EDITORIAL STAFF Publisher Tom Poberezny Vice-President, Marketing and Communications Dick Matt July 1993 Vol. 21, No.7 Editor-in-Chief Jack Cax Editor Henry G, Frautschy CONTENTS Managing Editor Gaida Cax Art Director 1 Straight & Level/ Mike D rucks Espie "Butch" Joyce Computer Graphic Specialists Olivia L, Phillip 2 AlC News/ Sara Hansen Jennifer Larsen Advertising compiled by H.G. Frautschy Mary Jones Associate Editor 3 Vintage Literature/ Norm Petersen Dennis Parks Feature Writers Gearge Hardie. Jr. Dennis Parks 8 Wicker and Kitchens' Davis D-IW/ Staff Photographers Jim Kaepnick Mike Steineke H.G . Frautschy Carl Schuppel Donna Bushman Editorial Assistant 11 Triple Nickle/Norm Petersen Isabelle Wiske 16 What Our Members Are Restoring/ EAA ANTIQUE/CLASSIC DIVISION , INC_ OFFICERS Norm Petersen President Vice-Presidenl Espie 'Butch' Joyce Arihur Morgan 19 Glenn Curtiss' Forgotten Record/ 604 Highwoy St. 3744 North 51st Blvd. Madison, NC 27025 Milwaukee, WI 53216 Ted Businger 919/427-0216 414/442-3631 Secretary Treasurer 22 Antique/Classic Photo Contest Rules Page 8 Sieve Nesse E.E. 'Buck' Hilbert 2009 Highland Ave. P.O. 80x424 Albert Lea, MN 56007 Union, IL 60180 23 Pass it to Buck/ 507/373-1674 815/923-4591 E.E. "Buck" Hilbert DIRECTORS John Berendt Robert C, 'Bob' Brauer 25 AlC Calendar 7645 Echo Point Rd. 9345 S. Hoyne Cannon Falls, MN 55009 Chicaw, IL 60620 507/263-2414 312/ 79-2105 26 Mystery Plane/ Gene Chase John S. Copeland 2159 Carlton Rd, 28-3 Williamsbur8 Ct. George Hardie Oshkosh, WI 54904 Shrewsbury. MA 1545 414/231-5002 508/842-7867 Phil Coulson George Daubner 28 Welcome New Members 28415 Springbrook Dr. 2448 Lough Lane Page 19 Lawton, M14906S Hartford , WI 53027 29 Vintage Trader 616/624-6490 414/673-5885 Charles Harris Stan Gomoll 3933 Scuth Peoria 1042 90th Lane. NE P.O, Box 904038 Minneapolis, MN 55434 Tulsa, OK 74105 612/784-1172 FRONT COVER ... Winner of an Outstanding Aircraft Award at EAA Sun 'n 918/742-7311 Fun '93. Cliff Lowe (A/C 17679) keeps the photo plane in sight over the upper Dale A. Gustafson Jeannie Hill wing of his 194 Stearman. EAA photo by Jim Koepnick. Shot with a Canon 7724 Shady Hill Dr. P.O, Box 328 EOS-l equipped with an SO-200mm lens . 1/500 sec. at fS on Kodak Indianapolis, IN 46278 Harvard, IL 60033 317/293-4430 815/943-7205 t;:;;~:::::::=:3 Kodachrome 64. Cessna 210 photo plane piloted by Bruce Moore. Robert liCkteig Robert D. 'Bob' Lumley 1708 Bay Ooks r. 1265 South 124th St, REAR COVER ... Skeeter Carlson (A1C2043) gently banks away in his IN-4C Alberi Lea. MN 56007 Brookfield, WI 53005 Canuck on a warm. hazy day during EAA OSHKOSH ·S9. when the Jennies 507/373-2922 414/ 782-2633 were showcased in the 'Jennies to Jets' event. EAA photo by Jim Koepnick. Gene Morris George York Shot with a Canon EOS-l equipped with an SO-200mm lens. 1/250 sec. at f5 .6 115C Steve Court, R,R. 2 181 Sloboda Av. on Kodak Ektachrome 64. EAA photo plane flown by Buck Hilbert. The Roanoke, TX 76262 Monsfield, OH 44906 817/491 -9110 photo image was stored on and reproduced from a Kodak Photo CDTM. 419/529-4378 S.H. ' Wes' Schmid 2359 Lefeber Avenue Copyright © 1993 by the EAA Antique/Classic Division Inc. All rights reserved. Wauwatosa, WI 53213 VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of the Experimental 414/771 -1545 Aircraft Association and is published monthly at EM Aviation Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086. Second Class Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EM Antique/Classic DIRECTOR EMERITUS Division, Inc. is $20.00 for current EM members for 12 month period of which $12.00 is for the publication of VINTAGE AIRPLANE. Membership S_ J_Willman is open to all who are interested in aviation. 7200 S.E, 85th Lane POSTMASTER: Send address changes to EM Antique/Classic Division, Inc" P,O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO Ocala, FL 32672 ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via suriace mail. 904/245-7768 ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. ADVISORS EDITORiAl POLICY: Readers are encouraged 10 submit stories and photographs. Policy opinions expressed in articles are solely those of the Joe Dickey Jimmy Rollison authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. 511 Terrace Lake Rd. 823 Carrion Circle Columbus. IN 47201 Winters, CA 95694-1665 Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 414/426-4800. 812/342-6878 916/795-4334 The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM , SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL Dean Richardson Geoff Robison CONVENTION, EM ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUBS, WARBIRDS OF AMERICA are ® registered 6701 Colony Dr. 1521 E. MacGregor Dr. Irademarks, THE EM SKY SHOPPE and logos of the EM AVIATION FOUNDATION and EM ULTRALIGHT CONVENTION are lrademarks Madison, WI 53717 New Haven, IN 46774 of the above associations and Iheir use by any person other than the above association is strictly prohibited, 608/ 833-1291 219/ 493-4724 STRAIGHT & LEVEL

by Espie "Butch" Joyce Construction & Maintenance Stan week. Gomoll 6121784-1172 I have some news about our An­ It's almost EAA Convention time , Flight Line Operations Art Morgan tique/Classic insurance program. The which means it is time for my annual 414/442-3631 program is handled through AUA, Inc . listing of the Antique/Classic Chair­ Flight Safety Phil Coulson 617/642­ of Greensboro, North Carolina (1 /800/ men who will be volunteering their 6490 727-3823). The Home Insurance Com­ time to help make Antique/Classic ac­ Fly-Out Bob Lumley 4141782-2633 pany has been the underwriting com­ tivities a success during the Conven­ A/C Forums John Berendt 507/263­ pany for this program in the past, but tion . If you feel that you can be of any 2414 they have decided not to underwrite help, feel free to contact them. They' ll Hall of Fame Dean Richardson 608/ aviation insurance in the future. Home be happy to find a spot for you to help. 257-8801 has reached an agreement with Com­ It is important to remember that if you Headquarters Kate Morgan 414/442­ mercial Aviation, Inc., a part of the do volunteer, keep in mind that you 3631 Safeco Group. Safeco's financial will be representing your Antique/ Interview Circle Charlie Harris 918/ strength is rated A + + (superior). Classic Division . We all work hard to 742-7311 Commercial has agreed to continue keep high standards in our area, par­ Manpower Gloria Beecroft 310/427­ with the Antique/Classic program, ticularly when dealing with people. 1880 with no interruption or changes in During the Convention, there is so Membership/Chapters Bob Brauer coverage. If you should have any ques­ much going on that occasionally indi­ 3121779-2105 tions, please contact AUA , Inc. viduals get excited , confused, tired , OX-5 Pioneers Bob Wallace 301/686­ Let's all be careful out there. I want and can sometimes become a bit hard 9242 to be able to see you at Oshkosh. On to deal with. When this happens, a Parade of Flight Steve Nesse 507/373­ a personal note, the flying weather here confident and calm voice from a com­ 1674 has been hot and hazy. The cross-coun­ posed volunteer who is neatly dressed Parking/Safety George Daubner 414/ try trips have been rough, with dodging can be just the ticket to prevent things 673-5885 thunderstorms the general rule . We from escalating into an unfortunate Participant Plaque John Copeland have had some good days that make up situation. (One of our favorite buttons 508/842-7867 for quite a few bad days . around here says "Don't yell at me , Photo Contest Jack McCarthy 317/ On a Saturday a couple of days ago I'm a Volunteer!") Fortunately, more 371-1290 at Shiloh airport we were able to carry often an excited guest at the Fly-In is Picnic Jeannie Hill 815/943-7205 105 kids for their first airplane ride not angry - they're more apt to be hap­ Pioneer Video Jeannie Hill 815/943­ during a Young Eagles day . My thanks pily excited. Come give us a hand at 7205 go out to Bill Schultz, a member of the EAA OSHKOSH '93; it will make Press Larry D'Attilio 4141784-0318 North Carolina DOT Aeronautics your week more enjoyable. Security Geoff Robison 219/493-4724 Board. Bill has been able to get the Here' s your A/C Chairmen: Type Club Headquarters Joe Dickey North Carolina DOT involved to help A/C Convention Management Butch 812/342-6878 us with each Young Eagle day we've Joyce 919/427~0216 Volunteer Host Judi Wyrembeck 414/ had . You need to help with one of Aerogram Bill Marcy 3031798-6086 231-4487 these days if you haven't; you'll really Antique Awards Dale Gustafson 317/ Workshop George Meade 414/926­ have fun. Ask a friend to join our An­ 293-4430 2428 tique/Classic Division. Classic A wards George York 419/ Each one of these Chairmen works a Let's all pull in the same direction 529-4378 great many hours at the Convention , for the good of aviation. Remember, Contemporary A wards Dan Knutson not to mention the time they put in dur­ we are better together. Join us and have 608/592-3712 ing the year preparing for Convention it all! ... VINTAGE AIRPLANE 1 CI:WJ compiled by H.G. Frautschy

