f

,.

o
~
~
o
Q
by Espie uButch
u
Joyce
Q{lJt
It seem possible but soon
it will be time for EAA Oshkosh '90.
It is difficult for a person (unless they
have been involved as a volunteer) to
imagine how much planning goes into
putting on this event.
In the Antique/Classic area of the
convention alone, we have the follow-
ing:
I . A/C Headquarters building
2. Three tents , including the
type clubs, OX-5 Aviation Pioneers
and workshop tent.
3. One judges' trailer
4. The volunteer building
5. Four parking posts for air-
craft
6. One manpower post
7. One membership & chapter
post
8. Fifteen golf carts
9. Forty tables & 130 chairs
This list can go on and on . These are
only the material things.
In my mind, the high quality of our
Chairmen and volunteer staff make the
A/C area of the convention the best.
We have over the past years been trend
setters. To keep this trend going, the
Chairmen need the help of volunteers.
Volunteers like you.
I would like to list these Chairmen
so you might, if interested, contact one
2 JUNE 1990
GHT AND LEVEL
of these people to see if you could be
of help.
A/C Parking & Flight Line Safety Art
Morgan 414/442-3631
A/C Forums John Berendt 507/263-
2414
Antique Judging Dale Gustafson 3171
293-4430
Classic Judging George York 419/529-
4378
A/C Manpower Gloria Beecroft 2131
427-1880
Parade of Flight Phil Coulson 617/624-
6490
Headquarters Staff Kate Morgan 4141
442-3613
A/C Security Jim Mahoney
AlC Press Larry D'Attilio 4141784-
0318
A/C Maintenance Stan Gomoll 6121
784-1172
Interview Circle Charles Harris 9181
742-7311
Type Club Headquartes Joe Dickey
812/342-6878
A/C Picnic Steve Nesse 507/373-1674
A/C Flyout Bob Lumley 4141782-2633
Hall of Fame Union Dean Richardson
608/833-1291
Welcoming Committee Jack Copeland
617/366-2745
Membership & Chapter Booth Bob
Brauer 3121779-2105
Photo Contest Jack McCarthy 3171
371-1290
A/C Flight Safety Buck Hilbert 8151
923-4591
AlC Pioneer Video Jeannie Hill 8151
943-7205
OX-5 Pioneers Bob Wallace 301/686-
9242
Volunteer Host Judith Wyrembeck
Data Process Thomas Auger 715/287-
4262
AlC Workshop George Meade 4141
926-2428
I need to make you aware of some
details related to these activities. If you
wish to participate in the Parade of
Flight, you need to contact Phil Coul-
U ~ "w, "" trying
to register these people in advance of
the fly-in this year .
As we will not be having the River-
boat Cruise this year (because the boat
has been sold), Steve and Jeannie are
planning something special for our AI
C Picnic this year. This event will be
held on Sunday night of the conven-
tion. This is a good opportunity to have
a good meal without the hassle and the
traffic and lines at different restaurants
on this busy night.
Our A/C Parking area is once again
being expanded with the movement of
the Ultralight area to west of the air-
port . The showplace camping will
have a new portable shower located in
the south tree line. Also, we have been
promised that the present showers will
be improved.
As you can see, we are working hard
to make your visit to Oshkosh 1990 in
the A/C area a good one. Please drop
by A/C Headquarters and meet
everyone. Sit on the porch and make
yourself at home.
This month you will find the Offic-
ers and Directors running for election.
Please mail in your ballot or proxy.
These people are willing to put forth a
good deal of work to make your A/C
Division the best. One of your Direc-
tors, Dan Neuman , has decided to re-
tire as a Director of the A/C Division.
Dan has served your Division with de-
dication and loyalty. Dan's input to our
activities will be missed. Dan, we all
wish you the best. Bob Lickteig, the
past president of your Division, was
selected to fill the unexpired term of
Dan Neuman. I would like to welcome
Bob aboard. His knowledge and ex-
perience will be most welcome.
Should any of you have any input
for the good of the A/C Division,
please contact me and I will get back
with you as soon as possible.
Let's all pull in the same direction
for the good of aviation. Join us and
have it all!!.
PUBLICATION STAFF
PUBLISHER
Tom Poberezny
VICE-PRESIDENT
MARKETING &COMMUNICATIONS
DickMall
EDITOR
MarkPhelps
MANAGING EDITOR
GoldaCox
ART DIRECTOR
MikeDrucks
ADVERnSING
MaryJones
ASSOCIATE EDITORS
NormanPetersen DickCavin
FEAnJRE WRITERS
GeorgeA Hardie.Jr. DennisParks
EDITORIAlASSISTANT
Isabell e Wiske
STAFF PHOTOGRAPHERS
Jim Koepnlck CarlSchuppel
Jeffl som
EAAANTIQUE/CLASSIC
DIVISION,INC.
OFFICERS
President VicePresident
Espie'Butch' Joyce ArthurR. Morgan
604HighwaySI. 3744North51stBlvd.
Madison.NC27025 Milwaukee.WI53216
919/427-0216 414/442-3631
Secretary Treasurer
GeorgeS. York E.E. "Buck"Hilbert
181SlobodaAve. P.O.Box424
Mansfield.OH44906 Union.IL60180
419/529-4378 815/923-4591
DIRECTORS
RobertC.'Bob"Brauer JohnS. Copeland
9345S.Hoyne 9JoanneDrive
Chicago.IL60620 Westborough.MA01581
312/779-2105 508/366-7245
Phili p Coulson Will iamA Eickhoff
28415SpringbrookDr. 41515thAve ..N.E.
Lawton.M149065 St. Petersburg.FL 33704
616/624-6490 813/823-2339
CharlesHarris StanGomoll
3933SouthPeoria 104290thLane.NE
P.o.Box904038 Minneapolis.MN55434
Tulsa.OK74105 6121784-1172
9181742-7311
RobertD.'Bob"Lumley
DaleA Gustafson 1265South124thSt.
7724ShadyHillDrive Brookfield.WI53005
Indianapolis.IN46278 4141782-2633
317/293-4430
GeneMorris StevenC. Nesse
115CSteveCourt.R.R. 2 2009HighlandAve.
Roanoke.TX76262 AlbertLea.MN56007
817/491-9110 507/373-1674
S.H. oWes' Schmid
2359LefeberAvenue
Wauwatosa.WI 53213
414m1-1545
DIRECTOR EMERITUS
S.J.Willman
7200 S.E. 85th Lane
Ocala.FL 32672
904/245-7768
ADVISORS
JohnBerendt GeneChase
7645EchoPointRd. 2159CarltonRd.
CannonFalls.MN55009 Oshkosh.WI 54904
507/263-2414 414/231-5002
GeorgeDaubner JohnA Fogerty
2448LoughLane 479Highway65
Hartford.WI 53027 Roberts.WI54023
414/673-5885 715/425-2455
Jeannie Hili DeanRichardson
P.o.Box328 6701ColonyDrive
Harvard.IL 60033 Madison.WI53717
815/943-7205 608/833-1291
JUNE 1990 Vol. 18, No.6
Copyright1990bytheEAAAntiquel ClassicDivision.Inc.All rightsreserved.
Contents
2 StraightandLevel!byEspie"Butch"Joyce
4 A/CNewslbyMarkPhelps
5 LetterstotheEditor
6 Members'ProjectslbyNormPetersen
Page5
8 VintageSeaplaneslbyNormPetersen
10 VintageLiteraturelbyDennisParks
14 InterestingMemberlbyCharlieHarris
16 BuildaFlyingToboggan
Iby PaulH.Keating, E.M.
18 Father& SonCessnalbyMarkPhelps
Page6
22 PhotosbyKostonlbyTedKoston
24 TheFerrisWheellbyJimDamron
26 NoticeofAnnualMeeting
28 PassItToBucklbyE.E."Buck"Hil bert
30 Calendar
Page 22
31 VintageTrader
34 MysteryPlanelbyGeorgeHardie,Jr.
FRONT COVER ...LeonSeale. Jr. andson "Scoote('(Leon III) closein
onthephotoplane fora goodlook.
(Photo byJim Koepnick. Photo planeflown byJimDorman)
REAR COVER...LongtimeEAAer.TedBusingerlikedtheoldmagazine
coversontherearcoversofrecentIssuesofII1NTAGE AIRPLANE so he
sentalonga collectionofhisfavorites.oneofwhichisfeaturedhere.
Thanks Ted!
ThewordsEM, ULTRALIGHT,FLYWITH THE FIRSTTEAM,SPORTAVIATION,ard!helogos01 EXPERIMENTALAIRCRAFTASSOCIATION INC.. EMINTERNA
TIONAL CONVENTION,EM ANTIOUE/CLASSIC DIVISION INC,INTERNATIONAL AEROBATIC CLUB INC,WARBIRDS OF AMERICA INC., are regslered
trademar1<s.THE EMSKY SHOPP aM logos 01 !he EMAVIATION FOUNDATION INC.and EMULTRALIGHT CONVENTION are trademar1<s 01 !he above
assodalions aMIheir use byaIrfperson oIher /han !he aboveassodaIionsissIr'dIy prohilited.
EcItOOalPolicy:Readers are encouraged to submrt stories and phot<qaphs.Policy opirjons expressed inarticles are solely those 01 !he authors.Respoosili lity lor
acruracyin repor1ilg rests entirely with !he oontrilutor. Material should be sent to:Em,The VINTAGE AIRPLANE,Wntrnoo Regional Airport,3000 Poberezny Rd. ,
OOosh,WI 549Q3.3086. Pt1ooo:4t4l4264800.
TheVINTAGE AIRPLANE (ISSN OO9t6943) published andowred byEM DMsioo.I"".01 !he ExperirrentaJ AirCfaitAssociation,If'<. and
monthly at Willman Regional Airport, 3000 Poberezny Rd.,OOosh,WI 549Q3.3086.SecondClass Postage paid at Oshkosh,WI 54901 and additional
mailngoiflCeS. Merrbershiprates lor EM Divisioo,lnc.are$t8.00lorourrent EMIOOr11bers lor t2month period01 I>Ilich$t2.00 lor!hepublication
01 The VINTAGE AIRPLANE. Membership open to allwho are nterested in aviation.
ADVERTISING- Antique/Classic Divisiondoesnotguaranteeorendorseanyproductofferedthroughouradvertising.Weinviteconstructivecfiticismardwelcome
aIrf report 01 inferiormerchandiseoIJIained through our advertiSing so that correctivemeasurescan be taken.
POSTMASTER:Sendaddress changes to EMAntique/Classic Division,I"".. P.O.Box 3086,Oshkosh,WI 549033086.
Compiled by Mark Phelps
John Lafferty, 19141990
It is with deep regret that we report
the passing of John Lafferty (EAA
35501, AIC 8308) of Austin, Min-
nesota on April 22, 1990. John's life
story was chronicled in the February
1990 issue of VINTAGE AIRPLANE.
Our sympathy is extended to his wife,
Grace, their family, many friends and
1990 Taylorcratl
Taylorcraft introduces
Ranger Patrol Model
Taylorcraft has introduced its new
Ranger Patrol Model designed for law
enforcement, forestry service, pipeline
patrol, construction survey work,
wildlife management and other mis-
sions requiring a rugged STOL air-
craft.
The Ranger is available with either
a 118-hp or 180-hp engine and a choice
of tricycle or conventional landing
gear. Short term delivery is available
within approximately 120 days. The
Ranger comes standard with clear
Plexiglas doors with flip-up windows
for photo missions, 200-pound cargo
capacity with an optional fold-down
seat for a rear-seat passenger, offers a
choice of King or Narco avionics and
IIMorrow loran, comes with a choice
oftailwheels and is certified on floats .
Contact Taylorcraft Aircraft Corp.
(Sales) at 165 Scott Avenue, Suite 102,
4 JUNE 1990
acquaintances and aviation people
throughout EAA. - Norm Petersen .
Morgantown, West Virginia 26505,
Tel. 304/291-AERO.
New PA-18 struts available
Univair Aircraft of Aurora, Col-
orado announces that it now has the
new sealed type PA-18 lift struts. The
struts are FAA-PMA approved and
comply with Piper Service Bulletin
910A. The struts are manufactured
with a bushing welded at the wing at-
tach hole and a sealed fork barrel
which prevents moisture from entering
the strut. The inside of the struts is
coated with a preservativelsealant in
accordance with the Service Bulletin.
These lift struts also include the larger
heavy-duty, heat treated 5/8-inch
thread fork . The front strut is PIN
U89497-02 and sells for $258.82. The
rear strut is PI N U89498-02 and sells
for $182.47. Contact U ni vair Aircraft
Corp. , 2500 Himalaya Road, Aurora,
Colorado 80011, Tel. 303/375-8882.
