vintage airplane - oct 1983

8/12/2019 Vintage Airplane - Oct 1983

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PUBLICATION STAFFPUBLISHERPaul H. Poberezny

EDITORGene R. Chase

MANAGING EDITORPat EtterEDITORIAL ASSISTANTNorman Petersen

FEATURE WRIGeorge A. Hardie, Jr.EAA ANTIQUE/CLASSIC

DIVISION, INC.OFFICERSPresident Vice PresidentW. Brad Thomas, Jr. Jack C. Winthrop301 Dodson Mill Road Route I, Box 111Pilot Mountain, NC 27041 Allen, TX 75002

919/3682875 Home 214n2756499193682291 OfficeSecretary TreasurerM. C. "Kelly" Viets E. E. "Buck" HilbertRoute 2, Box 128 P.O. Box 145Lyndon, KS 66451 Union, IL60180

913/8283518 815/923 4591

DIRECTORSRonald Fritz Claude L. Gray, Jr.15401 Sparta Avenue 9635 Sylvia AvenueI


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STR IGHT ND LEVEL

We have been writing "Straight & Level" for severalyears and have been quite fortunate in that our proofreaders have been able to correct the misspelled words andimproper punctuation . When you add a word in the wrongplace in a sentence, the entire meaning can sometimesbecome obviously incorrect, and our proof readers are notat fault. Well, it finally happened

In the September 1983 issue of The VINT GEIRPL NE we updated information regarding EAA'sproposal for a Repairman 's Certificate for Antique andClassic Aircraft. The last sentence in the second paragraphwas written as follows: "This all appeared rather simpleand DID NOT require either a change in the FARs or anexemption from existing rules." t should have been written as : "This all appeared rather simple and DID require

either a change in the F ARs or an exempt ion from existingrules . What a difference one added word can make in thetrue meaning Our apologies for any confusion resultingfrom this typing error.As mentioned in the September 1983 issue of TheVINTAGE IRPL NE,we have inserted in this issue boththe EAA proposal and the FAA denial regarding a Repairman 's Certificate for Antique and Classic aircraft. We askonly that you carefully read both and form your ownopinions. Further, we have not terminated our plans forthe future regarding our intentions to follow up with thebasic proposal , and rest assured, more information willfollow later.Oshkosh 1983 is now history and what an event it wasThe 1983 statistics are almost unbelievable, but they dorepresent the interest of sport aviation enthusiasts. If youdid not read the statistics elsewhere, consider the followingitems of interest. About 800,000 persons attended the 1983EAA International Convention; approximately 14,000 air-craft flew in during the eight-day period of the Convention,and and among these were a total of 1521 registered showplanes. Over 40,000 persons used the campgroundfacilities, and over 1400 overseas visitors came from 71countries. More than 300 forums , seminars and workshopswere presented, and over 400 commercial exhibitors displayed their wares. Yes , it is hard to believe that so manycan see and enjoy so much in just eight short days.To many members the highlight ofthe 1983 Convention

By Brad ThomasPresidentAntique/Classic Division

work and the Center's construction was nearly on schedule.The basic shell was complete, but internally the plumbing,electrical and finishing personnel were at work, and in theminds of many of us present, it appeared almost impossiblethat the structure would be completed and occupied intime for the 1983 Convention. In July when we arrivedearly for the Convention, there, majestically stood thecompleted structure

Seeing the proposed drawings and final plans for theCenter stirred up much excitement in anticipation of theopening, but when we actually entered the completedstructure with the spectacular display of aircraft, specialexhibits and multitude of people, we stood in awe, unableto speak. If you did not have the time to visit your EAAAviation Center during the 1983 Oshkosh Convention,don't deny yourself a visit to the facility during your nexttrip to that area .As always your Antique/Classic Division played animportant part in the overall 1983 EAA Convention. Forthe two preceding years we were overtaxed with the greatmass of aircraft arrivals, but this year things began toturn around . The sequence of arrivals was coordinatedbeautifully with many volunteers working the entire areaof Wittman Field. The Friday, Saturday and Sunday arri-vals this year were handled smoothly and the many park-ing volunteers were pleased with the new procedures.

Although the attendance on the field each of those dayswas down slightly from past years, the reduced congestionresulted in less effort in getting around the field . Interest-ingly, the attendance was up on Monday through Wednes


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yGene haseTwo of the highlights of this year 's Convention werethe official opening of the EAA Aviation Center and an


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The antique and classic aircraft award winners were:ANTIQUEGrand Champion -1947 Fairchild 24W, NC77655, Charles

Bell, Sheboygan, WIReserve Grand Champion - 1934 Beechcraft StaggerwingB17L, NC270Y, Dick Perry , Hampshire , IL and DickHansen, Batavia ILSilver Age (1928 - 1932)Champion Open Biplane - 1929 Pitcairn PA-7, SuperSport Mailwing, NC13158, Stephen Pitcairn BrynAthyn , PAContemporary Age (1933 - 1945)Champion - 1943 Stearman PT-17, N49684, John Betz,Perryopolis, PARunner-up - 1940 Rearwin 175 Skyranger N32308,Alfred Nagel, Montello, WIOutstanding Cabin Biplane - 1936 Beechcraft Staggerwing C17L, NC16444, Dick Fritz Jerry WetteringWillmar, MNOutstanding Open Monoplane - 1941 Ryan STA Special,NC17343, Bill Rose, Barrington ILOutstanding Closed Monoplane - 1939 Aeronca 50C Chief,NC23927 , Joseph Flood, Jr ., Clementon, NJCustomizedChampion - 1937 Thruxton Jackaroo, C-FPHZ, FrankEvans Tom Dietrich, Kichener, Ontario, CanadaRunner-up - 1940 Waco UPF-7, N29328, Thomas FlockChuck Wilson, Rockville, INOutstanding - 1944 Howard DGA-15P, NC52986, PaulDonoghne & J. F. Ross, Boxford, MAReplicaChampion - 1916 Halberstadt D.IV, N138&J, CarlSwanson, Allens Grove, WITransport AircraftChampion - 1931 Stinson SM-6000B Trimotor ,NC11170, Stinson Enterprises Neenah WIWWII Military AircraftOutstanding - 1943 Taylorcraft L-2, N3126J, RonJantzen Porter, OK

CLASSICGrand Champion - Aeronca 7 AC Champ, NC84998, RobertK. Armstrong, Rawlings, MDReserve Grand Champion - Luscombe 8-F, N1373B,George Chaffey, Pittsburg CAClass I (0-80 hp) - Piper J-3C Cub, NC6462H, LelandMcGlothlen, Eastman GAClass (81-150 hp) - Cessna 140, N89400, Ron CoxMike Shade, Spencerville, OHClass' (151 hp up) - Cessna 195, N4477C, RaybourneThompson, Jr ., Houston, TX

Oshkosh '83 Grand Champion Antique - Fairchild 24 NCn655,SIN W46355 owned by Charles Bell, Sheboygan, WI. A featurearticle on thi s beautiful plane will appear in the November issueof SPORT AVIATION

(Photo by Ted Koston)(L-R): Harold Armstrong and son Bob, Rawlings, MD pose byBob's Grand Champion Classic at Oshkosh '83, an ultra-authentic Aeronca Champ, NC84998, SIN 7 AC-3722. See the 8/83 issueof VINTAGE for a detailed article on this plane starting on page10.