COPPERSTATE FLY·IN governed by a rotating leadership, with WEDELL·WILLIAMS the club run by members. A bi-monthly MEMORIAL The past couple of months we've had newsletter is to be published (Vol. 1, No. FOUNDATION the EAA Copperstate Fly-In listed as 1 was published this past May/June), and taking place at Prescott, AZ. The it will be open to all levels of involvement The Wedell-Williams Museum, in location for Copperstate '93, one of the - if you're an owner or a armchair Patterson, LA, was heavily damaged EAA Regional Fly-Ins, has been enthusiast, it makes no difference. All during Hurricane Andrew last year. In changed. It will take place on the same Wacos will be welcome, from the Model 9 fact, the building was so severely days - October 1-3, but the event has to the gliders built for WW II, as well as damaged that it had to be completely moved to Glendale, AZ. If you need replicas and the Waco Classic airplanes. stripped and rebuilt, including a new more information, call 602/298-3522. They will have held their first Waco F1y­ roof. The centerpiece of the museum In at Creve Coeur Airport near St. Louis has been the Wedell-Williams "44" racer YOUTH CONVENTION by the time you read this, and Roy replica built by Jim Clevenger and ACTIVITY Redmond has graciously agreed to put engineered by Budd Davission. The together some words and pictures for us "44" was damaged cosmetically during Children 10-14 may try their hand at to publish in a future issue. For more the hurricane, and it will soon be building and flying a model airplane information on the American Waco Club, heading for Kissimmee, FL for repairs. during the EAA Convention. Rubber­ write to them at A WC c/o Jerry Brown, The museum is planning to reopen later powered model expert Eric Anderson 3546 Newhouse Place, Greenwood, IN this year. If you'd like more information will teach Delta Dart building at Pioneer 46142 or phone 616/624-6490. on the Wedell-Williams Memorial Airport from 9:00 a.m. to Noon, Friday, Foundation, contact them at P.O. Box July 29, through Monday, August 2, 1993. SPEAKING OF TYPE CLUBS . .. 655, Hwy 182 West , Patterson, LA No admission will be charged - take the 70392. Museum shuttle bus from the Convention Starting with next month's issue, a grounds, then head on over the Pioneer page that was once a fixture in the pages YOU CAN GET THERE Airport. of VINTAGE AIRPLANE will return ­ FROMHERE ... TYPE CLUB NEWS. Type Clubs are MORE SPAR INFO often the best source of information If you have a need to get to the EAA about a particular type of airplane, and Convention from the Milwaukee Airport If you' re working on a restoration we'd like to help them get the word out (Mitchell Field) Budget Rent-A-Car will project, and are having difficulty getting to owners of their particular type. It is be running a shuttle bus between the the 337 signed off on the new set of spars intended that the news will be primarily terminals at Wittman field in Oshkosh you made up for your wings, please of a technical nature, and fly-in and the airport in Milwaukee. For price, contact EAA Headquarters. We've been information will still be handled through schedule and reservations, call Budget in working closely with FAA Headquarters the Calendar page. We hope this will Oshkosh at 414/235-5900. You do not in Washington, DC to resolve this help fill in some of the information you, have to be a rental customer of Budget problem, and they've asked that we help the members, have been asking for. to use this service. them get the word out. When you call or write, we need to know who you are, BELLANCA REUNION LUSCOMBE what you're working on, and who you're FOUNDATION NEWS dealing with at the FSDO (the inspector). The fifth annual East Coast Bellanca/ We also need to know which regional Champion Social/Education Reunion will The Don Luscombe Aviation History office of the FAA you've been in contact take place Oct. 1-3, 1993 a tReading Foundation is closer to purchasing the with. Contact Ben Owen, EAA Infor­ Municipal Airport, Reading, P A. This is Type Certificate, support engineering mation Services, P.O. Box 3086, Oshkosh, a neat event - a healthy mix of social fun and tooling for the Luscombe model 8. WI 54903-3086 or call 414/426-4800. Feel coupled with the opportunity to have They've come up with a novel way to free to also have your A.I. contact us, if your Bellanca or Champion airpla ne raise funds towards the purchase - a he or she is reluctant to sign off on the inspected by the experts at CAP raffle with the honest-to-goodness grand 337 in the first place. Aviation. For $150 (which includes your prize of a fully restored Luscombe 8 $25 reunion registration), they will go Silvaire. Only a total of 2400 tickets will AMERICAN WACO CLUB over your airplane and give you a list of be made available, and prizes will be FORMED items that need to be looked at. A f1y­ awarded through 15th place. The market will also be held, as well as a drawing is to be held on October 3 A new type club has been formed for Saturday evening dinner with Larry during the Luscombe Fly-In, held enthusiasts of the Waco - the American D ' Attillo, President of the National concurrently with the Copperstate Fly-In Waco Club. A non-profit organization, Bellanca/ Champion Club. For more in Glendale, AZ. For ticket information, it's a group dedicated " to allow information, contact Bellanca/Champion contact Luscombe Foundation, P.O. Box fellowship by all who have a glow in their Reunion Committee, Tom Witmer, c/o 63581, Phoenix, AZ 85082 or call hearts for Waco airplanes" according to CAP Aviation, P.O. Box 13037, Reading, 602/963-43312 or 800/678-9900 ext. 4522. Treasurer Jerry Brown. The club is to be PA 19612-3037 or call 215/376-5447. Your donation may be tax deductible.

2 JULY 1993 VI~TAf7~ LIT~~ATU~~

by ()ennis Var-ks!l

Libr-ar-y/~r-chives ()ir-ect()r-

Projectfor a Low Priced Airplane - Part II

In November 1933, Eugene Vidal, Di­ trants, but which had a definite influence rector of Aeronautics of the U.S. Depart­ on the competition. ment of Commerce (D.O.C.), announced WEICKW-l that the Department was taking the initia­ One cannot discuss the aircraft of Eu­ tive in seeking a method whereby air­ gene Vidal's light plane competition with­ planes might be made available to the out mentioning Fred Weick's W-l experi­ general public at a price low enough to mental aircraft. Though the aircraft was make widespread private ownership possi­ not submitted to the Bureau of Air Com­ ble. Such a vehicle became known as the merce as part of the competition, it was $700 airplane - the selling price of popular important because the design was used to automobiles of the time. benchmark the specifications that were is­ The concept of the $700 price fell by sued in the summer of 1934. the wayside and emphasis was changed to In 1931 , before the $700 airplane con­ developing a Iightplane that would be test was conceived, Fred Weick was an en­ safe, easy to fly, and low in maintenance gineer employed in the laboratories of the cost. The Bureau of Air Commerce an­ National Advisory Committee for Aero­ nounced a design competition in the sum­ nautics (NACA). He and some of his as­ mer of 1934. The winning design would sociates at NACA decided to conduct a then be purchased for use by Bureau in­ private study to explore the possibilities of spectors. It was hoped that this would developing the airplane to be more suit­ help spur the lightplane industry, one of able for private use. The study included Eugene Vidal the many segments of the economy in many computations, tests on flying models Director and construction and testing of the W-1 trouble because of the Depression. Bureau of Aeronautics On October 18, 1934, the Bureau experimental airplane. This was not done awarded a contract for 15 aircraft to the Ole Fahlin for the Plymacoupe; Pitcairn as an NACA program, but purely as a Hammond Aircraft Company of Ypsi­ for his new roadable autogiro; Curtiss­ personal venture by him and some of his lanti, MI. During the course of 1935, the Wright for its Coupe; and the Arrow Com­ NACA associates. Bureau contracted for five other aircraft pany for one of its Sports. Also, Kreider­ Weick discussed his design in the July to be purchased. These included: Waldo Reisner was given an order to modify the 1934 and January 1936 issues of A VIA­ Waterman, for his tailless Arrowplane; Weick W-l, which was not one of the en­ TION. "The main features of the W-1 that

.... ~ >­ 'S..., oc: ~ ~ The~~~~~~--~~==~~--~--~--~77.--~~~--~~--~~--~~~~~~~ W-1 and the W-1A used the same Pobjoy engine. After a rod failure rod was fitted. (The 1937 edition of Jane's listed the Pobjoy installed in the W-1A at 95 hp, so it was most likely a "Niagara" model.)

VINTAGE AIRPLANE 3 fiXED AUXILIARY AIRfOIL ~ """"

--~.t W-I §: co SLOT-LIP ~ GLIDE-CONTROL fLAP (J) c o ~ (J) c ~ I­ w W-IA ~

CD C') 0>

~ ::J '"C --, c'" o :g ~ L-______~ A simple three-view and section drawing of the wing configuration of the Weick W-1 highlight some of the innovative ideas put forth by Fred Weick and his compatriots when building an airplane they hoped would be safe and economical to fly.

were intended to be more attractive to the B. Suitable longitudinal and lateral sta­ Langley Field looking for possible aid in private user were first, that the airplane bility with definitely limited upward eleva­ their newly established project to develop was to be much easier to handle and to tor travel to prevent loss of control due to private flying. Because I was the one who learn to fly , and second, that it was to be stalling and spinning. handled research in this field at Langley, safer in that it should be free from treach­ C. A glide-control flap. they were referred to me, and I told them erous characteristics such as loss of con­ D. Two-control operation using pitch what the NACA had done. I also told trol due to stalling, inadvertent spinning, and rolling controls." them about the tricycle gear, even though ground looping, and nosing over. Atten­ As the airplane was being completed it was not a NACA project. tion was also given to greatly improving the Department of Commerce heard of it, "They all demanded to see it, and so I the field of view, especiall y in landing and and because of its interest in the safety took them out to the house and showed taxiing. " features in connection with its own private them the parts stacked up in my one-car "The endeavor to obtain an airplane airplane program, the D.O .C. requested garage. Geisse (who reported to Vidal) having these characteristics resulted in the that the airplane be tested by NACA. then asked me to write him a letter telling development of the W-l with the follow­ This series of events is recounted by We­ him all about our private project, which I in g features: ick in his book, FROM THE GROUND did, fifteen pages of it. A short time later A. The tricycle landing gear with cast­ UP. " In early J anuary 1934, three men the Department of Commerce requested ering nose wheel, steerable if desired. from the Bureau of Air Commerce visited that the NACA test the W-1 for them and

CD C') 0>

~ ::J '"C --,'" co ~ ~ ------~ The W-1A in its final form. With its tandem seating and tricycle landing gear, the Wieck design was unusual looking it its day. Many of the lessons learned on the W-1 project were applied by Fred Weick to a project he worked on a couple of years later - the ERCO Ercoupe.

4 JULY 1993 that it be put in shape for testing in the shortest possible time. I was not in a very good position to refuse and felt that we would get some very good test informa­ tion from the full-scale wind tunnel and flight tests, so I went along." The W-1 was completed in a few weeks and tested in the full-scale wind tunnel. The tests determined the airplane'S lift and drag, as well as pitching and yawing moment characteristics. Though its direc­ tional stability was found to be marginal, the plane was considered suitable for flight testing. "As each set of tests was completed and its data worked up, I phoned the re­ sults to John Geisse at the Bureau of Air Commerce in Washington. Geisse used these results as a good part of the basis for the set of specifications that he was preparing for the Department of Com­ merce's forthcoming simple-to-fly air­ plane design contest." In fact , the specifi­ cations were published in the July 1934 issue of AVIATION across the page from We reproduced a shot last year of the W-1A mounted in the full size wind tunnel at Fred Weick's article on the W-l. Langley Field, VA. Here, the W-1 is used as the background of a group shot of the After the official N ACA tests on the Tenth Annual Aircraft Engineering Research Conference in 1935. W-1 were completed the airplane was re­ turned to Fred Weick and his group. When the aircraft was damaged in a forced land­ ing, it was decided to modify the craft in order to test some new ideas. It occurred to Weick, that since his efforts and money had helped initiate the Bureau of Air Commerce's private airplane program with no financial return, that his group might possibly get some financial aid for the next part of the test program. In October 1934, Weick prepared two proposals and sent them to John Geisse of the Bureau of Air Commerce. One pro­ posal was to install and test a flap that could be used as a high lift device and as an air brake that could control the glide angle in landing without changing the air­ speed. The other proposal involved the elimination of the regular ailerons as a primary means of control, the W-1 being a r-­ typical three primary controls - elevator, C') '" rudder and ailerons. In place of the .:L ailerons, Weick wanted to install a slot-lip o o aileron, a form of spoiler. .D In the end it was arranged for the Bu­ ~ reau to purchase the airplane. However, ~ the Bureau did not consider it proper pro­ ~ ~L-______~ cedure to purchase a homebuilt airplane

The first version of the Hammond Y is shown in the three-view above and these two photos. The tricycle landing gear and the pusher engine was also used by designers Dean B. Hammond and Carl Haddon.

