Somehow this one escaped my notice, which is unfortunate if you'd like to own the "oldest original Flying Car." Unless, of course, you live in the Atlanta area where the Red Baron's gallery facility is located; 6450 Roswell Road is the address so you might still make it in time to bid on this extrordinary hybrid car/plane. Built in 1935, it was the brain-child of Frank Skroback, a retired industrial technician and electrician from Syracuse, New York. Frank studied the concepts of French furniture manufacturer turned aircraft designer Henri Mignet, who was responsible for the famous tandem wing monoplane.

Famous? Well, in spite of being a former private pilot with an interest in old aircraft, I'd never heard of Mignet until I checked with the Net. Wikipedia informs me that between 1931-33 Mignet designed and constructed the prototype HM-8... the first of his designs that really flew and became a great, if controversial, success in the aviation world. In 1934 Mignet published his plans in book form for an improved version of the HM-8 designated the HM-14, with the intention that it would be constructed by amateur-builders. Professional aircraft manufacturers were very reluctant to produce it and the subsequent accident record proved their decision correct. Mignet nevertheless encouraged amateur-builders to construct the HM-14, and carried on designing further models into the 1960s, most of them based on the HM-8 concept. One of his aircraft is on display at the Canadian Museum of Flight in Langley BC, about 60 crow-flight miles east of my home in Sidney (note: interrupted by a body of water that requires a 1.35 hour ferry ride to reach the mainland). Now that I'm aware of this, you can be sure the Museum is on my "to visit" list.

But I digress, for this post is about the Flying Car. Frank Skroback wanted to modify Mignet's design to build a vehicle that could be multi-purposed in order to be flown from house to house, using the roads as runways. His design consists of six fixed 7' wide wings, that could lift his 21' long tubular steel fuselage, with spruce wing panels wrapped in linen. It comes with the blueprints, a 1921 patent, and documents charting inventor Skroback's creation. Unfortunately nobody has been able to find proof of Skroback's vehicle ever taking flight. Frankly, I doubt that it did as the rudder-like appendages on the rear wings hardly look big enough to provide any sort of directional stability. Maneuverability on the road doesn't appear too promising, either.

The concept of a car that flies has long fascinated designers and dreamers and a few succeeded, though not in the marketplace. The conflicting needs of flight and ground control are an obstacle difficult to overcome, to say nothing of automobile crash safety regulations. Nevertheless this hybrid concept would be worth owning with the same philosophy as a Leonardo da Vinci sketch of a flying machine would be. After all, who knows what dreams might fly in the future?

Here's something you're unlikely to see in a concours or auction and more's the pity because it and other rail inspection cars played an interesting role in both automotive and railway history. Nowadays inspections are carried out with purpose-built vehicles, some of which are modified pickup trucks designed to be switched from road to track, but for several decades the job was done with ordinary automobiles like this 1939 Buick employed by the Canadian Pacific Railway. Mind you, ordinary doesn't quite describe it, as the big Buick was specially outfitted for the job.

A Ford truck rear axle was used and the suspension revised. Braking was accomplished by turning the steering wheel anti-clockwise, which in turn controlled an air compressor system. An air horn and diesel locomotive bell were fitted, along with running lights, flag kits, brackets for signal lanterns, and a portable telephone. A massive front bumper served as a "cowcatcher." In case you're not familiar with that term, I should explain that a cowcatcher is there to accomplish exactly what its name suggests and if you've ever seen a railway steam engine you'll recognise is as the large, vee-shaped device made of vertical bars, located on the front of the engine just above the tracks. Most rail inspection cars in earlier eras had them because cattle weren't always adequately restrained by fences. If an engine or inspection car struck such a beast the cowcatcher could prevent it from being thrown underneath, where it might cause a derailment. To say nothing of the (ugh!) mess. Though the Buick weighed in at four tons it could actually cruise at 72 mph with its powerful inline 8-cylinder engine. Not quick enough to outrun the 100 mph passenger express trains but perhaps essential to avoid causing schedule disruptions. It was custom built at CP's West Toronto Locomotive Shops.

In the year when this car was manufactured Toronto had six district stations in addition to the grand Union Station downtown, so that passengers could be picked up or dropped off closer to home. Gradually they were torn down, with a single magnificent exception, now a liquor store. Some might have qualified as historic sites and one was the subject of a dispute between the West Toronto neighbourhood, which wanted to keep it, and Canadian Pacific, whose management was determined it should be eliminated. When the City seemed willing to throw its support behind preservation, CP sent a wrecking crew in after dark and by daybreak the station was gone. Since then I've borne a grudge against CP but I'd forgive them if they'd at least kept one example of the unique railway inspection cars. Or maybe not.

Of the many fine collector cars I see when attending shows, one of my favorites is the 2nd generation Chevrolet Corvair. Its lovely, curving lines are perfection from every angle and, having raced modified Beetles and a Porsche, I'm not bothered by the rear engine configuration. When they were new I owned two Corvairs, though not at the same time. The first was a 1965 Corsa coupe which was first driven from the Toronto showroom to Sebring, Florida and back in a 3-day weekend (!), and later, with my family, to Vancouver during a brief attempt at relocation to the west coast. That's it, below, at the side of the road somewhere in Montana.



