STRAIGHT AND LEVEL

by Bob Lickteig
Welcome aboard, new members.
Your EAA Antique/Classic Division is
celebrating its 15th year of member ser-
vices covering this exciting period of
aviation. To our new members, we say
thank you for joining and wish to assure
you we will do all possible to warrant
your trust in our approach to being the
aviation spokesman for you.
In the July 1985 issue of THE VIN-
TAGE AIRPLANE, we reviewed the first
15 years of our progress, bringing you
up-to-date with our history and plans for
the future. Your EAA Antique/Classic
Division is now the largest organization
in the world devoted solely to the an-
tiques - prior to 1945 - and the class-
ics - 1946 to 1955. This time span rep-
resents the largest segment of aircraft
owners, pilots and enthusiasts in the
aviation community.
As a division of EAA, we are part of
the world's largest sport aviation associ-
ation. EAA handles correspondence,
maintains membership lists, purchases
supplies and merchandise, provides
computer and accounting services, and
handles promotion for our division. We
are a part of the EAA Aviation Museum
program with special areas for display-
ing antique and classic aircraft and rec-
ognizing the past award winning aircraft
and owners. With support like this, we
can devote our time and energy to ser-
vicing our membership and pursuing
our divisional objectives, which are:
- To encourage and aid the restora-
tion and flying of antique and classic
aircraft.
- To establish a library devoted to
the history of aviation and to the con-
struction, repair, restoration, mainte-
nance and preservation of antique and
classic aircraft and engines.
- To conduct meetings and educa-
tional programs and present displays
relating to aviation with emphasis on re-
storation, maintenance and care of an-
tique and classic aircraft and engines.
- To promote aviation safety and
aviation education with reference to an-
tique and classic aircraft.
- To be a major part of the EAA an-
nual Convention by displaying antique
and classic aircraft and bringing own-
ers, pilots and enthusiasts together with
activities throughout the week.
- To provide our members with our
award-winning monthly magazine, THE
VINTAGE AIRPLANE, which is the
largest publication in the world devoted
to antique and classic aircraft and mem-
bership activities.
- To establish local EAA Antique/
Classic chapters to provide a center for
access and use of the wealth of material
available from EAA for meetings and
educational programs. Chapters bring
together like-minded people to share
this part of aviation heritage.
Starting with this issue, we are pub-
lishing the names of new members in
the WELCOME ABOARD column. We
plan to publish this column every
month, so if your name does not appear
this month, rest assured that it will in a
future issue. Space in a single issue is
not available to list all the recent new
members.
Growth of our division is a mark of
success and an increase in our mem-
bership makes it possible to undertake
more projects and programs in answer
to our members' needs.
To our members, new and old, please
feel free to contact any of the officers,
directors or advisers listed in this issue
for any help or questions you may have.
We are here for one reason and that is
to serve you.
So once again,welcome aboard, join
us and you have it all.
2 OCTOBER 1985
PUBLICATION STAFF
PUBLISHER
Paul H. Poberezny
ASSOCIATE PUBLISHER
Tom Poberezny
DIRECTOR,
MARKETING & COMMUNICATIONS
DickMatt
EDITOR
GeneR. Chase
CREATIVE ART DIRECTOR
MikeDrucks
MANAGING EDITOR/ADVERTISING
MaryJones
ASSOCIATE EDITOR
Norman Petersen
FEATURE WRITERS
DickCavin
George A.Hardie,Jr.
DennisParks
EAAANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President Vice President
R. J.Lickteig M.C. " Kelly" Viets
1620BayOaksDrive Rt. 2,Box 28
AlbertLea.MN56007 Lyndon,KS 66451
507/3732922
Secretary Treasurer
RonaldFritz E.E. " Buck"Hilbert
15401 SpartaAvenue P.O.Box145
KentCity,MI49330 Union,IL60180
616/6785012 815/923-4591
DIRECTORS
JohnS.Copeland StanGomoll
9JoanneDrive 104290thLane,NE
Westborough,MA01581 Minneapolis,MN55434
617/366-7245 6121784-1172
DaleA.Gustafson EspieM.Joyce,Jr.
7724ShadyHillDrive Box468
Indianapolis,IN46274 Madison,NC27025
317/293-4430 919/427-0216
MortonW. Lester ArthurR.Morgan
P.O. Box3747 3744North51stBlvd.
Martinsville,VA24112 Milwaukee,WI 53216
703/632-4839 414/442-3631
DanielNeuman RayOlcott
1521 BerneCircleW. 1500KingsWay
Minneapolis,MN55421 Nokomis,FL33555
612/571-0893 813/485-8139
GeneMorris JohnR. Turgyan
15CSteveCourt,R.R. 2 Box229,R.F.D.2
Roanoke,TX76262 Wrightstown,NJ08562
817/491-9110 6091758-2910
s .J.Wittman GeorgeS.York
Box 2672 181 SlobodaAve.
Oshkosh,WI 54903 Mansfield,OH44906
414/235-1265 419/529-4378
ADVISORS
TimothyV.Bowers PhillipCoulson
729 - 2nd St. 28415Springbrook Dr.
Woodland,CA 95695 Lawton,MI 49065
916/666-1875 616/624-6490
S.H. " Wes" Schmid W. S. " Jerry" Wallin
2359 LefeberAvenue 29804- 179 PI. SE
Wauwatosa,WI 53213 Kent, WA98031
4141771-1545 206/631-9644
OCTOBER 1985 Vol. 13, No. 10
Copyright 1985 by the EAA Antique/Classic Division,Inc.All rights reserved.
Contents
2 StraightandLevel
byBobLickteig
4 A/CNews
byGeneChase
7 SeenatEAAOshkosh' 85
byGeneChase
8 Cessna195GrandChampion
Classic
byDickCavin
10 VintageSeaplanes
11 ReserveGrandChampionAntique-
WacoQCF-2
byGeneChase
13 BookReview
byGeneChase
14 VintageLiterature
byDennisParks
15 MysteryPlane
byGeorgeA.Hardie,Jr.
16 PersonalGlimpsesof
JimmyDoolittle
F.J.Joffrion Page 11
17 LetterstotheEditor
18 WelcomeNewMembers
19 TypeClubActivities
byGeneChase
20 TheGreatRace
byJohnL. Polando
23 CalendarofEvents
24 2ndAnnualGatheringofthe
Classics
byJackG.Stines
26 Member'sProjects
Page 16
byGeneChase
27 JudgeMe
byMarvinV.Hoppenworth
28 VintageTrader
FRONT COVER ...Reserve Grand Champion Antique at Oshkosh
'85 was Jim Warren's 1931 Waco QCF-2, NC11468, SIN 3541. See
story on page 11. (Photo by Jim Koepnick)
BACK COVER . . . Raybourne Thompson's 1953 Cessna 195,
N4477C,SIN16061 wasnamedGrandChampionClassicatOshkosh
'85.See story on page 8. (Photo by Carl Schuppel)
Page8
ThewordsEAA,ULTRALIGHT,FLYWITHTHEFIRSTTEAM,SPORTAVIATION,andthelogosofEXPERIMENTAL
AIRCRAFTASSOCIATION INC., EAAINTERNATIONALCONVENTION,EAAANTIQUE/CLASSIC DIVISION INC.,
INTERNATIONALAEROBATIC CLUB INC., WARBIRDS OFAMERICA INC., are registered trademarks. THE EAA
SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are
trademarks of the above associations and their use by any person other than the above associations is strictly
prohibited.
Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles
are soley 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, Wittman Airfield,Oshkosh,WI 54903-3086.
Phone:414/426-4800.
The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division,
Inc.of the Experimental AircraftAssociation, Inc.and ispublished monthlyatWittman Airfield,Oshkosh,WI 54903-
3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for
EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is
for the publication of The VINTAGE AIRPLANE.Membership is open to all whoare interested in aviation.
ADVERTISING- Antique/Classic Divisiondoesnotguaranteeorendorseanyproductofferedthroughouradvertis-
ing. We inviteconstructivecriticismandwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertising
so that corrective measurescan be taken.
Postmaster:Sendaddresschangesto EAAAntique/ClassicDivision,Inc.,WittmanAirfield,Oshkosh,WI54903-3086.
VINTAGE AIRPLANE 3
Compiled by Gene Chase
RECREATIONALPILOT'S LICENSE
NPRM
Thisextremelyimportantproposalaf-
fecting sport/general aviation has been
outlined in the August and September
issues of SPORT AVIATION and the
Octoberissuecontains additionalcom-
mentsbyEMonthematter.OnAugust
26, FM Administrator Donald Engen
granteda30dayextensiontothecom-
ment period,making the new deadl ine
October24,1985.
We encourage all members to refer
to the above-mentioned issues of
SPORT AVIATION, carefully evaluate
the NPRM, and then submit their own
personal commentsto FAApriorto the
October24thdeadline.Yourcomments
should identify the proposed rule as
NPRM 85-13, Docket No. 24695 and
shouldbemailedinduplicatetoFederal
Aviation Administration, Office of Chief
Counsel, Attention: Rules Docket
(AGC-204), Docket No. 24695,800 In-
dependence Avenue, SW., Washing-
ton, DC 20591.
NEWNATIONALJUDGING
STANDARDS MANUALAVAILABLE
EAA'snewrevised edition ofthe Na-
tional Judging Standards manual is
available from EAAHeadquarters.This
manualwasfirstconceivedin 1975and
the current edition contains rules and
criteria used in evaluating custombuilt,
antique,classIc, rotorcraft ,and warbird
aircraft, as well as ultralights. The pur-
pose is to provide uniformity and con-
tinuity of judging standards to all con-
cerned,includingjudges,fly-indirectors
andparticipants.Costofeachmanualis
$1.25 including postage.Send your re-
quests to EAA - Mail Order,Wittman
Field,Oshkosh,WI 54903-3086.
OSHKOSH '85 AWARDWINNERS
Following is acomplete listing of the
Antique/ClassicDivisionawardwinners
at the 1985 EAA Convention, July 26
throughAugust2,atOshkosh,Wiscon-
sin.
ANTIQUES
Grand Champion: 1930 Savoia Mar-
chetti S.56 Amphibian, NC149M. R.W.
"Buzz"Kaplan,Owatonna,MN.
Reserve GrandChampion: 1931 Waco
QCF-2, NC11468. James C. Warren,
Denver,CO.
ContemporaryAge
Champion: 1941 Timm"Aerocraft"2SA,
NC34912. Yvonne Schildberg, Green-
field, lA.
Runner-up: 1940 Luscombe 8C,
NC28825. Harris and Randy Wiese,
Collierville,TN.
Outstanding Closed Cockpit Biplane:
1943BeechcraftD17SStaggerwing,C-
FJVW. Jeremy Johnston, Surry, BC,
Canada.
Outstanding Closed Cockpit Monop-
lane: 1941 Porterfield CP-65,
NC37862.CarmenFisher,Bellaire,MI.
Outstanding Open Cockpit Biplane:
1941 Waco UPF-7, N32011. AI Mon-
dus,Capron,lL.
Outstanding Open CockpitMonoplane:
1937 Ryan STA, N17368. Bill Rose,
Barrington,I L.
SilverAge
Champion: 1937 Porterfield 35-70,
NC17037.Ken Williams,Portage,WI.
Runner-up: 1929 Fleet 2,NC413K. Bill
Haselton,South Bend,IN.
Outstanding: 1932 Heath LNA-40,
N16GR. Gary C. Rudolph, Vincennes,
IN.
Customized
Champion: 1940Waco SRE,NC247E.
Red Lerille, Lafayette, LA.
Runner-up: 1944 Howard DGA-15P,
NC52986. James and Ross Paul
Donaghue,Boxford, MA.
Outstanding: 1941 Stearman PT-17,
N3991E. Dan M. Royall , Jr., Malakoff,
TX.
MilitaryTrainer/Liaison
Champion: 1943 PT-19B Fairchild,
N51939. William L. Mitchell. Con-
dorsport,PA
Runner-up: 1941 Stearman PT-17,
N4935N. RichardD.Darnell ,Oklahoma
City,OK.
Outstanding: 1940 Ryan PT-22,
N55403.Bill Rose,Barrington,IL.
Transport
Champion: 1935 DeHavilland DH-90
"Dragonfly", N190DH. Charles A. Os-
borne, Jr. ,Louisvil le,KY.
Runner-up: 1936 Stinson Model A,
NC15165. Eugene and Roberta Cop-
pock, Lake-In-The-Hills, IL.
Replica
Champion:Gee Bee Y "Super Sports-
ter" NR718L. Ken Flaglor, Northbrook,
IL.
CLASSICS
Grand Champion: 1953 Cessna 195,
N4477C,RaybourneThompson, Hous-
ton, TX.
Reserve Grand Champion: 1947
Aeronca 11BC "SuperChief",N3923E.
Becky A. Hart, New Hope,MN.
Class I (O-80hp): 1946 Luscombe 8A,
PhotobyJackMcCarthy
Thefirstrecipientof aParticipantPlaque
was Ken B. Dwight, Jr. (EAA 61196, AlC
249), Houston, TX shown here receiving
the plaque from Bob Lickteig (L).Ken is
oneofthemanyvolunteerswhoseefforts
make the EAA Convention a possibility.
He has attended EAA Oshkosh for 15
years.
NC1405K. Randy Patterson, Roscom-
mon,MI.
Class /I (81-150 hpj : 1947 Call Air,
N2901V.LeeO.Gensrich,Hatton,NO.
