire show, the spectators
couldn't take their eyes off this fast-paced action.
The opening and closing acts were Jimmie Lynch's
"Hell Drivers," America's premier automobile stunt team.
To some, they seemed out of place at the world's leading
aviation event.
Cliff Henderson always featured the very best aerobatic
performers at the National Air Races and for many years
he sent Al Williams to foreign countries seeking talent.
The performers in 1937 were Alex Papana from Romania
and Count Otto Von Hagenburg from Germany in matched
Bucker Jungmeisters; and Canadian Dick Granere with a
comedy routine, in a Curtiss-Wright Junior. The U.S.
Aerobatic Champion, "Tex" Rankin, thrilled the crowd
with the smooth flying of his beautiful Ryan ST. Mike
Murphy performed takeoffs and landings in a Piper Cub
from "The World's Smallest Aircraft Carrier" . . . a speeding
auto, fitted with a special platform on the roof. Charles
Abel flew a biplane glider in an extremely short routine.
The most impressive act was Harold Johnson, using a
lumbering Ford Tri-Motor as his mount. His routine was
similar to Bob Hoover's Shrike Commander performance,
but with the added stunt of picking up a handkerchief with
the Ford's wing tip. After seeing him, you would still say,
"It just can't be done!" Al Williams was previously injured
in a fall in a railroad Pullman car which sidelined him
and his beautiful Grumman "Gulfhawk." Clem Wittenbeck
filled in for AI, flying a Great Lakes.
Frank Fuller's Seversky SEV-3. Frank won the 1937 Bendix In
this plane. Later, Ray Moore flew It In the Thompson Race
placing 6th.
Parachutejumps were interspersed throughout the pro-
gram. The most breathtaking act was the 10,000 foot de-
layed opening by Earl Stein and "Buddy" Batzell in a game
of "chicken" with chutes. (A year later Earl lost his life
when his bat wing outfit fouled his chute during a jump
in France.) "Tot" Drayer performed a triple cutaway and
a mass jump by 30 parachutists was a very pretty sight
to see.
The teams of military fliers were also given time slots.
The Army brought Consolidated P-30 Pursuits and the
Navy demonstrated their new Grumman F3Fs. The
Marine Corps was still in antiquated Vought Corsair bi-
planes, but their "dive bombing" the field was a pretty fair
attention getter. The Army's "Three Skylarks" were not
quite as sharp as in earlier years. The military forte was
demonstrating team effort and at the conclusion of their
segment, each group flew over downtown Cleveland in a
salute to the city and the the Great Lakes exposition which
had been going on all summer.
One day nine B-17s flew over and on one pass they
--cere so low and slow that the sun seemed to be blotted
out for an instant. The size of those huge new bombers
was awe-inspiring.
Immediately following each day's opening, a Parade of
Flight was held. This was an opportunity for the manufac-
turers to show off their newest models. The crowd (myself
included) took a "ho-hum" view of this portion of the show
but several aircraft were worth noting. The new Ryan
SCW was nearly as beautiful as the ST. The Rearwin
Speedster looked racy and sleek. The tri-geared Waco
Model N was a disappointment as it lacked the grace of
this staid company's other offerings.
Waldo Waterman had two Aerobiles present with one
flying the pattern while the other drove in front of the
stands (sans wings). Without tails, they were strange look-
ing craft. Frank Hawks demonstrated the Gwinn Aircar
which had to be about the ugliest plane ever built. It was
ballyhooed as a safety plane. (Hawks and a potential cus-
tomer were killed in it a year later.)
The balance of the aircraft were slicked up versions of
earlier offerings. Today we travel hundreds, and even
thousands of miles to see these same aircraft at fly-ins!
Another event at the '37 Races was the Ohio Air Derby,
sponsored by Mr. C. G. Taylor of Taylor Cub and Taylor-
craft fame. This was an efficiency contest patterned after
the old Ford Reliability Tours. It was for light planes of
40 hp or less. As I recall, all entries were Taylorcrafts,
Cubs and Aeroncas. We only saw them fly over the finish
line on their flight from Akron, Ohio. E. A. Spillar placed
first; Walt Graham, second; Carl McQuigg, third; R. H.
Bell , fourth; Jack Marchand, fifth; and the lovely Abbie
Dill was sixth.. (To Be Continued Next Month)
Solid red Hardwlck-Whlttenbeck "H-W Special" flown by Clem
Whlttenbeck In the Davis Cup Race. Power was an American
Cirrus. .