Upon returning to Toronto, this time by train, the first thing I did was buy a Corvair Corsa convertible. I loved it, my wife hated it. Well, not the car, but she disliked riding with the top down. For me it was wind-in-the-face but for Maggie it was bad hair and messed-up makeup.

Way back then, a company called Electrovair converted Corvairs to battery power. Another company, Electroauto, produced a 144V AC 24 conversion kit, worth $10,000, which was driven by 18 eight-volt lead acid batteries. Such a car has suddenly made an appearance (photo at top) on e-Bay. The batteries are "mounted as low as possible for good balance" and Electroauto says similar conversions are capable of 90 mph and have a range of 50 mph. The Buy it Now price is $39,000 but at the time of writing the best bid was $10,900. I wish the seller the best of luck and approve the trend to electric cars but frankly, I don't know why anyone would want such a conversion. One of the charms of the Corvair is a flat-six, air-cooled engine that delivers ample power and with care, has a long life. To each his own, I guess.

I've no idea what steps an owner takes to insure a vehicle modified for electric power but that aside, buying low-cost car insurance these days is a much simpler process than it once was. It can be done online, with a quote provided in as little as seven minutes. Considering the importance of getting proper coverage for a collector (or any) car at the lowest possible price, makes you wonder why anyone would do it any other way. And that's my thought for today. Electrifying, wouldn't you say?

No one can argue that collecting cars isn't one of the fastest-growing hobbies in the world. I think there are a number of reasons for this. For one, the computerisation of the modern automobile, together with its associated gadgetry, has turned people off. That's not just older folk who still remember what it was like to drive an automobile without such aids; young people often tell me they wish cars could be more involving. As well, the modern car makes owner repairs difficult, if not impossible. Consequently more and more enthusiasts are turning to older cars as a hobby.

Once they make that commitment all sorts of opportunities open up. The thousands of collector car clubs worldwide welcome new members, offering a novice owner social involvement, with a chance to make new friends. There they exchange information on repairs and restoration and can participate in events that range all the way from local shows to major concours, and from club tours to international rallies. Those with an urge for track competition can even take up vintage racing, assuming they have a suitable car.

For the first-time buyer, many questions arise, not the least of which is defining the difference between an "old" car and a collectible automobile. That's often a tough one to answer but generally speaking, 25 years is the cut-off most licensing agencies and insurance companies use. Thus, any vehicle registered as a 1985 model and earlier qualifies. Don't hold me to this as it varies from state-to-state and province-to-province but you can try that as a guideline.

Finding a suitable car is another quandary, one that requires research online and in classic car publications. You also need to be careful about condition. A car that is cheap to purchase but demands long and costly repairs may not be the bargain it seems to be, thus you'll never get your investment back. Which is important because a collector car is normally a safe investment, often worth as much as you paid, and more.

The good news for the would-be restorer, or anyone who wants to keep an old car running, is that inexpensive used car parts can be easily purchased online. Forget about crawling through junkyards; buying online gives access to premium used parts suppliers all over the country. So if you've ever thought about becoming a car collector there's nothing to stop you providing you stay within your budget. Join a club, do your research, and be ready to have some fun.

[Photo: Philip Powell]

Way back when the Austin Healey Sprite was launched, BMC Canada loaned me one for what became the very first North American media test drive. Being young and foolish and a novice racer I persuaded the engineer of the radio station where we worked to join me on a run to Edenvale, a deserted road racing circuit about 75 miles from Toronto. At six feet plus a couple of inches, he doubted whether he could fit his oversize frame into this tiny sports car but once inside was amazed to discover that it had ample legroom. On the track I drove flat-out on the straights and drifted through the corners with little regard for our safety because, of course, I was convinced I was the next Stirling Moss. Credit for our survival goes not to me but to the Sprite, which had delightful handling. The following year I was reporting from the Sebring, Florida 12-hour race, where a team of three Sprites swept their class. After the race I had the pleasure of being chauffered from the track to our motel in one of the team cars driven by Paddy Hopkirk, a renowned race and rally driver. What a difference there was between the car I'd tested and this hard-riding, loud, and purely functional racing machine!

You can appreciate, then, that I have a special affection for the Sprite and thus was fascinated to learn that a 1961 Sebring Sprite is to be auctioned by RM at Amelia Island on March 13. It features a race-prepared 998 cc A-Series four-cylinder engine, four-speed gearbox, independent front suspension with upper and lower A-arms and coil springs, live rear axle with double trailing links and quarter-elliptic leaf springs and front disc, rear drum brakes. "Sebring Sprite" was a catch-all term for racing Sprites homologated under FIA guidelines in 1960 with mechanical upgrades and other modifications including standard or modified bodywork. The car shown here has a race and rally history, including a podium finish at the 1996 Monterey Historics with Stirling Moss driving. (Obviously he was the next Stirling Moss, not me.) It's been maintained and raced in vintage events by owner Peter McLaughlin, who is donating the net sale proceeds to The Amelia Island Concours d'Elegance Foundation, Inc. RM is expecting a sale price of $50,000 - $60,000. The Sprite I tested could be bought new for less than $3000.

[Note: I've just been made aware that during the weekend Sir Stirling Moss fell three stories into an elevator shaft when the doors opened in advance. He's broken several bones in his feet and one ankle but is otherwise okay. Let's all wish the great one good luck in his recovery. Hey, Stirling... at least you've proven that racing vintage automobiles is less dangerous than riding in elevators!]