Class 11/ (151 hp and up): 1950
Beechcraft Model B "Bonanza",
N5186C. Don and Georgene
McDonough,Palos Hills,IL.
Custom Class A (0-80 hpj: 1946 Lus-
combe 8A, N45849. Gary C. Rudolph,
Vincennes,IN.
Custom Class B (81- 150 hpj: 1946
Piper PA-12 "Super Cruiser", N7634H.
Jim Hudgin, Brentwood,TN.
CustomClassC(151 hpandup):1947
Stinson 108-2, N400C. Tom and Lor-
raine Zedaker,Las Vegas,NV.
Outstanding inType
Aeronca Champ: 1946 Aeronca 7AC,
NC2782E.MikeHammock,St .Charl es,
MO.
Aeronca Chief: 1946 Aeronca 11 AC,
N9562E. Rick Anderson, Valley City,
NO
Beechcraft: 1953 Bonanza 0-35,
N2125D.PhillipJ.Malligni ,Addison,IL.
Cessna 1201140: 1951 Cessna 140A,
N140AB,AngeloFraboni ,Monona,WI.
Cessna 1701180: 1951 Cessna 170A,
N1418D. David L. Anderson, Green
Bay,WI.
Cessna 1901195: 1952 Cessna 195B,
N302GT.Dennis van Gheem,DePere,
WI.
Ercoupe: 1946 ERCO Ercoupe 415C,
N2980H.John C. Cost, Fox Lake, IL.
Luscombe: 1948 Luscombe 8E,
N1400B. Elden lIer,Los Angeles,CA.
4OCTOBER 1985
PhotobyJackMcCarthy
Antique/Classic Division PresidentBob Lickteig(L)presentsa
ParticipationPlaquetoCaptainJohnTestrake(EAA47450, AlC
599). Mrs. Testrake observes from thecockpitoftheirNavion.
John was the Captain on the TWA Boeing 727 which was
hijacked to Beirut, Lebanon last June. The Testrakes live in
PhotobyBillHaskell
(L-R) "Rocky" Howard, President of the Aviation Museum of
Texas, Inc. and Charlie Dugosh, President of Dugosh Aircraft
Servicewith MooneyMite, SIN13.
Richmond, MO.
Navion: 1946 North American Navion,
N91112. Don Cowdrey, Owasso,OK.
Piper J-3: 1946 PiperJ-3 Cub, N3239.
Howard Fassle and Jerry Staver,
Cherokee, IA.
Piper - Others: 1952 Piper PA-20
Pacer, N1580A. Dave Serene, Ford
City, PA.
Stinson: 1948 Stinson 108-3, N984C.
Ken Brock,Anaheim, CA.
Swift: 1946GlobeSwiftGC-1B,N57PC.
Bob Cutler,Dallas,TX.
Taylorcraft: 1946TaylorcraftBC-12D-1,
NC9809M.RobertA. Gehring,Rubicon,
WI.
Limited Production: 1951 Meyers 145,
N34376.Jim Rahm, Ocean City,NJ.
OSHKOSH '85 GRAND CHAMPION
ANTIQUE
Thisyear'stopantiqueawardwentto
the Savoia Marchetti S.56 amphibian,
NC194M,SIN 7,ownedbyR. W. "Buzz"
Kaplan (EAA 70086, NC 8609) ,
Owatonna,MN. This rare machinewas
newly restored last year making its
debut at Oshkosh '84 where it was
named Antique SilverAge Champion.
Also in 1984 the S.56 was judged
Grand Champion at the Annual AAN
APM Fly-In at Blakesburg, IA.
The restoration of this sole flying
example of an S.56 was detailed in an
article in the November 1984 issue of
THE VINTAGE AIRPLANE and was
alsofeaturedonthecoverofthatissue.
AlthoughtheSavoiaMarchettiscored
very high at Oshkosh '84 it wasn't
enoughtocapturethetopaward.Later,
in discussingthiswith thejudges,Buzz
andhismechanicGaryUnderland(EAA
43898, NC 8198) learned how the
plane could be upgraded.Noextensive
work was necessary but certain
changes resulted in the S.56 winning
the coveted Grand Champion Award at
Oshkosh '85.
Specifically, Gary replaced the fol-
lowing with authentic, original type
items:Fuellines,fuelshut-offvalve,fuel
sightgageand allexteriorhardware.He
also installed new leather seat covers,
replacing the previously installed cloth
and leathercovers.
During the winterwhilethe S.56 was
being "fine tuned" for Oshkosh '85,
Buzz received word from Paris,France
that his plane was named reCipient of
the FAI PhoenixDiplomaastheworld's
bestrestoredantiqueairplanefor 1984.
The receipt of this premier award and
the two Grand Championships is a fit-
ting tribute to its restorer,Gary Under-
iand.
NEW AIR MUSEUM IN KERRVILLE,
TEXAS
A ground breaking and dedication
has taken place for the Aviation
Museum of Texas, Inc. at Louis
Schreiner Field, Kerrville, Texas. The
newfacilitywillbebuiltonE.A.A.South-
west Fly-In property.Thepresentplans
call fora15,000sq.ft .facilityto include
a display area, workshop, classroom,
storage and office areas.
The Museum already has its first
airplane,aMooneyMite, SerialNumber
13, on loan by Charlie Dugosh of
Kerrville. This is especially fitting as
KerrvilleisthehomeofMooneyAircraft.
The Aviation Museum of Texas, Inc,
a non-profit, tax-deductible aviation
museum and education forum for the
citizens of Texas,has as its goals:
PhotobyTed Koston
1930 Savoia MarchettiS.56, theOshkosh '85 Grand Champion Antique.

VINTAGE AIRPLANE 5
Columbus Dispatch photo
Foster Lane, founder of Lane Aviation Corporation of Columbus, Ohio, in a 1909 Curtiss
Pusher located in the History of Flight Museum.
(1) To promote, foster and encourage
public participation in all phases of avi -
ation.
(2) To promote and encourage aero-
nautical education.
(3) To encourage, foster and assist in
the restoration of antique and classic
aircraft, and to encourage the design
and construction of light, personal use
aircraft.
The driving force behind this exciting
project is the Southwest Regional Fly-
In, Inc., the association of all the EAA
chapters in Texas, including the An-
tique/Classic, lAC and Ultralight Chap-
ters. This is the group that sponsors the
annual Southwest Regional Fly-In at
/
Kerrville.
Roland M. "Rocky" Howard (EAA
I
94670, NC 1708) is President of the
Aviation Museum of Texas, Inc. and for
further information he can be reached
at 1011 Augusta Drive, Suite 105,
Houston, TX 77057. Telephone 713/
780-4944.
NATIONAL AIR AND SPACE
MUSEUM EXPANSION
In previous reports the expansion of
the NASM at Dulles Airport has been
mentioned. High officials in the Smith-
sonian Institution have not approved
spending any money for this project so
proponents are exploring the idea of is-
suing industrial revenue bonds to be
paid for by automobile parking fees at
the Dulles facility. If underwriters can
be found who will undertake this project,
the new museum could be built in the
fairly near future. The purpose of the
"facility would be to house very large
aircraft like the space shuttle, a 747 and
large bombers of. the USAF."
OHIO FIRM SETS AIR SAFETY
RECORD
Lane Aviation of Columbus, Ohio has
just cause to celebrate this year as they
have completed a half-century with a
perfect passenger safety record. Foun-
der of the company is ex-barnstormer
Foster Lane (EAA 137998, NC 4796),
who is still active in the day-to-day oper-
ation of the firm.
Lane's first charter flight was an
emergency mission in 1925 to take a
man from Cleveland, Ohio to his dying
mother's bedside in New York state.
Discussing his company's unpre-
cedented 50-year passenger safety re-
cord, quiet-spoken Foster Lane said,
"Safety is achieved only by following
stringent company and FAA regula-
tions, and by maintaining high stan-
dards with no shortcuts."
Lane is a past national president of
the OX-5 Aviation Pioneers and among
the planes he currently owns is a Taylor
E-2 Cub.
Manager of Lane's 135 operation is
Verene Miller (EAA 49658) . In addition
to her managerial duties, Verene also
flies charter for the company .
Verene Miller is manager of Lane Aviation's 135 operation and she also flies charter
for the company.
6 OCTOBER 1985
Retired Braniff Captain, 78-year-old Lea
Abbot (EAA 115247, AlC 3271),Oallas TX
taxies his replica Curtiss Pusher off the
runway after making a demonstration
flight. Lea wears 1910 era clothing while
flying this aircraft which he acquired in
1979.
Too many planes to look at!
SEEII A,.EAA
OSHHOSH'85
By Gene Chase (Photos by Jack McCarthy)
Jessie Woods (EAA 139023, AlC 4824),
Lakeland, FL proudly displays her Travel
Air jacket. She and her husband were
well-known barnstormers in the 1930s.
A beautiful unrestored 1939 Ford Standard and a Stearman grace the area near the
Antique/Classic Headquarters Red Barn.
VINTAGE AIRPLANE 7
Cessna Ig!;
Photo by Carl Schuppel
Oshkosh '85 Grand Champion Classic, 1953 Cessna 195, N4477C, SIN 16061.
GRAND CHAMPION CLASSIC
by Dick Cavin
The Grand Champion Classic at Osh-
kosh '85 was N4477C, a 1953 Cessna
195 owned by Raybourne Thompson of
Houston, TX. Before we get into the de-
tails that led up to its acclaim as this
year's Grand Champion, though, let's
flip the pages of time back a few years.
The dim pages of history don't record
who made the first knobbed cowl for a
radial engine, but whoever it was de-
serves a medal. A round cowl with
those streamlined bumps for rocker box
covers lends a touch of real elegance
to the airframes that wear them so
proudly. We remember some of the
Wacos, the Stinsons, the Ryan SCWs,
etc. In the late '30s, still another of those
round engined beauties, the Cessna
Airmaster, came along, a most popular
and efficient machine that had evolved
from the AW series of the early thirties.
Even before the war ended, Cessna
was planning a big four-seated busi-
ness-type airplane for the lUXUry mar-
ket. It was no coincidence that it would
look like the Airmaster, as it had earned
Cessna an enviable reputation. Canny
businessmen that they were, they
weren't too anxious to go far astray from
a proven winner.
So they said, "Let's make it look like
our Airmaster, but let's stretch it a bit
here and there and put more power in
it. The wooden wing must go, though.
The public has been educated to metal
8 OCTOBER 1985
construction, so metal it must be. We'll
put that new Wittman spring steel land-
ing gear on it, too. Let's keep the Air-
master wing planform and use the same
NACA 2412 airfoil. It will be the largest,
roomiest , and most expensive four-sea-
ter on the market. The interior will be
like a plush limousine and the exterior
styling will have a solid, massive look."
The prototype, the P-780 had a 245
hp Jacobs in it and a (smooth) cowl that
came right off the T-50 twin production
line. It had a fabric covered steel tube
fuselage. Somehow, though, it didn't
generate the enthusiasm it was touted
to do, so a second prototype was
started in 1945. This one had an all-
metal fuselage, that had been widened
to carry 3 in the back seat, and a new
tail shape that harmonized with their
new 170 line. More windows were also
added. As the C-190 it was available
with the 240 hp Continental or the 300
hp Jacobs as the C-195. And happy
day, the cowling had those beautiful
knobs on it this time, too.
Now they had an airplane that fairly
exuded character, one that had no com-
petition in its class, one that caused a
great gnashing of teeth with envy wher-
ever it went. It bespoke class, pride, real
lUXUry and comfort. It was called a
"BusinessLiner", a term that highlighted
the dignity it earned as the best of the
elite class.
It could cruise with the best of them,
too. On an average 180 mile flight it took
only 5 minutes longer than the DC-3 air-
liners of that day.
Now we have the stage set for a
neophyte young lawyer in Houston,
Texas to fall in love. He was just getting
his feet wet in aviation and had occa-
sion to observe, almost daily, one of
these beautiful new 195s that was
owned by the Modern Welding Com-
pany also of Houston. He could only
look and dream. The meticulous
maintenance it received on an almost
daily basis impressed him, too. He liked
the swing out engine mount, that al-
lowed for convenient access to the ac-
cessory side of the Jacobs, and he liked
the maintenance-free Wittman gear,
among many other things. Once in a
while he got to fly in it and that did it.
From now on it all pointed toward his
owning this very airplane "some day".
The airplane, a '53 model, had given
the owners 10 years of faithful service,
but in '63 they decided a Cessna 310
twin was better suited to their needs.
Well, "some day" was here and now for
a happy Raybourne Thompson and it
was "go to aviator heaven time" when
he made it his very own.
He was so impressed with the neces-
sity for an ongoing progressive mainte-
nance procedure that he went to work
and obtained an A&P license just so he
could legally give N4477C the TLC it
was used to.
You would probably assume that
most of the top award winners at Osh-
Photo by Jim Koepnick
The myriad of antennas would indicate the Cessna is well equipped electronically. This
award winning C-195 is flown IFR by owner Raybourne Thompson. 4,000 feet of new
wire was used when the plane was rewired.
kosh start with a basket case, strip it
down to bare bones, and painfully bring
it up to mint condition. Not so with Ray.
He felt he already had a winner in most
ways. After he just plain enjoyed the
195 for a while, he began to think about
how an autopilot would take some of
the load off the pilot when he was trying
to fly IFR and read his let down charts
at the same time.