John Lafferty
1914-1990
Autograph hounds
Dear Mark,
Afterreading Paul Whitesell's letter
in AprilVINTAGE AIRPLANE myfirst
thought was, "AMEN."Afterre-doing
someofthe work Ipaidan IA $380.00
for, plus parts, this really hits home.
Myaircraftis a 1951 Tripacerwith 125
hp. It is pretty basic. The technology
is olderthan the owner. Thepriceofa
Maule tester will be spent gladly. The
satisfaction and peace of mind will
surely lower tha probability of an
ulcer. To anyone contemplating doing
his own work I highly recommend the
type club pertinent to the airplane, in
my case the Short Wing PiperClub is
a wealth ofinformation.
Sincerely,
Robert Farnsworth
Pengilly, Minnesota
Mr. Phelps,
I'd like to take issue with Paul
Whitesell's comments about A&Ps.
Maybe his two brothers-in-law are in-
competent with light aircraft. Put the
shoe on the other foot. As an A&P
who's been asked to sign offowners'
work I'veseenennumerableexamples
of incompetence by folks citing the
same "anti-autograph" rhetoric. For
example:
MAIL
- Only two threads engaged in nuts
securing structure (improper grip
length to say the least).
- Notches cut in structural stringers
for clearances
- Auto valves in engines (bent after
200 hours)
- Propeller cut two inches shorter
than data sheet allowance
- Number 10 screws in rudder cable
end fittings instead of 1/4-inch bolts
- No primary stops on ailerons
- Not to mention the piles ofillegal
paperwork (or lack of it) I've come
across
Maybe there are a few A&Ps who
are out to make a quick buck offtheir
licenses, but to conversely say that
every owner is capable and has the
right to sign off his work is not the
answer. There aregoodandbad plum-
bers, electricians and movie actors -
you'refreeto spendyourmoneywhere
you choose.
A good A&P and a conscientious
owner go hand in hand. Two pairs of
eyes and ears is always better. While
the A&P may know less than Paul
about his particular Bonanza, he
should know considerably more than
the average owner about what's air-
worthy and legal. The two should be
working together to keep these old
birds flying.
Walt Hankinson
(EAA 275854, A/C 11908)
A&P 148363063
Shiloh, New Jersey
Mystery cowl
Dear Editor,
Enclosed are two photosofacowl I
would like to identify. It is a NACA
type measuring 32 inches in diameter
and 12 inches deep and is apparently
for a three-cylinder radial. Any help
youcangivemewouldbeappreciated.
Sincerely,
Richard Danio
12 Clinton Avenue
Wallingford, Connecticut 06492
Tel. 203/269-1941
Front
Rear
VINTAGE AIRPLANE 5
M E M E R S ~ PROJECTS
byNormPetersen
A smiling Dennis Trone (EM 584, AlC 9214) stands by his
latest restoration project, a 1927 Waco DSO, NC605N, SIN
3006, which he recently acquired from the Peter Bryn
estate in Dazey, North Dakota. One of only seven Hisso-
powered DSO models still on the FAA register, this particu-
lar airplane is featured on page 116 of Juptner's Volume
I - when it had been restored in the early 1950s by the
same Dennis Trone in California! This time the restoration
will be under the direction of Gar Williams of Naperville,
Illinois and Dennis is looking forward to flying his "old
friend" from 40 years ago. Upon disassembly of the big
Hisso engine, Gar remarked that the quality of workman-
ship and engineering in the big V-8 is hard to believe for
1927!
Good progress is being made on the restoration of Dennis' Lincoln
Sport biplane. Dennis originally purchased the Lincoln as a dere-
lict, piled up behind a hangar at Monmouth, Illinois, from owner
John Louck for the large sum of $85! (Yes, this is the same Capt.
John Louck who barnstormed Ford Trimotor N414H.) After buying
the Lincoln in 1948, Dennis stored the remains until last year when
Gar Williams agreed to take on the restoration effort. An extensive,
detailed investigation revealed this aircraft to be Serial No. 1
Lincoln Sport, the factory prototype! The three-cylinder Anzani en-
gine was in poor condition so another Anzani was purchased
from Clarence Rates (EM 191114) of Necedah, Wisconsin. This
engine is being rebuilf by AI Ball of Santa Paula, California. Note
the balsa wood streamlining on the gear legs and cabane struts.
Lincoln Sport instrument panel photo reveals a Jones Tachometer,
Zenith Height Gauge (altimeter) and a Dixie magneto switch, all
from the 1920's. Note the center-pivoted wooden rudder bar. Gar
reports many of the original fuselage parts were in excellent
shape and needed only to be cleaned up and varnished (after
65 years!).
6 JUNE 1990
Not content to rest on his laurels (see April, '90, VINTAGE AIRPLANE,
page 28, story of Old Blue) Mike McCann sent in the enclosed
photo of his 450 P 8< W Stearman, which is rapidly approaching
flight status. Painted dark green and white, the big biplane fea-
tures custom wheel pants, polished aluminum struts and a con-
trollable prop to harness the 450 horsepower. Perhaps Mike will
send us a photo of the Stearman in the air over the colorful coun-
try around Homer, Alaska.
Warren Williams of Littleton, Colorado sent in these photos of his
nicely restored 1948 Aeronca Sedan, N1138H, SIN 15AC-149. (That's
Warren standing by the door.) He found the Sedan on a farm in
Ohio in November, 1981. It had not been annualed for 10 years
and was full of rodent and bird residue. The restoration was
started in May 1982 and completed in June 1983, just in time to
go to the first Aeronca National Convention in Middletown, Ohio.
The total time on the aircraft was 1,253 hours at rebuild and is
now 1,710 hours. Warren admits the big, comfortable cabin is like
a pickup with wings! "Just don't get in a hurry!" he says. Cruising
speed is 105 mph and it gets out of his 5,680 foot strip just fine.
Instrument panel in Warren Williams' Aeronca Sedan has been
redone with many new gauges and a center stack radio pack-
age with Loran. Note the custom-built wooden control wheels
that slip over the original wire-spoked ones and are fastened
with flush wood screws. Should be nice and warm to the touch!
VINTAGE AIRPLANE 7
VINTAGE SEAPLANES
by Norm Petersen
This 1947 Piper PA-12 Super Cruiser with Canadian registration C-FFIR, is owned by Ken Striker (EM 350640) of Mississgua, Ontario,
Canada. Mounted on an immaculate set of Edo 89-2000 floats, the PA-12 features a 150 Lycoming engine swinging a Borer seaplane
prop, split seaplane doors on both sides of the fuselage, large overhead skylight, Canadian style aux. seaplane fins on both stabilizers,
PA-18 "balanced" tail feathers and a full panel with Arnav 21 Loran and "the works". Other amenities include PA-18 wing flaps, dual
water rudders on the floats and quick pump-outs in each float compartment. Ken uses the PA-12 to fly to his retreat on an island in
Lake Huron on the eastem shore of Georgian Bay. He plans on his first visit to the Brennand Seaplane Base at Oshkosh this summer
to attend the EM Convention.
8 JUNE 1990
With its silver floats nestled against the dock. the white with red
and black trimmed PA-12 makes a pretty sight in the bright sun
at Ken Striker's summer home on Lake Huron. Very few seaplane
pilots could resist a chance to take this beauty for a trip around
the lake on a day like this! Note original Grimes wingtip and
rudder navigation lights.
Nestied against the dock in Fort Frances, Ontario, Canada is this Stinson SR-9 mounted on Edo WA-4665 floats used for hauling
fishermen by Rusty Myers Flying Service. Registered CF-HJY, the "Gullwing" had been converted to a P & W 985 and used the typical
Rusty Myers colors of all red with yellow trim. Most Stinson Reliants used a ventral fin when mounted on floats, however, this one does
not have the additional fin. The photo was taken by Norm Petersen in the summer of 1956 at Rusty Myers' base at Fort Frances.
Snubbed against the dock on Oak Island, Lake of the Woods,
Minnesota is Beechcraft C18-S, N44573, SIN 7678, mounted on Edo
56-7850 floats. Owned and flown by Garland Bemhardt of
Baudette, MN on Canadian fishing charter trips in 1976 and '77,
the Beech featured a 10 seat interior, a range of 800 miles on its
253 gal. tanks and a cruise of 150 mph. Built in 1944 with float
fittings installed, the C18-S was powered by twin 450 P & W en-
gines and is presently one of 59 C18-S models still on the register.
Extras included a pilot hatch over the cockpit and a cargo hatch
that allowed two 17-foot canoes to be loaded intemally! Note the
three-foot wing extensions that helped on takeoff. Photo taken in
1977 by Norm Petersen.
VINTAGE AIRPLANE 9





THE LlGHTPLANE AND THE
AVIATION PRESS - 1946
The end of World War II was a time
of high hopes and the prediction of a
boom in the civil aviation industry. For
a time thi s was reflected in civil aircraft
production which went from 1,900
units in 1945 to more than 33,000 in
1946. A large part of thi s production
was in lightplanes, built to fulfill the
expected demand by returning military
pilots.
There was indeed a wellspring of
new models for the private pilot. The
Fall of 1945 saw the certification of
the first of the new post-war light-
planes with the type approval of the
Aeronca 7 AC Champion. By the end
of 1946, 18 more lightplanes would be
certified. These included the Aeronca
Chief, Globe Swift, Stinson Voyager,
Cessna 120 and the Ercoupe.
NATIONAL AIRCRAFT SHOW
This booming market was reflected
in the coverage of the First National
Aircraft Show by SKYWAYS maga-
zine which produced a special is-
sue in December 1946. Thi s issue had
almost 200 pages, 100 of which were
devoted to the show. The lightplane
section had pictures and specifica-
tions on more than 40 new aircraft.
There were also 15 lightplane man-
ufacturers with full-page advertise-
ments in the issue. Both Aeronca and
Taylorcraft had two-page ads. The
others were: All American, Beech,
Bellanca, Cessna, Culver, Funk,
Globe, Hockaday, Johnson, Lus-
combe, North American , Piper and
Waco.
10 JUNE 1990
Li b..-a0 / An:hive
Ui..-e(:f()..-
THE RECEPTION
Of all these new light aircraft, which
ones had the best reception? Which
ones were written about the most in
the popular aviation magazines; which
got the best press? We will examine
the coverage from four of the aviation
publications in 1946 and see which air-
craft garnered the most coverage. The
publications are AIR FACTS, AIR
TRAILS , FLYING and SKYWAYS .
AIR TRAILS
AIR TRAILS was a large-format
magazine that was a combination of a
modeling magazine and a general avi-
ation magazine. It was unique in its
two-page color center photographs of
airplanes, most of which were done by
the famous aviation photographer
Rudy Arnold. During 1946, five of
these center section photos were of
lightplanes . These were: the Common-
wealth Trimmer, Fairchild 24, Piper
Super Cruiser, North American Nav-
ion, Taylorcraft BC and the Funk
Model B.
Lightplanes also appeared on the
covers of five issues . These were the:
Stinson Voyager, Piper Cub (twice;
one on floats), Aeronca Champion and
Taylorcraft Be.
Starting in January 1946 AIR
TRAILS began its series of Pilot Re-
ports done by William Winter and
Alexis Dawydoff. Five appeared in
1946. These reports were about the
Stinson Voyager, Globe Swift, Piper
Super Cruiser, Erco Ercoupe and the
Aeronca Champion.
The planes all received positive
comments .
"Offers all the comforts and plea-
sures in flying found heretofore in
larger and more expensive planes ."-
Voyager .
"Brilliant performance, good looks ,
and economy are obtained at low
price ." - Swift.
A post-war trainer that will earn its
designers plenty of pats on the back. "
- Champion .
AIR FACTS
This compact size magazine created
and edited by Leighton Collins special-
ized in safety and pilot reports for the
private pilot. Thus it is no surprise that
in 1946 there was a lightplane on every
cover. These cover photos were done
by the well-known aviation photo-
grapher Hans Groenhoff. On the cov-
ers were: the Bellanca Cruisair, Com-
monwealth Skyranger, Erco Ercoupe,
Cessna 140, Piper Super Cruiser, Erco
Ercoupe (on floats), Bellanca Crui sair
Sr., Culver V, Luscombe Silvaire, Re-
public Seabee, Beech Bonanza and the
Navion.