(Race Cocking photo)
Harry Crosby and his Crosby CR4 which was entered In the
Greve Trophy Race.
srATEMENTOF AND CIRCULATIOH
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VINTAGE AIRPLANE 13
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AEROPLANE POSTERS
FROM THE 1930's
Article Number33
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By Gene Chase
Description of Curtiss Condor
The Curtiss Condor which the Curtiss Aeroplane and
Motor Company recently built for the Army Air Corps is
a two-bay biplane designed for bombardment purposes.
Two Curtiss Conqueror water-cooled engines supply the
motive power for the Curtiss Condor. This model is of 12
cylinders and is known as the Curtiss Model V-1570. Each
engine develops 600 or more horsepower. These engines
are geared in the ratio of 2 to 1, thus adding to their
efficiency. Each engine complete weighs about 860 pounds.
This is 1.43 pounds per horsepower.
The Curtiss Conqueror-Condor mounts six 30-calibre
stripped Lewis machine guns, which are grouped at
strategic points in batteries of two to command all points
of attack by hostile pursuit planes. One pair is mounted
in the nose of the fuselage, and one each in the two engine
nacelles. This arrangement is said to eliminate all possible
14 NOVEMBER 1983
blind angles of approach. All three batteries can be swung
to converge upon a point 200 feet directly below the plane.
Any combination of bombs weighing 2,500 pounds, or even
more, can be carried for offensive purposes. The Condor is
equipped with six parachute flares, two wing tip flares and
two landing searchlights beneath the nose of the fuselage .
With one engine completely switched off, the Condor
has an absolute ceiling of 9,300 feet and a service ceiling
of 5,000 feet . Its rate of climb on one engine is 140 feet
per minute and its high speed under the same circum-
stances is 85 miles an hour. Level flight can be main-
tained with one engine at a maximum altitude of 9,000
feet . The pilot has 42 instrument gauges to supply him
with exact information at all times. From his seat, the
pilot can operate dump valves which, in case of emergency,
empty each gasoline tank in 45 seconds.
Specifications Performance
Aerofoil section . . . . . . . . . . . . . . . . . . . . . . . . . . . .. C-72
Load factor .. . .. . . .. . . .. . .. .. . . .. . ... . .... . . 4.5
Length overall . . . . . . . . . . . . . . . . . . 47 feet , 41/2 inches
Height overall . . . . . . . . . . . . . . . . . . . . 16 feet , 6 inches
Span overall . . ......... .. . . ..... . .... . . .. 90 feet
Wing area ..... .. . .... .. .. . ..... 1,496 square feet
Fuel capacity . . . . . . . . . . . . . . . . . . . . . . . . . 444 gallons
Oil capacity . . . . . . . . . . . . . . . . . . . . . . . . . .. 38 gallons
Weights
Weight empty (with 298 lbs. water) .... . 9,190 pounds
Useful load ... ... ...... . .. . .. . ...... 7,358 pounds
Gross weight . . . . . . . . . . . . . . . . . . . . . .. 16,550 pounds
High speed . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 130 mph
Landing speed . . . . . . . . . . . . . . . . . . . . . . . . . .. 45 mph
Cruising speed ........ . ... . .... . . ... .. . 104 mph
Rate of climb . . . . . . . . . . . . . . . . . . 900 feet per minute
Range, full throttle . . . . . . . . . . . . . . . . . . . .. 545 miles
Range, cruising speed . . . . . . . . . . . . . . . . . .. 792 miles
Service ceiling. . . . . . . . . . . . . . . . . . . . . . .. 15,700 feet
Absolute ceiling .... . . ... . ........ . ... 17,700 feet
The Boeing P-26A Pursuit will be featured next
month.
A
, !
1
Al:RO 1>T4!:JT

VINTAGE AIRPLANE 15

This section of The VINTAGE AIRPLANE is dedicated
to members and their aircraft projects. We welcome photos
along with descriptions, and the projects can be either
completed or underway. Send material to the editor at the
address shown on page 3 of this issue.
Dear Gene:
I thought I would let you know of the completion of the
restoration of my Travel Air N13906. The first flight after
completion was June 4, 1983.
It's a 1929 model B-4000 which originally was powered
by a Wright J-5. It now has a Wright J-6-7 of235 hp which
effectively changes it to a Model 4-D. The plane was at
Peter Bryn's in Dazey, North Dakota until August of1982,
when I purchased it and transported it home to Florida to
restore it.
It had been converted to a duster/sprayer in 1948 by
George Disinger of Jonesboro, Arkansas. After Peter
bought the airplane and it was delivered to him at Dazey,
he overhauled the engine, disassembled the plane and put
it into storage. These facts made it a good candidate for
restoration as the airframe was in very good condition.
The major bulk of the work was in the conversion back to
standard category from the duster configuration.