Before long, he found a Lear L2 au-
topilot that had come out of a wrecked
Aero Commander. The ATC system
was getting more complicated by then,
too, so more avionics were in order.
Taking a look at the original wiring (now
approaching 12 years old) he decided
it would be simpler and safer to com-
pletely rewire the entire airplane.
At the beginning of the rewire pro-
gram he also rec09.nized that the instru-
ment panel would have to be reor-
ganized to better locate all the radios
and essential instruments, so this be-
came a truly major project. Other items,
like more modern circuit breakers also
had to be integrated into the system.
Just like a new house has to be built
one brick at a time, so it was with wiring
the Cessna. He bought his wire on 100
foot spools and as he used up those
spools he tossed the empties into a bin.
When it was all over, he had 40 empty
spools on hand - 4,000 ft. of new wir-
ing!
It was all worth it in the long run. Ray
now has a full gyro panel and all re-
quired TSO'd radio equipment to permit
him to operate IFR. Ray .said he again
came IFR all the way to Oshkosh this
year and even made a couple of en-
route stops where IFR approaches
were necessary.
He now has VHFs dualized. His pri-
dary a Mark 24, in addition to a glide
slope receiver, a King KN65 OME, a
Genave 5000 transponder with a Terra
encoder. He still has the original Lear
120 AOF, which he says works excep-
tionally well.
Ray also has a twin that's equipped
with an Apollo I Loran which he plans
to move to the 195 soon and use it as
a primary nav device for VFR and as a
backup for IFR. As a concession to his
daughter, he installed a miniaturized
stereo system in the side wall near the
pilot's elbow.
The only change Ray made in the in-
strument lighting system was to go to
incandescent red/white bulbs, instead
of the fluorescent tubes which are no
longer on the market.
In 1975 the 1953 exterior began to
look like it had seen better days in spite
of all that TLC so Ray took his paint
scheme ideas up to Ennis, Texas,
where the recognized old master of the
paint pot, Frank "Pop" Poplawski, works
his magic. The Sherwin-Williams
urethane akrolyd paint still looks brand
new nearly 10 years later.
Just prior to the new paint Ray had
installed a five-place oxygen system,
complete with an altitude/rate controller
that had come out of an Aztec. He also
installed a new one-piece windshield
and a couple of new side windows at
this time, along with shoulder harnes-
ses for the front seats. (Rear seat instal-
lations are on his future must list.)
After the new paint was on he
couldn't wait any longer to install com-
pletely new upholstery, even though the
original was still in good condition, but
now was the wrong color and texture.
He took the 195 out to Hooks Airport
near Houston where the Bob Coleman
Aircraft Interiors Co. did a superb job of
crafting modern fabric in a modified ver-
Photo by Jim Koepnlck
mary is the Mark 12B and the secon-
This chromed 300 hp Jacobs is the third engine Ray has installed in his Cessna.
VINTAGE AIRPLANE 9
sion of the 1952 Cessna 195 design.
Interior painting was a blue urethane
that harmonized with the blue exterior
paint. A vinyl headliner replaced the
original.
Ray has a twin that he does most of
his flying in, including business flying,
but in the 22 years he's had the 195
he's flown it over 2,000 hours. That's
almost 100 hours per year. Not bad for
year in and year out. The present en-
gine, which is a 300 hp Jacobs with
chrome jugs, is the third engine that
he's had in the airframe.
In that 22 years, Ray's 195 has at-
tended nearly every EAA Convention
and in six of those years it has been
judged the "Best over 150 hp". That has
to be some sort of a record. In any case,
it's a study in frustration it would seem.
One of Ray's friends even suggested
he call it "The Bridesmaid". Another
suggested he call it "Miss Patience" and
paint a hand reaching for a brass ring .
It hasn't been all disappointment,
though, as Ray took the 195 to the
Southwest Regional Fly-In at Kerrville
shortly after his first "also ran" award
and promptly copped' the title of Best
Classic.
A lesser person than Ray might have
given up, but as a credit to Ray he just
kept coming. One little item, a Beech
control wheel he was using (because of
the multiple microswitches on it) kept
costing him brownie points on judging,
but he went back to the original this year
to emerge the winner among a bevy of
other superb airplanes.
Actually, Ray says he really comes to
enjoy the sights and sounds of the
airplanes and while he sincerely ap-
preciates other people admiring his
airplane, winning the big one has never
been an obsession with him.
Ray sits up there behind all those
sassy streaml ined knobs on the cowl
and cruises an honest 160 mph while
burning 15 gal.lhour (or less), depend-
ing on load. The standard fuel capacity
of 80 gals. gives him a 650 mi. range,
with more than an hour reserve fuel for
mama and the kids.
After you've climbed Mt. Everest,
what do you do for an encore? Actually
his next project may well be on the line
at Oshkosh '86. It's an AT-11 , the tacti-
Photo by Carl Schuppel
Owner Raybourne Thompson
beams from the left seat of the
195. He has over 2,000 hours in
his grand champion Cessna.
cal bombardier version of the Beech D-
18, and it will be the same version used
by the Nationalist Chinese, complete
with a gunner's position and a multi -
pointed yellow star on its side. Watch
for it. Too bad it won't have one of those
knobby cowls, though .
VINTAGE SEAPLANES
Courtesy of Ido Corporation
'Polar Star' transits Antarctica
November, 1935: American polar
explorer, Lincoln Ellsworth, and Herbert
Hollick-Kenyon, a Canadian pilot, make
a daring 2,300 mile flight across the un-
chartered Antarctic continent in a float-
equipped aircraft. The flight, the first
such in a single-engine aircraft, was
made in four stages, and entailed 22
days. Float gear made the journey pos-
sible by allowing water landings on the
rugged Antarctic surface. The aircraft:
Northrop Gamma 'Polar Star'. The
floats: Edo 67-9000s .
10 OCTOBER 1985
ReseIVe Grand Champion Antique
WACO QCF-2
Photo by Jim Koepnick
Jim Warren in his 1931 Waco aCF-2, NC11468, which was named Reserve Grand Champion Antique at Oshkosh '85.
by Gene Chase
Jim and Georgia Warren first at-
tended Oshkosh in 1980, parking their
Cessna 340 in the transit area. Like
most first timers, they weren't prepared
for the sight of acres and acres of
airplanes. They spent most of their time
in the Antiquel Classic area, not believ-
ing their eyes.
Meeting the people and seeing all
those beautiful restorations was a
phenomenal experience and before the
week was over, Jim said, "Georgia,
we're going to sell the 340 and buy an
antique!"
Back home in Denver, Colorado Jim
learned that a friend once owned a
Waco QCF-2 which he sold to a gentle-
man in Phoenix, Arizona. While being
ferried to its new home the plane was
badly damaged on its second landing.
The new owner disassembled the Waco
and trucked it the remaining distance to
Phoenix where it was restored to flying
condition.
In 1981 when the owner decided to
sell the plane, Jim Warren was first in
line and became the proud owner of
Waco QCF-2, NC11468, SIN 3541 . Al-
though the three-place, open cockpit
biplane was flyable, it was wintertime
and Jim chose not to ferry it back to
Denver. Luckily he was able to keep it
in the same hangar where it had been
residing until he wanted to move it.
Two factors in this decision were
Jim's brother living in Phoenix (a place
to stay) and the airlines feuding (fairly
cheap fares). Most of Jim's weekends
for several years and a lot of other
times, too, were spent commuting be-
tween Denver and Phoenix to work on
the Waco.
At that point in time the Waco had not
been restored authentically, so Jim and
his friend Glen Stiles removed the fabric
and began to make the needed
changes. These included reinstalling
the flight controls in the front cockpit
and changing the engine cowling to the
original type.
A set of original Waco wheel pants
were located but having been repaired
many times, they were useful only as
patterns. Exact measurements were
taken, a set of plans drawn up and new
pants were made using the original
gauge aluminum.
A problem was encountered here re-
garding the mounting brackets - they
had three different examples, all sup-
posedly original. Selecting the one they
thought was the best, they duplicated it
for mounting the new wheel pants. Later
Jim would totally rebuild and modify the
mounting brackets, feeling they were in-
adequate to handle the gaff of rough
fields.
Throughout the restoration, Glen and
Jim strove for authenticity, but some
changes were made for the sake of
operating the Waco in today's environ-
ment. For example, the original full-
swivel tailwheel was made steerable
and the Johnson bar mechanical brake
system was replaced with a set of
Hayes hydraulic toe brakes. Both of
these changes were made strictly in the
interest of safety because the Waco
should be operated mostly on hard sur-
face runways.
Some of the instruments are the orig-
inals installed at the factory while others
are duplicates of the originals. Jim
mounted a 720 channel (communica-
tions only) radio below the instrument
panel, with the external antenna
mounted on the fuselage bottom be-
tween ttle landing gear legs. He might
add navigation gear later, but for now
he gets along fine navigating by "Rand
McNally".
The fabric and finish is Stits all the
way. The colors are Pontiac Red and
Dakota Black. Waco customers could
choose any paint scheme and colors
they wanted and for $50 extra the gold
pin stripe would be added. NC11468
has this touch of elegance.
The 1931 QCF models were origi-
nally powered with the 165 hp Conti-
nental A-70-2 engine. The following
year the F models developed into the
UBF series powered with the Continen-
tal R-670 of 210 hp. The Warren's
Waco has this engine with a Curtiss-
Reed metal propeller. The metal prop
was a customer option with the wooden
Hartzell being standard equipment.
NC11468 was manufactured by the
Waco Aircraft Company at Troy, Ohio
on 8/15/31, one of some 31 Model
QCFs built. Its first owner, a resident of
Masssachusetts kept the plane for two
years, then sold it. The Waco then
changed hands several times before
being acquired by the government for
use as a trainer during WW II.
After the war it was declared surplus
VINTAGE AIRPLANE 11
PhotobyJimKoepnick
F Model Wacos are among the mosthandsome ofopen cockpit biplanes. They were
highlypopularinthe '30s and among themostsoughtaftertoday.
and sold to a man who used it as a
quite a lot of the work on their plane,
trainer in his civilian flight school. The
along with several friends, they credit
next owner used it as an aerobatic
Glen Stileswithdoingthemajorportion
trainer.
of the restoration. Most of this was ac-
Working itswayfrom the EastCoast
complished in Arizonawithsomeofthe
to the WestCoast it was acquired by a
final detailworkdoneinJim'shangarin
man who also purchased anotherQCF Denver.
foruseassparepartson NC11468.Jim
For Jim, 'the most fantastic experi-
recently located the surviving piecesof encein therestorationoftheWacowas
this "spare parts" Waco in a barn in
the people he metand the newfriends
Arizona.
he made. He said, "The camaraderie
AlthoughJimandGeorgiaWarrendid and type of people one meetsduring a
restoration project istremendous. It'sa
good feeling to be associated with
people of thatcaliber."
Jim also developed a profound ap-
preciation for the telephone system,
spending many hours "on the horn" re-
searching and seeking parts and help
in getting the Waco to its present pris-
tine condition.
Jim had absolutely no problemswith
the FAA in getting the QCF licensed
and after much harassment by friends
he climbed aboard for that first flight.
Everything was fine until he relaxed a
bit too soon after landing and dragged
an aileron. The plane didn't ground
loop, butenough damage was done to
the aileron that it had to be replaced.
The damaged control surface now
hangs in his hangar, appropriately in-
scribedwithgraffitibyfriendswhomake
sure he won'tforget the incident.
Jim says theplaneisan absolutede-
lighttofly and ittrimsoutnicelyhands-
off. He cruises it at 1850 rpm and 112
mph. Fuel consumption is 11 gph and
with its 40 galion capacity he could
safelyflythreehourswithacomfortable
reserve. But speaking of comfort, he
choosesto notexceed 2-1 12 hoursat a
time.
The stall characteristics are marvel-
ous with no tendency to drop a wing.
And ifthepilotgetsintroubledoingaer-
...notobyCarl Schuppel
Fiveyearsago, Georgiaand JimWarren flewtheirCessna340 PhotobyCarl Schuppe,
toOshkoshand vowedthey'dreturnwithan antique.Herethey Thegoldpinstripeseparatingthetwobasiccolorsaddsatouch
posewith theiraward winningWacoaCF-2. ofclass. In 1931 this "extra"cost$50.
12 OCTOBER 1985
Photo by Carl Schuppel
The Waco's rear cockpit instrument panel. Note racy five-piece windshield.
obatics, reducing the power and lower-
ing the nose allows the plane to recover
by itself.
The QCF is easy to land on grass as
it was designed to do, but it is short
coupled and with the narrow gear it can
be tricky on hard surfaces, especially
with a crosswind. Jim hangars the plane
at Denver's Centennial Airport (formerly
Arapahoe County), a controlled field
with three hard surface runways.
Jim notes that Denver's weather is
generally very good and he flies the
Waco every chance he gets. The plane
has navigation lights (no landing lights)
and he has flown it at night but he
doesn't make a practice of it. So far all
of his night landings have been due to
unexpected headwinds while returning
home on cross-country flights.
Jim's wife Georgia loves to fly, espe-
cially in the Waco, and he has been try-
ing to convince her to get her license.
She can fly straight and level and make
shallow turns fairly well and she navi-
gates on cross country flights. However,
she didn't make the flight from Denver
to Oshkosh '85 in the Waco due to a
bad case of bronchitis. They both
thought it best that she not spend
10-112 hours in the open cockpit, so she
traveled via the airlines.