VINTAGE AIRPLANE 5 NC15521 was one of the next versions of the aircraft, built by the Stearman-Hammond Aircraft Co. of San Francisco, CA. The engine was replaced with the Menasco C-4 of 125 hp. Also, the small protruding horizontal tail sections were trimmed off flush with the fuselage booms. The wing was redesigned to be a full cantilever structure, and the single vertical fin was split and mounted on each boom. from a group of government employees. ground. ery of the first plane was to have been A deal was agreed to whereby Kreider­ "Freedom from the danger of stalling made within five months, and the delivery Reisner would do the modifications and was obtained by having the longitudinal of the remainder within four months of then the Bureau would purchase the air­ stability and the available elevator control the Bureau's acceptance of the first. plane from them. so related that the airplane could not be Designed by Dean B. Hammond and Upon completion in the spring of 1935, stalled. Carl Haddon , the Hammond Y was in the modified·airplane, now designated the "We hope that the elimination of rud­ some respects similar to the Weick W·1 W-1A, and owned by the Bureau of Air der control in the manner described may which was used to bench mark the specifi­ Commerce was trucked down to Langley be a definite stride toward reducing the cations for the program. They both had a Field and tested in the full-scale wind tun­ skill, training, practice and general keen­ twin-boom pusher cabin monoplane con­ nel. After wind tunnel and flight testing, ness required to fly safely." figuration. The Weick being high-wing the Bureau allowed Weick and his group The experiments with the W-1 and the and the Hammond low-wing. The Ham­ to make their own trials. W-1A did have an effect on the industry. mond also used the tricycle landing gear In January 1936, Fred Weick presented Douglas took an interest in applying the as pioneered on the Weick. Power was a paper on the W-1 and W-1A projects to tricycle landing gear to large aircraft. The provided by a Menasco B-4 engine of 95 a meeting of the Society of Automotive Douglas DC-4E became the first large hp. The fuselage had a well rounded nose Engineers which later was published in transport to use tricycle gear. Also, Henry with curvature continuing back around the Society's TRANSACTIONS for 1936. Berliner took notice of the projects and in the engine. It was of all metal construc­ In his paper, Weick concluded that his October 1936 invited Fred Weick to join tion and seated two people side by side. group had demonstrated to their satisfac­ his company. At ERCO, Weick further From near the top, two struts on each side tion that each of the novel features tested developed the twin-control system along ran downward and outward to brace the made flying both simpler and safer. with tricycle gear in the creation of the Er­ wings and take the loads from the landing "The stable long-travel, three-wheel coupe. gear. A fully castering front wheel pro­ landing gear arrangement enables satis­ HAMMONDY jected down and forward from the nose of factory landings to be made almost re­ On October 18, 1934 the Bureau of Air the fuselage. gardless of the wind direction, the air Commerce awarded a contract for 15 of The Hammond Y was presented to the speed at contact, or the manner in which the Hammond aircraft, with the option of Bureau for tests during the summer of the airplane is flared or guided to the taking five more, at $3,190 apiece. Deliv­ 1935. Landing tests of the design were re­

6 JULY 1993 ported in the March 1936 issue of MODEL AIRPLANE NEWS, "There was a group of old airplane pilots on the field. They saw the pilot come down in a steep dive straight towards the center of the field. He made no effort to level off, handling the controls worse than the most hopeless student. Some of the pilots who were watching literally put their arms in front of their eyes as the plane was actu­ ally dived into the ground. "What happened? The plane, which is provided with three wheels, struck on the first wheel but instead of nosing over, dropped its two rear wheels down with a loud 'plunk' and stuck there. It didn't roll more than a couple of feet, yet nothing was broken or even strained. In fact, it was a fairly good landing. "Again and again the test pilot made Step right up! The sign on the right reads "You Fly This Stearman-Hammond Plane what appeared to be crash landings but Yourself. Flight $3.00." the sturdy little ship proved that it could Below - The interior of the Stearman-Hammond Y-125 from the factory brochure. take it. It is the most remarkable ship that this writer has ever seen. You really don't have to take it off or land it. It very ac­ commodatingly takes charge of those im­ portant maneuvers itself. "It is so easy to operate that it has been proved that it can be flown alone the aver­ age person after two or three hours of in­ struction. The fact that it can be landed in a steep glide without gaining excess speed makes it possible to clear high obstacles and get into a very small plot of ground." Despite its docile characteristics the Hammond Y failed the Bureau tests as it proved to be too slow as it could not meet the 110 mph top speed requirement. The Bureau then extended the time limit of the contest and suggested a clean-up re­ design of the pusher. STEARMAN-HA MMOND v-us In May 1935 Lloyd Stearman, who had resigned as President of the Lockheed Aircraft Corporation in December 1934, was requested by the Bureau of Air Com­ merce to join the technical staff in Wash­ ington, to assist the Hammond Company with the re-design and production of the Hammond Y. After a year of development, the new Stearman-Hammond, considerably differ­ ent from the original Model Y, was built at the Hammond plant in Ypsilanti, MI and delivered to the Bureau in April 1936. The new airplane proved to be a great ad­ vance over the original and it met all the Bureau requirements with ease. Lloyd Stearman had taken such an in­ terest in the design that he joined Ham­ ill mond aircraft and then became president :; of the newly organized Stearman-Ham­ ,f u: mond Aircraft Corporation. Dean Ham­ t mond, who founded the company stayed J:) on as vice-president. The new company was established in South San Francisco, i~~~--~~:;I CA and production moved there when a The final version of the Hammond design - the Kaiser-Hammond Aircar Y-2. Post-war new factory was completed in November production dreams were never realized for the plane. Power was up to 220 hp, but 1936. the weight was now up to 2,925 Ibs. (Continued on page 27)

VINTAGE AIRPLANE 7 by H.G. Frautschy the runway, they ran out of fuel during the pull up at the end of the pass. The pi­ The Davis D-lW - what a pleasant lot tried to turn back towards the runway, sight to see on the flight line! Living here but he never made it. The Davis spun in, in the Oshkosh area, many of us have and the resulting crash was fatal to both been privileged to see Gene Chase's the pilot and his co-owner/passenger. Davis D-l Won the ramp or in flight. Barbara Kitchens bought the remains Davis fans can add one more flying air­ of the Davis from the survivors back in plane to their list - Dr. Roy Wicker (A/C 1977. It really was a mess, with the fuse­ 103) and his partner Barbara Kitchens lage, including the engine, destroyed up (A/C 4946A) have seen the completion to the aft cockpit. The wing struts were of their Davis D-lW, NC 13576. Long­ jumbled, with none of them usable. The time Davis enthusiasts will remember the landing gear was also a twisted mess. Fi­ airplane from days gone by - it was first nally, the wing was a wrinkled and bro­ the personal airplane of Walter Davis ken bag of fabric, with the spars cracked himself, and was later owned by a num­ and a number of the aluminum ribs bro­ ber of people, including K.D. Wright, ken. Barbara had her hands full - it who flew it around the South for a num­ would take a long time to put this wreck ber of years until it was involved in a back together! crash. The parasol monoplane was re­ After the Davis sat for a while, Bar­ built, this time by four partners. They ~ bara decided it was time for the airplane did not have much time to enjoy the air­ ~ to be restored. With a growing business plane though - after only 45 minutes of 3 (she and her husband Robert run a very flight time on the airplane, two of the ~ busy banner towing operation in Milner, owners decided to make a quick run § GA) Barbara felt she didn't have the around the field. After a low pass down o time the Davis would require for its

8 JULY 1993 restoration, but she did know somebody who had the skills needed, and he would have the time - Dr. Roy Wicker. By 1983, Barbara had gently persuade d Roy to take the project on, in exchange for half ownership in the little parasol. The airplane was the brainchild of W. Harvey Doyle a nd Jan Pavecka of Portsmouth,OH. Well before Walter Davis became involved with the airplane, Doyle a nd Pavecka had pe rsuaded William J. Burke to financially back the production of their design, then known as the Vulcan American Moth V-3. Their company, Vulcan Aircraft Company, was a part of Burke's Vulcan Last Company. Vulcan Last made golf clubs (in those days with hickory shafts, no doubt!) and shoe lasts. For those of us too young to have seen someone actually make a shoe, a shoe last is the form used as a mold to help a cobbler make or repair a shoe. Next time you need shoes repaired, ask your cobbler to show you a shoe last, and you'll see the similarity in the production of the lasts and a golf club head. Making them was pretty lucrative in those days, for it allowed Burke to bankroll the pro­ duction of an airplane during 1928. The first American Moth (the airplane had no connection with the DH Moth - Burke used the name to boost sales by using the popular "Moth" name) was powered by the 60 hp Ali'cat radial. After a short test flight by pilot Lewis " Pat" Love, the air­ planes handling was deemed excellent, and it immediately was sent out on a pro­ motional tour. The American Moth was shown to the public at the National Air Races over Labor Day weekend in 1928, and was well received. The exact number of airplanes made by Vulcan is not known Bayer, in 1911, at the Richmond, Indiana Garden, sales didn't pick up appreciably. - various sources have mentioned 6 or 7 Driving Park. The airplanes, now with the designa­ airplanes made, but the sad truth was Davis thought the Vulcan American tion D-l, still continued to do well in the that upon the passing of Walter Burke Moth had possibilities, so by the end of hand of race pilots - Art Chester took a later in 1928, the Vulcan Aircraft Com­ 1928 he was the owner of the manufac­ first place in one event with a DI-85 (a pany lost its financial footing. turing rights and tooling, as well as re­ Davis powered with a 85 hp LeBlond) at Enter Walter C. Davis. maining parts. Wasting no tim e , the the Nationa l Air R aces in Se ptember Walter D avis was the son of G.W. Davis Aircraft Corporation was formed 1930. Davis, a successful manufacturer of car­ in J anuary 1929 in Richmond, IN. The 1931 saw little activity at the factory, ri ages and then automobiles during the first models of the Davis, the V -3 , were with the only airplane actually making it years prior to and after WW I. As the the same as their predecessor, the Vulcan out the door the first D-l W, powe red 1920's progressed, and the big automak­ American Moth. The Davis V-3 would with a 110 hp Warner Scarab engine. By ers in Detroit began to domina te the soon gain a reputation as a n aeria l hot 1932, the it was obvious to Walter Davis mark et, it became apparent to the elder rod - it won the All-Ohio Derby in Au­ and hi s father that their business, if it was Davis that his small company, although gust 1929, at Cleveland, piloted by Pat to survive , had to take a different ap­ capable of making excellent automobiles, Love. The joy over the victory was short proach. After some discussion, it was de­ would not be able to compete with the lived though - the Great Depression cided they would produce something that big guns. His business sense told him to would begin within weeks, a nd the n a just about everybody needed at one time sell out to a larger corporation. With the second tragedy would befell the small or another. The G.W. Davis Corporation day-to-day operations of the car com­ compa ny - Pat Love, test flying the added a power lawn mower production pany no longer taking up his days, Walter Alexander Bullet in Colorado Springs, line to the ir corporate manufacturing Davis, who had been working as the sales Co was killed when the Bullet crashed structure. As late as 1974, G.W. D avis manager and as a member of the board during spin testing. was still making lawn mowers in Rich­ of directors, was now free to pursue other Orders were slow in coming. The air­ mond, IN, when they were bought out by business interests. plane did well at air races and public ac­ a conglomerate. Aviation had always been exciting to ceptance was gratifying, but money was Late in 1933, the ai rcraft line was re­ Walter Davis. He built and crashed his tight, and even after Walter Davis slashed vived long e nough to build a few more first airpla ne, a glider towed be hind a prices at the New York Aircraft Salon airplanes, including NC13576, Walter's motorcycle driven by his friend George he ld in May 1930 at Madison Square personal a irpla ne, which he named