I can also vouch for the quality of workmanship put
out by George Disinger and his crew during their conver-
sion in 1948. It was done very professionally and most of
LETTERS
Dear Mr. Chase:
I am a member of EAA and Antique/Classic Division
and I do enjoy reading SPORT AVIATION and The VIN-
TAGE AIRPLANE. Both publications are the best in the
field for my money.
I would like to suggest that you publish the Overhaul
Manuals and the Lycoming 0 -145 and Continental A-40
engines in the pages of VINTAGE. These manuals are
very hard to come by and there are quite a few of the
engines still around. The owners are hard pressed to find
someone capable of overhauling or even understanding the
older engines.
I feel that EAA must have these manuals in their
library. Perhaps you could reprint them in three or four
issues of the magazine.
Respectfully yours,
Burly R. Page
(EAA 147162, AlC 6684)
P.O. Box 1640
Durham, NC 27702
There are several commercial sources for reprints ofhun-
dreds ofaircraft and engine manuals including both of the
above. The reproduction was excellent on the examples
we've seen and the cost reasonable. Contact the following
for a catalog: ESSCO, Mail Order Division, Shawnee Air-
ways, Akron Municipal Airport, Akron, OR 44306-9990.
Tel. 2161733-6241.
Dear Buck Hilbert:
I received a copy of the June 1983 issue of The VIN-
TAGE AIRPLANE recently through a friend who is a
member. As an "L" plane owner I was most interested in
your fine article and I look forward to more of the same.
Enclosed are several photos of my L-38 produced for
the U.S. Army on 6/24/43. This aircraft was issued U.S.
Army SIN 48-25857 and built by Aeronca as SIN 05839943.
The aircraft is restored in the original Army scheme
including a trailing wire antenna. It flies beautifully and
16 NOVEMBER 1983
the wood was beautifully preserved by George's own con-
coction of "line oil."
He is still active, by the way. Although he is 70 some
years old, he has built a Travel Air for himself practically
from scratch and can hardly wait to get it flying (if he
hasn't by now).
My plane burns about 14 gph with the Wright and
cruises about 105 mph at 1700 rpm or 115 mph at 1800
rpm ... not bad at all! It has excellent flying qualities
that one has to experience to believe. It's really nice and
I love it.
Sincerely,
Martin Lowe
(EAA 82007, AlC 1661)
Rt. 2, Box 349G
Hancock Road
Sarasota, FL 33582
W. J. Crooke in his Aeronca L-3B.
usually fires off at the first pull of the propeller, especially
when it's cool.
It is my understanding that the L-3B was used in
combat only in the Pacific Theater. I would be interested
in any research that you do on this subject.
Once again, thanks for a super "L" plane article - I look
forward to more.
Sincerely,
William J . "Bill" Crooke
239 Crestmont Avenue
Norman, OK 73069
CALENDAR OF EVENTS
NOVEMBER 1.20 - MIAMI. FLORIDA - Eighth Annual Harvest Festival
Antique Aircraft Exhibition. Sponsored by Historical Association of Southern
Florida. At Tamiami earl< at Coral Way and 112 Avenue. For more informa-
tion contact 305/558-2853 or 854-3289.
JANUARY 1 - ST. PETERSBURG, FLORIDA - 70th Anniversary of First
Flight of First Scheduled Airline. Cocktail party, banquet and dance at
Albert Whitted Airport on New Years Eve and pancake breakfast next
morning. Replica Benoist Flying Boat will takeoff at 10:00 from SI.
Petersburg to Tampa. For further information contact Mrs. Pat Quinn, 649
Folsom St. So., St. Petersburg, FL 33707.
MARCH 11-17 - LAKELAND, FLORIDA - Sun 'n Fun Fly-In. Join us for the
10th Anniversary of EAA's Spring Celebration of Flight. Contact Fly-In
Office at 813/644-2431 or 8131665-6374, 8131644-93 9. 813/665-7955.
JULY 28 AUGUST 4 - OSHKOSH, WISCONSIN - 32nd Annual Fly-In
Convention. Start making your plans now to attend the World's Greatest
Aviation Event. Contact EM, P.O. Box 229, Hales Corners, WI 53130.
E TER
The Past, Present, and Future of Aviation will unfold for you. The EAA
Aviation Center is a tribute to the men and women who have made per-
sonal flight possible and a proud salute to you, the members of the
world's greatest aviation organization.
A bold new concept in museum design, using the modern magic of
Audio-visual Technology offers the entire family the experience of flight.
...We Put It Together To Set You Apart
Paul & Tom Poberezny
Flyordrivetothe EAAAviationCenteratWittman Fieldin Oshkosh(just
off Hwy. 41).