Jim's friend, John Robbins, who had
seldom flown in light planes and never
in an antique, occupied the front cockpit
on the flight to Oshkosh. He was thrilled
to help Jim plan the flight and he did the
navigating enroute, never getting the
pair more than 20 miles off course -
not bad for a neophyte!
Their route took them from Denver to
North Platte, Nebraska and Sioux City,
Iowa for refueling stops, then on to
Charles City, Iowa where they RON'd.
When they crossed the Mississippi
River on the second day they picked up
a nice tailwind and averaged 130 mph
ground speed on the leg into Oshkosh.
Jim and Georgia really enjoyed show-
ing their Waco at Oshkosh and visiting
with so many people about it. They both
agreed that it's nice to be "on the other
side of the fence" for a change, provid-
ing something for EAA members and
guests to see. And they both were
mighty proud when their Waco was
named Reserve Grand Champion An-
tique at Oshkosh '85.
The Warren's 54-year-old F Model
Waco is definitely not a hangar queen
- they've put some 300 hours on her,
mostly on cross country flights in the
Midwest. And NC11468 is today, just
as she was in the '30s, a pert and racy
sportplane extraordinaire.
Editor's Note: Jim Warren (EAA
154193, AlC 9497) is a retired hospital
director who currently owns a manufac-
turing plant producing silicons and ac-
rylics used in the industry. He has also
invented a receiver for a light weight
pilot headset and a safety device called
the landing vest for protecting passen-
gers in off-airport landings. He and his
wife Georgia live at 3808 South Jas-
mine, Denver, CO 80237.
BOOK REVIEW
by Gene Chase
IT'S A FUNK! by G. Dale Beach. Sun-
shine House, 1985. 97 pages, 119
photos.
Like the author, I was awestruck the
first time I flew a Funk. I had heard
many glowing reports about the aircraft
and consequently was expecting a lot
on that first flight. I wasn 't disappointed.
Nor was I disappOinted in reading the
author's excellent account of the lives
of twin brothers Joe and Howard Funk
and the history of Funk Aircraft.
They designed and built their first
plane in a poultry house, with Howard
making the first flight of the new Funk
exactly six months after starting the
venture. The plane flew great with the
only disappointment being the 45 hp
Szekely engine.
When a friend suggested they re-
place the Szekely with a Model A Ford
engine and offered them one at no cost,
they immediately modified it to fit the
Funk. It outperformed its Szekely pre-
decessor and drew lots of attention at
the 1936 National Air Races at Cleve-
land when the WW I German air ace,
Ernst Udet put on an impromptu aero-
batic show in it.
The Model A Ford engine was the
second of many powerplants tried in
Funk aircraft with the final choice of
being the reliable Continental C-85.
This story details the development of
the plane, the company move from
Akron , Ohio to Coffeyville, Kansas and
includes aircraft specifications, restora-
tion details, a listing of current Funk
owners plus reproductions of company
ads.
The book is hardbound, with a 3-color
dust cover and 8-1 12 x 11 in size. It
would be a welcome addition to any vin-
tage airplane buff's library. Order from :
The Sunshine House, Inc., P. O. Box
2065, Terre Haute, IN 47802 for $19.95
plus $2.25 postage .


... -.
o.

!'"W- l -'f!-'
/' ' ..
M
VINTAGE AIRPLANE 13

By Dennis Parks
FLYING - 1912
About one dozen aviation journals
have had the title "Flying". The most
popular and longest running is the cur-
rent Flying started by Ziff and Davis in
1927 as Popular Aviation and now pub-
lished by CBS Magazines. The first to
carry the name was published in New
York in 1912.
It was founded, published and edited
by Henry Woodhouse. Mr. Woodhouse
was born in Italy in 1884 as Mario
Casalegno, and while traveling in
Europe he developed quite an interest
in aeronautics. His arrival in the United
States in 1904 coincided with a growing
demand for articles on aeronautics. Al-
most immediately he became a con-
tributor on aeronautics to magazines
such as Collier's and McClure's
Other founders of Flying were Robert
J. Collier, editor of Collier's Weekly and
Henry A. Wise Wood. As managing
editor, Woodhouse prophesied the de-
velopment of military aeronautics, the
employment of aeroplanes as mail car-
riers, and the development of the hydro-
aeroplane. As aeronautics was in its in-
fancy, fatal accidents numerous, and
the general public skeptical of the prac-
ticability of aviation, he w1:!il told he was
ahead of his time and th-at he should
suspend publication of his magazine.
Mr. Woodhouse lost his partners but
continued to publish Flying at his own
expense. His faith in aviation unabated,
Woodhouse started publ ishing an avia-
tion weekly, Aerial Age in 1915. (See:
"Vintage Literature, December, 1984).
He later authored a few books including
Textbook of Naval Aeronautics (1917)
and Textbook of Military Aeronautics
1918.
The first issue of January, 1912 had
54 pages, 8 articles, 9 full page draw-
ings, news from the Aero Club of
America, for which this was their official
publication, and over 30 photographs.
The lead article in the first issue was
"The Evolution of Aviation in 1911 " by
Mr. Woodhouse.
In this article he thought that the pre-
vious year had shown "tremendous de-
velopment" - better machines, abler av-
iators, bigger purposes, all in great vol-
ume, confirming the advent of aviation
as " . .. an industry." 1911 had seen
1 ,000 new pilots added to the 500 al-
ready certificated and these pilots had
made no less than 200,000 flights. Such
flights were being regularly made that
would have been a sensation the year
before - flights of 3 to 5 hours in dura-
tion at 8 to 1 0 thousand feet altitude.
The world record for duration had risen
to 447 miles and a little over 11 hours.
He saw as especially significant the
tremendous development in cross-
country races with about 30 being held
around the world. Some were the Paris-
Madrid race over the Pyrenees Moun-
tains, the Paris-Rome race over the Ap-
pennine Mountains, and the transconti-
nental flight in the U.S. of Cal ROdgers.
Also interesting was the increase in
passenger carrying flights. Roger Som-
mer carried 5 people on a cross country
flight and later carried 13 passengers
aloft for a gross weight of 1,439 Ibs. E.
Renaux carried a passenger with him
on a 1,073 mile circuit of Europe includ-
ing crossing the English Channel. All
quite remarkable when you realize avi-
ation in Europe was only on its third
year during 1911 . And on the soaring
front Orville Wright set a record flight of
9 minutes and 49 seconds at Kitty Hawk
in a 55 mph gale.
Stuart Benson had an article on the
first three years of the Gordon Bennett
International Aviation Trophy. The first
contest at Rheims in France was won
by Glenn Curtiss who covered the 20
kilometer course in 15 min. 50 sec. for
an average speed of 47 mph. The sec-
ond contest, held at Belmont Park in
New York, was won by Claude
Grahame-White in a Bleriot monoplane.
The distance had been increased to
100 kilometers and the winning speed
was 62 mph. For 1911 the course was
on the Isle of Sheppey, England. The
distance was now 150 kilometers and
Charles Weyman representing the Aero
Club of America won in a Nieuport
monoplane with an average speed of
78 mph.
Mr. Henry Wise Wood, one the
magazine's founders, had an article in
the first issue on marine flying. He be-
lieved that since Curtiss had put water
flying on a practical basis, enough had
transpired to "permit us now to form a
somewhat correct estimate of the pos-
sibil ities of the marine aeroplane." He
saw that there were two types of "hydro-
aeroplanes", those with double hulls or
floats and those that were single hulled.
He believed that development would
better follow the example of the boat
than the catamaran. That the marine
aircraft should not be a "floating aerop-
lane" but a "flying boat".
It was his opinion that a comfortable
"ai r-and-water", long-distance passen-
ger carrier was in sight and that the
world "may shortly expect to see arise
heavier-than-air structures that wi ll rival
the Zepplin in longitudinal di mensions,
and far surpass it in carrying capacity. "
Another article in the first issue was
a review of the third annual "Salon de
l'Aeronautic" held in Paris during De-
cember 1911. The author, G. F.
Campbell Wood, thought that the
exhibit gave a clear idea of the state of
the art of aeronautics. He said the show
not only revealed the expected prog-
ress in design and construction over
earlier shows, but that it stood "head
and shoulders" above previous shows
in its "practical " aspects. For the first
two years the craft displayed were
crude and the crowd mainly consisted
of curiosity seekers. By the time of the
1911 exhibit the idea of flying had be-
come familiar, the crowds were more
intellectual and the aircraft more practi-
cal.
He reported the show contained no
startling innovations, but also it con-
tained no "freaks", that the progress re-
vealed was of a sound evolutionary kind
rather than revolutionary. He remarked
on the tremendous stride forward in
workmanship and of sound design. It
was remarked that it "is of no secret to
state that but a few months ago the
machines of certain manufacturers . . .
revealed astonishing ignorance of the
primary laws of construction engineer-
ing ."
The above gives some idea of the
types of articles carried in Flying. Some
of the other authors in 1912 were,
Glenn Curtiss, Wilbur Wright, Grover
Loening, and Dr. A. F. Zahm. The jour-
nal provided thoughtful articles about
the state of aeronautics and contempo-
rary events in aviation. It did not cover
the technical aspects of design or
develop like other journals, but is very
useful in providing an overview of
events and trends in flying and aviation
until it ceased in August , 1921. The
EAA Library has a set covering 1915 to
1921 . The 1912 volume examined is
from the Engineering Library at Purdue
University.
a .
14 OCTOBER 1985
by George A. Hardie, Jr.
This twin-engine cabin monoplane
will probably be recognized by many of
our expert airplane watchers. It em-
bodied an interesting experiment in the
use of new materials and even by
today's standards, presents an attrac-
tive appearance. The photo was sub-
mitted by John Lengenfelder of Law-
renceville, New Jersey who says the
photo was taken in Princeton, New Jer-
sey in 1946. Answers will be published
in the January, 1986 issue of THE VIN-
TAGE AIRPLANE. Deadline for that
issue is November 15, 1985.
The Mystery Plane in the July, 1985
issue brought some interesting replies.
It is a Herrick Convertaplane HV-2A.
George Townson of Delran, New Jer-
sey writes:
"I must disqualify myself as a contes-
tant, as I flew this plane from 1937 to
1942. It was the invention of Gerard P.
Herrick (cousin of Ambassador Myron
Herrick who hosted Lindbergh in Paris)
and was designed by Ralph McLarren.
It was designed to fly as a biplane and
to fly as a gyroplane converting in flight
from fixed wing to rotary wing type. I
made approximately 100 air conver-
sions during the time I flew it. It now
rests in the Smithsonian's Garber Facil -
ity shops. "
William B. Nash of Fort Meyers,
Florida writes:
George Townson and the Herrick Conver-
taplane HV-2A in 1937.
"Your Mystery Plane in July was
called the Convertaplane. It took off as
a biplane and after airborne the upper
'wing' became a free-wheeling rotor and
the plane then flew and landed as an
autogyro. The rotor was released to ro-
tate by the firing of a cartridge with a
pistol grip at the edge of the cockpit.
The test pilot was George Townson,
Chief Mechanic for Richard Bircher,
who owned Boulevard Airport, Philadel-
phia. I sat in the cockpit of the Conver-
taplane when it was hangared there
when I was a CPT student at that air-
port. I'm sure it was a 'one-of-a-kind'."
Other correct answers were received
from John Eney, Doylestown, PA, Char-
ley Hayes, Park Forest, IL; Doug
Rounds, Zebulon, GA; Russ Brown,
Lyndhurst, OH and Norman Orloff of
San AntoniO, TX who also wrote:
"The unknown shown as the Cloud
Coupe on page 45 of the July 1985
issue of THE VINTAGE AIRPLANE ap-
pears to be a highly modified Velie
Monocoupe. The change appears to
consist of an added lower wing and a
modified gear to fit. "
References on the Convertaplane
are found in Walt Boyne's book The Air-
craft Treasurers of Silver Hill in Air
Trail's Pictorial for August 1950, and Air
Progress for 1953/54.
VINTAGE AIRPLANE 15
PERSONAL
GLIMPSES
OF
Story & Photos by F. J. "Buddy" Joffrion
(EAA 186296, AlC 7045)
83 Teardrop Court
Newbury Park, CA 91320
It would indeed require the pen of an
Emerson or a Montaigne to adequately
capture and portray such an outstand-
ing personality as General Jimmy
Doolittle. Such a task is beyond my
That famous profile of Jimmy Doolittle.
reach. Perhaps I can, however, sketch
a few personal glimpses that might give
some measure of insight regarding this
national hero. It would be folly to list his
many accomplishments or speak of his
enviable talents - these are known to
all. But, possibly, his dedication to prin-
ciple, his modesty, his humor - those
traits underlying his prodigious ac-
complishments, are not so well known
and might be of interest to our group.
Ten years ago, through a mutal
friend , I had the good fortune of meeting
the General. This mutual friend is Jim
Wheeler who flew for the General at
Shell Petroleum over a period of years.
The General, long since retired from
Shell at the time of our meeting, main-
tained offices at the Los Angeles loca-
tion of Mutual of Omaha, a company for
whom he presently serves as a member
of the Board of Directors.
When Jim Wheeler offered to take me
to lunch with the General, needless to
say, I was overjoyed. One seldom has
the privilege of meeting a lifelong idol.
I would be less than honest if I did not
confess to some degree of apprehen-
sion as this luncheon date drew near,
but my anxiety was without foundation.