VINTAGE AIRPLANE 9 x o () ""U ....,III

"Whistler II." A model D-IW, powered great amount of experience in aircraft ball did the leather work on the seats and by a 125 Warner Scarab, it was a beauty, construction also helped Roy Wicker put the cockpit coaming. Bill Gufford in featuring an NACA cowl, teardrop wheel the aeronautical equivalent of Humpty Dixie, GA did the stencils for the Davis pants and a full canopy over both cock­ Dumpty back together again . He had logo and the Warner "Scarab." Morton pits. Later, the neatly detailed "Whistler built a Neiuport 24bis replica back in the Lester helped with a magneto switch, II" was owned and flown by Hollywood 1960's, as well as a Marquart Charger. and Butch Joyce was able to supply the actor Richard Arlen, and was flown by After the structure of the airplane was neat little combination lock on the bag­ many personalities. It would be one of rebuilt (the tail surfaces were the only gage compartment. the last of the Davis airplanes built. parts that required little work), it was The aft cockpit of the Davis is sized When the books were finally closed on time to cover the Davis. Originally, Roy just about right for a pilot of average the Davis Aircraft Corporation, they had was going to cover the airplane with Irish build, but if you're a bit on the tall side, produced only about 50 airplanes. linen, since it was a material he had the front cockpit will prove to be a chal­ The airplane that lay in a twisted heap worked with in the past, and knew that it lenge to enter - Dr. Wicker was kind in front of Roy Wicker sure didn't look would accept dope readily. After talking enough to take me along on the photo like Walter Davis' pride and joy. It things over with Bobby Graves in Tulla­ flight, and he was right - with a coat on hardly looked like an airplane, but he homa, TN, it was decided to cover the and a radio stuffed in my pocket to talk knew there was an antique airplane in airplane with Ceconite, and have a doped to the photo plane, it was, well, a cocoon. that mess somewhere; it was just a matter finish in Daytona white and AN yellow, A cocoon with a great view and nice con­ of effort and time before it would be sit­ with black pinstriping. Charlie Mc­ trols, but a little place that would be tight ting on the ramp, ready for a test hop. It Gowan and Bobby Graves helped sew for most passengers. (This Davis has would take 10 years of full and part-time up the Ceconite envelopes. The results never had an electrical system on it, al­ work before that day would come! would have turned Walter Davis' head. though it does now have a starter and a Everything forward of the cockpit had "Whistler II" never looked better. The aux power plug to allow starting without to be rebuilt - control rods (the Davis only major change immediately apparent propping.) uses pushrods instead of cables for to anyone who has seen pictures of the With the summer of 1993 half over, aileron and elevator control), fuel header airplane when it was first built is the Dr. Roy has already been all over the tank, and entire landing gear, just to change of the canopy to a pair of open South with the Davis, and he is planning name a few. Fortunately, he had a good cockpits with windscreens. A pair of new on making the trip from Quitman, GA to set of blueprints from which to work. fiberglass teardrop wheel pants, and a EAA OSHKOSH ' 93. And Barbara The set was by no means complete, how­ NACA cowl that Roy painstakingly also Kitchens? Well, she has not, as of this ever, and a fair amount of letter writing, built out of fiberglass, help make the lit­ writing, been able to break away from the phone calling and photo analysis had to tle parasol look pretty spiffy. The sharp busy banner towing business to fly the lit­ be done to figure out exactly how some details were also aided by work done by tle gem. When she does, she's in for a parts were made and dimensioned. A others. Wilbur Harrell and Kevin Kim- treat. What a delightful airplane! ...

10 JULY 1993

by Norm Petersen

Oeof the really sharp looking each side of the rudder - the right side 2150) in the extreme southwestern part airplanes parked in the Antique/Classic revealing the "Indian with head dress" of the state. Cliff made the same trip in area at Sun 'n Fun '93 was a 1941 Stear­ with the left side revealing the "B uf­ 1992 and ran off with the Best Biplane man biplane with the unusual "N" num­ falo" side of the 1941 nickel. Clever, award. This year, his gleeming, pol­ ber of N555. It is easy to understand the these 'melicans. ished, biplane garnered an Outstanding nickname attached to such a number ­ The Stearman, N555 , SIN 75-1456, Aircraft award in the Antique/Classic "Triple Nickel." The clever part of the was flown to Sun 'n Fun by its owner, arena. A little background would help paint scheme was the placement of three Cliff Lowe (EAA 97635, A/C 17679) of us understand where Cliff Lowe is com­ (oversize) 1941 Indianhead nickels on Cadiz, Kentucky, a small town (pop. ing from. Raised in Chicago, Cliff entered the world of aviation at Willie Howell's air­ port when he soloed a Cessna 150 in 1965. After earning his Private license, Cliff bought a Cherokee 180 (many hours) , which begat a Comanche 250 (1000 hours), which begat a Twin Co­ manche (1600 hours), which begat a B55 Baron (over 1300 hours). An enthusias­ tic EAA member since 1975, Cliff has maintained a Private license with SEL, MEL and Instrument ratings over all these years. His Instrument rating is re­ ligiously renewed every six months for currency.

Besides the chrome rocker box covers, the compartment behind the engine is all chrome including the oil tank and the air induction system. Absolutely brilliant! (Dark glasses should be required.)

12 JULY 1993 Photos ourtesy Cliff Lowe

(Above) - March, 1973, Jim Koepnick photo of "Triple Nickel" in its former color scheme taken at Lake­ land Municipal Airport prior to the advent of the Sun 'n Fun Fly-In. Note the three Buffalo nickels on the rudder with the small "N" number just below.

(Above and Right) - The battered remains of "Triple Nickel" arriving at Montevideo, MN air­ port on Howard Kron's flatbed trailer. The date is April 1984, and one can see the huge amount of work re­ quired for restoration! The " Buffalo" side of the 1941 nickel is faithfully reproduced on the left side of the rudder along with the name of the airplane.

About seven years ago, Cliff moved to his own airport (Lowe Field) at Cadiz, KY from where he operates his Lowe Industries, Inc., makers of stain­ less steel mixers and blenders, sold around the world under the Challenger Blender labe l. In 1989, he noticed a Stearman for sale in Trade-A-Plane and called the owner, Howard Kron , of Montevideo, MN . It was N555 - alias "Triple Nickel." The die was cast. Howard Kron (EAA 336904) grew up in Clara City, MN, graduated from high school on Friday and started flying lessons the following Monday! (It's called an aviation "bent. ") To gain ex­ perience, he worked under veteran A&P Darwin Schmidt (EAA 2130) at Every available hand is conscripted to hang an upper wing panel on the Stearman Vesta, MN for a year before going in Howard Kron's shop. Classy paint scheme is already evident.

VINTAGE AIRPLANE 13 through A&P school. Further mechan­ ical experience under Darwin Schmidt was fo ll owed by a stint under A&P Leo Boeck at Marshall, MN and then a stint at running the Tracy, MN airport under R ay Johnson. All of this experience combined to bring him to Montevideo, MN (pop. 5500) where he took over the airport FBO in the mid 1980's - the shop specializing in tube and fabric airplanes. (He is presently on his fourth Stearman rebuild!) N555 - alias "Triple Nickel" - at­ tended EAA Oshkosh '73, flown in from St. Petersburg, FL by its owner, Bob Moler. It was also at the 1973 Lakeland Airshow, before it became Sun 'n Fun! In 1982, the Stearman was sold to a man in Sioux Falls, SD and Howard Kron was involved in flying the big biplane on the long trip to the midwest. Every­ thing went fine until a couple of years later, the owner put the Stearman into the trees and broke the airplane into three pieces! Howard bought the sad remains from the owner and hauled the many parts and pieces from Sioux Falls to Montevideo, MN on his 40 ft. trailer. T he long rebuild began. Fortunately, the owner had located a new, un-cut fuselage, which came along with the (Cliff Lowe makes his first landing in the Stearman with Gene Littlefield in the front purchase and was the basis for the re­ cockpit - biting his upper lip! Note white crankcase on the Continental engine, which build. Howard says, "The four wings has since been replaced with a new engine. looked like a pile of potato chips! "

14JULY1993 (Right) - Sharp Is the that best describes cockpit of Triple c done in soft co E of Howard ~ (/) Note battery for ::J en capability. co c c o o

Scrounging necessary parts and pieces Stearman gracing his hangar floor! On a both the inside and the outside surfaces. from far and near, Howard was slowly hunch, he called veteran airshow per­ This process coats the metal to the point able to bring the big biplane back to fly­ former Gene Littlefield (EAA 61641) of where it will not corrode - and makes for ing condition. All four new wing sec­ Plainfield, IL for help. Gene wisely told an extremely long life component. The tions, a new motor mount and a really Cliff, "Don't - under any circumstances ­ parts were sent to Louisiana to have this neat covering job in Stits D-103 finished touch anything until I get there!" Even­ done. in Aerothane was augmented by a re­ tually, Gene arrived to begin the neces­ Old "Triple Nickel" was flown to Sun built 220 Continental engine. All rib­ sary dual instruction in the fine art of 'n Fun '92 where it won the Best Biplane stitching was done on one-inch spacing flying a tailwheel Stearman. After a lit­ award for its owner. This year's Out­ by Howard's wife, Joyce, ably assisted tle over eight hours, Gene turned Cliff standing Aircraft award will only add to by daughters, Amy (16) and Jennifer loose - successfully - and then watched the laurels it earns. We hope to get a an­ (13). One upper wing was finished with closely as Cliff added ten more hours of other look at this pretty white, light the modified seine knots on the bottom solo work. This cautious, deliberate, blue, dark blue and silver trimmed Stear­ side before Howard caught the error dedicated syllabus of Stearman training man at EAA Oshkosh '93. and had Joyce remove all the stitches has paid off handsomely as Cliff now has Cliff Lowe enjoys flying the open and re-do the entire panel with the knots over 190 hours in the Stearman with cockpit machine and reveUs in the joys of on the top (hidden) side! Such extreme over 1200 landings in his logbook ­ tailwheellandings. He has learned, diligence is typical of Howard Kron's mostly on hard surface! (And he can't among other things, to dress very warmly workmanship. Incidentally, there are say enough good things about Gene Lit­ when flying open cockpit airplanes as the over 4400 rib stitches in "Triple Nickel." tlefield.) wind-chill index soon makes the body By the time it was ready to fly in 1989, Being in the stainless steel business, shiver! During the air-to-air photo ses­ three and a half years had gone by. Cliff decided to really perk up the finer sions at Lakeland, when these pictures However, old "Triple Nickel" never parts of the Stearman that could be ei­ were taken, the clouds required a climb looked better. After flying it around ther polished or chromed. The result is to 9,000 feet for good backgrounds. The Minnesota for a spell, Howard sold the easily visible in the photos. All engine temperature at that altitude was 52 de­ Stearman to Cliff Lowe and, after wait­ valve covers, the huge oil tank and the grees - and cold! However, seeing the ing over winter, delivered it to Cadiz, complete air induction system have been fine results from EAA's camera crew, we Kentucky. (The delivery flight was an chrome plated. In addition the Hamil­ especially want to thank Cliff for his will­ epic in itself with Howard getting so ton Standard 5404 hub and 4350 F-l ingness to "hang in there." cold, he almost froze some important blades have been polished to the nth de­ And don't forget Howard Kron and parts of his tender body!) gree. (This prop allows a 110 mph cruise Gene Littlefield, without who's contri­ Now the problem arose. Cliff Lowe - fast for a Stearman.) butions, the results would have been ei­ had no tailwheel time whatsoever and Another item is the exhaust system ther less - or none at all! Thank you, he had this beautiful white and blue which has been "Hot Jet Coated" on gentlemen. ...

