Jack Cox
BILL SCOTT'S
In the late 1960s I had the good
fortune of owning a 1946 Bellanca
14-13 Cruisair for a couple of years
and some 250 hours of pleasurable
flying. Had I kept the sleek little 4-
placer, my intention was to eventu-
ally repaint it in its original red and
white factory color scheme, as de-
picted in the Bellanca ads of the late
1940s you see reproduced here. I
never got to do it. When Paul Pobe-
rezny offered Golda and I positions
at EAA in December of 1969, we were
faced with a quick move to the Fro-
zen Nawth . . . in the depths of winter
with no prospect of renting a hangar
for the wood winged Bellanca.
Rather than leaving it outside for
who knew how long, we reluctantly
sold the airplane, and my plans for a
factory paint scheme went with it.
0
Over the subsequent years, I've
watched the Classic show lines at
fly-ins across the nation for an au-
thentically painted Cruisair . . . and,
finally, I spotted one this year at Sun
'n Fun. Ironically, it was from Ker-
nersville, NC, only 35 or 40 miles
from where I used to base mine.
- Jack Cox
Cox
Bill Scott has never known a day in
his 31 years when aviation was not a
part of his life. His father is a pilot and
was working for Boeing in Seattle when
Bill was born in 1957. Shortly after-
wards, the family moved to Oklahoma
City where the elder Scott had taken a
job flying C-46s . . . and through a
series of lay-offs and recalls all too com-
mon to smaller, non-scheduled opera-
tions, they ended up in Miami in 1964.
Bill grew up there, and attended Osh-
kosh for the first time in 1972 . . . just
before his 15th birthday. He had always
lived with airplanes and flying, but this
was his first real exposure to sport avi-
ation - and he was hooked instantly.
When he reached high school age,
Bill chose the option of a vocational
school in order to study aviation mainte-
nance. His father owned a Cessna 140
at the time and he began learning to fly
it in January of 1973. He soloed it on
his 16th birthday the following August
and later went on to earn his Private
license.
SPORT AVIATION 19
 THCBEUMCAlMfBMU/M!
Three Bellanca ads that appeared in Skyways magazine in early 1947. They provided Bill Scott with the inspiration and guide to
paint his airplane. Interestingly, the Cruisairs in the ad at the left are all in the 86000 block of NC numbers, so the possibility
exists that Bill's NC86934 is somewhere down at the far end of the row.
In the summer of 1974 Bill and his
friend and fellow aviation enthusiast,
Bob Prince, paid a to visit the shop of
Mike Melfa to look over his latest home-
built project and noticed he had a Stin-
son 10A tied up in the rafters of the
building. Asking about it, they were sur-
prised to hear Mike say that if they
would put it together and fly it, he would
give it to them!
"Sur-r-r-e, we thought, somebody is
going to give us an airplane . . . and all
we have to do is put it together and fly
it," Bill recalls with a chuckle.
Taken somewhat aback by the offer,
Bill and Bob said they would think it over
and get back to him .. . and rushed
home to consult with Bill's father. Get a
clear title and bring it home, he advised
them .. . and the following morning they
were knocking on Mike's door.
"I know what you boys want," Mike
said with a grin when he saw who his
callers were. "You want my airplane."
It took about a year and a half to get
the 10A flying, but fly it did. With it, Bill
and Bob became regulars on the East
Coast fly-in circuit, and in the summer
of 1978, Bill took a five month sabbati-
20 JULY 1989
cal from his job and flew the Stinson
from Miami as far north as Toronto, vis-
iting friends and relatives along the way.
Eventually, a second Stinson 10A was
purchased, a basket case that had been
in storage since 1950, and the plan was
to restore both of them.
By this time, still another project had
been purchased by Bill and his partner.
In 1976, a Bellanca Cruisair had been
advertised in Trade-A-Plane and after
talking to the owner by phone, they had
Bill's father fly to Bridgeport, CT to in-
spect it. The airplane was in storage in
a garage, had been partially disassem-
bled but including a lot of stuff in boxes,
appeared to be complete. Bill's father
gave them a thumbs up on the airplane,
so they bought it and trucked it home
to Miami. There, the 30 year old air-
frame was completely taken apart, the
necessary repairs were made to the
steel tube fuselage, it was sandblasted
and primed . . . then put back in storage
for another 7 years. A 165 Franklin was
bought and overhauled to replace the
150 Franklin that had come with the
airplane, but little else was done
throughout the late 1970s other than in-
ventorying the boxes of parts and
scrounging around for a new tailwheel
assembly, some cowl pieces, a new in-
strument panel and a few other items.