When we were ushered into the Gen-
eral's office, I was greeted with such
warmth and cordiality that I felt I was
being received by a comrade of long
standing rather than making a new
friend.
We visited in the General 's office for
perhaps thirty minutes before departing
for lunch; and during this interval , I
thought I detected a trace of discomfort
each time I "sirred" him or addressed
him as "General ". My suspicions were
confirmed when we made ready to de-
part his office, because at this point he
cocked his head, smiled at me and said,
"My name is Jimmy." It has been thus
for these ten years, although I confess
that, for the first year or so, I felt I was
profaning deity each time I uttered
"Jimmy."
In keeping with the foregoing, I later
observed that his office door, his
stationery and his business cards all
bear the simple appelation, "James H.
Doolittle." His modesty forbids the use
Lt. Gen. James H. Doolittle (I) and Jim Wheeler. Photo taken at the dedication of the
Business Aviation Research Center at U. of Texas - Dallas, 3/15/83. Mr. Wheeler flew
for the General at Shell Petroleum for many years.
16 OCTOBER 1985
of titles, yet, if he so desired, he could
alsobeDr. Doolittle,sincehehasadoc-
torate in Aeronautical Engineering
(earned, not honorary) from MIT.
From this meeting ten years ago, a
warm and treasured friendship has
been extended to my wife and myself
by the General and his lovely wife, Joe
(that's the way she spells it). It sad-
dened us when they moved to Carmel
six years ago, but we still get to see
them occasionanllyeitherthere orhere
in Los Angeles.
Our most recent visit to Carmel was
last May when we drove up for abrief
stay. Upon pulling into the Doolittle
driveway, the first thing that caughtmy
eye was the new and unusual license
plategracingtherearoftheircar. There
were no numbers on this plate,merely
the words, "Congressional Medal of
Honor." By the time we had gotten out
of the car, the Doolittles had come out
to meet us; and, after the usual
amenities, Isaid, "Jimmy,whendidyou
get those license plates? I've never
seen anylikethatbefore."Hisresponse
was,"Well, I've hadthemforsometime,
but Ijustcouldn'tbringmyselftoputting
them on the car - it seemed a bit
'showy'to me. Then, one dayrecently,
an old friend was over, and he told me
that he thought I was wrong in not
proudly displaying any honor that my
country saw fit to bestow upon me. I
thought it over and the same day Iput
the plates on the car."
The nextmorning Iwas drivingto my
office in Monterey when, all of a sud-
den, I saw the flashing red lights of a
policecardirectlybehindme.Obviously
Iwas theirtarget, even though Iknew I
had not been speeding. Ruefully, I
pulled over to the curb and while Isat
there ponderingmyfate, the twoyoung
policemen came running up to my car.
The lead one said, "Sir, we apologize
for bothering you, but we saw your
license plates and just had to shake
your hand." The General went on to
say, "If I had known that those plates
could mean so much to others, Iwould
have put them on the car a long time
ago.
The demands upon the General's
time are so extensivethathe has been
forced to limit appearances to charita-
ble, civic and patriotic functions, but
thesetakehimallover theworld.Attest-
ing to his generosity is the fact that he
has never accepted honorariums. For
that matter, his Air Force pension has
always been assigned to an Air Force
charitable fund.
His spontaneous sense of humor is
always near the surface and would be
the undoing of the unwary were it not
for that mischievous twinkle that lights
his eye and invariablygives warning of
that which is about to come. One day,
Iasked him about his grandson who is
atest pilot at Edwards Air Force Base.
JimmyandJoeDoolittlewithauthor"Buddy"Joffrionpeekinginfromrightsideofthe
photo.
His response was, "Well, as you know,
Iwas an engineering test pilot, my son
was an engineering test pilot and now
my grandson is an engineering test
pilot. It's just damned discouraging to
realize that in three generations, the
Doolittles have gone nowhere!"
Ihopethat these littlecameos reveal
something of the lesser known factors
that go into the making of ahero.
Letters To Editor
Hello Vintage Airplane,
Your publication, along with SPORT
AVIA TlON are favored reading each
month. My husband and Iare the fond
owners of a 1946 Aeronca Chief 11BC
andthebuilders-in-progressofNatPuf-
fer's Cozy design. We live, eat and
breathe aviation.
I was totally delighted by your new
antique/classic emblem and believe it
is much more discernible.
Enclosedfind$2.00cash. Pleasefor-
wardadecalofthenewemblemforthe
window of my auto.
Thank you,
Trisha and Ronald Lorimor
(EAA 183797, AlC 8457)
P.O. Box 23253
Tucson, AZ 85734
Dear George,
Iknow that the deadline has passed
for identification of the Mystery Plane,
butI'vebeen awayon atripand I'mjust
getting caught up on back correspon-
dence.
Whatever you do, keep those mys-
teries coming.It suredoesalottoclear
awaythecobwebs. Iam sendingunder
separatecoveracopyofmylatestOX-5
Aviation Pioneers, Southern California
Wing Newsletter "Tale (sic) Winds" for
your amusement.
Cheers,
John F. Clark
(EAA 177342, AlC 7180)
1480 Casa Grande Street
Pasadena, CA 91104
VINTAGE AIRPLANE 17
W6LCOME NEWMEMBERS
The following is a partial listing of
members who have recentlyjoined the
EAA Antique/Classic Division. We are
honored to welcome them into the or-
ganization whose member' s common
interest is vintage ai rcraft. Succeeding
issues of THE VINTAGE AIRPLANE
will contain additional listings of new
members.
Kahl ,William E.
Liverpool, NewYork
Maskell, R. T.
Kamloops,British Columbia,Canada
Bradt,Jim
Cedar Falls,Iowa
Polovick, Kevin S.
Sayer,Pennsylvania
O'Leary,Richard P.
Benton Harbor,Michigan
Cox,JohnD.
Kearney,Missouri
Ladage,Terry
Champaign, Illinois
Malavolti,George
DeWitt,Iowa
Allison,ThomasJ.
Washington,DC
Hardy,Jack
Eliot, Maine
Wittstock,Duane
Urbandale,Iowa
Rubin, Fred E.
CrystalRiver,Florida
Cartwright,Jack
High Point,North Carolina
Rucker, WilliamC.
Southlake,Texas
Kirkpatrick, Ray M.
Dallas,Texas
Aukes,Greg
Perry,Arkansas
Gorecki,Albert
Milwaukee, Wisconsin
Wheeler, LyleD.
Sarasota,Florida
Kiger, Jim
Fremont,Cal ifornia
Coffey, Peter
Houston, Texas
Frederick, Richard A.
Houma, Louisiana
Lutz, Daniel
Bethalto,Illinois
Mitchell,Sharron
Pewaukee,Wisconsin
Kress, Leonard A.
Jacksonville,Florida
Mueller,JohnF.
Toledo,Ohio
Dixon, Robert E.
West Bloomfield, Michigan
Poplawski,DavidJ.
Barre,Vermont
Mastrianni, Robert
Plainville, Connecticut
Hyde,JohnB.
San Leandro,California
Broadfoot,JohnT.
Kihei ,Hawaii
ZweigIe, Dennis, R.
Morgan City, Louisiana
Emmerich,James
Antioch, Illinois
Peddie, RodmanS.
Houston,Texas
Neidinger,RobertJ.
Naperville,Illinois
Hickox,Dean
Wasilla,Alaska
Friess, GeorgeW.
Lakewood,California
Bateman, RobertS.
River Ridge,Louisiana
Sures,Charles
Bethesda,Maryland
Henry,J.W.
Sanger, Texas
Leonhardt,William H.
Lincoln,Nebraska
Korwin, PeterC.
Bismark,North Dakota
Glossenger,Dale
Edwardsburg,Michigan
WhitelyIII, GeorgeH.
York, Pennsylvania
Nielsen,AllenJ.
Avon,Ohio
Goodwin,Greg J.
Porter, Texas
KaiserJr.,John
Kohler,Wisconsin
Walker, WilliamG.
Madison,Wisconsin
Holden,Stephen A.
Saudi Arabia
Jacobs, William M.
Columbia,Missouri
Johnson,Jeff
Miami, Florida
18 OCTOBER 1985
, I y p e ClubActivities
<lEI,. pi'
We received the following announce-
ment at EM Headquarters from Larry
D'Attilio and Pam Foard (EAA 150262,
AlC 8265) of Brookfield, WI:
"In view of the greatness of low wing
Bellanca aircraft and their lasting qual-
ities it seems high time that a national
type club for Bellancas be organized.
"One way or another we are going to
make sure that a Bellanca newsletter is
published on a reliable basis so that all
of you have a means to communicate
your ideas and experiences to each
other. One example of how important
this is comes from our own experience
restoring our Cruisair 14-13-3. We were
contacted by Tom Treue of McAllister,
Oklahoma after he read an article about
our experiences in EAA's THE VIN-
TAGE AIRPLANE magazine, March
1985 issue. Tom is in a similar situation
and state of restoration and has shared
his experiences with us, which has
been very helpful.
Whether you just fly a low wing Bel-
lanca or have a 5-year project on your
hands we think a type club and newslet-
ter would be of great value to you.
"So please, write or call us leaving a
telephone number on the answering
machines if we are not in. And, please
spread the word to other low wing Bel-
lanca enthusiasts. "
Lawrence D. Attilio and Pamela B.
Foard, 1820 N. 166th Street, Brookfield,
WI 53005, 414/784-0318 (business),
414/784-2129 (residence) .
"tIlHATIO-\,
~ -1(
180
185
CLUB
INC,
The International Cessna 180/185
Club's Annual Convention at Boise,
Idaho July 18-21, 1985 was a grand
success. Over eighty aircraft partici-
pated, the largest group in the club's
history.
Activities included fly-outs to wilder-
ness strips, and thanks for Dennis Sci-
fres' foresight and thorough pilot brief-
ings, there were no problems encoun-
tered with the large numbers of aircraft
going from one strip to another in the
Idaho back country.
A first at this Convention was the at-
tendance of three club members from
New Zealand. They went on to Osh-
kosh, Wisconsin afterward to attend the
33rd Annual EAA Convention.
The speaker at the evening banquet
Complied by Gene ('hase
was Mr. Thompson who was a test pilot
for Cessna when the 180 was de-
veloped. He gave a fine talk about how
the plane was conceived, developed,
tested and marketed.
For information on the International
180/185 Club, Inc. contact the Presi-
dent, Charlie Bombardier, 4539 N. 49th
Avenue, Phoenix, AZ 85031. Tele-
phone 602/846-6236.
The following article appeared in the
July-August 1985 issue of "Short Wing
Piper News", the bi-monthly newsletter
of the Short Wing Piper Club, Inc.
Self Refueling
"We are always looking for a way to
do a difficult task. Some people find
easier solutions than others. AI Moyer
of Columbus, Ohio called to tell us of
his system of fueling his 1953 PA-22-
135. AI has a Petersen STC and burns
leaded auto fuel.
"He purchased three 'Jerry' cans
which are painted inside to prevent rust,
and uses the cans to transport the gas
from the filling station. A strip of foam
rubber is placed on the wing, next to the
tank filler opening, and a piece of an old
rug is laid on the foam. The gas can is
then set on the foam. A Kerosun heater
siphon pump, which costs $2.95,
pumps the gas out of the 'Jerry' can at
a rate of five gallons in 3 min. , 20 sec.
It only takes a couple of squeezes on
the pump to get it going.
"AI purchases a waterl fuel separator
funnel from Aircraft Specialties for
$9.95. The screen in the funnel is so
fine that it not only stops solids, but also
water from going through.
As a precaution, AI pulls the plane
out of the hangar before refueling. The
most difficult part of the operation ac-
cording to Moyer, is lifting the can full
of fuel to the top of the wing. The rest
of the work is duck soup.
"The money AI invested in the STC
and his refueling equipment amounted
to about $155. He figures that he is sav-
ing $7.04 per hour by using leaded fuel
instead of av-gas and also comments
that since it costs less to fly, he is flying
more. Using the Kerosun siphon pump
is simple and there is no danger of spil-
ling fuel, and best of all, if you already
have some good clean fuel cans, and
some padding materials to protect the
wing, you can set up your own filling
station for less than $14. Since we short
wing pilots believe in the motto 'cheap
to keep', this is another way we can
save money."
For information on the Short Wing
Piper Club contact the membership
chairman, Larry D. Smith, Route 11 ,
708 West Annie Drive, Muncie, IN
47302. Telephone 317/289-5487 even-
ings.
AMERICAN BONANZA SOCIETY
A simple method of mouse-proofing
an airplane was described by club
member E. A. Gubser in the August,
1985 issue of the American Bonanza
Society Newsletter. Mr. Gubser has
used this effective method for many
years and it takes only a minute or two
each time the plane is hangared.
He uses three pieces of galvanized
sheet metal such as that used for heat-
ing duct-work about 12" diameter and
8" wide that is crimped on each end (42"
long x 8" wide when laid flat) . This is
then placed around each wheel and the
crimped ends hooked together.
These metal "circles" resting on the
floor around each wheel form an effec-
tive barrier to the entrance of the most
energetic rodent, and the method is
much simpler than mouse-proofing all
the holes.
For information on the American
Bonanza Society, contact Cliff R.
Sones, Administrator, P.O. Box 12888,
Wichita, KS 67277.
The American Air RaCing Society has
added two more plan sets to their im-
pressive list of available 3/4" scale
drawings of historic racing aircraft.