AIR FACTS was known for its inci-
sive pilot reports done by Collins . The
magazine was also the first to print a
post-war pilot report with its review of
the Stinson Voyager in the November
1945 issue. During 1946 he did reports
on eight planes. These were the: Er-
coupe, Cessna 140, Piper Super
Cruiser, Bellanca Cruisair Sr., Culver
V, Republic Seabee, Beech Bonanza
and the North American Navion .
Some of his remarks: "With a good
cruising speed and range, ailerons that
always work, and a gear that paints on
landings, the Ercoupe should get a lot
of new people in the air." "Spring steel
landing gear, flaps, good flying qual-
ities, and a healthy cruise all make the
140 fun to fly and a lot of airplane for
$2995.00." - Cessna 140.
7 January, 1946 FLYING
for a Good, Safe', Economical
Plane
-- - - .....- -' -- - - .--...--....
YES, THISISTHENEW1946PIPER
CUB SPECIAL. IT'SA PERSONALIZED
YERSIONOFTHECUB THATHAS WON
SUCH GREATFAMEINTHE WAR.
LET'SFLYTO RIVERSIDE.'
Get Your"HowtoFIy"BooldetNOWI
De::tcui hesand picturesall tile bUljic liteI'd
in flyiug. 53 slcp-bY-lJlcP photoll. Muny
otherfacl:::l undCull-colur piclure:JofPipcr
Cubs.Getyourcopy Crom yourPiperCub
Deal er or write Dept. PAI6. Piper Air-
craft Corporation. Lock Haven. P euIIG .
ellclooiug tOe in slamps or coin for PO:;4
tage-baadliag.
IS YOUR TOWN READY TO flY?
FIIEE BOOKLET."Who'Your Town N...t.
(or the Clrniug Air Aso, " illuMlra ka and de-
.crihoe variulitl oflunding II.
will hul" )' nut cnrumuuily pltm aui JltlllPClhliv"
landi,\t- tuou. nowIFor your COpy. write Del.t.
ft!!!o. Aircraft Corporation, Lock
GREAT OPPORTUNITY fOR SERVICEMEN-Ilo

Write Cull iuformation rHKurciillg
yourtw.lfto Dept.. PAl 6S.PiperAircrdtCor-
partition,Luck Haveo,PeuDB.
PIPER AIRCRAFT CORPORATION
LOCK HAVEN, PENNA,
AimaltOJ.
Ihinls tkHh'llo mi/9SfOrALL AmeriCllns.
. ' J .
VINTAGE AIRPLANE 11


There's More than a Plane
in this Picture!
SON: Look, Dadl This low..- cowl line lets you see
the ground from the pilot'. seat, even after the plane
hat landed!
FATHII: So I've noticed-and did you lee these big
doors on both sides of the Aeronca Chief'. cabin, and
the roOm there il inside?
MOTHER: I like the looksofthi. plane .. . it'sddinitely
amart ... and the price certainly i. re""",able!
DEALER: You're all on the trade, but proud to be one of them, because to I
there'. more than a plane in this picture! one you've got to deliver SV1ce at
Aeronca is one company that hal a pilln Imow your busin.... Th..-e', a book1
as well as a romplett line 0( penonal you can get by sending lot to Aeronl
Aircraft Corp., Dept . ATI, Midd!etoJ
Ohio. It's caned "Aeronca, the PI
You'll Want to Fly," and tells all.
. . .
l
(Eq>Orl Acency - Aviqwpo, Inc. 25 c a ~
St., New Yo<t 4, N.Y.) i
planes. For a lone time they've been
promoting the idea 0( airstrips every
where, eo people can /ly their own planet
anywhere.
And Aeronea'. picking it. dealers the
same way-all over the country. I'm
has an important message
f.,.. air-minded people
PAGE 22
AIR TRAILS January, lY46
FLYING
FL YING magazine was an avid sup-
porter of private flying and had articles
on Iightplanes and post-war private fly-
ing starting with the January 1945
issue. During 1946 it printed more than
a dozen articles on the subject. On 11
of the 1946 covers there was a light-
plane. These were the: Erco Ercoupe,
Trimmer Amphibian, Aeronca Cham-
pion, Culver Model V, North Amer-
ican Navion, Miles Gemini, Cessna
140, Grumman Widgeon, Taylorcraft
BC, Luscombe Seaplane and the Stin-
son Voyager. The other cover was a
Noordyun Norseman on floats .
During the year FLYING had six
pilot reports of the new Iightplanes .
These were the: Stinson Voyager,
Cessna 140, Globe Swift, Erco Er-
coupe, Culver V and the Aeronca
Chief. These reports were done by
Max Karant, Managing Editor of the
magazine. Among Karant's reports:
"The Voyager is one of the best tail-
down airplanes we have handled on the
ground. It has better than average vis-
ibility forward, the tail wheel is steer-
able." "The Culver V is an excellent
addition to the post-war private-plane
market. But it will attract more than
the usual amount of sneers for no other
reason than the fact that it is a step
forward ."
SKYWAYS
SKYW A YS was unusual compared
to the other magazines discussed in that
it used artwork instead of photographs
for its covers . These stylish color ren-
derings were done by Ren Wicks ,
Cecil West and Jo Kotula. Eleven of
the 1946 covers had lightplanes de-
picted. These were the: Piper Cub (on
Skis), Beech Staggerwing, Grumman
Widgeon, Fairchild F-24, North Amer-
ican Navion, Johnson Skyrocket ,
Culver V, Bellanca Cruisair, Beech
Bonanza, Cessna 140 and the Piper
Sky Sedan.
Of the magazines discussed, SKY-
WAYS had the largest number of pilot
reports for the year. Selby Calkins and
12 JUNE 1990


Roger Delvin who did the reports had
a very busy year in flying and reporting
on 13 new planes. These were the:
Trimmer Amphibian, Stinson Voyager
ISO , Republic Seabee, Piper Cub
Super Cruiser, Globe Swift , Taylor-
craft Twosome, Aeronca Champion,
Callair A-2, All American Ensign ,
Funk F2B, Beech Bonanza, Piper Sky
Sedan and the Johnson Rocket.
The remarks included: "From spin-
ner to tail wheel the Funk airplane is a
clean , honest, well-mannered ship . It
will grow upon its owners like a good
hunting dog or a smooth gaited horse"
"The vee-tail works, it has been
adopted for the Beech, and it does what
it is supposed to do. Other planes will
have it. Let's make no more fuss about
it here ." -- Bonanza
D I would like 10 SimpliFly Ihe New Culver in a
demon.lralion.
D Plea.e .end me lileralure on Ihe New Culver " V",
NAME___________________________________
ADDRESS______________________________..,.--
CITY_____ __ STATE _________________
CULVER AIRCRAFT CORP., DEPT. MO, WICHITA 1, KANSAS
AIR FACTS May, 1'J4b
AND THE WINNER IS
To determine which of the new
lightplanes received the most exposure
in the four magazines studied, the total
number of covers and pilot reports are
counted for each aircraft model. Read-
ers of the four magazines in 1946
would have been exposed to 34 light-
planes from 26 manufacturers either on
the covers or in pilot reports . Piper had
the most coverage as a manufacturer
with nine articles or covers for the Cub
and Super Cruiser.
For individual models, the most re-
ported was the Ercoupe which ap-
peared on three covers and had three
pilot reports . Both the Stinson Voyager
and the Cessna 140 were next; they
each appeared on a combined total of
five covers and pilot reports.
No airplane model appeared on the
cover of all four of the magazines in
1946, but four of the planes appeared
on the covers of at least three different
publications. These were the Culver V,
Navion, Cessna 140 and the Piper Cub.
Other planes with good exposure were
the Beech Bonanza and the Globe
Swift -- each of these appearing on a
combination of four covers and/or pilot
reports.
BEYOND 1946
Indeed 1946 was a high-water mark
in the return of the private plane and
personal flying , but the market went
sour. In 1947 sales fell off to 15 , 617
units, and dropped to 3,545 by 1949.
But it was an exciting time of creative
growth shown by the American light-
plane manufacturer.
VINTAGE AIRPLANE 13
INTERESTING MEMBERS
Francis "Franny" Rourke
(EAA 2059, AlC 5274)
A Craftsman's Craftsman
by Charles W. Harris, Director,
Antique/Classic Division
EAA #96978, AlC #2158
When a man has spent a lifetime in
grass roots aviation, it mustbegratify-
ingtolookback,recount the yearsand
mentally tick off the changes he has
seen occur. It must be more gratifying
to know that when he does elect to lay
down the tools ofthe trade, he leaves
alegacyofchampionlevel restorations
and reputation of craftsmanship of
such quality that he is known nation-
ally for his skills.
FrannyRouke(EAA1059- achar-
termemberofEAA Chapter LO,Tulsa
and EAA Antique/Classic Chapter 10,
Tulsa) ofBartlesville, Oklahoma is a
man of such reputation and talent.
Franny was 75 years young in April,
1990; going strong, and is presently
restoring a Luscombe 8F, a Bird bi-
plane, an American Eagle biplane and
a Hisso Travel Air 3000. He has just
completed an outstanding 1930 Fleet
open biplane, and has no plans to slow
down!
Adisplaced NewEnglander,Franny
has lived in Bartlesville for nearly 50
14 JUNE 1990
years. Hi s first view of any airplane
was on Armistice Day, November II,
1919 at the age of four as the planes
overflew the downtown parade in
BeaconFalls, Massachusetts .Aforced
landing ofa DH4 near his home had
him thereas fast as his littlelegs would
carry him; the aviation bug was biting.
He attended grade school in Beacon
Falls and high-school in Naugatuck .
High-school brought French class and
French class brought hooking from
school to walk to the airportandeven-
tually talking the airport operator at
Bethany, Massachusetts into an ap-
prenticeship. This was 1932;ajobwas
rare . Franny had an apprenticeship
"job,"howeverthere was no pay togo
with thejob. There was, however, the
thrill ofthe airplanes and the learning
of the aviation trades. Eventually
Franny and hi s young aviation buddy
Johnny Korzen became teenage mana-
gersoftheBethany,Massachusettsair-
port . Their experience grew; they
workedonaRyanB-1, aJ-5 Lockheed
Vega, an Ireland amphibian , Birds,
Great Lakes, Curtiss Robin, a Hisso
Eaglerock, etc. Little or no money
changed hands on repairs. A dentist
had hi s Gee Bee Model A completely
rebuilt inexchange for asetoftires for
Franny's old car and $100 in cash.
And, ohyes, the dentistofferedto pull
all ofFranny's back teeth. The 1930s
weretryingyearsforayoungmechanic
trying to make a living in aviation.
Meanwhile Franny' s first employer,
the former airport manager , had found
his way to Cheyenne, Wyoming and
had ajobwith United Air Lines and in
1936, called Franny and offered him a
mechanic 's slot. Franny accepted and
went west to the high country to give
it a try. It wasn't long before Franny
was back in New England and eventu-
ally landed a job with Sikorsky in
Bridgeport, Connecticut, working on
the legendaryS42sand S43s. Franny's
reputation as a quality and meticulous
worker was growing and in 1940 he
was luredtotheSouthandthespraying
and dusting business by another dis-
placed New Englander. This was fol-
lowed by a stint in Houston which
brought an offer from Phillips Pet-
roleum Company in Bartlesville, Ok-
lahoma. Franny accepted and moved
the family to Bartlesville where they
have resided the last 48 years.
Franny's career with Phillips in-
cluded 10 years ofnot only mechanic
duties but flying co-pilot on Lock-
heed's 12s and 18s, DC-3s and Doug-
las A-26s. In the meantime, Franny
had been doing some dusting and
spraying and also had been assisting a
Phillipschemist in researchingand de-
signing a carrier for a herbicide that
Dow Chemical had perfected. After a
close call in the A-26 he vowed if he
weregoing to diein an airplane, it was
notgoingtobeatsomeoneelse'shand!
Hequit Phillipsand went intothedust-
ingandsprayingbusiness ,andindoing
so, flew the first successful liquid her-
bicide spraying ever done . In the next
10 years, dusting and spraying oc-
cupied most ofFranny's time, but his
reputationas asplendidcraftsmancon-
tinued to grow and grow. More and
more pilots were bringing their
airplanes to Franny for repair , upgrad-
ing and annuals. Franny' s many years
of training and experience were now
serving many people very well. More
and more Franny was being asked to
createrestorationsofthefinestquality.
As he responded to these requests, hi s
reputation grew.
A simply beautiful upgrading of a
528 hour total-time J-3C 65 was fol-
lowedbyagorgeousKinnerINFWaco
rebuild. As thesetwowinnersemerged
from Franny's shop in the late 1970s
and early 1980s, Doug Rounds asked
The sheer size of the Travelair 6000 made Franny's restoration of the machine one big job! It took some 2'12 years!