VINTAGE AIRPLANE 15 WHAT OUR MEMBERS ARE RESTORING ------by Norm Petersen

Danish KZ II "Trrener" powered with a DeHaviliand Gypsy KZ II "Tnener" aircraft. After being Major engine of 145 hp were built for declared surplus in 1955, the civilian This "panning" photo of a high speed the Danish Air Force in 1946. Of this registration, OY-FAK, was assigned to fly-by by a rare 1946 Danish KZ II entire group, three have survived, of the airplane. The other flying KZ II "Tnener", OY-FAK, SIN 115, owned which two are presently flying. The "Trrene r" is OY-FAT, SIN 109 (AF by Simon Moos of Broager, Denmark, number "107" on the cowl is the Danish #101) while OY-FAN, SIN 110 (AF was contributed by Simon Skott. Only Air Force registration number, which #102) is undergoing restoration in Den­ 15 examples of the KZ II "Tnener" ran from 101 to 115 for the lot of the mark.

fifty yards! N660Y was totally de­ stroyed in 1938, leaving N600Y as the sole surviving example . It, too, was badly damaged in 1932 and returned to the factory for rebuild. ]n 1954, it was again derelict, being bought as a basket case in 1963 by Pete and Eric's father, the late Ed Heins (EAA 23936, A le 9477) of Dayton, OH. The extensive restoration took 12 years (including a hand-rubbed, 50-coat dope finish on Irish linen) and by 1975, the racy look­ ing biplane was back in the air with its 350 hp Wright R-760-E2 engine swing­ ing a Hamilton Standard 2B20 prop with dash-9 blades. Notable features of the eRG include a very "sexy-looking" four-piece windshield, a streamlined headrest and a metal cover over the front cockpit. Both the original metal Pete Heins' Waco eRG Ohio area (Moraine Air Park). Built wheelpants and a set of (later) fiber­ specifically by the Waco Aircraft eo. of glass wheelpants are on hand. The One would have to classify this pretty Troy, Ohio to compete in the 1930 Ford Heins family has put about 800 hours biplane as the rarest of rare, as it is the Air Tour, the two eRG models, N600Y on the Waco over the past 18 years and only remaining example of its kind in and N660Y, were notably fast for their have attended many, many fly -ins dur­ the world! It is a 1930 Waco Model time (148.4 mph average for the 5,000 ing that time, allowing us a chance to eRG, N600Y, SIN 3349, owned by Pete mile Air Tour distance!), yet with the listen to the hefty sound of the big su­ Heins (EAA 359056) and Eric Heins long landing gear and high angle of at­ percharged Wright engine and view (EAA 253697) and kept in the Dayton, tack, could land or take off in a mere this extremely rare airplane.

16 JULY 1993 Taylorcraft L-2 nesota airport in the fall of 1942. (Note the wooden propeller. The open cow led the snow on the ground - in those days A-65 engine points towards an L-2A or This photo of a Taylorcraft L-2 liai­ Minnesota had nine months of winter B, whereas the later L-2M had closed son aircraft was contributed by retired and three months of tough sledding!) cowling and spoilers on the top of the airline captain Dan Toeppen (EAA Although the Taylorcraft has no num­ wings. The car in the background is 109869, AlC 7836) of Fontana, WI. Dan bers other than the "971 " buzz number, from the 1930's and the other airplane in reports the picture was taken when he it does feature Grimes wingtip lights, a the photo appears to be a Luscombe. was in training at the Bemidji, Min­ non-swivel tailwheel and a spinner on Your comments are invited.

Great Lakes 2-T-lA, NC817K car visible is a 1935 Ford convertible. not entirely readable. A large "2" is This model of the Great Lakes featured painted on the fin , possibly designating This interesting old photo of an the four-cylinder, upright, air-cooled, aircraft number two of the flight school. American "Cirrus" Great Lakes 2-T-1A American "Cirrus" engine of 90 hp. The wings featured a Munk M-12 airfoil biplane was contributed by Alvin C. Other features in the picture include the which made for a nice handling airplane. "Boots" Geiger (EAA 45764, A/C 2512) big, soft, Goodyear "airwheels" and Note the clever indentation on the lower of Lewiston, Ml. Judging by the cars in Grimes navigation lites on the fin and longeron, just ahead of the tail, which the background, the photo would be both lower wingtips. The flight school is forms the "hand hold" for moving the from the mid to late 1930's as the newest painted on the side of the fuselage, but is airplane on the ground.

VINTAGE AIRPLANE 17 Simon Skott's Corben Junior Ace

A most unusual airplane to be found in Europe is this 1937 Corben Junior Ace being restored by its owner, Si­ mon Skott (EAA 363710) of Nordborg, Denmark. The airplane carries the Danish registration OY-DBA and fea­ tures the outboard shock struts on the landing gear and "N" shaped wing struts as designed by O. G. Corben. Si­ mon and his lovely wife, Gunhild, also own a rare Danish KZ II "Kupe," OY-DHK, SIN 23. Their flying club at Nordals has about 50 members and 12 airplanes based at the field which has a grass runway 580 metres long (about 1800 feet) and 30 metres wide (about 100 feet). The photo of the line-up at the field during a recent fly-in shows a Piper J-3 Cub, a KZ III, Simon's KZ II Kupe, a KZ II Trainer and various other aircraft in attendance.

Jay Martin's Meyers 200A Jay spotted the airplane at Van Nuys air­ the trip to EAA Oshkosh in 1992 and Jay port in 1988, sitting rather derelict under expects to return again this year. He says Not only is this 1959 Meyers 200A, the wing of a DC-3. It was purchased in he has flown many different airplanes N485C, SIN 253, a sharp looking airplane, October of 1988 and required two months over the years, but for really excellent but according to its owner, Jay Martin of ha rd work to make it flyable to the handling and fun flying from point to (EAA 357519) ofThousand Oaks, CA, it point it could make it back to Jay's home point, the Meyers is in a class by itself. has a most unusual history. It is the very airport at Oxnard, CA. The Meyers has (The around-the-world flight by Peter same Meyers 200A that Peter Gluckman been continually upgraded since that time Gluckman was described in the 1960 set a record with by flying around the and is now starting to look like a very re­ February and March issues of AIR world - 22,800 miles - in August of 1960! spectable cross-country machine. It made FACTS magazine.) ...

18JULY 1993 _ " c _" :." -:~ ~::2- . ::"'"': ~ 0 Glenl\" CU~ isShown.ifl-this:Postcard'printed in 1910 bV A.R. Rheim!gger of San- ' ~ duskY. O;H:",It i~!lWlfftthQ;.snot is'of Curtiss at Cedar Point Beach (most likely ;3 00 Sept. 1st)"or ~cH1eachiwt ifwas taken at the time the record flight was made. ~ L-~~__~___' __~ '____~~______'______~__~~__~______~____~

The early days of aviation featured flights that captured the imagination of many an air-minded soul, but some of those flights are now dim memories. Here's one flight made by Curtiss that deserves a little more illumination . ..

by Ted Businger Ale 2333

On May 29, 1910, Glenn H. Cur­ "Albany Flyer." Close examination of bany and New York City. tiss startled the aviation world by flying the photographs show the triangular A Cleveland, Ohio newspaper of­ from Albany to New York City, a dis­ shaped center float missing. The other fered a purse of $5,000 for the first per­ tance of 135.4 miles. Curtiss covered features that can be seen in the pho­ son to fly a route from Euclid Beach the distance in 2 hours and 32 minutes. tographs taken during the record at­ (just east of the city) to Cedar Point He was able to accomplish the feat after tempt seem to confirm the airplane was (just north of Sandusky, Ohio) and re­ Tom Baldwin and George Tomlinson the same craft used to fly between AI­ turn. An additional $2,500 was offered had failed in their efforts by the owner of the re­ using baIloons. The air­ sort hotel at Cedar plane used by Curtiss for Point. The straight line this record-making flight distance between the is commonly referred to two points was approxi­ as "The Albany Flyer." mately 61 statute miles, On November 14, across Lake Erie. 1910 Eugene Ely made Mr. Curtiss was a the first take-off from a methodical planner for ship, the U.S.S. Birming­ all his flights, and this ham at Hampton Roads, record attempt was no VA. For this aviation exception. To help en­ first, he too used "The sure capturing the Albany Flyer." prize, he positione d Between these two "The Albany Flyer" at epic flights, weIl remem­ Euclid Beach; a second bered many years later, machine (most likely a Glenn Curtiss broke the Curtiss D-4) was housed world 's record for an in a tent at Cedar Point. overwater flight. He Curtiss is congratulated upon his arrival at Cedar Point Beach by George This indicates Curtiss' probably used the same Boeckling. major concern of the

VINTAGE AIRPLANE 19 CURTISS LANDS 78 MINUTES LATER AT CEDAR POINT [S TANCE (61Sm~----:-:';' SHORTES!!­__------_~' .-----=­ -----­ -_...... " EUCLID / __------­ ...... - ...... '1.. _-_ ...... -- ...... -1' ...... - ,­ 0

t GLEN CURTISS CLEVELAND DEPARTS AUGUST31, 1910 SANDUSKY FROM EUCLID CURTISS' BEACH CURTISS FLEW THE PROBABLE RETURN TRIP TO ROUTE EUCLID BEACH THE PARALLELING FOLLOWING DAY­ LAKESHORE SEPT 1, 1910. (68-70 sm.)

possibility of a landing accident, and a downtown Cleveland, and he recalled total trip length, while it improved the lesser worry of his going " into the the thrill that he and his co-workers ex­ safety factor. 78 minutes later Curtiss drink." perienced seeing their first view of a landed at Cedar Point to the cheers of In the earl y morning of August 31, plane in fli ght. My grandfather's eye­ 20,OOO(!) spectators. 1910 Curtiss lifted off from the sands of witness account would suggest that Cur­ The usual array of long winded digni­ Euclid Beach and headed west towards tiss was following the shoreline, rather taries and nabobs gave their usual con­ his destination, the beach in front of the than the more direct straight line dis­ gratul atory speeches that droned on amusement park at Cedar Point. This tance. When measured on the map, the into the la ter part of the day. By the a uthor's grandfat her worked near extra distance added only 10-12% to the time the orations concluded, the wind

Glenn Curtiss seated in "The Albany Flyer," sometimes called "The Hudson Flyer." The craft was the same airplane used by Cur­ tiss for his epic flight down the Hudson River. Eugene Ely also used the same airplane for the first flight off a ship, the U.S.S. Birm­ ingham at Hampton Roads, VA, on November 14,1910. A rudimentary "life preserver" is slung around Curtiss' chest and ab­ domen. He also appears to be wearing some form of water resistant pants to ward off the elements while on his record setting flight over Lake Erie.