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Dale Crites and Lois Kelch just momentsbefore Dale took off in his 9 CurtissPusher to lead the Antique/Classic Paradeof Flight.

PROFILESFROM

THE~ 1 r l l ~ U J J ~ C C I L ~ ~ l l C C PADDOCK

Article and photos by Lois KelchEAA 3567A, le 700A)

7018 W. Bonniwell RoadMequon, W 53092Every year, Oshkosh is special to everyone attending ,or they wouldn't be there. However, this year was ' ~ s p e c i a lspecial because of the opening and dedication of the unbelievably beautiful new EAA Aviation Center. To the

Another wing will house the Headquarters officeswhich will truly be a pleasant and inspiring place to work.These offices will all be completed in the near future andEAA will be in its new home.The arrangement for bus tours from the Conventionsite to the Center was well organized and afforded easytransportation for the many thousands of people whocouldn't wait to view this spectacular addition to the EAAConvention.


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Bill Rose and his 1940 Ryan STA Special.Bill Rose(EAA 159635, AlC 6612)15 W Mundhank Rd.Barrington, IL 60010

As I was walking the aisles of the AntiquelClassic area,I noticed three beautiful Ryans side by side, all owned byBill Rose. It doesn't take a Sherlock Holmes to tell youthat Bill loves Ryans. Proudly on display were a 1937Ryan, N17368, SN 173; a 1940 Ryan STA Special, N17343,SN 458; and a 1940 Ryan PT22, N54403, SN 1387. He isalso currently restoring two more Ryans, NC17346, S N149, and NC17364, S N 177 because he wanted to get intosomething that would preserve a bit of aviation history

Lois Moore.Lois Moore(EAA 497ooA, AlC 234A)Contrail AcresBox 370Orangeville, OntarioCanada L9W 2Z7

Lois Moore proudly poses with her 1946 AeroncaChamp which she flew to Oshkosh from Canada. Flyingis a big part of her life, starting when she became a FlightAttendant for Air Canada in 1965 and met her husband-tobe Doug Moore who was a Pilot for Air Canada. They lovethe old planes, and at first Lois flew along with Doug, butthen decided she would like to learn to fly too She did,and loved it. They married in 1970 and shortly thereafterpurchased the 1946 Aeronca Champ, which was flyable,but badly needed restoration. They decided to restore itcompletely and with the help of Max Say, spent their sparetime for the next two years on the project. Their hard workwas rewarded when they flew the Aeronca to Oshkosh in1973 and won the Grand Champion Classic Award. Now,10 years later in 1983, it is in perfect condition and stilllooks like new.Lois has taken over 600 people for rides in the Champ,and for many of them it's their first flight ever. She enjoyssharing her love of flying with them. She now has 1800total hours and also flies a J-3 Cub, Cessna 150, Cessna172 and an Aeronca Chief. A good friend, Willy Ropp, gaveher Seaplane instruction complete with a rating and she


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George and Ruby Pappas, Anchorage, Alaska.George Ruby Pappas(EAA 4071, AlC 7893)2914 Dartmouth DriveAnchorage, K 99504

George's beautiful 1942 Grumman Widgeon, N68102,serves him in both business and pleasure. The pleasurepart is flying in Alaska, camping and fishing, and ofcourse,flying to Oshkosh. The business part is his repair stationcalled Aircraft Rebuilders in Anchorage, and his restoration of the Widgeon shows customers what he can do.He bought this plane in 1963, disassembled. He intended to restore it and then sell it; however, he and hiswife, Ruby liked it s much after restoration, they decidedto keep it . It first flew in March 1969 and they used ituntil September 1980 when George decided it needed newpaint and a new bottom. It was only going to be a six-monthjob and George intended to fly it to Oshkosh '82. However,it took 18 months with him doing all the work, except theupholstery. He had an advantage in that work was slowat his business s he ran it through his own shop like anyother customer's plane. Every part is handled twice - youput it on for fit , then remove it and corrosion proof it andthen put it back again, which adds to the time it takes .George says It 's the biggest little airplane in the world.It first flew again April 25, 1983. George uses theWidgeon to fly to remote areas for emergency on-site repairs for downed planes. He recently had a repair call toShiskmareff, which is very close to the Russian border. Heis able to gas up on land or water bases with his amphibian,which is very useful in some ofthe remote areas ofAlaska.George's next project is to restore his 1948 Swift, nowthat the big plane is finished.

Norma Baldwin.

Norma BaldwinSan Carlos AirportSan Carlos, CA 94070

Norma can be seen at Oshkosh working hard as theonly female judge of the Antique/Classic Division. She hasbeen a Classic judge for four years and takes her job veryseriously. She owns and restores classic airplanes, and flewto Oshkosh from California in her 1950 Cessna 195 withone of her students. It took them two days, approximate ly13 hours flying tme, cruising at 135 knots . They had


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Barbara Kitchens.Barbara Kitchens(EAA 43852A, AlC 4946A)Rt. 1, Box 181AGriffin, GA 30223

Airplanes and flying have been Barbara's whole lifeand career. As a little girl of , she lived near an airportand would wander over and quietly watch the planes forhours . At 14 and 15 she got a summer job washing planesin exchange for flight instruction . On her 16th birthdayshe soloed and has been in aviation ever since. She ownsthe J-3 Cub she soloed in and also owns a 1931 WacoRNF, a 1931 Curtiss Junior, a 1956 G Model BeechBonanza which she uses for air charter and cargo fly ing .She is co-ownerwith Dr. Roy Wicker ofa 1933 DavisDIW .Barbara has her own banner-towing business, towingbanners for all the Atlanta Braves baseball games, andalso for weddings, anniversaries and businesses . I t is a funjob which also helps support her airplanes. She has over10,000 hours of flying time .Her great love is flying the old planes and she wasthrilled to be able to ferry such planes as a Bird, Commandaire, PI'-19. Stinson SM-8A, Travel Air 6000, etc. fromthe Wings Wheels Museum, then of Santee, SouthCarolina , to their next home in Orlando, Florida. I t wasindeed a once-in-a-lifetime opportunity to experience flying so many famous old planes.In her flying career , she has fond memories of makinggood friends through the years, such as Bevo Howard,Johnny Crowell, Louise Thaden and many, many more.Barbara's husband is Bob Kitchens who is a Captainfor Eastern Airlines, and he shares in her enthusiasm ofold planes. Barbara and Bob have high praise for the newAviation Center and she became emotional when she sawit for the first time. She was very proud to see what hadbeen accomplished in just one year. Barbara has been to