Franny to take on the task of complet-
ing the redo of his BIG Travel Air
6000. Franny accepted and they loaded
the dismantled 1931 model monster
onto two trucks and two trailers in cen-
tral Georgia and trucked it the 900
miles to Bartlesville. For the next three
years, Franny waved his mechanical
magic on the big bird (with a lot of
help from Doug and a lot of friends)
and when it was finally done, it was
promptly test flown, tweaked and early
the next morning in August 1983 , was
off to Blakesburg, Iowa where it pro-
ceeded to steal the show its first time
out. The machine was returned to BVO
for a new cowl and post fly-in check-
out. Forty-five days later in September
1983, Doug returned to Bartlesvi lle,
loaded up the black and orange
machine with wife Bonnie, son
Nathan, Franny and Clarence Clark of
Bartlesville, the test pilot who had
made the first flight 50 years before,
Roger Gaughan, and flew off to
Tahlequah where the black & orange
beauty was named Grand Champion
Antique. This airplane was now a far
cry from the one that the legendary
lohnson Flying Service flew out of
Missoula, Montana for 31 years as they
delivered smoke jumpers into the
mountain wilds for so long. It is the
same airplane that appeared in "Only
Angels Have Wings" with Cary Grant,
lean Arthur, Rita Hayworth and
Thomas Mitchell. The airplane is now
owned by Delta Air Lines and appears
in many of their current television
commercials.
A 1929 General Artistocrat was next
in line; it came out to be Reserve Grand
Champion at Blakesburg in 1985 .
From December 1984 to February
1986, he moved Charlie Harris' 1942
Culver LFA Cadet from an average
machine to one so good it was named
"Best In Class" and/or " Best Ok-
lahoma Antique" in 1987, 1988 and
1989 fly-ins. Pete Ettinger's Model 2
Fleet was finished just in time to be
named "Best In Class" at a 1989 fly-in.
After thi s kind of success the obvious
question would be, "what are you
going to do for an encore?" Well , in
the shop at thi s time is an original nat-
ural aluminum Luscombe that is de-
stined to appear in 1991 or 1992 as an
authentic, original 1949 8F Deluxe; a
big Bird biplane is moving along and
an American Eagle biplane is right be-
hind the Bird! A rare Hisso Travel Air
3000 has just gotten in line for its
facelift! All thi s from a gentleman who
works alone and has quietly moved
into the fourth quarter of a century. It
really pays to enjoy what you are
doing.
Franny fell in love with the open bi-
planes during his days of dusting and
spraying in Mississippi in 1940-41 .
The Travel Air 2000/3000/4000 series
airplane were the mainstays of the pre-
war dusting business. Franny never
forgot hi s Travel air love and in the
middle of the 1970s began to craft him-
self a beautiful blue and silver OX5
2000 which looked as new when he
finished it as it did the day 50 years
before when Walter 's people rolled it
out and Clarence Clark got in and flew
it. Franny later sold hi s machine to
Don Sharp of Pauls Valley, Oklahoma
who took it to Denton where it was
named Grand Champion Antique.
Fran is held in such high esteem by
his friends and associates that he is
considered the dean of aircraft restor-
ers in the Oklahoma area. His depth of
knowledge of the antique and classic
aircraft amazes some of the young
mechanics - of course, it's a bit dif-
ficult for them to remember that
Franny was there when virtually all of
our treasured old airplanes were intro-
duced or were near new!
Beyond family, airplanes have been
Franny's entire life. From a teenager
actually managing an airport and work-
ing on airplanes for a living to an hon-
ored level of respect and esteem at age
75 , there have been very few days that
Franny has not been at his airport shop
making his or someone's airplane a
better and safer machine.
In addition to EAA, Franny is a
member of AAA, QBs, OX5 Aviation
Pioneers, National Biplane Associa-
tion and Early Birds. He is a member
and regularly attends meetings of EAA
Antique/Classic Chapter lOin Tulsa.
In 1985 and 1986 he acted as consul-
tant to Phillips Petroleum Company as
they restored the legendary 1927 Dole
Race winning Travel Air 6000
"Woolaroc." The hangar which he oc-
cupied for so long on Frank Phillips
Field at Bartlesville has been acquired
by the National Biplane Association
and will be used as the National Bi-
plane Center.
Franny's legacy will live on in the
airplanes he has crafted for longer than
most of us will be around. Where
would we be without those few men to
whom we owe so much!
VINTAGE AIRPLANE 15
POPULAR SCIENCE MONTHLY
January, 1926
'J{OW Ui lJ!ade a WillgedToboggan
, ../ '
Wjngs fitted to a toboggan add immea
aurable thrills to the sport of coasting
P
LAYING and racing with death
down a 1000-foot slope of frozen
snow and ice may not appeal to
some as a pastime, but the palling
monotony of life in a Colorado mining
camp, up on the Continental Divide,
where the snow is 50 feet deep and the
mercury is below zero for months, makes
life seem very drab. Anyt.hing with a
kick in it is welcome-anything.
Two of us, Harley Tryon and myself,
were the charterand sole members of
Suicide Club, builders and operators of
the only amusement device of its kind
ever recorded, the toboggoplane.
Tobogganing is not a slow sport in
itself, but like other speed sports, each
descentmust be a little faster, go a little
farther than the preceding, or itloses its
thrill.
A toboggan' on a hard frozen crust will
develop a speed greaterthan free fall in a
given vertical distance, for much the
samereason thatanice boatcan go much
faster than the wind that drives it. It
takes longer for the given verti cal dis-
tance to be covered, butatthe end, the
actual speed down the slope is greater.
The "why of" this is out of place here,
but it's true.
So, when I saythatwe hitthe bottom
of the hill going more than 200 miles
an hour, I know the speed is under-
estimated. Buteven this pall ed after a
time. Keeping a toboggan upright is
much like riding a bicycle, or balancing
a canoe, for athigh speeds a very small
irregularity on the surface can have
disastrouseffects. Our instruction from
Old Man Experience on this pointcame
insuddenandenormousdoses. Butin a
shorttimetherewasn'ta hill around the
camp that could offer a "kick." We
could ride them all to a standstill.
ONE night, after a somewhat dull
toboggan party, the idea was sug-
gested to build a set of wings on the
toboggan. Maybe itwould fly!
J suggested it, and Tryon said, ''If
you'll build it, I'll ride the thing."
16 JUNE 1990
,
F
IROM the extraordinarily
graphic pen of a New York
mining engineer comes this ac-
tual record ojwinged toboggan-
ing at the Sunnyside Mine, near
Silverton, Colo. The altitude
of this mining camp is 12,500
J eet above sea level, and the
winters there are Jrom Septem-
ber first to July first. Snow usu-
ally falls even in July and
August. The author was the chipJ
engineer and Harley Tryon the
timekeeper qt this mine.
.'
By PaulH. Keating, E.M.
From the carpenter shop next after-
noon I obtained some strips of pine,
some muslin (used for wrapping ventilat-
ing pipe), andsome piano wire. The
toboggan itself was of standard design,
18 in. wide, 9 ft. long, with a curl in
front 9 in. high.,
The wings of the Dragonfly, as we
later christened the toboggan, were,made
of a framework of knot-free pine strips,
covered with muslin, which was painted
with hot paraffin to make the fabric
airtight.
Two strips 1 by 2Y2 in. and 11 ft. long
were fastened together by four cross-
pieces 1 by2Y2 in. by 4ft. 3in. Notches
or mortises were cut in the longer strips
to take the shorter ones, as illustrated,
and a singlesixpennynail wasdriveninto
each joint from the outside.
The frame was laid on a floor and
trued up with a steel square. Piano
wire, about No. 22 gage, was then strung
as indicated and drawn very tightly
around each crosspiece and diagonally

(
GUY\VIRE FROM TIPTO TIP ,
THROUGH' EYE BOLTS ON INCLINATION OF

SIDEVIEW
A wire braced frame
work of 1 by 2}1' in.
,trip. I. covered with
paraffined muslinto(orm
wing. for the tobollan
across each section of the wing. Shingle
nails driven into the strips served to
anchor the wires.
Each cross length was drawn until all
gave approximately the same hum when
picked. The diagonal wires also were
adjusted t o the same pitch by putting a
lock washer ar ound the intersectionand
drawing it by a wire toward theback of
theframe until the tone of the wires was
about even.
ORDINARY unbleached muslin was
stret ched over theentirefr ame,fast-
ened every 2 in. with carpet tacks. The
center or "cockpit" then was cutoutand
the loose edges tacked down. After
pryingthe frame from the floor , towhich
it had been lightly nail ed during the
truing-up process, themuslin was painted
with very hot paraffin.
Two holes were drill ed in the topof the
curlof the t oboggan 1ft .apart, andthree
turns of ordinary baling wire held the
wings in place along the leading edge.
The rear edge was fast ened similarly
tothe iron eyebolts al ong the side of
thetoboggan. A continuous guy of pi-
anowire was strung fr om the front tip
of one wing through eyebolts in the
floor of the sl ed to the other wing tip,
and d-awn tight.
The next thingwas to try it. "lith
the cushions in
pl ace, it looked
everybita dragon-
fly, but as a pas-
sengercarryingde-
vi ce, weconcluded
(Continued on page 103)
Theoriginal DraAonRy after many perilou!
trips down a Colorado mountain aide
MEMBERSHIP
INFORMATION
We Make a Winged Toboggan
(Conl;nued fro,. pa,e 72)
it would take a rather high rate of
insurance.
Harleyand I dragged it up themountain
the next afternoon to our preferred start-
ing point, which was about 500 ft. above
the camp. He had bargained to try it
first. But I liked Harley Tryon, and
inasmuch as the idea and workmanship
had all been my own, my conscience be-
came apprehensive. I was afraid to try
it first; so was he, though neither of us
would admit it to the other then, although
we did later.
We flipped a rJin, and it was still his
turn first . But suppose the thing actually
did fly and had a crash! I hated to think
of all that work being lost in a first flight
crash, and I wouldn't get a chance to
ride it. So we compromised and decided
to ride it together the first time down.
We should have preferred also to com-
promise on the distance of the first tryout,
but could not, because the mountain was
so steep that we had to go up to this
certain point in order to get a footing to
climb aboard.
Harley always had ridden behind to do
the steering. We took the same position;
although now I was in the "cockpit,"
and couldn't roll clear of the thing if it
became necessary or desirable.
W
E CLIMBED on. That hill never
had looked so high and steep, nor
the frozen crust so hard and smooth.
.. Are you ready?" Harley called. I
answered, and we started.
The pick-up was immediate and terrific,
with the sensation in the stomach of
going down in an elevator. Faster,
faster! The tears were streaking across
my temples from the icy wind. I couldn't
breathe, or at least didn't, in the excite-
ment. Only one thought remained-
hang on! .
Two-thirds down we struck a small
drift, and for a hundred feet beyond,
though it was less than half a second in
time, there was no sound of the toboggo-
plane's scraping the frozen snow. At
the speed we were going the actual lift
was small, but the fact that it actually'
had lifted us for a 100-ft. jump was
demonstrated by our tracks.
At the bottom of the hill was a lake,
1000 ft . across, frozen and covered by
20 ft. of snow or more. We coasted
across this flat to the far side, started up
the opposite hill, and soon stopped.
The next time Tryon went alone. He
sat well forward in the cockpit, and half-
way down the hill there were unmis-
takable signs that the Dragonfly was
going to leave the ground. When Harley
reached where the bottom should have
been, he was 10 ft. off the ground going
like a shot. He landed straight and even,
and finally came to a stop.
After that we alternated rides, with
more or less good natured rivalry for
height, distance, and near-accidel)t risks.
The sport never became dull . It was
never even reasonably safe on such
steep . hills. It never failed to offer a
We Make a Winged Toboggan
new kick in each descent, or flight, as
you please.
Fifteen feet off the ground was per-
haps the maximum attained, but con-
sidering the speed and the construction
of the machine, that was plenty.
Between 25 and 30 trips were marked
up before the crash. Confidence and the
almost inevitable contempt of danger
through familiarity, brought the sport to
a sudden finish.
It was early in April, 1925, three
months before any signs of spring appear
at that altitude, when the Dragonfly made
its last flight. A light, gusty wind was
blowing. Harley went down the first trip,
and after coming back up the hill warned
me to look out for the breeze.
I sat as far forward as I could upon
starting, and the irregular air pressure
on the way down made me hesitate, but
it was too late. When nearly to the
bottom I slid back, but I had waited too
long and slid back too far . The front of
the machine raised to a horizontal posi-
tion, and then kept right on going up.