A lot of the things in the boxes simply
could not be identified when first viewed,
but, later, as the restoration progressed,
a time would come when a particular
part was needed and Bill would go
rummaging through the boxes and
Left - Bill Scott's Cruisair after its first
cover job in 1955 and, below, as it was
purchased and hauled to Miami in 1976
. . . then in its 1965 cover and paint
scheme.
. . . "Aha, that's what that little piece is
for!"
All that was several years and a lot
of travelling around in the future, how-
ever. In 1980, Bill moved to South
Carolina to go to work for Bill and Jim
Stoia at their Precision Air operation on
the Clarendon County Airport near
Sumter. Formerly from Miami, them-
selves, the Stoias are known to EAAers
as the restorer of the beautiful Lus-
combe that was the Classic Grand
Champion at Oshkosh in 1982. After a
little over a year with the Stoias, Bill was
able to get a job as a mechanic with
Piedmont Air Lines in Winston-Salem,
NC ... and settled down in nearby Ker-
nersville. (Piedmont's maintenance
shop has subsequently been moved to
the Regional Airport near Greensboro
and Bill works there today.)
With the two now so far apart, Bill
and Bob Prince decided to dissolve
their partnership on the Stinsons and
the Bellanca, with Bill buying them out-
right. "You could never have a better
partner than Bob, but he is flying
freighters for Miami International now
and it just wasn't practical for either of
us to continue the partnership," Bill says
today.
After moving to North Carolina, Bill
quite naturally hooked up with the local
EAA Chapters . . Chapter 8 in
Greensboro and EAA Antique/Classic
Chapter 3 which covers the Carolinas
and Virginia. It was through these affili-
ations that he met Dave Spencer of
Martinsville, VA, the person he credits
with providing the inspiration he needed
to get the Bellanca restoration going
and who, along with Pete Covington,
provided the most help, particularly in
the refurbishing of the wings.
The work began in a nearby barn in
1982, but really kicked into gear the fol-
lowing year when Bill and his wife,
Michelle, bought a home that just hap-
pened to have a full, unfinished base-
ment with a garage door entrance. The
initial projects were the replacement of
most of the control pulleys and all of the
cables, a little fuselage woodwork and
making up of an all new firewall, boot
cowl, and baggage compartment . . .
which brings up some interesting
points. In pouring over the airplane's re-
cords, Bill found that while his Cruisair
was built as a model 14-13 in late 1946,
it was not sold until sometime the fol-
lowing year. The "Straight" 14-13s, as
Bellanca aficionados call them, had
large fixed fins on the tips of the hori-
zontal tail, a free swivelling tail wheel
and just a canvas sling behind the rear
seat for a baggage compartment. The
next model, the 14-13-2 had a revised
horizontal tail with more area and smal-
ler fins, and a baggage compartment
with an outside door. Before Bill's
NC86934 (Serial Number 1296) left the
factory, it had been converted to the
new tail .. . and later that year, after a
ground loop accident made it necessary
to do some extensive repairs, the out-
side baggage compartment and a steer-
able tailwheel, both factory options,
were added. Technically, then, the
airplane had been converted to a 14-13-
2 ... and, in fact, that is the way it is
listed in the FAA's civil aircraft registry
today. That groundloop damage in late
1947, incidentally, is the only significant
prang that is recorded in the airplane's
records. There is no evidence of its ever
having been bellied in, which, if correct,
is rather unusual. Cruisairs were expen-
sive airplanes when new and generally
were flown by experienced pilots, but
as the years rolled by and they became
bargains on the used airplane market,
they were purchased by less and less
experienced pilots, many of whom were
flying a retractable for the first time. In-
evitably, someone, somewhere would
forget to lower the gear for landing. For-
tunately, that usually resulted in little
damage, because the Cruisair's main
gear legs fold straight back and up into
the wing, with about half the wheels re-
maining out in the slipstream to provide The Cruisair's tubular fuselage frame
protection for the belly. The prop and completely stripped and ready for sand-
sometimes the bottom of the cowling blasting.