Jim Ewing and Rod Nash.it and then on his first solo flight, the 195 threw a rod

~ r i n g power-reduction after takeoff. He dialed theemergency frequency but received no response , so he calledApproach Control at the Bracket Airport, who m m e i t ecleared him to land on any runway. There was a twmBeech on final at the time who heard the emergency clearance and shot practically straight up to get out of the way .During the emergency Jim forgot to put the flaps down sohe floated almost halfway down the runway before hefinally touched down. He remained calm throughout theentire emergency, but fell apart once he was safely on theground . I t didn't dampen his enthusiasm for flying in theleast.From that day on he 's been restoring the plane, usingall new engine parts from the Jacobs engine people. Theplane had cross-wind gear with poor brakes so he put aCleveland Conversion kit on it . He rebuilt the tail wheelstrut and springs, put in new radio equipment , new instrument panel, etc. The restoration was finished in July 1983just in time to leave for Oshkosh. Jim and his. frie.nd RodNash experienced all kinds of weather on their tnp fromCalifornia , including severe thunderstonns.One highlight of the trip was a stop at the CessnaAirport at Wichita, Kansas to bring the old girl back towhere she was born. She seemed to shine a little brighterwhen she was there. They were very fortunate to get atour of the Cessna factory, and a fellow named Jim Kimperwas very helpful on how to buy and where to buy partsfor the 195. The Cessna Historian also gave them information on this very plane.They also stopped to see the Air Force Museum atDayton, Ohio, then on to Oshkosh, arriving mid-day onFriday . They were anticipating frantic air traffic , but itwas exceptionally orderly and easy. Air Traffic told themto fall in line near Ripon, and they came right on in . Theyimmediately got out their polishing rags to take care of


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Tim Tyler and sons Mickle and ROCkyTim Tyler(EAA 188167, AlC 7778)13607 N 97th East AvenueCollinsville, OK 74021

IfI labeled my interviews, I'd call this one "Yesterday,Today and Tomorrow". The "Yesterday" would be for the1943 Interstate L-6 Army Observation Liaison plane,N432712; the "Today" would be for pilot Tim Tyler andthe "Tomorrow" would be for his two young sons, Mickie,8, and Rocky , 9, who are obviously airplane-oriented as isevidenced by their many model airplane kits and theirfamiliarity with their dad 's airplane ... pilots oftomorrowThe Tylers were in the Antique/Classic Camping area ,with a big comfortable 9 x tent under the wing. It'samazing what they brought with them in the plane. Besides the tent, they had a Coleman stove, large lantern ,two sleeping bags, one queen-size air mattress, one regularsize air mattress, two pillows, ice chest, camera bag, fieldglasses, clothes for three to last seven days, and last butnot least, 25 model airplane kits .The 1943 plane was bought by Tim and Aubrey Pollackthree years ago as a basket case, and they restored it usingevery single moment of their spare time. There were 250L-6s built and only about four are still flying today. Theplanes were in use during World War II . Tim researchedthe paint scheme and duplicated the white and black

Don Roseann Perry.Don Roseann Perry(EAA 8642, AlC 552)4623 W. Capitol DriveAppleton, WI 54915

Don purchased the Culver V, N44652, SIN 43 (Cont.85 hp engine), in 1964 in Beaver Dam, Wisconsin in partsand pieces". These pieces were found in a chicken coop , agarage, a hayloft - the landing gear was in an old outhouse.He made the offer to purchase it to save it from oblivion,then started on a long 14-year restoration job. Everythingon the plane had to be redone. There was a lot of dry rotand he replaced the bulkheads in the fuselage, and bothends of the rear and main wing spars, etc. Don devoted allof his spare time to this plane during its long restoration.Once he finally got it completed, it took another ninemonths to get it certified, because there was no paperwork.However, the FAA finally gave the OK and Don first flewit in July 1982.He found the Culver V a little "different" to fly . It isa unique design with a "Simpli-Fly" control which consistsof a big trim wheel and center console that is interconnected to the flaps and stabilizer , and you fly the planeentirely with this system . It is not easy to get used to, butonce mastered, is not difficult . It has an instrument on thepanel that has printed "Take-Off," "Climb," "Cruise," "Approach," "Landing". You place a pointer at the chosenoperation and the airplane will automatically set its own


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undue burden on the owner of the aircraft to comply withthe FARs.The Experimental Aircraft Association is willing toundertake an administrative program to get the conceptstarted and to keep records for whatever time is requiredto support extension of the exemption or regulatorychanges which could be the natural outcome of such anexemption.EAA, through its Antique/Classic Division, will alsoassist owners in obtaining necessary F ARs, Advisory Circulars, ADs and other technical information to enableowners to follow good maintenance and inspection procedures in conducting work on their aircraft.The Experimental Aircraft Association is herewithpetitioning the Administrator of FAA, under the Provisionof FAR 11.25, for an exemption to the maintenance rulesof FAR 43 to the extent necessary to permi t certain ownersof antique and classic aircraft, who have restored theaircraft to an airworthy condition, under the supervisionof a FAA Airframe and Powerplant mechanic, to thereafterconduct inspections (including annual inspections), repairsand alterations to his specific aircraft.All work will be done in accordance with approved data ,acceptable FAA procedures and policies , and major repairsand alterations will be inspected for return to service byan A P mechanic with an Inspection Authorization or anapproved repair station or a FAA Inspector.

For purposes of this exemption, antique aircraft aredefined as those aircraft const ructed on or before December31, 1945, and classic aircraft, those aircraft constructedafter January 1, 1946 and up to December 31 , 1955. Anyaircraft that is a model that is still in production by theoriginal type certificate holder, is not eligible. Aircraftover 12,500 lbs. gross weight are not eligible. Only thosemulti-engine aircraft specifically found by EAA to fit thesedefinitions, and it is practical for them to qualify for thisexemption, will be eligible. EAA will be the clearing housefor any application by an owner, including those ownersof a multi-engine aircraft.EAA will set up a committee of qualified people toaccept applications from those persons who feel they canqualify for inclusion in this exemption and screen theseapplications against specific standards before submittingthem to the FAA for their action, if this is required . Havingrestored an aircraft from a deteriorated condition to anairworthy condition under the supervision of an A Pmechanic would constitute the basis for satisfying thatperson's ability to do the work satisfactorily. In someinstances a person could be restricted to airframe or powerplant work only.The exemption should contain provisions for a personwho meets the basic qualifications to be issued specific

The aircraft would be restricted in its use so as not tobe used for the carriage of persons or property for hire ;unless the aircraft is subjected to a periodic inspection bya FAA certificated mechanic holding an Inspection Authorization or an appropriately rated FAA Approved RepairStation, and returned to service by such a person or entity.The term for the exemption should be for three (3) years toallow time to see how the concept is working. A provisionfor cancellation could be incorporated if the program provesl l conceived.The EAA will work with the FAA in any way possibleto further this request. Please contact:Charles Schuck

708 MacArthur Ave., N.E .Vienna, Virginia 22180Telephone: 703/281-2169Sincerely,EXPERIMENTAL AIRCRAFTASSOCIATIONPaul H. PobereznyPresidentExemption No. 3777UNITED STATES OF AMERICADEPARTMENT OF TRANSPORTATIONFEDERAL AVIATION ADMINISTRATIONWASHINGTON, DC 20591In the matter of the petition of EXPERIMENTAL AIRCRAIT ASSOCIATION for an exemption from Part 43 ofthe Federal Aviation Regulations.Regulatory Docket No. 23407DENIAL OF EXEMPTIONBy letter dated October 20, 1982, Mr. Paul H.Poberezny, President, Experimental Aircraft Association(EAA , P.O. Box 229, Hales Corners, Wisconsin 53130,petitioned on behalf of its members and other qualifyingowners of antique and classic aircraft for an exemptionfrom Part 43 of the Federal Aviation Regulations (FAR .The exemption would allow owners of antique and classicaircraft who have restored those aircraft to an airworthycondition under the supervision of a Federal AviationAdministration (FAA) certificated airframe and powerplant mechanic to, thereafter maintain conduct inspections (including annual inspections, repairs and altera-tions to those specific aircraft.Sections of the FAR affected:Section 43.1 provides, in pertinent part rules governing the maintenance preventive maintenancerebuilding, and alteration of any aircraft having aU.S. airworthiness certificate.Section 43.3(a) states in pertinent part that only