20 JULY 1993 over Lake Erie was too much for the fragile craft, forcing a one day delay on the return flight. It had to be one of anti-climax anyway. In passing, it may be interesting to note that both the take­ off and landing sites were located on the grounds of amusement parks - can you imagine the response from the FAA if a pilot applied to do that today? I have to assume that this part of Mr. Curtiss' record will always stand. A question that plagues me is: Why has this record remained so obscure? It may have something to do with all that was happening in the news surrounding aviation during that period - here's a sampling of events that transpired dur­ ing the same 1910 time period:

1) The commencement of the legal The "Albany Flyer" is viewed by the throng estimated at 20,000 people at Cedar Point action against Curtiss for patent in­ Beach. fringement by the Wright brothers. 2) Curtiss' split with his partner, Au­ gust Herring. 3) Atlantic City, NJ. July 10, Curtiss pacified an unruly crowd by flying in very gusty conditions. 4) Atlantic City, NJ. July 11 , broke the American speed record for 50 miles, again with unfavorable conditions. 5) Nashville, TN. July 11, Charles K. Hamilton made the first night flight from 7:30 - 7:48 P.M. He made a second ~ o flight from 10:57 to 11:08 P.M. en'" "iii 6) Atlantic City, NJ. July 12, Curtiss u ·c tossed mimic bombs and oranges at a ~ yacht to illustrate the utility of an air­ I ...... ~--... o craft in coast defense. Retired Col. :c W.A. Jones (Army Corps of Engineers) _ ...... -""' 0 said, "The air machine has proved its ef­ Curtiss takes off for his flight from Euclid Beach to Cedar Point on August 31,1910. ficiency. The armored battleship is ap­ proaching its last days as an engi ne of attack." A short time later Curtiss car­ Glen Curtis Leaving Euclid Beach, Cleveland, Ohio, ried rifle bearing Lt. Frickle aloft, to fire for Cedar Point, Ohio, on at selected ground targets. World's Record Flight over Water. 7) Bournemouth, England. July 12, Charles Rolls (of Rolls-Royce fame) is killed landing his modified Wright. 8) Barcelona, Spain. July 29, Gus­ tave Ehrmann is struck by lightning while in flight. He survived. 9) Deal, England. August 17, John Moissant (of Chicago) made the first passenger carrying flight across the English Channel with Albert Fileux (a mechanic) as his passenger. European pilots considered the weather at the time too bad to fly. 10) Boston, MA. September 4, Claude Graham White (of England) James A D. McCurdy is forced down scurity during this century. For those challenged the U.S. Navy to try to shoot just short of Havana, Cuba, his destina­ who witnessed his feat that summer day him down, if he were allowed to bomb tion. He covered 89.78 miles over wa­ however, it was a monumental accom­ the ship. ter, a new record. A $5000 purse was plishment, one that stayed with them for 11) Paris, France. September 14, avi­ offered by the Havana "Post." An addi­ the rest of their lives. ator Pariot crashes into two light poles tional $3000 was added by the city of wrecking them and his Farman when he Havana. A very large debt of gratitude is due tried to land on the Place de la Concord. As you can see, aviation was making to Patti Dahm Pascoe of Sandusky, He was arrested and charged with "reck­ news often in those early days, which Ohio for adding all the missi ng informa­ less aeroplaning." A first! may explain why Curtiss' record-setting tion about this flight. My thanks to her 12) Key West, FL. January 30,1911, flight over Lake Erie has faded into ob­ for her efforts. ....

VINTAGE AIRPLANE 21 recognizable person or persons in the photo only if and when requested by EAA Antique/Classic personnel.

10. Copyright No copyrighted photos will be judged.

11. Negatives Hold onto them. Do not submit them unless requested by the EAA Antique/ Classic Division.

12. Returns No entry will be returned and all en­ tries will become the property of the EAA Antique/Classic Division. They will be added to the permanent EAA Antique/ Classic photo collection owned and main­ tained by the Division, and will be used as the Division sees fit. However, anytime the photo is used, the photographer will be given credit for his or her work.

13. Entry Form - No form is needed but each entry must - have affixed to the back of each print the following information: name, address and phone number of the entrant and EAA Antique/Classic membership number and Rules For the EAA Antique/Classic 1993 Photo Contest category into which the photo should be placed. DO NOT WRITE DIRECTLY 1. Eligibility photos of the main subject aircraft with its ON THE BACK OFTHE PHOTOS-A Amateur photographers only who are wheels on the ground whether it is a static STICKER OR TAPED PIECE OF PA­ currently paid up members of the An­ display, taxiing, or on takeoff or landing PER SHOULD BE USED. All entries tique/Classic Division of EAA. roll. There can be other aircraft in the must be addressed to EAA Antique/Clas­ An amateur photographer is one who photo that are not on the ground but the sic Division Photo Contest - Attn: Jack does not make more than 10 percent of his main subject must be. McCarthy, 14132 South Keeler, Crest­ living through the photography business. b. Ground to Air - This will include wood, IL 60445 (708/371-1290). shots of aircraft in flyby or in takeoff or 2. Dates landing configuration where there is a dis­ 14. Quantity The dates for the contest will be re­ cernible amount of airspace between the Each entrant may submit up to five stricted to the 1993 EAA Oshkosh Con­ wheels of an Antique/Classic in flight. photos in each category. vention with identifiable photographs en c. A ir to Air - Any photo taken on route, during or departure. one or more Antique/Classic aircraft in 15. Awards flight from another aircraft. There will be a 1st prize, a 2nd prize 3. Location d. Judges Choice. and a 3rd prize in each category and as Photos may be taken en route, at or e. Human Interest. many Honorable Mentions as the judges during and departure of EAA Oshkosh choose to make, depending upon the total 1993 Convention. 6. Judging number of entries. They winning photos Entries will be judged on the basis of will be published in the VINTAGE AIR­ 4. Subject general Antique/Classic interest and the PLANE magazine at the discretion of the All Photos must have an Antique, Clas­ suitability of photos to the category in Editor. (Normally it will be published in sic or Contemporary aircraft as the main which it is entered. Judges for the contest the June issue.) Prizes will be given to subject. (For the purposes of these rules, will be appointed by the EAA Antique/ winners at EAA Antique/Classic Head­ the term "Antique/Classic" shall cover the Classic Division and all decisions of the quarters during the next calendar year these three categories.) The photo must judges are final. convention. Any contest winner unable to have been made by the person entering attend that convention will have his or her the photograph. They can be made with 7. Entry Fee prize mailed to them. any type of color negative film and any None. type camera; they may be processed and 16. Deadline printed by anyone, however color prints 8. Restrictions All entries must be in the Chairman's only please! The prints may be any work­ Entries may not have been entered in hands by February 15, 1994. able size up to and including 8 x 10 inches. any similar contest nor shall any closely They may be spotted but may not be com­ similar picture situation be offered for Any additional inquires should be di­ posites, montage, multiple prints or art­ publication elsewhere during the eligibil­ rected to: work. ity period of this contest. AlC Photo Contest Chairman Jack McCarthy, AlC #2698 5. Categories 9. Model Release 14132 Keeler Av. a. Ground to Ground - This includes A model release must be obtained from Crestwood, IL 60445·2320 ... 22 JULY 1993 PASS IT TO --7] An information exchange column with input from our readers.

Dear Buck, Dear Buck,

I was able to obtain one copy of VIN­ As you are more aware than I, EAA TAGE AIRPLANE June '91 issue. members are most resourceful in making I observed in your "Pass It To Buck" or restoring parts. One can saw, file , column your photo before a Curtiss weld or form most any parts needed. Jenny. Having built a Pitts, RV-3 and an RV­ by Buck Hilbert I am a scale model builder and I'm re­ 4, and repaired numerous cropdusters, searching details for building a Jenny (some dinged by myself) I I thought I (EAA 21 , Ale 5) IN-4. wouldn't have any trouble with a basket P.O. Box 424 If you can help me with some infor­ case Aeronca K project. Built in 1937, it Union, IL 60180 mation I will finis h my model similar to was crashed in 1938 a nd abandoned this "prototype." si nce. Most work on the wings and fuselage Happy Landings! went easy but I have been unable to lo­ Sincerely, Pedro Carral Daniel cate the 18x8x3 tires a nd tubes with Burton Shiner Apartado Postal 92 which it was fitted as it came out of the 110 Easter St. Ciego De A vila factory. Even the 16x7x3 tires and tubes Morro Bay, CA 93442 Cuba Codigo 65100 don't seem to be available. Going back to our experienced builders and restor­ How about it guys and gals - can any­ ers, I have yet to find anyone or any way body help Burt out with his problem ? Well, to get Pedro started on his quest, to make tires a nd tubes for older air­ Get with him at the address above, and our editor has printed a pretty picture of planes. I know they can be modifie d pass the word along to us, too. Consum­ Skeeter Carlson's Canuck. Pedro, this (the airplanes) for more available wheels able items like tires and tubes have always Canuck, a model I N-4C, was built in and tires, but is that the answer we want? been a tough nut to crack - all to often, Canada, and is not an exact copy ofthe I'll keep that option open as I make they don 't hold up well in storage, so that American built IN-4 (the rudder shape is the tailwheel components and restore leaves it up to a modern substitute that the most recognizable difference) but you the Bosch magneto. But in the mean­ sometimes can be modified. Unfortu­ should be able to construct your model time if you hear of any such tires and nately, there will be times when there sim­ based on a Jenny plan with a few modifi­ tubes being avail able, I would be most ply is no other choice but to repla ce the cations. Good luck on your projects! happy to learn of their whereabouts. wheels with a new, more modern type.

We didn't have enough room in last month's column for all of the shots of the Army Aviation Museum at Ft. Rucker, Alabama so we've included them here. First, the entrance to the modern Suspended above the lobby is Icarus, along with models of three building has this Bell Huey Cobra and Hughes OH-6 mounted on a of Leonardo DaVinci's designs for flying machines, including the pedestal. helicopter, ornithopter and pyramid parachute.

VINTAGE AIRPLANE 23 Dear Buck,

I am restoring a PT-24 (a Canadian DH-82c Tiger Moth). As it is a basket case, many parts are missing, amongst them all of the instruments. From read­ ing your columns in VINTAGE AIR­ PLANE, you are obviously very knowl­ edgeable about everything concerning antique aeroplanes, and I wonder if you know of any source for the instruments listed below. Your help will be appreci­ ated.

Best Regards, Vidir Gislason P.O. Box 144 IS 602 Akureyri Iceland

Here is Vidir's list of the instruments With the widespread use of helicopters by the U.S. Army nowadays, they dominate a he needs: major portion of the museum. These two views show the full -size diorama of the Bell UH -1 Huey depicting operations in S.E. Asia. In the background you can see the 2 each of the following: Dehavilland Beaver and Stinson L-S that make up part of the fixed-wing display. Air Speed indicator Kollsman 657-04 or Pioneer 1402-16C

Altimeter Kollsman 126K-011 or Pioneer 2101-2A

Compass Kollsman 58BZ or 58BL or Pioneer 1821-1

He also needs the brass compass hoLd­ ers for the compasses.

Dear Buck,

If possible, could you tell me where I can purchase a propeller such as used on OX-5 engines, something representative of the '20s. A replica would be fine as I simply want to hang the prop in my den. Prop condition isn't real important (so long as it has two blades still connected to a common hub); I wi ll refinish as needed. Best wishes. Keep up the excellent column in the Antique/Classic Division's magazine.