and boot cowl usually bear the brunt of
a belly landing in a Cruisair. Those who 32 turns are required to fully retract the
have done it claim one can actually landing gear, but on most Cruisairs the
steer the airplane as it skids to a stop, handle can be cranked an additional 4
because the brakes remain fully func- to 6 turns. These extra turns are simply
tional. taking up the slack in the bicycle chains
The Cruisair's landing gear is un- and can put undue tension on the sys-
iquely Bellanca. It retracts and extends tem, so experienced Bellanca pilots al-
by means of a hand crank driven sys- ways count turns and stop at 32. When
tem of bicycle chains and torque tubes lowering the gear, one simply cranks
that turn jack screws mounted in the until the knuckle joint in the actuating
wheel wells that actually push and pull strut thunks into the overcenter position
the gear legs. Although it involves a lot and the handle can be moved no
of parts and the driving force changes further. With the jack screws, there is
direction several times between the no need for up locks. The gear remains
hand crank and the gear legs, it is still in place whenever the pilot stops crank-
a rather simple system and if kept in ing . . . but one would likely begin to
decent shape, is relatively trouble free hear some rather expensive noises if a
in day-to-day operation. The major landing were attempted with the gear
maintenance item is keeping the jack half retracted.
screws clean and switching to a lighter Bill removed the entire gear system
Before and after shots of the fuel pump/
bicycle chain hand cranked gear retrac-
tion mechanism. Note that an electric
boost pump has been added to the fuel
system (right).
lubricating grease in winter. 1/16 inch
cables are used to limit the travel of the
oleo struts, and if they break, the
wheels will not fit up into the well. The
hand crank is located down between
the two front seats and just ahead of
the main spar carrythrough structure.
SPORT AVIATION 21
 years. Cracks and corrosion had ruined
most of them. The brakes are marginal
even when they are working perfectly,
but with a steerable tailwheel, he is not
totally dependent on them for ground
steering as I was on my Cruisair, which
had a free castoring tailwheel. Taxiing
in a crosswind was always an adven-
ture. The tailwheel that came on the
airplane when Bill and Bob bought it
was modified to accept a pneumatic tire
and was in terrible shape. Several years
were spent hunting for an original tail-
wheel assembly with a solid rubber tire,

The fuselage going back together. At left,

the new baggage compartment is in. Note
the seat cushion with the original leather
fabric . . . still good enough to use as a
pattern in making up new covers. Below,
the new firewall and boot cowl are
clecoed in place for fit.

from his airframe and overhauled ah me

moving mechanisms. The bearings

r
were replaced and some parts of the
jack screw drive had to be remanufac-
tured. All the metal parts were
sandblasted, inspected, repaired as re-
quired and repainted. An electric motor
was an option on the later versions of
the Cruisair, but Bill chose to retain the
manual system that came on his
airplane. He also thoroughly checked
out the three gear warning systems: a
little metal tab that sticks up out of the
left wing with green (gear safe) and red
(gear unsafe) segments to allow the
pilot to visually check the gear position;
a red light on the panel; and an honest-
to-gosh electric doorbell that rings any-
time the rpms are reduced below 1,700 der tube brakes, although he had to and one was finally purchased from
with the gear still up. Bill also retained make up a good set from parts of sev- Jack Niland in Augusta, GA. The best
the original Hayes wheels and expan- eral wheels he had collected over the parts of the two were combined to come
up with a good, original tailwheel setup.
Early in the restoration process, the
165 Franklin was installed so all the
plumbing and wiring could be done prior
to covering the fuselage. Bill completely
reworked the fuel system, installing new
lines. As delivered from the factory,
Cruisairs had an engine driven fuel
pump and a back-up hand wobble
pump . . . mounted down on the front of
the spar carrythrough about under the
pilot's left knee. Part of the engine start
procedure was to wobble up a few
pounds of fuel pressure, then hit the
starter. Allegedly, the engine could be
kept running, in the event of the failure
of the engine driven pump, by furiously
stroking the wobble pump until an air-

March of 1987 . . . with the 165 Franklin

installed. Note the woodwork around the
sliding left window. The curved tube with
pulleys is the control column to which the
wheels are attached.