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personally observes the work being done, t the extentnecessary to ensure that it is being done properly andif the supervisor is readily available for consultation.However, this paragraph does not authorize the performance of any inspection required by Parts 91 and125 of this chapter or any inspection performed aftermajor repair or alteration.Section 43.5 states in pertinent part that no personmay approve for return to service any aircraft airframe , aircraft engine, propeller, or appliance thathas undergone maintenance preventive maintenancerebuilding, or alteration unless the maintenance recordentry required by S 43 .9 or S 43 .11, as appropriate,has been made.Section 43.7(a) states , in pertinent part that exceptas provided in this section, no person other than theAdministrator may approve an aircraft airframe aircraft engine, propeller, appliance, or component partfor return to service after it has undergone maintenance , preventive maintenance , rebuilding, or alteration.The petitioners supportive information is as follows :The petitioner states that its members find it verydifficult, almost impossible in some cases, t obtain theservices of qualified mechanics to work on their aircraftwhich are obsolete in design and construction.The petitioner contends that the process of ownersworking under the supervision of an FAA certificatedmechanic and then having the aircraft approved forreturn t service by that mechanic has no real safetymeaning because the owners are more knowledgeableabout their specific aircraft than the mechanic. Thisresults in unnecessary expense to the owners for hiringmechanics and then expending time in educating themon the idiosyncrasies of these aircraft so that the mechanic can approve the aircraft for return to service .

The petitioner states that many certificated mechanics are not interested in working on older aircraftbecause they may not be proficient in the maintenancetechniques required and may not have the necessarytools or technical data available to perform maintenance.

The petitioner states that a committee will be setup consisting of qualified people to accept applicationsfrom persons who feel qualified for inclusion in thisexemption. These persons will be screened againstspecific standards and their names will be submittedto the FAA for approval. Owners would qualify byrestoring their aircraft from a deteriorated conditionto an airworthy condition while under the supervisionof an FAA certificated airframe and powerplant ratedmechanic. This action would show that the applicant

(lA , an FAA certificated repair station or an FAAinspector.The petitioner states that this exemption would

authorize a person who meets the proposed qualifications to conduct maintenance repairs alterations ,and inspections, including annual inspections, onhislher specific aircraft but would exclude the privilege of approving an aircraft for return to service aftermajor repairs and or major alterations. Exemptedpersons would be responsible for conducting all workin accordance with the provisions of Part 43 , usingapproved data and or acceptable techniques and practices, and making and maintaining maintenance recordentries for all work accomplished.The petitioner states that EAA s antique/classicdivision will assist owners in obtaining necessaryF ARs, advisory circu lars, airworthiness directives,and other technical information to enable owners tofollow good maintenance practices and inspectionprocedures in conducting work on their aircraft .For the purpose of this exemption, the petitionerdefines antique aircraft as those aircraft constructed onor before December 31, 1945, and classic aircraft arethose aircraft constructed between January 1, 1946,and December 31 1955 . Aircraft models still in production by the origional type certi ficate holder would not beeligible. Aircraft over 12,500 pounds gross weightwould not be eligible. Neither would multiengine aircraft not specifically found by the EAA to fit thesedefinitions. The EAA proposes to be the clearinghousefor any applications including those by owners of amultiengine aircraft.

The petitioner states that any aircraft maintainedor repaired under the requested exemption would berestricted from the carriage of persons or property forcompensation of hire , unless it receives an annualinspection by an FAA certificated mechanic holdingan IA or by a certificated repair station.The petitioner suggests that the petition be grantedfor a 3-year period with a cancellation provision, if theprogram proves ill conceived.A summary of this petition was published in the ed-eral Register on November 18, 1982 (47 FR 51982), and FI443 comments were received. Two hundred and eight comments agree with the EAA s petition (pro) and 82 disagree .

One hundred and fifty-three comments are not relevantsince they referred only t the certification of repairmen.Six congressional inquires were received on behalf of concerned constituents, and one congressman expressed opposition to the petition . A majority of the commenters weremembers of the EAA, the Antique Airplane Association,Inc. (AAA), or both. Fifty pro commenters state that they


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the average flight line mechanic maintaining a fleet ofcurrent production or airline aircraft. Twenty-two commenters state that, if the exemption is granted, airworthi-ness safety would be degraded, while 18 commenters statethat safety would not be affected. Forty pro commentersgenerally agree that owners have more technical knowledge on their specific aircraft while 10 disagree with thisposition. Fifteen say that granting the exemption wouldrelieve the economic burden of maintenance and restoration on the owners. Ten dissenting commenters say thatowners wanting the privileges of a mechanic with inspection authorization should make application and take theappropriate FAA tests if they believe they are qualified.The Antique Airplane Association, Inc. (AAA), statesthat its organization is 35 percent larger than thepetitioner's Antique Classic Division and that its membersoppose the EAA's petition, or any other change whichwould in any way, or to any degree, affect the airworthinesscertificates of its antique and classic airplanes. AAA contends that present Part 43 permits owners to perform mostmaintenance under the supervision of a mechanic andincorporates sa fey checks and balances which have workedsatisfactorily for AAA members for 30 years. AAA alsocontends that owners supporting this exemption, who feelthey are qualified to restore and maintain these airplanes,should acquire FAA mechanic certificates. AAA objects toEAA's proposed administration of the program, statingthat transfer of regulatory or administrative power to theEAA would be discriminatory and provide EAA with political favoritism. AAA states that this exemption will createadded paperwork and confusion for FAA field personnel.AAA questions how non EAA applicants will fare if thispetition is granted, if there would be a service fee involved,and the grievance procedures to be used by EAA in administration of the program. AAA states that granting theexemption would reduce economic opportunities for certificated mechanics and, thereby, create a shortage ofmechanics. Finally , AAA states that the petitioner has notestablished that there is a need for such procedures.Twelve dissenting commenters are concerned that theirairc raft may no longer be eligible for a standard airworthiness certificate if the exemption is granted .Two commenters, in the insurance business, state thatpresent FAA regulations provide the public with reasonable safeguards which will not be provided under the exemption and that grant ofthe exemption could result in ownersof these aircraft experiencing difficulties in securingadequate insurance.One commenter, representing a large aviation organization, supports the petitioner's concept but offered noinformation to support the position.

he should be required to obtain an FAA mechanic certificate.The FAA's analysis/summary is as follows:

The FAA has given full consideration to all factspresented by the petitioner and commenters and hasdetermined that a grant of exemption is not warranted.The petitioner submitted data indicating the less thanone percent ofEAA members experience inconveniencein securing the services of an FAA certificated mechanic. The FAA finds that continued aircraft airworthiness requires that only those persons authorizedby Part 43 should perform maintenance, preventivemaintenance, and alterations and approve aircraftfor return to service.