John Nelson 4231 E. Clarendon Av. Phoenix, AZ 85018

Dear John,

They're hard to come by - I have one Fixed-wing Army aviation gets its just rewards too at the U.S. Army Aviation Museum at but I won't part with it. Maybe our read­ Ft. Rucker. Here, a Piper L-4 is on display, sporting marking similar to those worn by the ers can help. Over to you, one of the fi rst L-4s (J-3s) used on maneuvers at Ft. Sill. (Before some of you sit down at your desk, save your letters - yes, that is a later model Piper rudder on this L-4.) Buck

24 JULY 1993 The following list of coming events is furnished to our readers as a matter of information onLy and does not constitute approvaL, sponsorship, invoLvement, controL or direction of any event (jIy-in, seminars, fly market, etc.) listed. PLease send the information to EAA, Au: GoLda Cox, P. O. Box 3086, Oshkosh, WI 54903-3086. Information shouLd be received four months prior to the event date.

JULY 16-18 - RED LAKE, ON­ AUGUST 15 - BROOKFIELD, WI ­ SEPT 24-25 - HEBER CITY, UT ­ TARIO - Norseman Festival and Fly­ Capitol Airport. 8th Annual Vintage Utah State EAA Sport Aviation 8th In­ In at Red Lake, Ontario, Norse man Aircraft Display and Ice Cream Social. termountain Fly-In. Seminars, demon­ Capital of the World. Floats and Midwest Antique Airplane Club will also strations, aircraft judging, camping, wheels. Contact Ron Robinson, Box hold its monthly fly-In meeting. For food, tours and fun. Heber Valley Air­ 308, Red Lake,Ontario, Canada POV more information, call George Meade at port (36U) Contact Russ McDonald , 2MO. Phone 8071727-2809 or Fax 414/962-2428. 801/645-9543. 8071727-3980. AUGUST 27-29 - SUSSEX, NJ - Sus­ SEPT. 24-26 - CAMDEN, SC-52 nd JULY 23 -24 - COFFEYVILLE, sex Airport. Sussex Airshow. For more reunion of Southern Aviation School, KS - Funk Aircraft Owners Assoc. Re­ information call 201/875-0783. pilot, Primary Flight Training 1941­ union. Contact: Gene Ventress, 10215 SEPT. 4-5 PROSSER, WA - 10th An­ 1944. For all Alumni, employees and S. Monticello, Shawnee Mission , KS nual EAA Chapter 391 Fly-In. Food, fly­ all personel. Contact: Bill Hawkins , 66227. Phone 9131782-1483. ing, tours, raffle and more. Camping on P.O . Box 789 , Camden , SC 29020. JULY 24 -27 - WAUSAU, WI - Er­ the field. For more info, call Thompson Phone 803/432-9595. coupe Owners Club National Conven­ Aircraft at 5091786-1034. SEPT. 25-26 - WILMINGTON, DE tion. Contact: Syd Cohen, 715/842­ SEPT. 4 - MARION, IN - 3rd Annual - EAA East Coast Regional Fly-In. 7814. Fly-In/Cruise In breakfast. Marion Mu­ 301/933-0314. JULY 24 AND 25 - SHIOCTON, nicpal Airport. 317/674-7777. SEPT. 30 - OCT. 3 - OWENS­ WI - Annual Fly-In. Contact: Joyce SEPT. 8-12 - GALESBURG, IL - BORO, KY. Owensboro D avies Baggot,414/986-3547. Galesburg Municipal Airport. 22nd Na­ County Airport. Annual Convention JULY 24 - HENNING, MN - Hen­ tional Stearman Fly-In. Contact Tom of International Cessna 120/140 Assoc. ning MN Municipal Airport. Henning Lowe, 823 Kingston Ln., Crystal Lake, IL Contact: David Lowe or Gil Pounds. Airshow and upper Midwest Cub Club 60014,815/459-6873 or Harold Canada, 502/736-5392 or Fax 736-2403. Convention. Aerobatics, skydivers, 370 Hawkinson, Av., Galesburg, IL OCT. 1-2 - BARTLESVILLE, OK ­ military chopper demo, warbirds, an­ 61401 ,309/343-9850. 36th Annual Tulsa Fly-In. Special Air­ tiques etc. Free breakfast to PIC 7 SEPT. 11-12 - SHIRLEY, NY - 30th craft this year include the EAA replica A.M. to noon. Competitive events, Annual Fly-In at Brookhaven Calabro Spirit of St. Louis, and the original cash drawing. For information , call Airport. Sponsored by the Antique Air­ Woolaroc, winner of the 1927 Dole 2181769-4232. (Rain date: July 25) plane Club of Greater New York. No en­ Pineapple race. Contact: Charlie Har­ JULY 27 - AUGUST 7 - VAL­ trant fees, trophies will be awarded.(Rain ris, 3933 S. Peoria, Tulsa, OK 74105 P ARAISO, (VPZ) IN - Food and Fuel Dates: Sept. 18-19) For info call: Fred 9181742-7311 booth. Stop by and see us on your way Schmukler, 516/921-5447 or Dan OCT. 1-3 - GLENDALE, AZ - EAA to and from Oshkosh. We are famous Makoske 5161744-8916. Coppers tate Fly-In. Call 602/298-3522. for our hospitality! Sponsored by SEPT. 17-19 - KANKAKEE, IL - Ko­ OCT. 1-3 - CAMDEN, SC - Annual EAA Chapter 104. Contact: 219/884­ erner Airport. 9th Annual Midwest Stin­ Fall Fly-In, sponsored by EAA A/C 1619. son Fly-In. Seminars on Stinson 108's Chapter 3. Trophies, vintage films , THURSDAY JULY 29 and Franklin engines. FAA Safety Semi­ good EAA fellowship; major speaker. WEDNESDAY AUGUST 4,1993­ nars, Sat. night banquet, Fly-outs, rally For info call or write: R. Bottom Jr., OSHKOSH, WI - 41st Annual EAA and performance contests. Camping on 103 Powhatan Parkway, Hampton, VA Fly-In and Sport Aviation Convention. the field . Contact: Loran Nordgren, 4 W. 23661,804/873-3059. Wittman Regional Airport. Contact Nebraska, Frankfort, IL 60423. Phone OCT. 2-3 - SUSSEX, NJ - Quad­ John Burton, P.O. Box 3086, Oshkosh, 815/469-9100. Chapter EAA Fly-In, Sussex Airport. WI 54904-3086. Call 414/426-4800 for SEPT. 11-12 - MARION, OH - EAA Fly/Flea Market sponsored by EAA more information. ITS NEVER TOO Mid-Eastern Regional Fly-In (MERFI). A/C 7, EAA Chapters 238, 73 and 891. EARLY TO MAKE PLANS TO AT­ 513/849-9455. Forums on welding, magneto timing, TEND! SEPT. 18-19 -Hickory, NC - 8th An­ Pietenpol and Heath construction, AUGUST 6 - 8 - STILLWATER, nual EAA Chapter 731 Fly-In. Contact: epoxy layup/vacuum bagging. For info OK - Lake Elmo Airport. Sesquicen­ Jean Smith, days, 704/396-7032 or Nor­ call: Konrad Kundig, 2011361-8789 or tennial Aviation Days. Fly-In break­ man Rainwater, evenings 704/328-5807. Paul Styger (Sussex Airport) 2011702­ fast, balloon rally, other events. SEPT. 18-19 - ROCK FALLS, IL ­ 9719. 612/430-1200 for more information. EAA North Central Fly-In. 708/513-0642 OCT. 9 - TULLAHOMA, TN - Stag­ AUGUST 12-15 - LOCK HAVEN, SEPT. 20 - ROCK FALLS, IL - Pan­ gerwing Museum airshow and open P A - William T. Piper Memorial Air­ cake Breakfast in Conjuction with the house. For info call: 615/455-1974. port. Sentimental Journey '93. "Aerial North Central Fly-In. OCT. 15-17 - KERRVILLE, TX ­ Mail To Lock Haven" is this years SEPT. 25-26 - ZANESVILLE, OH ­ EAA Southwest Regional Fly-In. theme. All makes and models wel­ John's Landing Airfield, 2nd Annual Fall 915/658-4194. come, especially Antique and classic Fly-In. Antique/Classic airplanes wel­ NOV. 12-14 - EASTON, MD - Wa­ airplanes. Call 7171893-4200 (9am 'til 5 come. Great food and fun for all. Spon­ terfowl Festival Fly-In - For Fly-In info, pm), Fax 717/893-4218 or write P.O. sored by EAA Antique/Classic Chapter call Joe Marsh 410/822-8560. For info Box J-3, Lock Haven, P A 17745-0496. 22. For info call: 614/453-6889. call 410/822-4567 or FAX 820-9286 . ...

VINTAGE AIRPLANE 25 MYSTERY PLANE

by George Hardie

It's fairly obvious that this airplane (Globe) BTC-I. It was powered by two more easily. " was designed for speed. Many of our Jacobs L-5 seven cylinder engines. Vic Smith, Uxbridge, Middlesex, readers will have no trouble with this Construction was all wood, a so-call ed England adds this: one and possibly can add some personal 'plastic' process similar to the Fairchild "It was built by the Bennett Aircraft details. The photo was sent in by Bob 'Duramold.' Only one was built. Corp. of Fort Worth, TX, using 'Du­ Clark, Channel Islands, CA. Answers "The thinking at the time was that ramold', a bakelite-bonded plywood will be published in the October issue ' airplanes would be 'turned out like developed by Dr. Robert Nebesar, and of VINTAGE AIRPLANE. Deadline sausages' as it was called then. (Does received Group 2 approval 2-552 on 1 for that issue is August 20, 1993. seem a bit undignified.) Unfortunately October 1937. The company failed in Bob Wynne, Mercer Island, W A had it didn't work out that way. Once the September, 1940 but later became the answer to the April Mystery Plane. design was fina li zed, any running Globe Aircraft Corp., using 'Duramold' He writes: change was prohibitively expensive. covering for the wings and tail group of "The aircraft pictured is the Bennett Metal structures could be modified the original GC-1 Swift." Pete Bowers, Seattle, W A adds this: "The accurate identity of the April Mystery plane depends on delicate tim­ ing. It first appeared as the Breese­ Bennett BTC-1 because of the associa­ tion of long-time designer and test pilot Vance Breese and F. W. Bennett. In 1940 it became the Bennett BTC-l when the Bennett Aircraft Corp. was founded in Ft. Worth, TX to manufac­ ture it. In 1941 the company was re-or­ ganized as the Globe Aircraft Corp. and the airplane became the Globe BTC-I. "Construction was unique for the time - phenol-formaldehyde bakelite ­ bonded plywood for both wing and Harry Mutter of Media, PA took this shot of the deteriorated Bennett BTC-1 at the fuselage. Power for the 8-seater was a Limerick (Pottstown), PA airport in May of 1946. pair of 300 hp Jacobs L-5 engines.

26 JULY 1993 Two more shots of the Bennett (Globe) BTC-2 show off its rounded countours made "An interesting note. In 1941 Globe possible by the utilization of a molded plywood process for the structure of the airframe. built the prototype of the low-wing 2­ place Globe 'Swift' that became fa­ mous after World War II. Although the postwar model was all-metal, the 1941 prototype had bondl%d plywood wings and a tube-and-fabric fuselage."

References: Juptner's U.S. Civil Air­ craft, Volume 9, page 197; Aviation, September, 1938; Janes 1940, 1941.