22 JULY 1989
 port could be reached. I often won-
dered, however, where the extra hand
was supposed to come from to stroke
the pump, fly the airplane and crank
down the gear, all at the same time, in
case I experienced a failure while flying
solo. Fortunately, I never had to find
out. Bill has that eventuality covered by
the addition of a modern electric boost
pump. Incredible as it may seem in the
electronic gadget world in which we fly
today, a 12 amp generator was deemed
perfectly adequate for the 1946
Cruisairs! Through the good offices of
Larry D'Attilio, who has created a new
Bellanca owner's club (more about him
later), Bill was able to find a 25 amp
generator that would fit the Franklin.
Since he intends to operate the airplane
mostly as a day VFR machine, with just
a radio and transponder, Bill thinks 25
amps will be enough for his needs. My
old Cruisair still had the 12 amp
generator, which permitted use of just
one radio at a time .. . and everything
had to be shut off when the landing light
was turned on!
Bill retained the original Grimes land-
ing light, a retractable unit mounted in
the belly of the airplane under the right
front seat. A little electric motor runs the
light up and down. To make the airplane
legal for night flying today, he also
added a strobe, mounting it just aft of
the landing light. All the antennas were
kept on the bottom of the airplane to
keep them out of sight as much as pos-
sible.
The Cruisair has a minimum of wood
in the fuselage, but what there is can
be a real headache, Bill found. This
largely involved the cabin door, It fits in
a wood frame, the geometry of which
could seemingly tax the capabilities of
a Cray super computer .. . especially
when called upon to mate closely with
the cabin door. Cruisair doors were
notorious for their flexibility and ill f i t . . .
and Bill found out why. After stripping
the paint off his, he discovered the for-
ward and aft diagonal door frames to be
cracked completely through, allowing
the lower portion of the door to be
sucked out in flight.. . which was prob-
ably why a previous owner had installed
little catches on the door frame in an
attempt to keep the lower half closed.
(I had a similar problem on my Cruisair,
but never knew why.) There was also a
lot of corrosion on the inner and outer
skins of the door, so Bill took it com-
pletely apart ... and found the corro-
sion had originated on the inside. An
insulating pad had been sandwiched in-
side the lower half of the door at the
time of manufacture and obviously had
been soaking up moisture for 40 years
.. . and corroding the door until it was
little more than a pattern with which to
make a new one, which was essentially
what Bill had to do. Almost all the sheet
metal mating on the Cruisair was by
means of spot welding, but, of course,
Bill had to revert to the use of rivets. In
the end, he came up with a very rigid
door that does not flex in flight to create
the usual whistling and screeching. It is
not totally watertight, but only a few
drops seep in around the curved top of
the door when the airplane is flown in
rain.
The sliding window on the pilot's side
was also a lot of work, but Bill finally got
it functioning well, also.
The original door - just a pattern for build-
ing a new one. It did provide a patch of
original paint from which to match the
new interior finish.
Cruisairs have rather large flaps with
three settings, the last of which is a
whopping 46 degrees. The early mod-
els had a "shepherd's crook" lever
mounted so far up under the instrument
panel that an average sized pilot had to
duck his head down into the cockpit to
reach it. The "crook" atop the lever had
to be grasped, lifted to allow fore and
aft movement and released for locking
when the desired position had been
The right wing undergoing minor
repair prior to overlay of fabric.
reached. It was terribly awkward to use,
especially in setting the flaps to 46 de-
grees for landing. The flap speed was
85 mph and anything at all over that
produced such airloads that it was very
difficult to pull the last notch on. The
later models had a different system, a
sort of T-handle arrangement. Bill's
airplane has the T-handle, although
when purchased, the top portion of the
handle had been cut off and had a five
inch extension welded in. It's likely this
had been done to gain a little more
mechanical advantage when setting the
last notch of flap. There was no 337
form for the change, so Bill located and
installed a stock T-handle.
The instrument panel that came with
the airplane had been cut up so much
by previous owners that it would have
been impractical to return it to a near
original configuration. Another panel
was located, however, with only a
miminum of modification and it was
used. Bill made up his own shock
mounted center portion of the panel and
placed his radio and transponder where
the original radio ... probably a low freq
of some sort and, later, a Superhomer
. . . had been. Presently, he has an
ELT, an EdoAir 553 nav/com and a
Narco AT-150 transponder installed in
the airplane ... and an encoder is next
on his shopping list.