Section 610(a) 2) of the Federal Aviation Act of1958 (FA Act) prohibits anyone from serving as anairman without an airman certificate. Certificatedmechanics and lA's have demonstrated their skills,knowledge, and experience to the FAA and met established minimum standards for certification as prescribed by Part 65. The petitioner s proposal does notset forth procedures which provide a level of safetyequivalent to that of the present rule. Instead, it presents a generalized procedure whereby applicants/owners may be privileged to perform the same functionsas certificated mechanics and lA's without demonstrating equivalent skills, knowledge, or experience.The petitioner suggests that owner/applicant qualifications be based on having restored an aircraft to anairworthy condition from one of deterioration whileunder the supervision of a certificated mechanic. Thepetitioner fails to define the word restored . This couldresult in variable interpretations since the petitionerdoes not address the extent of restoration or the type ofwork that must be accomplished to qualify. The petitioner also fails to address the documentation necessaryto substantiate the extent of work actually accomplished by the owner.

The FAA does not agree that this exemption willsignificantly relieve the economic and regulatoryburden on owners since they will still be required tohire FAA certificated mechanics to supervise theiraircraft restoration for qualification purposes andare still required to hire a certificate mechanic toperform major repairs, alterations, and annual inspections if used for hire.The FAA takes exception to the petitioner's state-ment that aircraft owners must educate certificatedmechanics on the idiosyncrasies of their aircraft so thatthese mechanics can then approve the aircraft to returnto service. FAA certificated mechanics are limited byPart 65, SS 65.81(a) and (b), which prohibits them from


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Mr. Paul PobereznyPresident, EAADear Paul :

I am writing in regards to the EAA FAR Part 43exemption petition - Repainnan certification for antique/classic rebuilders. Writing this letter is unusual for me inthat I have never been in the habit of writing to anyoneto express my opinion, although I've often planned to doso . This is a first for me - which indicates how strongly Ifeel about this subject.I am wholeheartedly in support of such a program . Ifeel that the Repainnan Certificate for the antique/classicrebuilder is an idea which has come of age - and the FAAshould be made aware of it. The aircraft have reached apoint where their age has two effects: 1) rebuilding becomesa necessity for the airworthiness of the aircraft, and 2)mechanics familia r with these aircraft and their construction become few and hard to find .As a result, more and more people are rebuilding theseplanes, and fewer mechanics remain qualified to servicethem . I myself have a good, capable mechanic who isfamiliar with the older planes and who supervises my workI am rebuilding a 1947 Aeronca Chief). I would be veryreluctant, however, to have your average mechanic who

normally works on (modern aircraft) work on a planewhich I rebuilt and put so much time into (most EAAers,I suspect, can identify with that).A thorough rebuild is a sizeable undertaking whichrequires the rebuilder to use aircraft constructiontechniques as approved by the FAA (CAM 18 or FAR43.13 . The range of skills developed covers the entirecontent of these specifications, due in part to the extensiveamount of repairs encountered. During the course of athorough rebuild the rebuilder will replace all nuts, bolts,cables, woodwork, damaged sheetmetal, and overhaul theengine. Parts are not always available and must be madefrom scratch. Usually drawings are not available for theseparts and they are remade until they fit. The parts andassemblies which are useable, or, of necessity, must bemade to be, must be required. And, of course, all must bemeticulously stripped and cleaned. The entire process maye sily require upwards of 1500 hours of work. At thetime of completion the rebuilder has proven that he/she iscapable of performing any maintenance required on thatparticular aircraft in accordance with FAR 43.13.In short, I find it hard to imagine there would be anyobjections to such an exemption, other than from thoseinterested in protecting their own business interests . Thereis certainly no complex or high-technology hardware inthese aircraft or engines. Some control of workmanship isin order, as for homebuilts, as well as to verify that the

Mr . Melvin C. Beard, DirectorOffice of AirworthinessFederal Aviation Administration800 Independence Avenue, SWWashington, DC 20591Dear Mr . Beard:I am violently opposed to the request by Paul Pobereznyof the Experimental Aircraft Association, to change F .A.R.Part 43 to allow maintenance of antique and classic"aircraft by individuals who do not hold current A&P certificates.I have some 35 years experience in nearly all phasesof airline and general aviation operations and maintenance, and I also happen to own a "classic" aircraft.I see no need to change the present law; while I mayhave had differences with your people and their applicationof the present system, I have enjoyed working with CAAand FAA personnel, and have respect for them .I find Mr . Poberezny's proposal at best, a misguidedand confusing concept to add another layer of bureaucracyin some sort of pseudo-government private agency, and atworse, an appalling and frightening effort for authorityby a group of misguided zealots.In response to Mr. Poberezny's lament as to costs andscarcity of A&P mechanics, I would suggest that anyonewho can afford to own an airplane, can afford to hirecompetent help, presently certificated under the law, andwith no further need for the EAA to designate such people.I would suggest also, that the older airplanes are notso complex and mysterious as he would have you believe,and that there is no need for this proposed wholesaledecimation of the present provisions of Part 43.Very truly yours,Mr . Lesley N. Forden1448 Page St.Alameda, CA 94501(Aircraft Dispatcher Cert. No. 1144953, Aviation GroundInstructor No. 1244958, Airplane Pilot No. 789779, A&PMechanic No. 1279259)Dear Paul :

Regarding your article in the March "HomebuildersCorner" regarding the Repainnan Certificate for peoplewho restore an antique or classic aircraft . As president ofEAA Chapter 321, all of our members are in favor of it .We sent a telegram to FAA about this, as requested byHeadquarters .Somehow, I must confess I missed your earlier articlesin the "Homebuilders Corner". Two weeks ago, after sevenmonths of negotiation, I purchased a 1946 J-3 Piper Cubwhich had been stored in a barn for 17 years. The Cub isnow stripped down to bare bones" and I am restoring it.I had hoped that the Repainnan Certificate would beavailable to me on completion of the project.


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(Photo from the collection o T C Weaver)Shell's Lockheed Orion before the name Shellightning was painted on the forward fuselage.


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DATELINE DECEMBER 6 1932 - CHICAGO TRIBUNE:The flyer who holds the speed record for land planes overa closed course, left Chicago at 9:45 this morning forKansas City to deliver Chicago Worlds Fair invitations totwenty-five cities. Accompanying Doolittle is the famousradio band leader Art Kassel of Castles in the Air, andArt Hybred, a Chicago businessman, who have been sentalong as goodwill ambassadors to represent the 1933Chicago Worlds Fair. They had visited Kansas City, Tulsaand Dallas before landing at Houston at 2:35 p.m. Flyingin the fastest commercial plane of the da te, Shell OilCompany's Lockheed Orion Shellightning, Doolittlehopes to establish a number of city to city speed records.Doolittle gained fame as a speed and blind flying pilotwhile in the United States Army and flying the GB GeeBee . . .ed) racing plane to a world's land speed record inSeptember of this year.An unprecedented air search will begin at first lightin the morning. Mr. Harry P. Williams, President of theWedell-Williams Air Service of Patterson, Louisiana, hasorganized his flyers, and the military pilots from FortCrockett and Galveston have been alerted and will takeoffat dawn. Jimmy Doolittle is an executive with the AviationDivision of Shell Oil Company and has his offices in St.Louis. James Haizlip, who is also with the Shell AviationDivision and also a speed pilot, often in competition withDoolittle, expresses great concern for the safety of the trio.He stated, It has been over seven hours and no word ofthe airplane or crew.LEITER DATED 3 MARCH 1983 FROM GENERAL J. HDOOLIITLE: I bought the Orion for Shell Oil Companyfrom the Lockheed Aircraft Company (mid 1932). I t hada 400 + Wasp engine when I bought it, but soon had itreplaced (7-11-32) with a 650 hp + Cyclone engine. t thenbecame the fastest commercial airplane in the world. Therewas no propeller available that was designed for the engineand speed. We obtained a Cyclone propeller that had beenused on a much slower airliner and cut , if I remembercorrectly, three to six inches off each tip , smoothed up thetips and balanced the propeller. (End quote)LOCKHEED NOTE: This particular aircraft was built asan experimental Altair-type for the Lockheed Company.Leased for a short period on a trial basis to Transcontinen-tal and Western Airlines, Inc. , Kansas City (1931). Flownas a mail carrier on TWA routes. Returned to Factory.Highly modified for Shell Oil Company. Pilot cockpitchanged, baggage compartment became cabin and withengine change (7-11-32 ) became a Lockheed Orion 9CSpecial. Only metal Orion - had metal fuselage and woodenwings. Only Orion in existence today. It is on display inthe Swiss Museum of Transport. (End quote)From this point on I must o some speculating. Sorryif I take too m ny liberties, but I feel this m y be the way

mount bolts leaving the engine sagging or drooping belowthe fuselage line and hangirig by just one motor mount.