I had some recollectiorur of bending my
head back and seeing the snow above me,
about 20 feet away, and then we started
for each other, the snow and I. The next
I remember, some one was pulling on one
of my legs, which were the only part of me
I could move. Everything was crammed
with snow-eyes, ears, nose, mouth,
collar, and I couldn't get my breath.
Harley told me later that the toboggo-
plane had just kept right on rising, and
when well upside down I had left it and
plunged head first through the crust into
the snow.
Something like that must have happened
for my face was like a piece of raw beef-
steak for two weeks. I was thankful that
the crust had broken at all, as it was
hard enough to support the heaviest man
without giving way.
The Dragonfly came down and
crumpled a wing. The next few days
we stayed inside, and a snowslide came
crashing down our favorite speedway,
which closed toboggoplaning for the
season-perhaps forever.
While t here Is no question about the
danger of making one of the toboggo-
planes for u se on mountains such as
Mr. Keating describes, the addition of
wings to a toboggan will add ,Im-
mensely to the sport of coasting on
ordinary hills. The toboggan skims
along the snow much as a hydro-
plane rides on the water, and at mod-
erate speeds there Is no danger of Its
rising far in the air.
We are reprinting this in our J une
issue in hopes that anyone crazy
enough to want to try this will get over
it before any snow falls. - Ed.
EAA
Membership in the Experimental
Aircraft Association, Inc. is $30.00
for one year, including 12 issues of
Sport Aviation. Junior Membership
(under 19 years ofage) is available
at$18.00 annually. Family Member-
ship is available for an additional
$10.00annually.
ANTIQUE/CLASSICS
EAA Member - $18.00. Includes
one year membership in EAA An-
tique-Classic Division, 12 monthly
issues ofThe VintageAirplane and
membership card. Applicant must
be a current EAA memberandmust
giveEAAmembershipnumber.
Non-EAA Member - $28.00. In-
cludes one year membership in the
EAA Antique-Classic Division, 12
monthly issues of The Vintage Air-
plane, one year membership in the
EAA and separate membership
cards. SportAviationnotincluded.
lAC
Membership in the International
Aerobatic Club, Inc. is $30.00 an-
nually which includes 12 issues of
SportAerobatics. All lAC members
areequiredto bemembersofEAA.
WARBIRDS
Membership in the Warbirds of
America, Inc. is $25.00 per year,
which includes a subscription to
Warbirds. Warbird members are
requiredtobemembersofEAA.
EAA EXPERIMENTER
EAA membership andEAA EXPERI-
MENTER magazine is available for
$28.00peryear(SportAviationnot
included). Current EAA members
may receive EAA EXPERIMENTER
for$18.00peryear.
FOREIGN
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Make checks payable to EAA or the
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EAA AVIATION CENTER
OSHKOSH, WI 54903-3086
PHONE(414) 426-4800
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18 JUNE 1990
by Mark Phelps
Photos by
Jim Koepnick
On May 21, 1956 Leon Seale, Jr. a
young F-94C all-weather interceptor
instructor pilot took home a little toy
Cessna 120. At the time, he was
stationed at Moody AFB in Valdosta,
Georgia. It wasn't a very fancy
airplane compared to his big Air Force
jet, but over the years he toured in the
two-seater throughout the southeast,
west to the Grand Canyon and all up
and down the eastern seaboard. In-
cluded in the logs is an IFR flight to
Boston using VHF transceiver and a
low frequency radio range receiver.
One leg of that trip involved an orien-
tation procedure from Hartford , Con-
necticut to Bridgeport and an instru-
ment let-down using a hand-drawn
chart - certainly one of the pioneer
IFR efforts in a light airplane.
Before making the trip, Leon had
installed a set of gyros, a rear window
kit and a rear jumpseat. At the time,
his three-year-old son, Leon III, alias
"Scooter" could stretch out full length
in the back of the Cessna and sleep
while Mom and Dad flew up front. In
1969, Leon Jr. retired from tha Air
Force and returned "home" to Mound-
ville, Alabama a small community in
the west-central section of the state.
The little 120 was practically retired,
too, when the family bought a Cessna
206 to share the hangar and small pri-
vate strip by the house. The two-seater
flew sparingly and when Scooter
moved to Lakeland, Florida in 1982,
his father got an idea. Scooter said, "A
couple of years later Dad brought the
plane down, handed me the logs (there
are no keys) and invited me to spend
my money on it awhile ."
History
The story of NC76458 actually be-
gins some 3,562 hours before Mr.
Seale first bought it in 1956. It left the
Cessna factory 10 years earlier. Serial
Number 10891 was flight tested on
November 25, 1946 and delivered to
Robinson Flying Service in Sikeston ,
Missouri as a demonstrator. Many air-
craft throughout the late 1940s and
1950s found their way into private
hands through the role of dealer dem-
onstrator. If a customer liked what he
saw, the airplane could be his on the
spot. As a dealer, Robinson Flying
Service was entitled to a 20 percent
discount, bringing the final price of the
Cessna to $2,211.60. This included the
optional steerable tailwheel ($15),
Dual brakes ($24.50) and cabin heater
($30). As the spartan model of the 1201
140 series, NC 76458 was delivered
without an electrical system, interior
appointments or, of course, flaps . The
airplane came with a wooden prop and
limited instrumentation.
It wasn't long before the Cessna
began to grow some more accessories.
In November 1948, an electrical sys-
tem and Harvey-Wells transceiver
were added . In 1951, the Cessna as-
sumed the role of trainer and was
graced with some structural modifica-
tions , three-inch landing gear exten-
sions (which place the wheels three
inches forward to combat noseovers)
and a McCauley metal prop.
It was mid-1954 when the Cessna
retired as a trainer and became a per-
sonal airplane . Sgt. Clifford Good,
based at Moody AFB in Georgia
bought it. He sold the 120 to Lt. Gor-
don Smith in October 1955 and the
radar intercept officer installed a
Ruleto metal wing kit. A few months
later, Smith sold the airplane to an F-
94C instructor named, you guessed it,
Leon Seale, Jr.
When Leon decided to "donate" the
airplane to his son in 1985 , he flew it
from Moundville to Lakeland. At a
fuel stop in northern Florida, he had a
quart of oil added by a lineman and
quizzed the man about the filler cap.
"I asked him is he was sure he had put
it back on securely and he assured me
he had. I should have checked myself,
but the man was a mechanic and
didn't want to embarrass him. Besides,
he had sealed up the entire cowling and
it would have been a big scene to undo
it again. I learned my lesson, though.
Now I don't care who I embarrass. I
check for myself."
VINTAGE AIRPLANE 19
I
It should come as no surprise that
the cap was not securely fastened after
all and about 100 miles north of Lake-
land, Leon watched in horror as he lost
his oil pressure all at once. He made a
precautionary landing on a logging
road , replenished the sump with three
quart s of oil from the baggage com-
partment , wiped the oil from the side
of the airplane and nervously took off
again after running the engine for a
while to ensure that there was no im-
mediate damage.
Restoration
In early 1988 , Scooter decided that
the little Cessna deserved a facelift.
After all, more than 4,000 hours on
the tach represents a lot of trips around
the patch. He started with a general
cleaning, decorroding and chromating
of inspection panels and various in-
terior and exterior parts. He replaced
the brake linings and all the tail wheel
hardware, including springs and
chains. Next came the windows ,
windshield and skylights as well as as-
Scooter used to sleep on the rear bench
seat of the Cessna 120.
20 JUNE 1990
ssna
sorted nuts, bolts, grommets and mold-
ing. All external screws were replaced
along with yards of channel rubber.
The instrument panel, door posts and
other interior areas were refinished. By
June 1988, the 120 was ready for its
new coat of Alumigrip base paint
applied expertly by Hawk Aviation on
Vandenberg Airport near Tampa,
Florida. The blue and gold trim was
done in Dupont Imron. Texas Aerop-
lastics in Roanoak, Texas supplied the
molded interior panels, headliner and
dressings in kit form . Installing the in-
terior kit and assorted other tasks con-
sumed the next few months and a con-
siderable dose of patience. Last to be
installed were the new carpet and seats
upholstered to match the aircraft trim
color.
Scooter currently uses a panel-slung
Icom IC-A20 handheld radio with an
intercom and two headsets . He reports
that the radio works fine with an exter-
nal antenna attached. Future plans in-
clude a panel update as soon as "time
and revenues permit."
With 4,257 hours' total time,
Cessna N76458 has averaged 120
hours per year over its 34 years. Leon
Seale, Jr. was the airplane's fifth
owner and third individual owner. It's
been in the Seale family since Scooter
could curl up and sleep on the tiny
jumpseat - and from the looks on the
faces of these two pilots, it's going to
remain in the stable for many years to
come .
VINTAGE AIRPLANE 21
EAA OSHKOSH '89
Photos by
TED KOSTON
22 JUNE 1990
VINTAGE AIRPLANE 23
THE FERRIS WHEEL
byJim Damron
(EAA 274119, Ale12289)
InMarch of 1971 myoidman retired
offthe DC-8 after 28 years with Delta
Airlines. I was a fairly new second of-
ficer with United Airlines the follow-
ing summer, and we hadjust spent the
day at the Antique Airplane Associa-
tion'sannual fly-in in Ottumwa, Iowa.
With my uncle and another retired
Delta Airlines pilot, we were driving
from the airport back to the Hotel Ot-
tumwa when wecametoasmall carni-
val. It was a typical midwestern 40-
miler set up in a hayfield just outside
of town. There were colored lights,
music, cotton candy, laughter, an oc-
casional scream and, ofcourse, there
was a Ferris wheel.
Dad said, "Stop the car, I want to
ride on the Ferris wheel!"
The other retired pilot was driving
andhedidn'targue. Dad'sbrother,Ed,
a country doctor and a pilot also, sure
didn't. He and I had both known the
sometimes-cantankerous old man
much too long for that. Getting along
with Dad had always been one ofmy
chores and I had gotten quite good at
it. He claimed he had enough trouble
just getting through life's other chal-
lengeswithouthavingtogetalongwith
me to boot.
The old man and I made our way
through the crowd to the Ferris wheel.
I didn't ask why. I knew he'd tell me
when he got ready for he was a great
storytellerand I couldfeel onecoming
on.
The shadows were growing long as
westoodwaitingin lineforourtickets.
It wascoolingoff, and theairwasper-
fectly still in that best timejustbefore
sunset when even a marginal student
pilot can solo. Neither of us spoke.
Soonwe: werehighabovethecarnival,
quietly rocking back and forth in the
cool still air. Somwhere a motorcycle
accelerated in the distance. Otherwise
it was quiet, saveforthemutedsounds
ofthecarnival. Onlythendid he begin
24 JUNE 1990
to speak, in that magically gentle way
he occasionally used when he talked
about the "olden days." That's what I
used to call them when I was a small
boy.
He said that back when he was a
young barnstormer, following the car-
nivals from one show to the next and
hauling passengers, he became a regu-
lar carnival trooper; one of the "car-
nies," well-knownand accepted bythe
others. He often acted as aerial ad-
vance man, showering the next town
down the road with handbills from his
airplane, and otherwise drumming up
business with an occasional wing
walking act or a couple of
"barnstormer" loops.
On a typical hot summer day with
the temperature hovering in the 90s
he'd regularly load two passengers in
the front cockpit of his trusty OX-5
powered Waco 10 and haul them
around the carnival in a wide, low cir-
cuit for a dollara head. It passed for a
living.
On a very hot day this seemingly
simple flight could become no insig-
nificant aeronautical accomplishment.
At those temperatures, and with two
big farm boys waving from the front
cockpit, the OX-5'swatertemperature
would hovernear boiling as they clat-
tereddownthebumpyhayfieldgaining
just enough airspeed to barely stagger
off the ground. Oftentimes 200 feet
was the absolute ceiling on such a
flight. The throttle was bent to full
open and stayed there.
Manytimeshewouldroll gentlyinto
that first turn after takeoff with the
airplane shuddering slightly near the
edge of a stall. Looking apprehen-
sively at the watertemperatureand the
airspeedhewouldsweartohimselfthat
if he got back on the ground without
boiling the water in the engine he
would quit flying until evening when
it cooled off. But, of course, you're
invincible when you are young, he
said, and when more customers lined
up with dollar bills visible in their
hands, it was irresistible not to try it
again.
And so it would go, againand again
on a good day, until it began to get
dark. He and many otherbarnstormers
taughtthemselvesto fly at nightonjust
such evenings.The money was the in-
centive, and the sun went down very
slowly in the flatlands ofthe Midwest.