These are: RP 42 Howard "Ike" - "Mike"
Combo and R P 43 Caudron 460 (1936).
They also carry some 1/2" scale draw-
ings.
The American Air Racing Society is
dedicated to the research and preserva-
tion of the true history, facts and figures
of the "Golden Age of Air Racing (1929-
1939)."
For additional information on the
AARS contact Rudy Profant, 4060 W.
158th Street, Cleveland, OH 44135.
VINTAGE AIRPLANE 19
I
The Great a c e ~
by John L. Polando
(EAA 167948)
265 Mill Road
East Sandwich, MA 02537
have always been convinced,
throughout my lifetime, that things are
black or white, right or wrong, you win
or you lose. Things are not gray, you
cannot be half right , and to be an "also
ran" is failure. Based on this premise, I
lost the Great Race of 1934, but, in
truth, did I? In retrospect I gained far
more than I lost although it has taken
me almost 50 years to come to this con-
clusion. What I lost was face and
money, and, of course, a little time.
What I gained was a unique experience
and a great adventure and I would love
to be able to do it all again.
In October 1934 I was one of the par-
ticipants in the famed MacRobertson
Trophy Race from Mildenhall , Suffolk,
England to Melbourne, Australia. As I
am sure you are aware, it was a cele-
bration commemorating the centennial
of Melbourne. Everyone who was any-
one in the aviation world was involved,
or tried to be, making this the most pre-
stigious race ever to be held. For all but
the Dutch pilots, even the names and
many of the cities and countries on our
intinerary were strange and exciting to
us. KLM was already flying to Australia
at that time on a limited basis.
It must have been early in the sum-
mer of 1934 when Jack Wright con-
tacted me with his proposition. The de-
tails had not yet been worked out but
the tentative plan was to have the City
of Utica, New York underwrite Jack's
expenses and the service clubs and
Chamber of Commerce of Lynn, Mas-
sachusetts agree to back me. How Jack
decided to ask me to go as co-pilot and
engineer I don't really remember, but
the fact that I had made the trip with
Russell Boardman in 1931 to Istanbul ,
Turkey from Floyd Bennett Field in New
York and the fact that the City of Lynn
was willing to take a gamble on me was
probably the deciding factor. Jack and
I had met in 1931 when Russell and I
were still at Roosevelt Field but we had
certainly not kept in touch since that
time.
The plane we would fly was a clipped
wing Lambert Monocoupe with a 145
Warner engine. She was small , sleek
and fast - a really nice little plane and
quite capable of winning if we were
lucky. We would carry fifty gallons of
fuel since an extra tank had been
20 OCTOBER 1985
placed behind the cockpit. All in all , the
possibility of winning the $25,000 prize
looked entirely feasible and I lent myself
wholeheartedly to the project.
There was one thing that bothered
me, however, as the summer wore on
and that was a lack of communication
and coordination. We had little time to-
gether until the last month or so when
we made personal appearances in the
theatres in Utica and Lynn attempting
to raise money for our trip. I assumed
that all preparations and plans were
being handled efficiently and well at
Jack's end of the line - after all , it was
his project originally. Surely one would
not invest the time and money and not
be properly prepared for such an ardu-
ous journey.
I assumed others things, too. I was
lead to believe that Jack owned the
"Baby Ruth" which turned out to be far
from the truth . In 1931 Russell
Boardman and I worked diligently on
every detail of our proposed long dis-
tance flight. We had taken navigation
lessons. We had spent untold hours
pouring over charts and mapping our
proposed route. We had checked con-
sumption. We had done everything as
thoroughly as we knew how and we had
done it together. This time things would
be different.
On October 5, after seemingly end-
less complications over accommoda-
tions, passports, the safe stowage of
the little "Baby Ruth" on the deck of the
S.S. Olympic, we departed. We had
supervised the hoisting of our plane by
a crane and observed her being placed
aboard close to the Gee Bee QED and
a Waco that was bound for Kenya. Pre-
cautions were taken by coveri ng the en-
gine with a canvas cover to keep the
salt water out of the working parts.
After the commotion subsided some-
what and the tugs headed back in New
York harbor, we finally ret ired to our
tourist class stateroom. Awaiting our at-
tention was a small pile of luggage and
a large bundle of letters that we had not
had time to open. After stowing away
my clothes, I tackled my unopened cor-
respondence. I discovered that Jack
Wright actually owned only a very, very
small percentage of the Monocoupe.
The bulk was owned by a bank, the
builder and there were notes outstand-
ing to lots and lots of other creditors. In
fact , our departure from New York had
been financed by a quick loan from a
friend of a friend - the local Coca-Cola
salesman. Also, someone was going to
have to come up with $420.00 when we
arrived in Southampton or we would be
unable to debark.
Our great adventure was off to a
rough start. Then, to top it all off, before
we were even out of sight of land, Jack
started to cry - he was homesick and
said he should never have left his fam-
ily. What an unpropitious beginning for
a venture of any kind but most particu-
larly when our lives were at stake. For-
tunately, a good friend of mine, Bill
Bowen, had joined us for the trip over.
He was a parachutist, he had a little
money and some time to spare so he
went along for the ride. Bi ll was en-
dowed with a great sense of humor and
it was he who put our problems into per-
spective - more or less. He was the
one who cracked the jokes when things
got too serious and it was he who
Jack Wright with the clip-wing Monocoupe 110 Special, NR501 W, SIN 5W47. Power was
a Warner Super Scarab, 145 hp.
played the jester in our hour of need,
bless his heart.
One other aspiring aviator was
aboard the S.S. Olympic, Jacqueline
Cochran, but she was traveling first
class, of course, so we never laid eyes
on her. We did see Ed Granville and
Wes Smith, both of whom I had known
for sometime and who were members
of her party. In fact, Ed put a radio and
landing lights on the QED enroute to
England.
Needless to say, when we arrived in
Southampton the money was there and
our plane duly off-loaded onto a barge.
From there she was placed on the dock
and then towed up the street to a small
field connected with a school in Hum-
ble. We flew from there directly to Mil -
denhall. We had an excellent tailwind
and made exceptional time . One man
wrote that, based on our flight of ap-
proximatley 100 miles in an about hour,
that we just might win the race.
The days that followed were filled
with briefing sessions, teas, dinners,
parties, more teas and more briefings.
The rules for the participants were very
strict. This was not a stunt. No airplanes
were permitted to take part unless they
met all of the criteria as to weight, ca-
pacity, etc. and although the number of
members in the crew were not
specified, the pilot in command at take
off at Mildenhall was to be serving in
that capacity when they touched down
in Melbourne. Jack Wright was our
P.I.C.
Much to our disappointment, the
"Irish Swoop", a Bellanca aircraft, was
scratched at the eleventh hour over a
dispute on fuel capacity. The Irish had
been most hospitable to everyone and
they were well-liked by all but the
British. Their hospitality tent had been
removed from the field and placed
across the road on a farmer's property
at the demands of the Race Committee.
The day before we departed King
George V and Queen Mary motored
over quite unexpectedly from Newcas-
tle to wish us all God speed. They were
joined shortly after by the Prince of
Wales who flew in to speak and shake
the hand of each of us who was in the
race.
There were, in all, 64 entries from
thirteen countries at Mildenhall. Of this
field only twenty were on the starting
line at dawn on the morning of October
20, 1934. All three of the American con-
tenders were certified - Clyde
Pangborn and Roscoe Turner, Jac-
queline Cochran and Wesley Smith,
and Jack Wright and I.
The first departure had been drawn
by Jimmy and Amy (Johnson) Mollison.
Jack and I departed in our assigned
time slot at 6:36 on the morning of the
20th, leaving behind a throng of some
braved the chill of the early morning to
come and see us all off.
The first leg of our journey was to
Marseilles, France, but we were obliged
to land in Lyon for fuel. The weather
was marginal. To top the overcast we
would have had to go to 10,000 feet
and there we could have had a problem
with icing. After Lyon, however, we
began to experience better weather
and, by the time we got to Marseille, it
was clear and beautiful. We checked
in, gassed up again and headed for
Rome. Our time had been good and you
couldn't have met two happier guys, for
the "Baby Ruth" was purring like a kitten
and we were making very good time.
On our arrival in Rome we checked
in with the race officials and headed for
our hotel. The Race Committee had ar-
ranged for accommodations for use for
the entire journey so that there would
be no problems with rooms and, proba-
bly, so they knew where we would be
staying. In Rome, they had chosen a
very beautiful, first class hotel the name
of which now escapes me. I will never
forget the reception we got. The desk
clerk was misled by my Italian name
and greeted us in his native language.
He was most cordial and accommodat-
ing to us as he rattled on at length. We
acknowledged his discourse as best we
could. By the time the bellhop had
shown us to our room, Jack and I could
hardly contain our laughter. Neither one
of us had understood even one word.
Until this time I don't think either one of
us had given much thought to the prob-
ability of having a problem communicat-
ing but we were to learn the error of our
ways before too long.
After a quick shower, a shave and a
change into a clean shirt, Jack and I
headed for the dining room . We were
still wearing the same trousers and
sweaters in which we had arrived, for
our wardrobe, if you could call it that,
consisted of bare essentials like a few
clean shirts, underwear and socks plus
a toilet kit. The dining room was gorge-
ous. The tables were set with flowing
damask cloths, silver and crystal. Flow-
ers were everywhere and the place was
crowded with men in tuxedos and ladies
in long gowns. We did our best to be
inconspicuous but our efforts were fru it-
less and we dined in all that splendor in
sheer agony. I hope never to be so mis-
erable over a dinner again in my
lifetime.
We departed early on the morning of
the 21 st from Rome headed to Athens.
Here we encountered a minor problem.
We were about 100 miles west of
Athens when our fuel gauge indicated
we were nearly empty. Forced landings
were certainly not uncommon so we
selected a relatively flat open field and
set the Monocoupe down gently. The
field was deserted when we landed but
in less time than it takes to tell it, it was
packed with peasants of all ages.
Everybody flocked to the grain field to
take a closer look. Langauge, again,
was a problem, but fortunately not for
long. A young man in a delapidated
truck turned out to be a quick study. He
started up his vehicle and bumped out
of sight only to return a short time later
with ten gallons of petrol. Meanwhile,
we had tried to talk to the crowd which
surrounded us but found that only our
Cigarettes were a common bond and,
by the time we got the gas, we had
every cigarette snatched from us by
young and old alike. We had been busy
all the while trying to keep the people
fifty thousand spectactors who had
Illustration of the Air Race Route.
VINTAGE AIRPLANE 21
process of alerting the various embas-
sies of my detention and enlisting their
assistance in getting me freed. In the
The Great a c e ~ meantime, he dined handsomely and
enjoyed the champagne and comforta-
from climbing on the "Baby Ruth". I
found myself shouting at them in an ef-
fort to make them understand that they
were doing damage to our prized plane,
but they were unimpressed and un-
moved. We were very much relieved to
finally take off again for Rome before
more trouble developed over the tram-
pled grain field we had inadvertently
caused.
Avignon to Athens, for that was the
town where we had been forced down,
was a breeze. We made it in an hour
and ten minutes and the weather was
great.
We spent the night in Athens, depart-
ing the morning of the 22nd on the next
leg of our journey. This part of the trip
proved to be a revelation . I did the flying
for the entire distance to Cypress for I
discovered that Jack did not like flying
over water. How he had planned to
make it to Australia without flying over
large bodies of water is a mystery to
me. After flying the Atlantic in 1931 , I
don't make it a practice to fly over water
if I can avoid it but, under these cir-
cumstances, what is one to do? Any-
way, he sat and fretted, chewing his
fingernails and spitting them on the floor
of the cockpit the whole way. By the
time we landed there was nothing left
to bite.
So far we had enjoyed the facilities
of good airports. Marseille, Rome and
Athens were all modern and up-to-date
facilities. Cypress was a bit different. It
was a grass field and we were refueled
from gas drums. Subsequent stops
would offer no better fields but we would
be gassed by trucks at most of them
instead of the drums.
Now we were headed for Alleppo,
Syria where we began to experience
the intense heat that was to be our con-
stant companion and eventually our un-
doing.
We remained overnight in Alleppo,
then on the morning of the 23rd headed
for Baghdad. Stretched beneath our
Monocoupe was desert as far as the
eye could see. Clusters of trees dotted
the sand sparsely, but mostly it was just
burning sand everywhere. Neither Jack
nor I, nor the "Baby Ruth" were pre-
pared for the waves of scorching heat
that we were experiencing.
After a flight of four hours and ten
minutes we arrived in Baghdad. By now
our engine with its NACA cowling was
just beginning to show signs of over-
heating. I was reluctant to admit that
she was laboring a little and that there
was little if anything that I could do
about it. We took off on the continuing
leg of our journey, but 3-1 12 hours later
we were forced to land in the desert a
22 OCTOBER 1985
mile or so out of a town called
Mohomerah.
We had some anxious moments
there because we did not know how soft
the sand would be. If it was deep sand,
we would nose over so we set her down
very carefully. Much to our delight, the
sand was baked hard by the blazing sun
so our fears were needless. Off in the
distance we could see the tufts of trees
and the mud dwellings of town so, impa-
tient as always, I climbed out and
started to walk toward the village. I re-
member well how hot sand burned the
soles of my feet right through the shoe
soles.