Jimmy Doolittle surveyed a very tense si tuation. Nothing looks good, but he does spot the Marsh Island whichmay have been a combination of Shaw Island and BuffaloCove. Everything is very quiet now - still altitude to burnoff - just the strange whistling of the wind as he glides thedrooped-nose Orion into position for a dead stick, wheel-uplanding in a very small area. He would not get a secondchance.As he swung wide over Shaw Island and headed on hisdown-wind leg, his eyes surveyed the reed-covered strip ofmarsh where he would set the ship down. With altitudegetting critical he started a shallow 180 degree turn backfor his approach. Now he is lined up looks like it isgoing to be close, but that's the way it has to be.A f w twigs brush the wings and he gets the top of oneor maybe two trees . then into the ten foot high reeds.As Jim struggles to hold the nose up the wings snap someof the reeds off and they fly back over the cockpit. Theothers bend over, forming a slide-type runway which mayhave prevented the aircraft from rolling up in a ball.All he can see is a wall of reeds 10 feet high. He hopesthe big nose of the Orion doesn't find a tree or hole to hi t .The landing slide took seconds that no doubt seemed likelong minutes. Jim kicks a little rudder at the end, maybeto slow the forward motion or to get closer to the lakeshoreline . The noise has stopped and all is very quiet . Jimhammers at the cockpit canopy , forcing it off the twistedfuselage and jumps out onto the right wing to check onhis passengers.DATE: 6 DECEMBER 1932. TIME: APPROXIMATELY 4:1P.M. PLACE: GRAND LAKE MARSH AREA LOUISIANARussell Ruiz and his young wife Valerie lived in theirhouseboat on the edge of Grand Lake, not too far fromBuffalo Cove. His father , Nelson , and mother had theirhouse boat tied alongside. They were hunters, trappersand fishermen by trade . However, earlier both were involved with the logging industry and the Williams Sawmill, running pull-boats (steam-powered), snaking logsand timber, and working all phases of the operation in theswamp and marsh areas. I really tried to write this nextsection , then I realized that it was Russel l's words I wantedand the ones the readers needed to hear. He was there andhis vivid memories must come from him as he recalls andrelives those memorable days. I know you will find themas exciting and as interesting as I did.

My houseboat was right there , where you can see thatspot, as he points to a map we had marked at his direction.I had just returned from working my traps in Grand Lakeand was pulling my pirogue up next to the houseboat.


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Grand Lake didn't have all these trees , it was wide open.We saw a plane but we couldn't hear the motor. My wifesaid, 'That's funny, we can't hear the motor.' He passedabout a mile below my houseboat. Then he went out overthe lake and turned left and passed alongside of ShawIsland which was about two miles from us .

First , I think he was looking for where someone livedso he could put that plane kinda close. There were houseboats down there but the trees were too thick to seethrough. So he never saw no houses and never saw nopeople. So I guess he was looking for the softest spot andI don't know if he was just lucky, but he picked the softestspot in the a rea . in fact the only soft spot."He swung around over the cypress and Tupelo swampand saw Buffalo Cove and all the cut grass. Then he cameback south where my daddy was nailing traps. My daddysaid, 'I know that plane will fall somewhere in BuffaloCove,' because he was too low and hit the top of a tree. Hesaid he could hear a horn or something but this was to lethim know to put his wheels down and he didn 't want hiswheels down."Daddy was about a quarter mile deep in the swamp.It was very thick and the reed grass in Buffalo Cove wasabout 10 feet high so the plane quickly disappeared. Mydaddy came right to the houseboat and he said I know theplane is in Buffalo Cove. We knew someone was going toget some money for watching or helping with the airplane,so when people came by and said they thought the airplanewas in trouble, I said , 'Yes, I think he went that way .'Then we jumped in my cousin's skiff (Dewey SceotaO andheaded for Buffalo Cove.

t was about three quarter miles over to the spot wherewe saw this man jumping up and down and waving hishands . a very muddy man. It was Mr . Doolittle and hehad walked out to the shoreline looking for help . We puthim in the skiff. He said, 'I've got two men in there . I thinkthey are alright , but when I first looked at them I thoughtI had two dead men on my hands ; they took a pretty goodshot.'"Doolittle had two big bumps on hjs own head. Mydaddy stayed with Mr. Doolittle, and my cousin and I wentback into the marsh to pick up the other two. We madeour way about a half mile through the marsh and foundthe two men standing on the wing of the airplane. Themotor was torn off and lay propeller-side down in the mud .The men were kinda big but Art Kassel wasn't too heavy;Art Hybred was."You have to know how to walk in soft mud. You kindabend your knees or you will sink up to your hips and notgo anywhere. So we would take our feet and mash thegrass sideways and say 'put your foot right there .' Somespots were thick enough to walk on but other places hadbig gaps and we would hold them and have them jumpover these spots. The plane had slid in among ten-foot-highreeds and it was lucky that Mr . Doolittle chose the right

tie 's . they have hung over our chifforobe for 50 years. he left them here the night of December 6, 1932"After they had eaten I had a friend of mine take themto Charenton as my boat was broken down. Then anotherman took them to New Orleans in a car. They did wantto hurry so they could let everyone know they were okay.I think they called or telegraphed from Franklin."The next morning Jimmie Wedell flew over but hepassed to the side of Little Buffalo Cove. Guess he waschecking Buffalo Cove and th is was really Little BuffaloCove. But he came right back. I was in my pirogue headingfor the cove to take my turn at guarding the airplane . Wehad been given orders to watch it 24 hours a day untilthey recovered it. I had a pirogue with a pair of oars anda yoke so I could stand up and row. You pushed it likethis . I saw Wedell coming in and set it down and when hestopped I could put my hand on the end of the wing. Hesure could handle a plane."The task of retrieving the 3,500-pound Shell Orion thatlay on its belly in the reed-infested little Buffalo Cove inthe south Louisiana swamp seemed almost inconceivable.But this was the task assigned to the Wedell-William AirService by the Shell Oil Company. Only the hardiest ofmankind could live, trap and fish in the swamps and stillsurvive . The swamp ground at best will hardly supportthe weight of a man and then only if he has the acuity ofknowing where to take each and every step; therefore theassigned task was going to be far from an easy job.However , with the help and the abundant knowledgeof the swamps offered by the Ruiz family, the job, toughas it was , would not be unsurmountable . Most of the menon the salvage crew had worked the timber for many yearswhile employed by the Williams Cypress Mill so they werenot strangers to the hardships the swamp presented . Themosquitos, insects, snakes, 'gators, plus other swamp creatures would not lend any joy to the formidable job thatlay ahead.On December 7, 1932, the morning following the crash ,Jimmie Wedell made a trip to Buffalo Cove to pinpointthe crash site, survey the terrain and try to determinewhat kind of tools and equipment would be needed tosalvage the Orion. Having made the decision on what hethought would be needed, plus the information and ideasthe Ruiz family imparted, he flew back to Patterson ,Louisiana . Mr . Harry, Jimmie and the men who wouldwork on the recovery had a meeting and decided on a planof action.Once these plans were formulated, Jim jumped into aLockheed Vega and headed for New Orleans where hewould talk to the insurance people and also to pick up theLoening Amphibian which would be the work horse of therecovery. Returning the next morning he made a quickstop at Patterson to pick up part of the recovery crew plusan insurance inspector , then he continued on to littleBuffalo Cove.