Bill was fortunate in that although his
Cruisair had been recovered in 1955
and again in 1965, the airframe was
never taken down to bare metal for a
complete rework. That meant than
when he took it apart, all the areas "that
couldn't be reached with a spray can",
as he puts it, still had the original factory
finish. The cabin was originally finished
in shades of gray and a blue/gray and
Bill was able to match them quite
SPORT AVIATION 23
closely. Amazingly, the original red
leather and gray wool seat covers were
still in the airplane .. . under
Naugahyde covers that had been in-
stalled at some subsequent point. It was
impossible to find the exact weave pat-
tern in the wool, but a close match was
finally located. The red leather was
easy to match, however, as was the
quilted side panelling and the headliner.
The seats were upholstered by a friend
who does exotic sports cars and exhibit
a very high level of craftsmanship.
The original kidney shaped control
wheels were still in the airplane and
simply needed cleaning up and polish-
ing to look like new. All the original
push/pull controls . . . throttle, carb, etc.
... were still in the airplane and they
also cleaned up nicely. The original
mag switch had been retained and even
the Gotcha! fuel shut off and tank
switching valves were still there to catch
the unwary. Apparently, Bellanca man-
agement had a thing about keeping
their parts inventory to a minimum be-
cause a lot of identical switches, valves,
etc. were used for more than one pur-
pose in the Crusair. For example, two
identical valves, one mounted atop the
other down between the pilot's legs on
the front of the main spar carrythrough,
were used to manage the fuel system.
The bottom valve was the fuel shut off
valve and the top one allowed the pilot
to switch from one 20 gallon wing tank
to the other. "On" and "Off" and "Left
Tank" and "Right Tank" were in corres-
ponding positions ... so the drill was to
always feel for the top valve, move your
hand further down to the bottom shut-off
valve, then back up to the top valve
again before you dared to switch tanks.
Today, we call the goofs that inevitably
result from such a set-up "design in- HS-90 fabric and Stits liquids up copy was obtained, of course, and from
duced errors" . . . but, then, the through the vermillion red and insignia it a Pennsylvania firm was able to make
Cruisairs were built in a day when per- white Polytone color coats. As men- computer generated vinyl logos that
sonal responsibility was expected of tioned in the beginning, the color were easy to stick right on the sides of
everyone. If you flew, it was expected scheme was copied directly from the old the fuselage. Bill can't say enough good
that you would know your airplane and ads in Flying and Skyways magazines about Larry D'Atillio and his efforts on
all its systems. of 1946 and '47. The only trouble was behalf of Bellanca owners. He was also
The wood wings were the last of the that the paint job centered around a able to provide Bill with a set of original
major airframe components to be re- "Cruisair Senior" winged logo located aluminum Bellanca emblems for the
worked. A sheet metal man, himself, Bill about half way down the fuselage and sides of the cowling and all sorts of
was greatly relieved to be able to take on the dividing line between the red and documentation that aided in the restora-
the wings to Pete Covington's shop white portions of the fuselage. Without tion. Larry has collected about every-
near Martinsville, VA and to have the that logo in exactly the right size and thing known to exist on Bellancas .. .
expert help of Pete and Dave Spencer lettering style, the whole effect of the all the technical data, where the parts
in bringing them up to snuff. Fortu- paint scheme would be greatly di- are, etc. .. . and is putting it all on com-
nately, the spruce spars were found to minished. Bill was never able to turn up puter for fast retrieval. (All the Bellanca
be in excellent condition, so most of the a close-up photo of the logo a sign owners already know Larry, but for any-
work involved repairs to the mahogny painter could copy, so he was really in one new to the scene, his address is:
plywood skin and a lot of cleaning up, a quandry as the time to paint rapidly Larry D'Attilio, 1820 N. 166th St. Brook-
especially in the wheel wells where approached. The problem was solved field, Wl 53005. He and Pamela Foard
layer after layer of paint had to be re- for him with the ring of the telephone publish a newsletter entitled Bellanca
moved. The last layer was red, so Bill .. . when Larry D'Atillio called to say Contact! - the cost of which is $18.00
was then 100% certain of the paint that he had been able to obtain a com- per year for four issues. Coverage has
scheme with which his airplane had left plete set of Cruisair factory drawings recently been extended to cover all the
the factory. from the National Air and Space Bellanca Champion aircraft, the Citab-
When it was finally time to cover ol' Museum and that a facsimile of the rias, Decathlons, etc.).