8:30 a.m. to 5:00 p.m. Monday through Saturday
11 :00 a.m. to 5:00 p.m. Sundays
Closed on Easter, Thanksgiving, Christmas and New Years Day
Guided group tour arrangements must be made two weeks in advance.
DEDICATED TO THE EDUCATION , HISTORY AND DEVELOPMENT OF AVIATION
FLYINGAND
GLIDER MANUALS
1929, 1930. 1931
1932,1933
2.50 ea.
SEND CHECK OR MONEY ORDER TO:
EAAAviation Foundation, Inc.
Box469 HalesCorners,WI 53130
Allow4-6 Weeks For Delivery
Wisconsin Residents Include4% Sales Tax
THE JOURNAL OF
THE EARLYAEROPLANE
S.I\MPLE ISSUE $4
15 CRESCENTRD. POUGHKEEPSIE, N.Y. 12601
----------CLASSIFIEDADS----------
Regulartype,5 0 ~ perword; BoldFace,5 ~ perword; ALLCAPS,
60 per word. Rate covers one insertion, one issue; minimum
charge,$8.00.Classifiedadspayableinadvance,cashwithorder.
SendadwithpaymenttoAdvertisingDepartment,The VINTAGE
AIRPLANE, P.O. Box 229, HalesCorners, WI 53130.
ACRO SPORT - Single place biplane capable of un-
limitedaerobatics. 23sheetsofclear,easytofollow plans,
includes nearly 100 isometrical drawings, photos and
exploded views. Complete parts and materials list. Full
size wingdrawings.Plansplus88 pageBuilder'sManual
- $60.00. Info Pack - $4.00. Super Acro Sport Wing
Drawing- $15.00. Sendcheckormoneyorderto: ACRO
SPORT, INC., Box 462, Hales Corners, WI 53130. 414/
425-4860.
ACRO II - The new 2-place aerobatic trainerand sport
biplane. 20 pages ofeasy to follow, detailed plans. Com-
plete with isometric drawings, photos, exploded views.
Plans- $85.00. Info Pac- $4.00. Sendcheck ormoney
order to: ACRO SPORT, INC., P.O. Box 462, Hales Cor-
ners,WI 53130.414/425-4860.
POBER PIXIE - VW powered parasol - unlimited in
low, cost pleasure flying. Big, roomy cockpitfor the over
six foot pilot. VW power insures hard to beat31f2 gph at
cruisesetting.15largeinstructionsheets.Plans- $45.00.
Info Pack- $4.00.Sendcheck ormoney orderto:ACRO
SPORT, INC., Box 462, Hales Corners, WI 53130. 414/
425-4860.
DAVIS WANTED, FLYING OR BASKET CASE. HAROLD
BUCK 404/322-1314 NIGHT, BOX 868, COLUMBUS,
GEORGIA31902.
BONANZA, '47, Serial No. 31, 1600 SMOH. $9,800, Bill
Jordan 214/298-0317.
PLEASE HELP - Wanted - Wright J-4 Whirlwind parts
or complete engine for Travel Air 4000 I am rebuilding.
Don Noonan, 1620 Catalina Avenue, Seal Beach, CA
90740.Call collect 213/598-6338.
STAINLESS STEEL SCREWS. Finestquality now avail-
able atdiscount prices. Free catalog. Bemco Aero, 1098
SharontonDr.,StoneMountain,GA30083,404/294-7670.
BOOKS FOR AIRCRAFT DESIGNERS, RESTORERS.
OUT-OF-PRINT AND CURRENT_ STATE SPECIFIC
NEEDS. 4000+ ITEM CATALOG $2.00. JOHN ROBY,
3703Y NASSAU, SAN DIEGO, CA92115.
WRIGHT R760 ENGINES, OSMOH OR RUNOUT, NOW
AVAILABLE. ALSO GOOD SUPPLY OF NEW PARTS.
305/886-3180.
MEMBERSHIPINFORMATION
Membership in the Experimental Aircraft Association, Inc. is $25.00 for one year, $48.00 for 2 years
and $69.00 for 3 years. All include 12 issues of Sport Aviation per year. Junior Membership (under 19
EAA
years of age) is available at $15.00 annually. Family Membership is available for an additional $10.00
annually.
EAA Member - $18.00. Includes one year membership in EAA Antique-Classic Division, 12 monthly
issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and
ANTIQUE
mustgive EAA membership number.