It was really a good learning system,
he said; the ground gotjustalittle har-
der to find each time you came back
in to land, butyougotjustalittlebetter
at it each time, too. And you had to be
carefuland learn fast with all yourcus-
tomers watching every landing you
made. A bounced landing would be
bad for business, aground loop would
put you out ofbusiness.
When he finally had to hang it up
aftertoo many hours offlying that was
more like persuasvie levitation, he'd
shut down the OX-5 and pull off his
helmet. Together with his dirty face,
and clean eyes that had been protected
by the goggles, thehelmet washis free
pass for a ride on the Ferris wheel.
Greasing the OX-5 and other minor
maintenancecouldwaituntilmorning.
He'd amble through the crowded
midway, helmet in hand, occasionally
winking at the local girls, and sidle up
to the big Ferris wheel for a cool and
relaxing ride in the relative stillnessof
the night air. The quiet alone must
have been a tonic.
As I sat up there at the top of the
big wheel on that long ago summer
evening listeningto hiscalmreminisc-
ing, Ifelttheprivilegeofhiscompany,
and itseemedliketimehadturnedback
to the 1930s. In the distance an old
airplane labored free ofthe earth over
at the Ottumwa airport . The low rum-
ble ofits slow-turning engine attested
to its seniority.
It was on occasions like this I came
to understand that pilots don'tjust fly
airplanes, they literally inventedthem.
Today as I enjoy the broad spectrum
ofmy EAA friendships, whichinclude
nearlyeverykindofaviator,Iamagain
reminded ofour unique heritage. We
would dowell to rememberthoseroots
whenever we fly, build, and work on
airplanes. Considerthemas well when
our rights and our freedoms are chal-
lenged. We are, after all, quite differ-
ent from cowboys. They didn't invent
horses!
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EAAAVIATIONFOUNDATION,EAAAVIATIONCENTER,P.O.BOX3065
OSHKOSH, WI 54903-3065
NOTICEOFANNUALBUSINESSMEETING
Notice is hereby given that an annual business meeting of the members of the EAA Antique/Classic Division will be held on Thursday, August 2,
1990 at 10:00 a.m. (Central Daylight Time) at the 38th Annual Convention of the Experimental Aircraft Association, Inc., Wittman Regional Airport,
Oshkosh, Wisconsin.
Notice is hereby further given that the annual election of officers and directors of the EAA Antique/Classic Division will be conducted by ballot
distributed to the members along with this June issue of VINTAGE AIRPLANE. Said ballot must be returned properly marked to the Ballot Tally
Committee, EAA Antique/Classic Division, EAA Aviation Center, Oshkosh, WI 54903-3086, and received no later than July 30, 1990.
The Nominating Committee submits the following list of candidates: Espie M. Joyce, President; George S. York, Secretary. Directors: John Berendt,
Bob Brauer, Gene R. Chase, George H. Daubner, III, William A. Eickhoff, Charles W. Harris, Jean Lehman Hill, Robert D. Lumley, Steve Nesse.
Espie M. Joyce, Jr., Madison, North Carolina
My father started flying three years before I was born so I have been around airplanes all my
life . At age II a cropduster and friend gave me my first flying lesson. I soloed at 16 and received
my private license the following year. I earned my commercial license during coll ege in 1964 and
later received my instrument rating. Among the planes I have rebuilt are several J-3 Cubs and two
Monocoupes , a 90-A and a D-145. In 1967-68 I built a Pitts Special. I presently own a 1940 clip
wing Cub and a 1953 D-35 Bonanza. I joined EAA in 1963 and am a lifetime member. I am a
long-time member of the Antique/Classic Division. I was appointed to the Board of Advisors in
1981 and was elected to the Board of Directors in 1984. I was elected president in 1988.
George S. York, Mansfield, Ohio
George learned to fly in the U.S . Navy during World War II. He soloed an Aeronca Chief in
March , 1943 at Helena, Montana. He graduated from Ashland College in Ashland. Ohio and was
hired by Gorman-Rupp Company where he is currently Manager of Product Development. George
became interested in vintage and homebuilt aircraft in 1957 and has since restored several Aeroncas.
a Taylorcraft and recently completed restoring a Beech D 17S. He is a charter member of the
Staggerwing Museum and is Secretary/Treasurer and Newsletter Editor of the Staggerwing Club.
George joined EAA in 1962 and has been an active judge at Oshkosh since 1970. He is Chairman
of the Classic Judging Committee and has been on the Antique/Classic Board of Directors since
August of 1980.
John Berendt, Cannon Falls, Minnesota
John started flying in the late 1950s and had his interest in aviation renewed in 1967 when he
discovered EAA Chapter 300 in Little Falls, Minnesota . He has owned an Aeronca Chief but is
best known as President of the Fairchild type club since 1984 and editor of its newsletter. 'The
Fairchild Flyer." John is a charter member of Antique/Classic Chapter 13 in Minneapolis and has
been a volunteer at the EAA Oshkosh Convention since 1975 , concentrating his efforts on the 28
Antique/Classic forums, John has most recently served as an advisor to the A/C Division.
Bob Brauer, Chicago, Illinois
Bob received a degree in electrical engineering from Illinois Institute of Technology in 1971 .
He served as a plane captain in P2V Neptune aircraft for the U.S. Navy reserve NAS. Glenview
from 1958 until his honorable discharge in 1962. Bob holds a private license with an instrument
airplane rating. He joined EAA in 1972 and the Antique/Classic Division in 1975 after volunteering
to work on regular convention and pre-convention flight line duties . He was appointed advisor to
the Antique/Classic Board in 1986 and elected director in 1988. Bob has co-authored a series of
volunteer recognition articles for "The Vintage Airplane" as well as writing "Chapter Capsules"
which appears on a regular basis. By profession, Bob is an electrical engineer. In addition to his
Antique/Classic Division involvement, he has served as an officer for six years in EAA Chapter
260 as treasurer and secretary.
Gene R. Chase, Oshkosh, Wisconsin
Gene grew up in Scottsbluff, Nebraska and has been interested in aviation as long as he can
remember. He was an avid model airplane builder and a typical "airport kid." His first ride was
in a Stinson SR-5 in 1936. Gene joined EAA in 1961 and was active in Chapter lOin Tulsa.
Oklahoma. Aircraft he has owned include a Curtiss Wright Junior and a Church Midwing which
he restored and later donated to the EAA Museum. He currently owns a Heath Super Parasol .
Taylor E-2 Cub and a Davis D-I-W. The latter two are licensed and flying. In 1973 Gene accepted
a position with EAA and with his wife Dorothy, moved to Hales Corners, Wi sconsin . He retired
as Senior Editor of Publications in 1987 and on May 5, 1989 was appointed as Advisor to the
Antique/Classic Board of Directors. At the past two Oshkosh Conventions he served on the ant ique
aircraft judging committee.
26 JUNE 1990
George H. Daubner, III, Hartford, Wisconsin
My love for flying started when I was 12 and attended my first air show at the Hartford Airport.
I realized then that I wanted to make flying a large part of my life . I started flying in 1969 and
earned my private ticket in 1970. In 1974, I was hired as a co-pilot flying Beech 18s and to manage
the Hartford , WI airport on weekends . In the mid-70s , the Hartford Airport was a hotbed for sport
aviation. During that period of time, I was able to check out in many different types of antique
and classic aircraft. They included a Cub, Stearman, Great Lakes and Luscombe, to name a few.
During that period I al so learned the importance of sport aviation, and our need to fight for our
right to fly. I'm currently the chief pilot for a Milwaukee based corporation, flying a 690 Comman-
der, and in my spare time I am restoring a 1939 Luscombe 8A, which I hope to have flying in
late '90 or early '91 .
William A. "Bill" Eickhoff, St. Petersburg, Florida
Bill's interest in aviation started in the late 1960' s when he had his first flight in a J-3 Cub
with Freddie Quinn , his father-in-law . He later obtained his private pilot license. His dedication
to flying, building and restoring aircraft led to his involvement with the Sun ' n Fun EAA Fly-In,
some 14 years ago. Bill has been a member of EAA since 1972 and participates through Chapter
47 in St. Petersburg. Bill has served as president of the Sun ' n Fun EAA Fly-In for the last five
years. He is al so a member of the Florida Sport Aviation Antique and Classic Association. Bill is
a principal of Eickhoff & Pieper, Inc., an independent registered investment management company.
Bill , his wife Suzy, and their son Justin live in St . Petersburg, Florida.
Charles W. Harris, Tulsa, Oklahoma
At the age of two, Charlie received his first airplane ride in his father's OX-5 TravelAir. He
soloed when he was 16. He currently owns and flys an impressive collection of showcase airplanes.
Included are: a Piper J3C65, Culver LFA Cadet, three Luscombes, an 8A and two 8F's, a Swift,
and two factory Pitts (SIS and S2A) . He is a member of 27 aviation organizations, including the
Type Clubs for each of the airplanes he owns. He is a life member of EAA, a "regular" Oshkosh
attendee and a member of EAA's Antique/Classic, lAC, and Warbirds Divisions. He has served
three terms as President of EAA, NC, Ch . 10, Tulsa, of which he is a Charter member. He has
been Co-Chairman of the Tulsa Fly-In at Tahlequah, Oklahoma for over IO years and has served
as a Senior Co-Chairman since 1983 . Charlie , is currently a Director of EAA's Antique Classic
Division, and served as Chairman of the Interview Circle at Oshkosh '89 .
Jean Lehman Hill, Harvard, Illinois
As a native of Oshkosh, Wisconsin growing up just a few blocks from Wittman Airfield,
Jeannie's interest in aviation peaked at an early age. After earning her degree in Audiology and
her marriage to Richard Hill, she moved to Burlington, Wisconsin to restore a 1931 Kinner Bird
biplane. Since that first restoration, Jeannie has restored two other vintage planes, a 1937 J-2 Cub
and a 1933 E-2 Cub, the latter of which she soloed after completing it in 1980. At present Jeannie
owns and flies the two Cubs, a Tri-Pacer and a twin engine Cessna Bobcat (Bamboo Bomber) .
Restoration projects include another E-2, an F-2 (three cylinder engine) Cub, a Pacer, another
Kinner Bird and an OX-5 Bird. Jeannie has participated in every EAA convention held at Oshkosh.
She has volunteered and chaired several committees. On May 5th, Jeannie was elected an Advisor
to the Board of Directors.
Robert D. "Bob" Lumley, Colgate, Wisconsin
A native of Athens, Georgia, Bob Lumley currently lives in Colgate, Wisconsin where he is
a superintendent for a construction firm . Bob started flying in 1968 after serving two years in the
Army . He soloed in 1968 in a Piper PA-Il and now holds private and commercial pilot certificates.
Presently he owns and flies an Aeronca Chief. In 1982 he joined the Antique/Classic Division . For
the past five years he has served as chairman of the Antique/Classic Fly-Out. He has also served
as co-chairman of the Antique/Classic Volunteers. For the past two years Bob has been Chairman
of the Pioneer Video project - a program undertaken by the Antique/Classic Division to capture
on video as many aviation greats as possible . Bob, who is a member of Antique/Classic Chapter
II and serves as its activities director, has been an advisor to the Antique/Classic Board of Directors
for the past two years .
Steve Nesse, Albert Lea, Minnesota
Steve was born in Albert Lea, Minnesota and grew up on a farm near there. Always having a
deep interest in aviation, he received his private license in 1967. In 1975 he purchased a 1946
Navion from his father. After joining EAA in 1967 at Rockford, Steve has attended 23 consecutive
EAA Conventions . A charter member of A/C Chapter 13, he served as vice-president for two years
and is presently completing a two year term as president of that chapter. Currently he serves as
Chairman of the A/C picnic and as co-chairman of the A/C Parade of Flight. After serving two
years as an advi sor he is presently a Director of the Antique/Classic Division.
VINTAGE AIRPLANE 27
PASS IT TO
--l5
An information exchange column with input from readers.
by Buck Hilbert
(EM 21, NC 5)
P.o. Box 424
Union, IL 60180
Letter from Gene DeRuelie of Studio
City, California. Gene, it 's great to
hear from you again. It' s a long time
since Star Trek. It's nice to be brought
up-to-date on the happenings out Santa
Paula way. I'm just hoping I can get
out that way and see all the goin' s on.
Keep those letters coming!
Nice letter from Matty Laird's
daughter , Joan Post. She brings me up-
to-date on Matty's grandson "Matty"
28 JUNE 1990
who is just finishing up his multi -en-
gine rating at Spartan. Also, Elsie,
Mrs . Laird, is doing fine; might even
make Oshkosh again this coming year.