86934, Bill chose the Stits system .. . Cruisair Senior logo was included! A One of the last items on the restora-
24 JULY 1989
tion schedule was getting the Aeromatic
prop overhauled. Kinetics, Inc. of Britt,
Iowa now owns the rights to this au-
tomatic variable pitch propeller and was
able to make Bill's look and perform like
a new one. With its wide speed range,
a Cruisair really needs a variable pitch
propeller to perform as it should and a
properly set up and maintained
Aeromatic does a marvelous job ... I
know because I had both an Aeromatic
and a fixed metal prop on my Cruisair
at various times and the Aeromatic was
by far the better of the two.
Bill got his Cruisair licensed on Feb-
ruary 3rd of this year .. . and got the
seats back from the upholsterer on the
Wednesday before opening day at Sun the one for this article. A few weeks later much fun to fly to leave on the ground
'n Fun. He left Martinsville, VA where he braved high winds and rain to attend while warm breezes are blowing and
he hangars the airplane the next day EAA Antique/Classic Chapter 3's spring fair skies beckon one to head for the
and flew to the Okeechobee, FL airport fly-in at Burlington, NC and attracted airport. Like anyone who has ever flown
to show his handiwork to his father be- crowds once again. a good Cruisair, he is highly impressed
fore flying back north to Lakeland. Bill says a lot of little detail finishing with its handling characterics.. Com-
There he spent the week talking to Bel- work is yet to be done on his Cruisair, pletely docile on the ground in all but
lanca admirers from far and near .. . but that with the summer flying season the worst crosswinds . . . it is a taildrag-
and occasionally being subjected to in- at hand it may be this fall before he gets ger, after all... and an absolute dream
terviews and picture sessions such as around to it. The airplane is simply too in the air, the lightweight Cruisair is
SPORT AVIATION 25
probably the gentlest "high perfor-
mance" airplane to have ever graced
the sky. In the design and operation of
some of its systems, it is idiosyncratic
to an amusing degree . . . but that is
one of its appeals. It is a reflection of
the personality and genius of its de-
signer, the legendary Giuseppe Bel-
lanca, and one must learn to accept the
exceptional with the unusual and simply
enjoy flying the airplane.
The Cruisair has good performance
for the power, but does not possess
blazing speed. With the 150 Franklin
turning a properly adjusted Aeromatic
propeller at a cruise setting of 2,450
rpm (75%), most Cruisairs will indicate
about 140 mph . . . but will actually be
doing about 135. Down low and at full
rich, you will be pouring 10 gallons per
hour through the engine at this power
setting. Stalls are innocuous from any
entry I ever tried, and occur at about 45
mph indicated. The rate of climb is quite
good for a 150 hp airplane that weighs
some 1,250 pounds empty . . . around
a thousand feet per minute on a cool
day and lightly loaded and maybe 700
to 850 at gross. It is no ball of fire on a
Bill Scott of Kernersville, NC, owner/re-
storer of Bellanca NC 86934. Bill's next
project is a Taylorcraft BC-12D.
hot, humid day with a full load . . . but
few airplanes are. The airplane will haul
four people . . . if they can get in it. The
Cruisair is not an airplane for tall
people, especially in the rear seat. With
the 165 Franklin, such as Bill has in his
Bellanca, take-off and climb perfor-
mance is enhanced, but top end speed
is not significantly greater. His indi-
cated airspeeds are so high that he pre-
fers they not be mentioned until he has
had an opportunity to check out his pitot
and ASI. He knows from being paced
by other airplanes that they are too fast,
so he believes he has a bug in the sys-
tem somewhere .. . maybe literally.
Perhaps the best indication of the es-
teem in which the Bellanca Cruisair is
held by lovers of the type today is the
number of them still registered with the
FAA. Around 400 of them were sup-
posed to have been built in the late
1940s and early 50s and a rather amaz-
ing percentage still survive. In 1974, I
wrote an article in The Vintage
Airplane about my experiences in my
Cruisair and included the numbers of
14-13s, 14-13-2s and 14-13-3s still re-
gistered at that time. It may come as a
surprise to some of you to learn that
there are more Cruisairs registered
today than 15 years ago. Here are the
numbers for 1974 and the spring of
1989:
1974 1989
14-13 100 105
14-13-2 180 176
14-13-3 25 29
Total 305 310
Obviously, the Cruisair is a treasure
to be sought out, showered with tender
loving care and enjoyed to the fullest.
Ask Bill Scott.