Non-EAA Member - $28.00. Includes one year membership in the EAA Antique-Classic Division, 12
CLASSIC
monthly issues of The Vintage Airplane, one year membership in the EAA and separate membership
cards.Sport Aviation notincluded.
lAC
Membership in the International Aerobatic Club, Inc. is $20.00 annually which includes 12 issues of
SportAerobatics.All lAC membersare required to be members ofEAA.
Membership in the Warbirds of America, Inc. is $25.00 per year, which includes a subscription to
WARBIRDS Warbirds Newsletter. Warbirdmembersarerequiredto bemembersofEAA.
Membership in the EAA Ultralight Assn. is $25.00 per year whi ch includes the Ultralight publication
U
LTRALIGHT ( 1 5 ~ additional/orSport Aviation magazine). For current EAA members only, $15.00, which includes
UltralIght publicatIOn.
FOREIGN MEMBERSHIPS: Please submit yourremittance with a check ordraftdrawn on a United States
bank payable in United States dollars oran internationalpostalmoneyorder similarly drawn.
MAKE CHECKS PAYABLE TO EAA OR THE DIVISION IN WHICH MEMBERSHIP IS DESIRED.
ADDRESSALL LETTERS TO EAA OR THE PARTICULAR DIVISIONATTHE FOLLOWING ADDRESS:
P.O. BOX229- HALES CORNERS, WI 53130- PHONE(414) 425-4860
OFFICE HOURS: 8:30- 5:00MONDAY-FRIDAY
1 BNOVEMBER 1983
STITSPOLY-FIBER
IS THE WORLD' S ONLY COMPLETE FABRIC COVERING
SYSTEM APPROVED BY FAA UNDER AN STC AND
MANUFACTURED UNDER AN FAA- PMA,
WILL NOT SUPPORT COMBUSTION.
WITH POLY- FIBER FINISHES, WILL NEVER RINGWORM,
CHECK OR PEEl.
IS THE LIGHTEST COVERING METHOD APPROVED UNDER
AN FAA-STC.
IS THE MOST ECONOMICAL, CONSIDERING THE YEARS
OF TROUBLE FREE SERVICE,
SAMPLE OF OUR NEW HIGH STRENGTH, LIGHT WEIGHT,
SMOOTH FABRIC STYLES, WOVEN FROM SECOND
GENERATION POLYESTER FILAMENT.
NEW 68 PAGE MANUAL #1, REVISION 13, WITH DETAILED
INSTRUCTIONS FOR FABRIC COVERING, REFINISHING
FABRIC SURFACES, AND PAINTING AIRCRAFT FOR
CORROSION CONTROl.
LATEST CATALOG AND DISTRIBUTOR LIST.
(He
"I

Jacket - unlined tan poplin with gold and
white braid trim. Knit waist and cuffs. zipper
front and slash pockets. Antique/Classic
logo patch on chest.
Sizes- XS through Xl........... $26.95 ppd
Cap - pale gold mesh with contrasting blue
bill ,trimmed with gold braid. Antique/Cl assi c
logo patch on crown ofcap.
Sizes - M and l
(adjustable rearband) ........... $ 6.25 ppd
Antlque/ C ....lc Patche.
large- 4Yi' across.............. $ 1.75 ppd
Small - 3V4 ' across.............. $ 1.75 ppd
AntIque/ CI..llcDecal.-
4" across (shown left) ... . $ .75 ppd
AvanableBeckIllue.ofThe VINTAGE AIRPLANE
1973 - March through December
1974 - All are available
1975 - All are available
1976- February through April, August through December
1977 - January through June,August through December
1976- January through March, August, Octoberthrough December
1979 - All are available
1960 - January,March through July, September through December
1961 -- All are available
1962- February,May through December
1963- Januarythrough October
PerIssue ................ ................................... $1.25 f'pd
lindberghCommemorative Issue (July 1977) .................. $ 1.50ppd
Classic owners!
Interiorlookingahabby?
Finish itrightwithan
airtexinterior
Complete interior assemblies for do-it-yourself installation.
Custom Quality at economical prices.
Cushionupholsterysets
Wall panel sets
Headliners
Carpetsets
Baggagecompartmentsets
Firewall covers
SeatSlings
Recover envelopesand dopes
FreeCatalogofcompleteproductline. FabricSelectionGuide
showing actual sample colorsand stylesof materials:$3.00.

et .,?r
Qlr ex products,inc.
259LowerMorrisvilleRd., Dept. VA
Fallsington,PA 19054 (215) 295-4115
7
Send checkto:
EAAAntique/CIllcDtvllIon, Inc.
P.O. Box 229, Hale.Come,.,WI 53130
Allow 4-6 Weeks for Delivery
Wisconsin Residents Include 5% Sales Tax
VINTAGE AIRPLANE 19