Several newsletters have been com-
ing in. The Aeronca, Varga, The
Robin's Nest and the Mooney, as well
as the Cessna 170. All these are very
welcome and let me in on what is hap-
pening in the outside world. They are
most appreciated.
I got a call from Bob Von Willer in
San Diego. The Fleet is runnin' great.
The Glue Angels are back from another
Ensenada, Mexico jaunt. Armin
Holle's Starduster is going to be rebuilt
after the taxi accident and the San
Diego Air Museum Swallow PT is
about finished .
Phone calls: Dennis Trone, Galena,
Illinois . Dennis , good luck on your
Hisso Travel Air. Hope it ' s as good as
your description . (See "Members'
Projects," Page 6)
Bill Woodward, Thompsonville,
Michigan. Kinner engines are unduly
character assassinated. A Kinner will
run and run as long as it has spark and
fuel. Roughly , I'll admit, but it'll run!
One nice thing about them is they let
you know about a week in advance that
they have a bellyache. Then you'd bet-
ter do something or you ' re in for a bad
time! Get rid of that metal prop,
though; a woodie will absorb the power
impulses better and feel much
smoother.
Another letter - Bob Redner, West
Bloomfield, Michigan. Bob , thanks
for letting me know I'm not the only
one who pulls the prop through before
the first start of the day . Happy "splash
downs" with your Sea Bee.
Letter from Ed Lockhart, Lakeside,
California, including the Ode to
Aerona. Ed, your public is waiting for
more and more and more. So am I!
You have a knack with the words and
the typewriter that really gets it. Get
with it , please?
More phone calls - Rick Sisson of
Wareham, Massachusetts called re-
garding a ring cowl for his Great
Lakes. Rick is flying the Lakes that his
dad restored and with a grand total of
75 hours, all in taildraggers. He got
his license in a Citabria with his dad
instructing; he is now into aerobatics .
I think this is just great. From talking
with him, he has his head on straight
and with his dad in the process of re-
storing a Stearman, he's in for some
more open cockpit biplane time.
Herb Morphew of Marseilles, Il-
linois called in to tell me he is doing
an article for us on the Tillsbury Flash
racer flown by Art Carnahan. Herb is
a contemporary of Bill Morrisey who
was at Douglas at the same time he
was; they both retired back in the mid-
1970s. Herb is from the Bloomington,
Illinois area and knows an awful lot
about the early days of that area. I've
been encouraging him to tell the story
and I know he will.
Dave Colton from Canby, Oregon
called to tell me he is planning to put
an Aeroncopy kit together for the
homebuilder who might be interested
in building an Aeronca C-3 replica. If
he can do it at the price he says he can,
it'll be a real hot seller.
Tommy Atkinson, the L-5 driver
from Las Vegas, is sporting a new fig-
ure and a new leg. Says he'll be back
flyin' the L-5 as soon as he trains the
new leg and foot to work the brake
pedal. Tommy had some bad luck with
that leg - had an infection that turned
real bad and they had to amputate.
He 's doing great now, though, and lost
60 pounds, too!
Roger and Janice Bacon of Mon-
rovia, Indiana have quit the corporate
pilot biz and have gone back to their
first love restoring and building.
Roger has done some beautiful work
and we can expect to see some more
of his efforts in the near future.
Hiroshi Morita, one of our Japanese
members (we have more than 150),
called for help in locating a propeller
hub for his Kinner B-5 powered Fleet
II. Hiroshi and his beautiful actress
wife have come and camped at Osh-
kosh for several years now. He has gra-
ciously invited Dorothy and me to
come visit him in Tokyo. I had planned
to accept his invite last year, but the
cataract operation sort of blew that one
away . We are going this spring,
though. I want to visit as many of the
members in Japan that I can. Many re-
member the barnstorming we did with
the Swallow over there in 1982 when
United Airlines started service. This
time I want to meet Mr. Honda and see
his airport too.
"HE REPLIED,
'ENUF TO
BUY ME A
MERCEDES.' "
A nice card and an update from Jim
Haynes who puts out a neat little news-
letter called the Robin' s Nest for Robin
owners . He sez one of the Robins is
coming back from South America after
being rescued from a museum that
went defunct. He also sent a nice pix
of his latest retoration - a Piper!
Call from the San Diego Glue
Angels ' reporter, Bob (Red Baron)
Van Willer. Armin Holle's Startduster
is back in the air as of New Years Eve
day! Talk about a fast rebuild, Bob did
the work using a NEW set of wings
acquired from another Starduster
builder, covered the whole package,
painted it and Armin reports it's faster ,
looks slicker and flies even better than
it did before. The Red Baron is now
working on the Staggerwing that ran
into the Starduster. How about that? I
asked the Von if he' d made any money
on the deal. He replied, "Enuf to buy
me a Mercedes!" As the conversation
proceeded, I learned it is a 1976, so he
didn't make too much!
Got a nice card from Duane and
Judy Cole. I don't think Duane will
ever sit back and relax and let the
world go by. I talked to "Woody"
Woods who flies with him using his
Decathlon, and Woody sez Duane
never ceases to amaze him with his ex-
pertise on the controls. Woody, al-
though not a serious competitor, does
enjoy teaching aerobatics. His recent
move to the Las Vegas area in anticipa-
tion of retiring from United Airlines
will give him a lot more flyin' weather
than here in Illinois .
My spirits have reached a new low
here the past couple weeks. Being part
of the Illinois Wing of the Civil Air
Patrol, I became quite concerned with
the effect random drug testing was
going to have on my 422 pilots here in
the state. We asked and we couldn't
seem to get any answers from National
Headquarters, so we went after the
guys in the Great Lakes Region CAP.
Still no answers, so we sent to the FAA
Great Lakes Region . They sent out the
man who heads the program, Randall
Read .
Randall came out on his day off and
made a presentation to the Illinois A vi-
ation Forum. This affects everyone
who flies for hire, whether it be a bal-
loonist, sailplane enthusiast, free-lance
flight instructor, A&P etc. It's pretty
far-reaching and a program is to be in
place for each affected individual April
15, 1990. (This has since been put off
for at least one year. Cheer up, Buck!
-MP)
I listened for awhile and then when
it came time for questions, I asked how
I was going to be affected . I'm a check
pilot for the CAP, strictly voluntary; I
do free-lance instructing, BFRs, tail-
dragger check-outs, whatever, usually
for free or for gas and oil. I do A&P
work on my own and CAP airplanes,
again more for fun and usually to help
out a friend. And I occasionally drive
a school bus. Now my question is, will
one program suffice for all of these ac-
tivities? The answer was no! I need a
different program for each. I think you
can understand why I'm in a funk! I'm
about to become a private pilot or, bet-
ter yet, an ultralight pilot and get out
of all these activities that introduce
people to flying and help make it a
little more affordable. I'm really in a
quandry and don't know which way to
tum. Anybody out there got some sug-
gestions?
Over to you .
VINTAGE AIRPLANE 29
June 1-2 - Bartlesville, Oklahoma. Bi-
plane Expo '90, the National Biplane As-
sociation's Fourth Annual Convention and
Exposition. Frank Phillips Field, Bartles-
ville, Oklahoma. Free to members of NBA.
For membership information, contact
Charles Harris , NBA, Hangar 5,4-1 Avia-
tion, lones-Riverside Airport, Tulsa, Ok-
lahoma. Tel. 918/299-2532.
June 1-3 - Mountai n View, Arkansas.
Cessna 190-195 Association Fly-in, at
Ozark Folk Center near the Wilcox Airport.
Contact Bill Terrell, PO Box 340, Hill-
sboro, Ohio 45133-0340, Tel. 513/393-
1339 or Cliff Crabs, 25575 Butternut Ridge
Rd., N. Olmsted, Ohio 44070-4505, Tel.
2161777-4025 (eves).
June 1-3 - Merced, California. 33rd
Merced West Coast Antique Fly-in.
Merced Municipal Airport . Contact
Merced Pilots Association, PO Box 2312,
Merced, California 95344 or call Dick Es-
cola at 209/358-6707.
June 3 - Tunkhannock, Pennsylvania
Skyhaven Airport . Fly-In Breakfast,
8:00am-2:00pm. Contact Steve Gay,
Skyhaven Airport, Tel. 717/836-4800 or
717/836-3884.
June 8-10 - Middletown , Ohio . Fifth Na-
tional Aeronca Convention. Aeronca fac-
tory . Includes factory tour and visit to
USAF Museum. Contact lim Thompson,
President , National Aeronca Association,
PO Box 2219, Terre Haute, Indiana 47802.
Tel. 812/232-1491.
June 9 - Newport News, Virginia. 18th
Annual Colonial Fly-in. Sponsored by
EAA Chapter 156 at the Patrick Henry Air-
port . Contact Chet Sprague, 8 Sinclair
Road , Hampton, Virginia 23669. Tel 804/
723-3904.
June 10 - Aurora, Illinois Municipal Air-
port . EAA Chapter 579 Fly-In/Drive-In
Breakfast & Airport/FBO Open House;
7:30am-Noon. Contact Alan Shackleto,
Tel. 708/466-4193 or Bob Rieser, Airport
Manager, Tel. 708/466-7000.
June 16-17 - Coldwater, Michigan . Sixth
Annual Fairchild Reunion, Branch County
Memorial Field. Contact Mike Kelly, 22
Coldwater Drive, Coldwater, Michigan
49036. Tel. 517/278-7654.
June 22-24 - Pauls Valley, Oklahoma.
Greater Oklahoma City AAA Chapter Fly-
in. Contact Dick Darnell, 100 Park Avenue
Building, Suite 604, Oklahoma City, Ok-
lahoma 73102. Tel. 405/236-5635.
June 23-24 - Orange, Massachusetts.
14th Annual New England EAA Fly-in.
30 JUNE 1990
Orange Airport. Contact lames O'Connell
at 413/498-2266.
June 23-24 - Longview, Texas Gregg
County Airport. Wings Over East Texas
Annual Air Show. Contact Robert Perry ,
Rt. 2, Box 159BA, Kilgore, TX 75662.
Tel. 214/984-7521.
June 28 - July 1 - Mount Vernon, Ohio.
31 st Annual Waco Reunion . Wynkoop Air-
port . Contact National Waco Club, 700
Hill Avenue, Hamilton, Ohio 45015 . Tel
513/868-0084.
July 7-8 - Emmetsburg, Iowa. Second
Annual Aeronca Champ Fly-in and fly-in
breakfast. Emmetsburg Airport . Contact
Keith Hamden, Box 285, Emmetsburg,
Iowa 50536. Tel 712/852-3810.
July 13-15 - Simsbury Connecticut. 2nd
Annual Northeast Stearman Fly-in at
Simsbury Airport . Contact lim Kippen, J1
Crestwood Street , Simsbury , Connecticut
06070. Tel. 203/651-0328.
July 14-15 - lola, Wisconsin. Airport
breakfast and Old Car Show. Central
County Airport, lola, Wisconsin. Call 414/
596-3530.
July 14-15 - Delaware, Ohio Airport, just
north of Columbus ARSA. 9th annual EAA
Chapter 9 Fly-In. Food, camping & more.
Contact Art TenEyk, 614/363-6443 or Alan
Harding 614/442-0024.
July 20-21 - Collingwood, Ontario. Sec-
ond Annual Gathering of Classic Aircraft
sponsored by Collingwood Classic Aircraft
Foundation. Collingwood Airport (NY3).
Contact Doug Murray, 5 Plater Street,
R.R. No. 3, Collingwood, Ontario, Canada
L9Y 3Z2. Tel. 705/445-5433.
July 20-21 - Coffeyville, Kansas . Funk
Aircraft Owners Association Reunion .
Contact Ray Pahls, 454 S. Summitlawn,
Wichita, Kansas 67209. Tel. 316/943-
6920.
July 27-August 2 - Oshkosh, Wisconsin .
38th Annual EAA Fly-in Convention,
"EAA Oshkosh '90." Wittman Regional
Airport, Oshkosh Wi sconsin. Contact
EAA, EAA Aviation Center, Oshkosh,
Wisconsin 54903-3086. Tel. 414/426-
4800.
August 18-19 - Schenectady, New York .
Northeast Flight '90 Airshow, Schenec-
dady County Airport . Contact lohn
Panoski, Northeast Flight '90, 419
Mohawk Mall, Schenectady, New York
J2309, Tel. 5181382-0041.
August 19 - Brookfield, Wi sconsin. 5th
Annual Ice Cream Social sponsored by
EAA Antique/Classic Chapter II at Capitol
Drive Airport. Contact George Meade,
5514 N. Navajo Avenue, Glendale, Wi s-
consin 53217. Tel. 414/962-2428.