I had not gone very far when I was
joined by two natives dressed in caftan
robes and bearing old rifles with rusty
bayonets. I spoke to them as they ap-
proached but got no reply, just an escort
on either side of me as I continued to
walk toward the settlement. Here I was
shoved into an enclosure with four
walls, no roof, no windows, only the
opening through which I had entered.
Posted at that opening was one of the
men who had conducted me there. For
24 hours I was to remain in the enclo-
sure without water or food. No one
spoke to me in spite of my attempts to
get help. There were some men in uni-
form from whom I hoped to at least get
water but they too ignored my pleas.
My error, I was later to learn, had
been in leaving the plane. Trespassing
is forbidden and we had violated the
law. Jack fared better than I. He had
remained in the Monocoupe and a short
time after I had gone, an over-sand ve-
hicle from one of the many oil outposts
picked him up and took him to their
compound. Here he started the slow
ble beds of his hosts who were de-
lighted, I am sure, to have someone so
recently in England with whom to gos-
sip. As for me, I wasn't particularly af-
raid of the shabby rifles that my captors
had, but I was terrified of the rusty
bayonets so I did nothing to aggravate
an already touchy situation.
I was detained, as I said, for approx-
imately 24 hours. When I was finally re-
leased we discovered that our problem
had been an air lock caused by a
standpipe in the fuel tank. I was able to
clear it so we then headed for an RAF
Base near Basra where I removed the
gas tank and lowered the offending
standpipe. The motion of the fuel over
the pipe had caused it to suck air be-
cause it was too high.
Our problems at Mohomerah were
just the beginning. By now we knew that
we were in for more trouble. The snug
fitting cowling, which could not be re-
moved, and the excessive heat of the
desert were rapidly burning the valves.
When you propped it on the ground, you
could hear all seven cylinders hissing,
and the blistering heat persisted.
The "Baby Ruth" hissed into Bushire,
to Jask, to Karachi , to Jodphur, to Al-
lahabad and, finally, reduced to 100
mph, we brought her to rest on the dusty
Dumdum Airport in Calcutta on October
28. We had made our last stop.
Thoroughly tired, discouraged, hot,
dirty and broke, Jack and I checked into
our assigned hotel , the Grand Hotel , to
await money to get us home. Requests
to both Utica, New York and Lynn, Mas-
sachusetts brought rather unsympathe-
tic responses of no funds. The hotel
was most considerate. They recorded
all our purchases of meals, Cigarettes
John Polando (L) and Jack Wright take a lunch break while their Monocoupe is being
fueled.
and drinks on small chits of paper which
they strung on a cotton string. Other
than our credit, we had practically noth-
ing. We washed our own underwear
and socks in the wash basin. We were
invited to parties but had to borrow
clothes since we had none. All in all , it
was miserable.
Somehow Jack became acquainted
with an Assam tea merchant. Between
the two of them they got the needed
parts, did some hasty repairs on the
"Baby Ruth" and flew her back to Eng-
land on November 8 . Here, Jack's luck
not having improved, they landed, of
necessity, in a tiny field. They were un-
harmed but the Monocoupe had to be
towed away since . the field was too
short for take off.
For me it was late in November be-
fore I managed to get it all together.
Passage had been arranged on the
Maidan where I was to be logged as an
oiler. I would not work my passage but
would be so listed. I checked out the
vessel. The captain was most gracious.
His quarters were fine, the quarters I
would be assigned were satisfactory,
but then they showed me the crews
quarters. They were dreadful and the
crew itself looked like a bunch of cut
throats. The deciding factor, however,
was that the passage would take 65
days. That definitely was not to my lik-
ing.
Finally, in desperation, I wired my
good, trusted and generous friend Earl
Boardman. He was bear hunting when
my message arrived but instructed his
office to send me a draft on the Chase
National Bank for a thousand dollars.
With funds, I settled my bill with the
hotel and said good-bye to my newly
found friends. On November 22, I
boarded the Imperial Mail Train bound
for Bombay. Here I got aboard the "Vic-
eroy of India" on the 24th bound for Mar-
seille via the Suez Canal. We docked
December 7, I entrained for Paris,
where I remained one night, then off to
Cherbourg where I caught the "Bremen"
for home. This time there were no ticker
tape parades, no autographs, just the
keen disappointment of not having suc-
ceeded. Not only had I not been suc-
cessful , I had incurred what appeared
to me to be a very large debt.
As I said before, I am among those
who see things as black or white, you
win or you lose. Thence, I put the Race
down as a dismal failure and got on with
my life trying to forget or ignore the
period from August to December 1934.
However, this was not to be. In June
1983 I was contacted by the NOS Dutch
National Television requesting an inter-
view about my part in the Mac-
Robertson Trophy Race of 1934. They
were in the process of making a
documentary in conjunction with KLM,
which was to be released in October
1984. I had the distinct pleasure of
meeting the producer, cameraman,
soundman and the young lady who first
called me in Norfolk where they had lo-
cated a DC-2 to recreate the epic flight.
I was informed that there are only seven
pilots still living who took part in the
race. Of that number, I am the only per-
son still flying commercially.
They kept me apprised of their prog-
ress on the film. I was sent pictures of
the DC-2, the "Uiver", as she underwent
the necessary restoration before her
departure from Mildenhall , England, on
December 18, 1983. I also have films
of her successful touchdown in Mel-
bourne, Australia in February 1984.
I think perhaps I have mellowed with
age. From where I now stand, the Great
Race was just that. I contributed the
very best I had and I did not succeed.
It was, nevertheless, a truly marvelous
experience. I attempted to "hitch a ride"
on the "Uiver" when she retraced my
steps of 1934, but it could not be ar-
ranged. If, however, someone should
say "John, how about trying it again?"
My answer would still be, "When do we
start, I'm ready. "
Editor's Note: While this article was
being prepared for publication we
learned of the death on August 13 of
John L. Polando. He would have been
82 on September 6. We extend our
deepest sympathy to his family and
many friends .
CALENDAR
OF EVENTS
OCTOBER 3-6 - FOUNTAINHEAD, OKLAHOMA - 10th Annual
Convention of the International Cessna 120/140 Association. Con-
tact : Carl Atkinson, McAlister, Oklahoma.
OCTOBER 3-6 - EUFALA, OKLAHOMA -10th Annual Convention
of the International Cessna 120/140 Association at Fountainhead
Lodge, Lake Eufala, 55 rniles SSE of Tulsa. Contact: Carl Atkinson,
918/426-1897.
OCTOBER 11-13 - CAMDEN, SOUTH CAROLINA - EAA Chapter
3 Fall Fly-In. Contact Henry or Pat Miller, 919/548-9293.
OCTOBER 17-19 - LOS ANGELES, CALIFORNIA - OX-5 Aviation
Pioneers National Reunion, Governor' s Conferences, National
Awards and Hall of Fame Induction Ceremonies at Airport Hilton
Hotel. Contact : Oliver Phillips, 10405 West 32nd Avenue, Wheat
Ridge, CO 80033, phone 303/233-5905.
MARCH 16-22 - LAKELAND, FLORIDA - Sun 'n Fun '86. Contact:
Sun 'n Fun Headquarters, 813/644-2431 .
STATEMENT OF AND CIRCULATION
VnrrAGE AIRPLANE a 10 I,l, 1.1, I, I, I S.p', 10. 1985
Monthly
AN"fUAllV PRICE
12 S18.OO
3 ... NO OF ISSUES SUBSCRIPTION
3000 Paberezny Road, Oshkosh. WI 54903-3086
1000 Poberezny Ro.)d, Os hkosh, WI 54903-3086
6. fUll NAMES .... ND COM"lUE "' A'lING"'OOF1f.SS Of PUBLISHER, EDITOR. AND MANAGING EDITOR (1)0"".... MUST
Paul H. Pobere:z:ny. WitUllan Airfi e ld, Oshkosh, WI 54903-3086
Gene R. Chase. WitUlan Airfield, Oshkosh. WI 5490)-3066
Mary Jones, I'.irfield, Oshkos h. WI 54903-]096
1 OWt<R IIf"_' " " ..... 1.. __' ."".<H.. ...wll .. . ..""."".0/.., ,............ ,n,. ...""., ..... ."".<Jd'_.. "I."'dlt<>ld."
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....w............ t,. .. ...o"'_.."-.I .. _ .... . ""'odd.......u.. 6 . ... '1d I (/,-. "'w" 6' '''''''''. ,Id ,
fUll NAME
EAA Anti ue Classic Division 3000 Pober-I!!zn Road
Oll hkosh WI 54903-3086
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... MOUNT Of BONOS. MORHiAGES OFI Olli ER SEC1..IAITIS /It ... . ...." _. '" .....,
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VINTAGE AIRPLANE 23
1932 Kinner-powered Fleet 9, NC66V, SIN 508 owned by Wayne
Edsall (EAA 187214, AlC 7085), Bozeman, MT.
1931 Student Prince, N10686, SIN 103. Owner Bryan R.
Martell, Port Townsend, WA said the flight to Kalispell
was the longest cross-country for him in this plane.
Ranger-powered Fairchild 24 in British military colors.
24 OCTOBER 1985
1945 Beechcraft D17S Staggerwing NC192H,
SIN 6723 is owned by Lewis W. Lindemer (EAA
56710, AIC 2806), Circle Pines, MN.
One of two Piper J-3 Cubs at the gathering.
1931 Great Lakes 2T-1A, N313V, SIN 200 with
145 hp Warner engine. Seventy-year-old AI
Newby (WW II Hump pilot) from Belgrade, MT
does a great aerobatic routine in this Lakes.
This plane was pictured frequently in the 1957-
61 issues of " American Airman" magazine when
owned and flown by publisher Ken Cook of
Milwaukee, WI.
Stinson V-77 with a R-680 Lycoming. These air-
craft were developed from the Model SR-10J in
1942 and designated AT-19s for the military,
and mostly used as navigation trainers.
VINTAGE AI RPLANE 25
MEMBER'SPROJECTS...
Rick Anderson, 805-9 Ave. N.E., Valley City, NO 58072 purchased this 1946 Aeronca 11AC Chief, NC9562E, SIN 1199 in February 1983.
After a complete restoration, the Chief first flew in March 1984. Being a student pilot, Anderson was soloed in his Chief in April 1984.
Rick was honored when NC9562E received the Grand Champion award in the Antique and Classic category at the West Central
Airfest '84 at Fergus Falls, Minnesota, and again more recently when his Aeronca was named Outstanding In Type at Oshkosh '85.
Herbert Spilker, R. R. No.2, Dundas, Ontario, L9H 5E2, Canada bought a basket case Luscombe 8E in Northern Canada in August
1980. After he and Bill Brubacher completely remanufactured the airframe, Herb took the Luscombe to Moody Larsen in Belleville,
Michigan in 1983 for a 150 hp Lycoming conversion.
He got the plane back in April 1985 and is pleased with the performance ... take off in 300 feet, climb 1,500 fpm, and cruise at
sea level 140 mph.
26 OCTOBEH HI!!!>
..
~ -.
"
~ u g e Me
...
t .
by Marvin V. Hoppenworth
(EAA 2519, AlC 2773)
4975 Kesler Road, NW
Cedar Rapids, IA 52405
"Judge Me" is a common request that
many of the arrivals at the Oshkosh Fly-
In check off as they register. This author
has had the pleasure of being a
member of the Classic judging team for
the past five years. I would like to share
some of these experiences with you
and also enlighten you to some of the
difficulties we, as judges, encounter.
There is no greater pleasure for me
than to see an airplane "factory new"
and to realize the aircraft is over 30
years old . Being an A&P mechanic
helps me appreciate the workmanship
you people present for other people to
review aviation history "as it was". Sev-
eral years ago I saw a Luscombe on
which 1 had performed its first 100 hour
inspection.
Both the Classic and Antique judging
crews are made up of a Chairman, Co-
Chairman and about five teams. The
judging starts on the first day and has
to be finalized by the 5th evening. The
judges work from the EAA National
Judging Standards Manual, which is
available to anyone who requests it
from Headquarters for $1.25 post paid.
1f anyone is restoring an aircraft and has
dreams of an award, I strongly suggest
they get a copy of this manual, study it
and think about this when they decide to
personalize their project. In both the an-
tique and classic category, the key word
is "authenticity" with the factory product.
Also, there are several classes of
awards for both antique and classic cat-
egory aircraft which have been custom-
ized by adding extra features and non-
standard finesse. These fall into the
custom class and in the case of classic
aircraft are usually placed into cate-
gories of a certain horsepower range.
So, for you who are aiming for an
award, remember authenticity, work-
manship, color, type of finish, striping
and cleanliness all play a part of your
effort to win this award. There are extra
points awarded for a presentation book,
a documentary of the effort you have
provided and the difficulty of your pro-
ject. This is your opportunity to verify
your work. It is also possible to overdo
a project. Whoever saw a factory fresh
7AC Champ or J-3 Cub with a hand rub-
bed finish?
When you go to the Fly-In, may I
suggest a few supplies: something to
wipe off the aircraft ; clean off bugs, oil ,
and dust so you can keep it looking fac-
tory fresh until the judges see it. If it is
good they will come around for several
more "looks".
A clean aircraft makes the difference
between a "best of type" or a "runner
up" for which there is no award. Also,
you need not request to be judged just
to be able to park your antique or classic
aircraft in the area; all antiques and
classics are welcome just as all custom
built are welcome in their area. If you
do decide to be judged, it helps the
judges tremendously to give the correct
information as to type, N number, sec-
tion and row numbers where you are
parked.