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Lines, in their record breaking flights across the UnitedStates.The Curtiss BF2C-1 Hawk has a wing span of 31 feet,6 inches, a length overall of 23 feet , 6 inches, and a heightof 9.95 feet. Due to its military characteristics, performance figures on this ship are held confidential, but asimilar type of ship, known as the Curtiss Type III Hawkhas a speed of 244 miles per hour at 10,000 feet. ThisPursuit plane embodies all the engineering skill and experience which has been gained over ten years operationof Hawk biplanes by the U.S. Navy and the U.s. Army.The latest version of the Curtiss Hawk can climb to 10,000feet in less than five minutes. At 16,500 feet altitude theHawk has a speed of 233 miles per hour. This outstandingperformance is due to the retractable landing gear, improved streamlining, the new, powerful Wright-Cylone engine.

The Curtiss Hawk, as indicated by the photograph,

carries a bomb under the fuselage. The purpose of this shipas a dive bomber is to dive at a target at a tremendouslyhigh speed, then release the bomb and climb rapidly tohigh altitudes in order to be out of reach of anti-aircraftguns .

The fuselage is of welded molybdenum steel tubing,covered with fabric. The normal fuel load carried in thetwo gasoline tanks of the Hawk is 110 gallons, which givesit a range at cruising speed of 561 miles. This range maybe increased to 812 miles, by carrying a 50 gallon auxiliarytank . Each of these planes is equipped with flotation gearand life raft, in case offorced landings on the open ocean.

This latest type of Curtiss Hawk, with such a highspeed, fast climb, and ability to dive without restriction,places it among the highest performing airplanes in theworld.The Curtiss Condor omber will be featurednextmonth

1 /20


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This month's Mystery Plane shouldbe easily identified by the dedicated

aviation buffs among our readers perhaps too easily. The company thatbuilt it bore the name of two distinguished pioneers in aviation . Thetwin-engined concept was intended tominimize the problems of control ifone engine failed .

MYSTERY PLANEBy George Hardie

As an additional challenge, answersshould include the date built, the engines used and information on howmany were built, further development etc . The objective of the MysteryPlane column shou ld be to educate aswell as to entertain. Study of theserelatively unknown designs will bringan appreciation of the work of the

pioneers and possibly rekindle interest in an earlier idea.

Answers will be published in theJanuary 1984 issue of The VINTAGEIRPL NE As noted in the Augustissue, we have decided to extend the

publication date of answers in orderto allow more time due to printer 'slead time .

LETTERSDear Sir:The current August issue of The VINT GEIRPL NE brought back many memories. I soloed aChamp many years ago . I was the happy owner of two J-3sin those days.

Thanks again for a wonderful magazine. Keep up thegood work.

landing in a lake near Ely, MN broke the floats and theplane sank. It was pulled up on shore and left for severalyears until Buzz Kaplan bought it and stored it . Aftercompleting the former CF-BBQ, Mr . Kaplan sold theairplane to me.I have since sold the floats to Gary McGarrigle of PortAlberni, Vancouver Island , Canada and they are now on


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He moved through the house - going from room to room,picking up the things that belonged to her, wanting toleave nothing behind that would remind him of the yearsthey had been together .He stopped by the window, staring out into the graysky, remembering back to what they have been through the K 0od times, the bad times, some fun times and somesad times. He caught himselfchuckling at the funny thingsshe had done to him, and some of the things they had beenthrough that weren t so funny. But they had done themall and lived through them . Together. Now, here he waspacking her things; she would soon be gone. Tears rolleddown his cheeks and he sniffed hard , trying to keep hisemotions in control.He was not sure how long he had been sitting theredaydreaming, but he knew he had to get going. He regretted his every move, knowing that each time he picked upsomething that belonged to her, the sooner she would begone. But there was nothing he could do now - what hadbeen done had been done and holding back would onlymake the parting more painful. He seemed like a man ina dream, not sure where to go next or what to look for.His heart was heavy and he knew the time to leave hadcome - he could not make any more excuses to himself - ithad to get done; it was time to say goodbye.He headed down the hallway toward the front door. Hestopped to straighten a picture of her that hung above thehall desk. His mind drifted into a dull disbelief as he stoodthere staring at the photo - how pretty she is, he thought.God, if he could just change what had happened, what hehad done. He cried openly now, not caring. His heartpounded and he found it difficult to swallow. Oh, God, hethought, what have I done?He stood there, not sure if he should go outside. Someone might see him like this, and his pride wouldn't allowthat . He took a deep breath, wiped his eyes - now red and straightened himself to full height. As if nothing waswrong, he strode briskly to the car. He casually tossed thesmall suitcase into the back seat and drove off.The airport was not far away, and it seemed even closer

y Charles Lee MorrisSonoma Valley AirportSonoma, CA 95476

this morning. She was waiting there, standing in thebright sun that was now burning through the early morning overcast, and his heart began to pound again. God,how long before this pain, this agony, could end? Thesooner she was gone, the better, he thought to himself, toend this waiting, the final goodbyes. t must be done asquickly as possible. He couldn't take any more.He placed the small suitcase by her side and stoodlooking at her for a moment, then carefully, gently, withhands shaking, he reached out and touched her one finaltime . t was as ifhe were going to stop breathing. He hadmade her what she was and now she was leaving him.He walked away quickly, not looking back. He walkedall the way to where his car was parked, not turningaround - but then he could no longer resist. One last look.He turned, she was still there. The man she was goingaway with had not come out of the airport office . He openedthe car door and sat down to watch them leave; he justcould not help himself. He just sat there watching .Why not? He had cut every tube, placed every bolt,covered her small frame in the best fabric man could buy- she was his - his sweat, blood and money, years ofdedication, worry and detail. Why shouldn t he feel thisway? Why shouldn t he watch them fly off together? Heknew the final satisfactionwas really his. No matter whereshe went, as long as he had friends around, she wouldalways be his airplane; no one else could ever really ownher, as long as he was alive. Maybe this was the finalsatisfaction.He smiled as he watched his plane fly off into thebeautiful early morning sky. The wings glistened as sheclimbed steeply away . Suddenly, he saw the sun flash fromthe bright wings. A chill ran through his body - it seemedthat she had winked at him He chuckled as he drove downthe airport driveway. He was lightheartedly thinkingabout the plane he had seen at one of the fly-ins last year.Now, if he was going to build her he would have to

His car swung out into the freeway and melted intothe stream of traffic

MEMBERSHIP INFORMATION Membership in the Experimental Aircraft Association. Inc . is $25.00 for one year, $48.00 for 2 yearsand $69.00 for3 years.All Include 12 issues of Sport Aviation per year. Junior Membership under 9fAA years of age) IS available at $15.00 annually . Family Membership is available for an additional $10.00annually .