August 24-26 - Sussex , New lersey. 18th
Annual Sussex Air Show. Sussex Airport.
Call 201 /875-7337 or 702-9719.
September 1-3 - Blakesburg, Iowa.
Culver Cadet 50th Anniversary Celebra-
tion , Antique Field. Copntact Burke Bell ,
3795 Smuggler PI., Boulder, Colorado
80303 Tel. 303/494-0108 or Dan Nichol-
son 713/351-0114.
September 8 - Chico, California. Chico
Antique Airshow. Chico Airport. Contact
Chico Antique Airshow Committee, 6 St.
Helens Lane, Chico, California 95926. Tel
916/342-3730.
September 14-16 - Tahlequah , Ok-
lahoma (50 miles east/southeast of Tulsa) .
33rd Annual Tulsa Fly-in and 10th Annual
Bucker Fly-in. Contact Charlie Harri s,
3933 South Peoria, Tul sa, Oklahoma
74105 , Tel. 9181742-7311. Bucker fans
contact Frank Price, Route I, Box 419,
Moody, Texas 76557 , Tel. 8171772-3897
or 853-2008.
September 15-16 - Rock Falls, Illinoi s.
Fourth Annual North Central EAA "Old
Fashioned" Fly-in. Pancake breakfast Sun-
day. Contact Dave Christansen at 815/625-
6556.
October 6-7 - Sussex , New lersey Air-
port . Fly-In sponsored by EAA A/C Chap-
ter 7 and EAA Chapters 238, 73 and 891.
Info: Bill Tuchler, 2011797-3835; Konrad
Kundig, 201/361-8789/FAX 201 /36 1-
5760; or Paul Steiger, Sussex Airport , 201/
702-9719.
October 13-14 - Hickory , North Carolina
Municipal Airport . EAA Chapter 731 5th
Annual Fly-In. Contact Norman Rainwa-
ter, 1415 Linwood Place, Lenoir, NC
28645 ; evenings 704/578-1919, or Lynn
Crowell, 113 Auld Farm Road, Lenoir, NC
28645, 7041754-2723 .
Where The Sellers and Buyers Meet...
25e per word, 55.00 minimumcharge. Send yourad to
The VintageTrader, EAA Aviation Center
Oshkosh,WI 54903-2591.
AIRCRAFT:
1961 PiperPA-22-108"Colt"-150hoursSMOH
and restoration. Two people plus 36 gallons fuel
and 100Ibs.luggage.Cleveland brakes, ELT,Es-
cort 110,EGT,CHT, beacon, newglass,tiresand
Dacron cover. A lot of flight time for $9,800. Call
Chuck at 414/426-4815 days and 414/235-8714
evenings.(CST-WI). ufn
Yes, a 1940 Stinson 10 - This fine old aircraft
$9,500.00 (Canadian). Springhouse Aviation, Box
38, R.A. 1, Widgeon Drive, Williams Lake, B.C.
V2G 2Pl,604/392-2186. (9-5)
Cessna 170B - 1952, 450 SMOH, Clear -
straight, bush STOL kit. Good radios and paint.
$20,500. 4141725-6787. (6-1)
1938 Ryan SCW - One of 12 made. Polished,
fast , no radios, one of the nicest flying airplanes
ever. Continental engine. $32.5K. Serious only,
4151743-9272.
ENGINES:
1910-1950OriginalPlaneandPilotItems- Buy
- sell- trade.44-pagecatalogover350itemsavail-
able, $5.00.Airmailed. John Aldrich, POB-706-
Airport,Groveland,CA95321, 209/962-6121.(9-6)
CLASSIC AVIATION BOOK- "Crusader."Com-
prehensive 180-page look at 200 mph+ futuristic
early-1930s airplane, its young genius designer,
financial intrigue that scuttled production plans.
AVIATION'SVERSIONOFTUCKER!300+ previ-
ously unpublished drawings, photos including
AmeliaEarhartanddozensofrareaircraftdesigns.
Gorgeous full-page color illustrations and dustjac-
ket. Huge11 x16inchserial-numberedhard-cover
limited edition with author's, designer's signature
- FUTURE COLLECTORS ITEM? Special price
forEAAmembers:$68.50plus$5shipping.(Mass.
residents add salestax.) Orsendfordetails$2.00.
Rare Birds Publishing,P.O. Box 67,South Berlin,
Mass. 01549.(6-2)
CHAMPSAND CHIEFS- Thebookfor7and 11
model Aeroncas.Factoryapproved serviceletters/
bulletins, modifications,repairs,15charts,illustra-
tions, 140 topics,240 pages.FAA AD's. Satisfac-
tion guaranteed, $29.75. Charlie Lasher (author),
4660 ParkerCt. ,Oviedo,FL 32765.
MEMBERSHIP
INFORMATION
EAA
Membership in the Experimental
Aircraft ASSOCiation, Inc. is $30.00
for one year, including 12 issues of
Sport Aviation. Junior Membership
(under 19yearsofage)isavailableat
$18.00annually. Family Membership
is available for an additional $10.00
annually. Allmajorcreditcardsaccepted
formembership. FAX(414)426-4873.
ANTIQUE/CLASSICS
EAA Member - $18.00. Includes
one year membership in EAA An-
tique-Classic Division, 12 monthly
issues ofThe Vintage Airplaneand
membership card. Applicant must
be a current EAA memberandmust
giveEAAmembershipnumber.
Non-EAA Member - $28.00. In-
cludes one year membership in the
EAA Antique-Classic Division, 12
monthly issues of The Vintage Air-
plane, one year membership in the
EAA and separate membership
cards.SportAviationnotincluded.
lAC
Membership in the International
Aerobatic Club, Inc. is $30.00 an-
nually which includes 12 issues of
Sport Aerobatics. All lAC members
arerequired to be members ofEAA.
WARBIRDS
Dynamic Antique Radial Engine Balancing -
Specializing in Warner 145, 165, 185 engines.
"Smooth out the vibration when rebuilding." 904/
768-5031.(7-4)
Engine Parts - for Continental A50, 65, 75, 80
and their accessories - cylinder cases, cams,
rods, gears,everythingbutcrankshafts. Sendwant
list to: Air Salvage of Arkansas, Rt. 1, Box 8020,
Mena,Arkansas71953,call501/394-1022.(-5/91)
Good Used Ignition Harnesses- tested okay.
Fuel pumpsinboxes.Rod boltsinplasticbags. All
properlyidentifiedas removed from enginesgoing
in foroverhaul.AirSalvageofArkansas, Rt. 1,Box
8020, Mena,Arkansas 71953, 501 /394-1022.(-5/
91)
MISCELLANEOUS:
NEW EAA REFERENCE GUIDE - Now in one
volume! Covering all EAA journals 1953 through
1989.Newlyorganized, easiertoread. MUCH RE-
DUCED PRICE!Pastpurchasers:$7.50 USDplus
$1.50 UPS/postage, $3.00 Canadian, $7.00other.
New purchasers: $15 USD plus $1.50 UPS/post-
age,$3.00Canadian,$7.00other.VISA/MASTER-
CARD accepted. John B. Bergeson, 6438 W.
MillbrookRoad,Remus,MI 49340.517/561-2393.
Note:Have all journals. Will make copyofany ar-
ticle(s) from any issue at 25(1: per page. ($3.00
minimum).
"Meticulous Delineations" - Antique scale
model construction plans, or wall decor by Vern
Clements (A/C 5989), 308 Palo Alto, Caldwell ,ID
83605.Catalog/Info/News$3.00,refundable.(7-4)
Super Cub PA18 fuselages repaired or rebuilt
- in precision master fixtures. All makes of tube
assemblies or fuselages repaired or fabricated
new.J.E. SoaresInc., 7093 DryCreekRoad,Bel-
grade, Montana59714,406/388-6069.RepairSta-
tion D65-21. (UFN)
CURTISSJN4-DMEMORABILIA- You can now
own memorabiiia from this famous "Jenny," as
seen on "TREASURES FROM THE PAST". We
have posters, postcards, videos, pins, airmail
cachets, etc. We also have RIC documentation
exclusive to this historic aircraft. Sale of these
items support operating expense to keep this
"Jenny"flyingfortheaviationpublic.Weappreciate
yourhelp.Writeforyourfreepricelist. VirginiaAvi-
ation Co., RDv-5, Box 294,Warrenton, VA 22186.
(c/11-90)
BambooBomberParts- Completetailfeathers,
flaps, ailerons and some fairings. 203/269-1941.
(6-1)
HANGARS:
Airplane Hangars - Save up to 50% on Arch
Style Steel Buildings. Factory clearance on 50 x
40;60x60;50x50andothers.EX:50x40arches
only $3,794.00. Universal Steel, 1-800-548-6871.
(c-4/91)
Quonset Style Steel Buildings - Ideal for
airplanehangars,equipment,andworkshops.East
to erect and disassemble. Buy factory direct and
save up to 40 percent. U.S. ARCH BUILDINGS
CORPORATION, National 1-800-527-4044. (-5/
91)
Membership in the Warbirds of
America, Inc. is $30.00 per year,
which includes a subscription to
Warbirds. Warbird members are
required to be members of EAA.
EAAEXPERIMENTER
EAA membership andEAA EXPERI-
MENTER magazine is available for
$28.00peryear(SportAviationnot
included). Current EAA members
may receive EAA EXPERIMENTER
for$18.00peryear.
FOREIGN
MEMBERSHIPS
Please submit your remittance with
a check or draft drawn on a United
States bank payable in United
Statesdollars.
Make checks payable to EAA orthe
division in which membership is
desired. Address all letters to EAA
or the particular division at the fol-
lowingaddress:
EAA AVIATIONCENTER
P.O. BOX3086
OSHKOSH, WI 54903-3086
PHONE(414)426-4800
FAX(414) 426-4828
OFFICEHOURS:
8:15-5:00MON.-FRI.
VINTAGE AIRPLANE 31
THE ARCHIVES
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VINTAGE AIRPLANE 33
by George Hardie Jr.
ThiS month's Mystery Plane will ap-
peal to air racing fans. The photo is
from the EAA archives, date and loca-
tion not known. Answers will be pub-
lished in the September 1990 issue of
VINTAGE AIRPLANE. Deadline for
that issue is July 10.
The March Mystery Plane is the
Buckley Wichcraft LC-4, built in 1931
by the Buckley Aircraft Co. of
Wichita, Kansas . George Goodhead,
who sent in the photo, sent along a
copy of a company brochure which de-
scribes the airplane. Here are some in-
teresting quotes from it:
'The Buckley all-metal low-wing
monoplane is the culmination of fifteen
years of experimentation and engineer-
ing in the metal field and is the answer
to the increasing demand for safety
with speed and comfort in flying.
"Not only does the Buckley
'Wichcraft' provide a maximum of
safety through its all-meta! low-wing
construction, it also embodies a refine-
ment of design which allows for high
speed and performance with perfect
comfort for the passengers. Most im-
portant of all, this design allows for
manufacture at a cost which brings it
within the price range of the wood and
fabric ship; an outstanding achieve-
ment in metal plane construction."
three passengers and a pilot, although
an alternate seating arrangement could
provide for two additional passengers .
Wingspan was 50 feet and power was
a Pratt & Whitney Junior of 500 hp
Price at the factory was $12,500.
The famous designer, William B.
Stout, was involved in the project. In
his book "So Away I Went," he writes:
"They retained us to redesign and
build a four-passenger plane for them,
and we invested some money and time
with the group in starting the project.
The result was the Buckley airplane, a
low-wing cabin plane very much like
the later Northrop, Douglas DC-3 and
others which followed the trend.
'The plane was completed under the
direction of Frank Smith. We had
many preliminary difficulties in build-
ing this plane, most of them financial,
and I finally found myself pretty deep
into the money picture as well as the
engineering one. We had a very
friendly and courageous bunch of in-
vestors, but the world had not yet come
to much vision regarding the future of
flying.
"However, the ship finally rolled out
of the plant, an excellent looking plane
and structure. Quite a group gathered
for the first flights, including Lou HoI-
land, who flew down from Kansas
City. These flights were very success-
ful, and the plane was used in a number
of cross-country flights which we
made to various points trying to prom-
ote the next step.
"Then came the 1929 bank crash and
this project crashed with it. Buckley,
the plane and most of the group were
taken to Los Angeles, where they
worked at the Northrop plant."
Only one answer was received for
this Mystery Plane. Cedric Galloway
of Hesperia, California correctly iden-
tified it as the Buckley. So once again
we have rescued an unknown airplane
from obscurity .
The Wichcraft was designed to carry Buckley 'Wichcraft" LC-4
34 JUNE 1990
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