There was an incident I recall very
vividly one year ; after "rattling" around
about an hour looking for a certain
model and registration number, we
came upon an aircraft all covered with
grafitti . To our amazement, this was the
aircraft we had been trying to locate.
Needless to say it drew a "no contest".
When going out to judge, we look for
Grand Champion candidates with all the
enthusiasm of kids on an Easter egg
hunt. Imagine the satisfaction to come
upon an aircraft like the Aeronca 7AC
"Champ" which took Grand Champion
honors several years ago. There it was,
just as it rolled out of the factory, includ-
ing "flocking" on the interior. Every de-
tai l was authentic right down to the
finishing tape under the screws on the
wing ribs. I have since read an article
on this restoration. There must have
been a big two foot sign on their shop
wall reading AUTHENTICITY. They
certainly accomplished it. It is a real
treat to come across one like this.
Judging classic and antique aircraft
is an excellent opportunity to see the
show planes of the Fly-In, to participate
in a very interesting aspect of the event
and to meet some wonderful people.
Perhaps we will be looking over your
aircraft very closely next year.
Photo by Ron Page
The pilot and co-pilot of this beautiful Cessna 195 are giving proper treatment to the
bird at Oshkosh '85 after their arrival from California.
VINTAGE AIRPLANE 27
Where The Sellers and Buyers Meet...
1933 FAIRCHILD 22. Menasco 0-4 Super Pirate 50 hp Franklin Engine. low time, no logs. Runs
25 per word.20 word minimum.Send yourad to
The Vintage Trader.Wittman Airfield
Engine. About 285 hours, airframe 1030 hours. great. $950.00. Stew Lyon 404/636-7246.
Oshkosh.WI 54903-2591. Very clean, some engine spares. $30,000. Spare
engine available.312/358-4035 or7422041.
AIRCRAFT:
ACRO SPORT- Single place biplane capableof
unli mited aerobatics. 23 sheets of clear. easy to
follow plans includes nearly 100 isometrical draw-
ings. photos and exploded views.Completeparts
and materials list. Full size wing drawings. Plans
plus 139 page Builder's Manual - $60.00. Info
Pack- $5.00.SuperAcro SportWing Drawing-
$15.00. The Technique of Aircraft Building -
$10.00 plus $2.00 postage.Send check or money
order to: ACRO SPORT. INC. Box 462. Hales
Corners.WI 53130.414/529-2609.
POBERPIXIE- VWpoweredparasol- unlimited
in low-cost pleasure flying. Big, roomy cockpit for
the over six foot pilot. VW power insures hard to
beat 3'12 gph at cruise setting.15 large instruction
sheets.Plans- $60.00. Info Pack- $5.00.Send
check or money order to: ACRO SPORT. INC.
Box462.HalesCorners,WI 53130.414/529-2609.
ACRO II - The new 2-placeaerobatic trainer and
sport biplane.20 pagesof easyto follow,detailed
plans. Complete with isometric drawings, photos,
exploded views. Plans - $85.00. Info Pac -
$5.00. Send check or money order to: ACRO
SPORT. INC. P.O. Box 462. Hales Corners. WI
53130.414/5292609.
C-37 Airmastercompletelyrestoredto original. All
new wood. Best restoration at Watsonville.
$29.000.00. Phone 805/7698380 67 p.m. , PDT.
(11-3)
WacoRNF.1930,145hpWarner,30SMOH,Ham.
Std.Grnd. Adj .Prop.. 40 hours since balance and
polish; 1977 Ceconi te, 135 hours since recover.
al ways hangared; May 1985 annual ; only 7 still
flying. Jim Course. days. 609/8880496; nights
215/4939385.(102)
1938 Aeronca KCA Chief. Cont. A50- 1 engine,
1500n .500SMOH.Restored 1981.Needssome
work.Asking $5.000. Phone 305/582-7476.
ENGINES&ACCESSORIES:
CESSNA172Propeller.IC160/DTM.Perfectcon-
dition except Vi ' short.GreatforhomebuilUexperi-
mental. $350.00. like new. Why pay more. Val-
paraiso.Indiana 219/462- 1068. (10-1)
60 hpFranklinAircraftEngine.Zerohourssince
major, dual igni tion. 60 hp Franklin Aircraft en-
gine.Zero hours since major.Single ignition.Ben
Epps 404/451-0722,days only.
MISCELLANEOUS:
BACKISSUES...BackissuesofTHE VINTAGE
AI RPLANE (and olher EAA Division publications)
are available at $1 .25 per issue.Send your list of
issuesdesiredalongwithpaymentto:BackIssues,
EAA-Wittman Airfield.Oshkosh,WI 54903-2591.
BadlyNeededCessna 140-Acowl parts- parted
or assembled- full cowl or nose bowl and lower
cowl assembly. Please call Angelo Fraboni . 5801
Monona Drive.Monona,WI 53716-3599,608/222-
1464 or608/222-8517.
"GRAND CANYON", 2-hourspectacularhelicopter
exploration VIDEO. Breathtaking music. Critically
acclaimed. Details FREE. Beerger Productions.
327-V12,Arville,Las Vegas. NV 89102,702/876-
2328. (C-l0/86)
WANTED:
Wanted - C-4 Menasco Engine. Prefer in run-
ning condition;if not runni ng. prefer engine to be
complete. Let me know what you have. Call 2161
843-7990.evenings.
VINTAGE TRADER AD fORM
Send check or money order with copy to Vintage Trader- EAA.Wittman Airfield.Oshkosh.WI 54903-3086.
TotalWords_ ___ Numberof Issues to Run _______________________
Total$____ Signature _____ ___ ____- ___________________
Address
28 OCTOBER 1985

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EAA Wittman Airfield.Oshkosh, WI 54903-3086
Wisconsin Residents Add 5%Sales Tax
VINTAGE AIRPLANE 29
TIMELESS GIFTS
ForTheAntiqueClassicMember
MEMBERSHIP
INFORMATION
EAA
Membership in the Experimental
Aircraft Association, Inc. is $30.00
for one year, $58.00 for2 years and
$84.00 for3 years. Allinclude 12is-
sues of Sport Aviation per year.
Junior Membership (under 19 years
of age) is available at $18.00 an-
nualTy. Family Membership is avail-
able for an additional $10.00
annually.
ANTIQUElCLASSIC
fAA Member - $18.00. Includes
one year membership in EAA An-
tique-Classic Division, 12 monthly
issuesofThe VintageAirplaneand
membership card. Applicant must
bea currentEAA memberandmust
give EAA membership number.
NonfAA Member - $28.00. In-
cludesoneyearmembershipin the
EAA Antique-Classic Divison, 12
monthlyissues ofThe Vintage Air
plane, one yearmembership in the
EAA and separate membership
cards. SportAviation not included.
lAC
Membership in the International
Aerobatic Club, Inc. is $25.00 an-
nually which includes 12 issues of
Sport Aerobatics. All lAC members
arerequiredto bemembersofEAA.
WARBIRDS
Membership in the Warbirds of
America, Inc. is $25.00 per year,
which includes a subscription to
Warbirds Newsletter. Warbirdmemo
bersarerequiredto bemembersof
fAA.
ULTRALIGHT
Membership in the EAA Ultralight
Assn. is $25.00 per year which in-
cludes the LightPlane Worldpub-
lication ($20.00 additional for Sport
Aviation magazine). For current
EAA members only, $15.00, which
includes Light Plane World
publication.
FOREIGN
MEMBERSHIPS
Pleasesubmityourremittancewith
a check ordraftdrawn on a United
States bank payable in United
States dol/ars or an international
postalmoneyordersimilarlydrawn.
Make checkspayableto EAA orthe
division in which membership is
desired.Address aI/ letters to EAA
ortheparticulardivisionat the fol-
lowing address:
WITTMANAIRFIELD
OSHKOSH, WI 54903-3086
PHONE(414) 426-4800
OFFICEHOURS:
8:30-5:00MON.-FRI.
ANTIQUE/CLASSIC SPORT
SHIRTS FOR MEN AND WOMEN
(#41-2010) Classic sporty look
with this four-button short-sleeve
shirt. Antique/Classic logo ap-
pears above button-down chest
pocket. Jersey knit ensures com-
fort. Available in Tan, Sizes S, M,
L,XL...$22.95(Shipping$1.45)
PINS, PATCHES AND DECALS
Antique/Classic Pin (#41-30101)
can beworn on yourcap,lapelor
blouse. It also doubles as a tie
tack . . $2.50 (Shipping .60).
Large Antique/Classic Patch (2V2
x 4%) . . . $2.70 (Shipping .25).
Small Patch (1 % x2%) ...$1.75
(Shipping .25) . Antique/Classic
Decal ...$.60 (Shipping .25).
EAA ANTIQUE/CLASSIC GIFT CERTIFICATE
(#41-10001) What bettergift could there be -
ANTIQUE/CLASSIC JACKET
(#41-2005) This durable nylon
jacket iswind andwaterresistant.
Its taffeta nylon lining will help
keepyou warm when the temper-
atures start to drop. A sleeve
pocket, zippered front pocket and
button-downcheckpocketprovide
more than ample "storage"room.
Also two zippered hand pockets.
Available in Tan, Sizes S, M, L,
XL ...$39.95 (Shipping $1.55)
ANTIQUE/CLASSIC CAP
(#41-20051) Attractive cap with
Antique/Classic logois adjustable
to fit all head sizes. Off-white top
with bluebrim ...$7.50(Shipping
$1.55)
Send OrdersTo:
EAA
Attention: Sales Dept.
Wittman Airfield
Oshkosh,WI 54903-3086
Wis. residents add
5% salestax.
at anytimeof year- than member-
ship in EAA's Antique/Classic Division. Membership includes subscription to The
Vintage Airplane magazine and much more. If someone you know has an Interest
in the"goodolddays"andvintageaircraftofyesterday, givethem an Antique/Classic
membership ...$18.00 (EAA membership required) (Shipping .25)
30 OCTOBER 1985
EAAOFFICIAL
VIDEO
VHS & BETA
official EAAFounda-
tion video collection of-
fersthesegreattapesfor
yourviewingpleasure:
EAA'84
55 minutes ofFl y-Inexcitement from pre-Con-
vention preparation to the arrival of Voyager.
IncludesgreatWarbirds show scenes.
.$52-:00" $39.00
EAAOSHKOSH '83
A 26 minute film covering the complete '83
Convention and the dedication of the EAA
Aviation Center.
$39.00
EAA OSHKOSH 'n
The '77 Convention plus excellentexcerptsof
the Spiritof St. Louis Commemorative Tour.
$39.00
AERONAUTICAL ODDITIES
17 minutes of fun featuring the oddities and
comedies of the early flight as seen in news-
reels of the day. A great addition to your
personal library.
$29.95
WE SAW IT HAPPEN
60minutescoveringthehistoryofflightasseen
in rare earlyfootage and interviewswith many
aviation pioneers.
-$&9:00' $49.95
WINGS ON DREAMS(1981)
This famous John Denver film is an in-depth
look at EAAOshkosh '81 and features ground
breaking ceremonies for the Aviation Center.
$29.00
BASICAIRCRAFT WELDING
Learn the intricacies of welding with practical
demonstrations on the subject. An excellent
film for the builder.
$39.95
IN PURSUIT OF DREAMS- NewRelease
EAA member actor/pilot Cliff Robertson is
narrator host of a film that features Founder
Paul Poberezny and tells ofEAA'searly days,
philosophyand accomplishments.
$29.00 (16 minutes)
BASICAIRCRAFTWOODWORKING- New
Release
Woodworking knowledge is essential to any
homebuilder project. This tape covers the
basicsof wood construction techniques.
$39.95
Add$2.50 forpostageand handling
Wisconsin resident s add 5% salestax
Guaranteed ImmediateDelivery
Watch forNewReleases
THEJOURNALOF
THEEARLYAEROPLANE
Themostauthoritative
journalon1llose\\bnderful
FlyingMachines1900-1919
WORLDWARI
15CrescentRoad. Poughkeepsie. NY 12601. USA
]
......................
FLYINGANDGLIDERMANUALS
1929- 1930- 1931 - 1932
Price:$3.25ea.ppd.
SENDCHECKORMONEYORDER TO:
EAA AVIATIONFOUNDATION, INC.
WITTMANAIRFIELD-
OSHKOSH, WI 54903-3065
Allow4-6 Weeks for Delivery
Wisconsin Residents Include5%Sales Tax
It'sExciting!It'sforEveryone!
See thispriceless coillection ofrare. historically
8:30t o5:00p.m.
significantaircraft. all imaginativelydisplayed in the
HOURS MondaythruSaturday
world's largest. mostmodernsportaviation 11:00a.m.to5:00p.m.
Sundays
museum.Enjoythemanyeducational displaysand
Closed Easter.Thanksgiving.Christmas
audio-visual presentations.Stop by-here's
and NewYears Day(Guided gruup tour
somethingthe entirefamilywill enjoy. Just arrangementsmust be madet'MJ weeks
inadvance).

minutesaway!
CONVENIENT
IDeATION
The EAAAviationCenterislocatedon
Wittman Field. Oshkosh. Wis.- just off
Highway41.GoingNorthExit Hwy. 26or

44,GoingSouthExit Hwy.44andfollow
Wittman Airfield
signs.Rlrfly-ins - freebusfromBesler
FlightServi ce,
414-426-4800 Oshkosh,WI 54903-3065
VINTAGE AIRPLANE 31