EAA Antique-Classic Division


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OSHKOSH '83 . . .(Continued from Page 6)Cessna 120/140 - Cessna 140, N89728, Dutch Brafford,Lima , OHCessna 170/18 - Cessna 170B, N2535C, Michael R.Baas, Irving, TXCessna 190/195 - Cessna 195, N195KB, Kent Blanken

burg, Arroyo Grande, CAErcoupe - Ercoupe, N3675H, Vern & Claudia Brown,St. Paul MNLuscombe - Luscombe 8A, NC71676, Jim & Dave Tyndall , Richmond, VANavion - Navion, N7T, Parke Potter, Las Vegas, NVPiper J-3 - Piper J-3 , N6170H, Thomas J . Palmer ,Carroll, OHPiper - Others - Piper PA-20-125, N1580A, David A.Serene, Ford City, PAStinson - Stinson 108-3, N861C, Stan Doyle, Howell ,MISwift - Swift GC-1A, N80905, Charles F. Hoover, Jr .St. Paul, MNTaylorcraft - Taylorcraft BC-12D, N95149, Lee E. Wolfe,Craigsville, WVLimited Production - Rawdon T-1 , N5160, ChastainFamily, Manchester MOIn past years feature articles on the Oshkosh GrandChampion Antique and Classic aircraft have been published in both SPROT AVIATION and The VINTAGE

AIRPLANE. Rather than continuing this duplication , theAntique award winner will be featured in the Novemberissue of SPORT A VIATION this year and the Classicwinner in VINTAGE. Because the Oshkosh '83 GrandChampion Classic winner, Robert Armstrong's Aeronca

Classic owners!Interior looking shabby?

Finish it right with anairtex interior

Complete interior assemblies for do-it-yourself installation.Custom Quality at economical prices.

Cushion upholstery sets Wall panel sets

rCJ

THE JOURNAL OF

Champ, NC84998 was featured in the August 1983 issueof VINTAGE as the Grand Champion winner of the FirstNational Aeronca Fly-In, that article will not be duplicated.In 1984, the top Classic award winner will be featuredin SPORT AVIATION and VINTAGE will feature theAntique winner. The presentation of winners in the twomagazines will be alternated each year.Next month's issue of VINTAGE will feature an indepth article with photos , describing the grand opening ofthe new EAA Aviation Center at Oshkosh, Wisconsinduring this year's Convention.

THE EARLY AEROPLANES,o MPLE ISSUE 4

15 CRESCENT RD. POUGHKEEPSIE N.Y. 12601

LOG BOOKSNEW AND REVISED FOR . . .Pilots: EM Pilot Log Book $2.95 ppd.Aircraft Owners and Builders:EM Amateur Built AircraftLog Book . . . . .. . , . . . . . . . $2.95 ppd.EM Propeller (or Rotor)Log Book . . . . .. . . . . . . . . $2.95 ppd.EM Engine and Reduction DriveLog Book . . .. .. . , . . . . . . , $2.95 ppd.Ultralight Owners and Operators:EAA Ultralight Pilot's Log andAchievement Record . . . . . . $2.95 ppd.


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CLASSIFIED DS -Regular type, 45c per word; Bold Face 50c per word; ALl CAPS,55c per word. Rate covers one insertion, one issue; minimum charge,$7.00. Classified ads payable in advance, cash with order. Send adwith payment to Advertising Department, The VINTAGE AIR-PLANE, P.O. Box 229, Hales Comers, WI 53130.

ACRO SPORT - Single place biplane capable of unlimited aerobatics. 23 sheets of clear, easy to follow plans ,includes nearly 100 isometrical drawings, photos andexploded views. Complete parts and materials list. Fullsize wing dr awings. Plans plus 88 page Builder's Manual- $60.00. Info Pack - $4.00. Super Acro Sport WingDrawing - $15 .00. Send check or money order to: ACROSPORT, INC., Box 462, Hales Corners, WI 53130. 4141425-4860.ACRO II - The new 2-place aerobatic trainer and sportbiplane . 20 pages of easy to follow, detailed plans. Complete with isometric drawings, photos, exploded views.Plans - $85.00. Info Pac - $4.00. Send check or moneyorder to: ACRO SPORT, INC., P.O. Box 462, Hales Corners, WI 53130. 414/425 4860.POBER PIXIE - VW powered parasol - unlimited inlow, cost pleasure flying. Big, roomy cockpit for the oversix foot pilot. VW power insures hard to beat 31h gph atcruise setting . 15 large instruction sheets . Plans - $45.00.Info Pack - $4.00. Send check or money order to: ACROSPORT, INC., Box 462, Hales Corners, WI 53130. 4141425-4860.PLEASE HELP - Wanted - Wright J-4 Whirlwind partsor complete engine for Travel Air 4000 I am rebuilding.Don Noonan, 1620 Catalina Avenue, Seal Beach, CA90740. Call collect 213/598 6338.

STAINLESS STEEL SCREWS. Finest quality now available at discount prices. Free catalog. Bemco Aero, 1098Sharonton Dr ., Stone Mountain , GA 30083, 404/294 7670.1940 PIPER J4A CUB COUPE - Oshkosh Winner 1976,1977 plus 16 other awards . See Vintage Airplane featurestory Aug. 1977, Nov. 1977, Oct. 1979, and SportsmanPilot, Fall 1982. C-85-12F power, 350 hours T since rebuilt airframe and engine . $14,900. 313/676 3119 after6:00 p.m.BOOKS FOR AIRCRAFT DESIGNERS, RESTORERS.OUT-OF-PRINT AND CURRENT. STATE SPECIFICNEEDS. 4000+ ITEM CATALOG $2.00. JOHN ROBY,3703Y NASSAU, SAN DIEGO, CA 92115.WRIGHT R760 ENGINES, OSMOH OR RUNOUT, NOWA VAILABLE. ALSO GOOD SUPPLY OF NEW PARTS.305/886 3180FOR SALE - Rare Lindbergh Hour Angle Watch. Inventedand designed by Lindbergh with Longine-Wittnauer assistance to solve celestial navigation problem of the Greenwich Hour Angle Equation. This unique wrist watch goldcased was part of a production run of about 500 in 1950and is in excellent condition; keeps accurate time. Haverefused offers of several hundred dollars . Write RobertJ . Thomas, 3723 Stillwell, Lansing , Michigan 48910 formore information.

l ~ L I V ~ ReW L [ ~ ~ ~ l A 1

A V I A T I f ~Jackel - unlined tan poplin with gold andwhite braid trim . Knit waist and cuHs, zipperfront and slash pockets . Antique / Classiclogo patch on chest.Sizes - XS through XL . . . . . . . . . . . $26.95 ppdcap - pale gold mesh with contrasting bluebill , trimmed with gold braid. Antique/ Classiclogo patch on crown of cap.Sizes - M and L


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vintage airplane - oct 1983

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