Other answers received from Charley Hayes, Park Forest, IL; Frank Goebel, Joliet, IL; Glenn Buffington, El Dorado, AR; James Hays, Brown­ NH; Travis Foss, Solvang, CA; Marty Towns, Brooklyn, MI; Ralph Nortell, wood , TX; Paul Stephenson, Albu­ Eisenmann, Garrettsville, OH; Wayne Spokane, WA; Harry Mutter, Media, querque, NM; Chuck Weber, Dover, Van Valkenburgh, Jasper, GA; Lynn PA; Joe Tarafas, Bethlehem, PA. ..

an increase to 150 hp with a Menasco C­ VI~TAf7~ LIT~12ATU12~ 4S engine. This version received its own type certificate (No. 544) in June 1937. (Continued/ rom page 7) Though the airplane created a lot of interest and excitement, it did not do In the re-design, the original 95 hp The airplane was not only one of the well in the marketplace. No doubt part Menasco B-4 engine was replaced with few pushers around, it was the first pro­ of the reason was its price - over $5 ,000, the more powerful C-4 developing 125 duction aircraft offered to the public but some technical reasons also were hp. (Remember though, the Bureau spec­ with a tricycle landing gear. troubling. For one, it was heavy, with an ifications called for no more than a 100 In the November 1936 issue of empty weight of 1,482 pounds. It was hp engine.) The double inclined struts, MODEL AIRPLANE NEWS, Frank also slow. The July 15, 1936 issue of which transferred landing loads from the Tinsley put the airplane and the Bu­ SPORTSMAN PILOT listed the indi­ wing to the cabin structure of the earlier reau's competition in perspective, "While cated cruise speed at 80 mph. It was also Model Y, were eliminated and a heavier no airplane can honestly be called 'fool­ costly to operate, with a fuel burn rate of cantilever wing substituted. proof,' there is no doubt that the Ham­ nine gallons per hour. By the end of Small twin fins and rudders at the mond engineers have eliminated the pos­ 1938 the Stearman-Hammond company ends of the booms replaced the original sibility of several common causes of was out of business after having built large center vertical surface. This per­ accidents. Despite the jeers of some of about 20 aircraft, two of which went to mitted the elimination of two pairs of our manufacturer-influenced aviation the U.S. Navy as JH-1's. bracing struts and improved streamlin­ publications, I believe that no fair­ KAISER-HAMMOND Y-2 ing. The projecting ends of the stabilizer minded person can sincerely deny that In 1946 Kaiser introduced an enlarged group were clipped off and a single ele­ Bureau Director Gene Vidal's develop­ and more streamlined version of the Y­ vator provided between the booms. ment section has taken a long step for­ IS. It listed a gross weight of 2,925 Continuing the trend toward all-metal ward toward the creation of a really safe pounds and a speed of 150 mph with a construction in the small plane field, the aircraft for the average man." 220 hp Lycoming. Other than the one Stearman-Hammond fuselage was a The Stearman-Hammond Y-125 was prototype (NX-91090), none other seems semi-monocoque structure of 24 ST du­ issued a type certificate (No. 599) in to have been produced. ral bulkheads, former, stringers and cov­ April of 1936, just before it was delivered SURVIVORS ering. The engine was supported in float­ to the Bureau for its testing. The infor­ The 1991 edition of the CENSUS OF ing type rubber bushings which not only mation uncovered here at EAA points to US CIVIL AIRCRAFT lists one Y-1S. reduced vibration and noise but helped there being only one of the Y -125 ver­ There is also a Y-1S (N15533, c/n 319) eliminate fatigue in the structure caused sion produced. The production version listed in the inventory of the National by engine forces. of the airplane was the Y -IS which saw Air and Space Museum. ..

VINTAGE AIRPLANE 27 Richard Pedrick Winnebago, IL WELCOME NEW MEMBERS George E. Petterson Covina, CA Joseph M. Pierson Oxnard, CA On this page you'll see the latest additions to the ranks of the EAA Lance Lawler Poynter Antique/Classic Division. Whether you're joining for the first time, or are com­ Scottsburgh, South Africa ing back, we welcome you, and we'd especially like to welcome those ofyou who Bryan C. F. Price Burnside, Australia are joining us with your interest in Contemporary class aircraft. Welcome one Larry Russell Quinton and all! Kingston,Ont.,Canada Wayne Raye Stockbridge, GA William L. Abbema South Rockwood, MI Bernard Hanson Vader, WA Roy R. Reed Pontiac, IL Ken J. Abbott Ed J. Harding Kingsville, Ont., Canada Raymond G. Rennebaum Hopewell, V A Manifold Heights, Geelong, Australia Danny R. Harris Hopdinsville, KY William Repucci Freehold, NJ Bruce C. Allen McKinney, TX Mark Harris Claedonia, IL Fred Rex Melrose, FL Jorge C. Altamirano Gary G. Hartle Greencastle, P A Scott Richey Pleasanton, CA Kinas De Chapultepec, Mexico Pierre M. Hartman Tehachapi, CA Thomas J. Ringlein Mokelumne Hill, CA Thomas Amrine Mountain Lakes, NJ Edward Heiliger Sheridan, WY James R. Rittenhouse Kettering,OH Carl A. Anderson Petoskey, MI Walt E. Henrich West Palm Beach, FL Hugh B. Robinson Orlando, FL Richard A. Asplund San Luis Obispo, CA Les Herbig Freeport, IL William H. Rogers Jacksonville, FL A. J. Aunapu Ft. Lauderdale, FL Thomas Hird French Camp, CA Raymond Rohde Island Lake, IL Fred E. Bellows Sharon, MA Cliff Hulk Kent, WA Vearl L. Root Longmont, CO Mark K. Benenson New York, NY Thomas H. Irlbeck Somerset, WI Bob Roskuski Fort Wayne, IN Gary Benson San Luis Obispo, CA George W. Johnson Redmond, WA Ivey W. Roy Vacaville, CA Stephen A. Berkman Great Falls, V A Stephen Johnston Hawley, MN Barry Rutheiser Birmingham, MI Wilbur C. Blomgren Castro Valley, CA John V. Joki-Pescola Lake Worth, FL Steve J. Sacco Chicago, IL Bob Booth Milwaukee, WI Emory C. Jones Geraldine, AL William Sadler San Jose, CA John C. II Brinton Yreka, CA N. Maurice Kamin Victoria, TX Daniel D. Sain South Daytona, FL Benny C. Brown Belmont, NC John W. Keen Aurora,IL Reggie Sandoval Mooresville, NC Edward A. Buckner Vacaville, CA David Kerscher Mequon, WI Robert G. Schacht O'Fallon, MO Philip L. Cable Peyton, CO Patrick Kilgallen Stafford, England R. K. Schlernitzauer Miami, FL Robert J. Caissie Framingham, MA Steve K. Kirkner Churchton, MD Kenneth Schmitz Albion, NE James S. Calloway Goergetown, KY Peter J. Kirsch Wheeling, IL Carmen J. Scoppa Burdett, NY William A. Carroll Lima,OH Peter Knobloch Vienna, Austria Tom Sears Omaha, NE Mike A. Christine Scottsdale, AZ K. Keith Kreth Little Rock, AR Barbara J. Sheedy Albany, NY Joseph F. Ciavardone Lakeland, FL Douglas Kulick Hayward, CA Thomas J. Sheehan Jr. Charlotte, NC Alan Colburn Richland, W A Terry L. Kutz Maple Plain, MN Robert N. Skinner Bahama, NC Tim Coltrene Lexington, NC James LaMantia Kirkwood, MO Valerie J. Slocum Cordova, TN Robert P. Cope Lexington, KY Robert R. Layne Fresno, CA John Smiles Mt. Juliet, TN Brian Costello Arlington, WA Jack R. Ledig Jacksonville, FL Philip Smith Winthrop Harbor, IL Robert J. Could Polk City, FL Charles Lees LeMoore, CA Winston R. Smith Durham, NC Jean L. Cramer S. Miami, FL Thomas A. Lenox Edgerton, WI Alfred Sortwell Elk Grove Village, IL Cecil E. Crayton Everett, W A George M. Lessley Tampa,FL Ricky Lee Spears Ruskin, FL Carlos A. Cugino John Lester Kent, WA Ronald J. Spence Germantown, TN Buenos Aires, Argentina Liberty Memorial Museum R. A. J. Spurrell London, England Cumulus Fachbuchhandel Kansas City, MO Robert G. Stalvey Tallahassee, FL Hischthal, Switzerland Va un N. Liniger Riverside, CA Terry Stewart Douglas, AZ John B. Cuny Newark, TX Scott A. Littfin Glidden, WI Joe T. Strow Tulsa, OK James J. Curto Kissimmee, FL Randy Lohse Tai Pai, Taiwan Allan R. Summers Stevens Point, WI Ronald E. Dahly Lakeland, FL Kennith Ray Mallette Lucedale, MS Col. J. E. Sutton Independence, MO Clyde Wilbur Dawson Palm City, FL Gary Mansker Seabeck, W A Robert Ed Tambling Port Richey, FL Nancy J. Dawson Vero Beach, FL Denis Martel Montreal, Que., Canada Paul A. Taneyhill Vallejo, CA Lee J. Deaytreuil New Iberia, LA Stephen S. Martin Lake Grove, NY Harry J. Thode Omaha, NE Peter 1. Demianych Branchville, NJ Dale Masters Cicero, NY S. Thompson George Deutsch Whitestone, NY William H. May Winston-Salem, NC Risbury, Leominster, England James J. Donoghue Albuquerque, NM Paul J. McGehee Liberty, MS Charles Thuet Newark, DE Gary Eberhardt Garland, TX Charles W. McKenney Brunswick, GA Jerome R. Ticknor North Street, MI Bruce E. Evans Denver, CO Jerome W. Meddick Jr. Wenonah, NJ Lee Travalini Toms River, NJ N. Fay Groton, CT John A. Medved Mundelein, IL Carmen Trimas Miami, FL R. Joseph Fleeman Lawrence, TN Charles G. Meech Pennellville, NY Christian Van Durmen Brussels, Belgium Richard E. Flemming Sinking Spring, P A R Thomas Meyer Lewisville, TX Jimmy Carlton Varnum Atlanta, GA Jose E. Flores Manati, PR Terry A. Michmerhuizen Portage, MI Allen L. Vehrs Fayetteville, GA Charles Robert Foster II Myakka, FL Keith Miesel Minneapolis, MN Matthew J. Vokelich Orlando, FL Lou Fuentes Putnam Valley, NY David C. Moore Houston, TX Alfred Gustus Wacker Ormond Beach, FL Duncan Fuller Kabega Park, South Africa Denny L. Moore Key Largo, FL Luke W. Walker Newport, RI Estan L. Fuller Mulberry, FL Steve Mrowczynski Chicago, IL Marvin B. Wasik Hernando, FL Paul Gainsback Winchester, V A Gerald D. Nance Bladenboro, NC Thomas F. Webster Powell,OH John J. Geil Jr. Palm Bay, FL Russell G. Norman Linda L. Weingarten Sparta, NJ Cary Gerken Thousand Oaks, CA Hamilton, Ont., Canada Robert Wetzel Bath, PA Douglas J. Gieser Knoxville, TN Sheri Nylund Arlington, W A William H. White Waltham, MA Jay D. Gleitz Tappahannock, V A Bob Overton Luthersville, GA Roger Wilhoit Clemmons, NC Jay Goodman Odessa, FL David L. Palmer Redwood City, CA T. L. Williams Marietta, GA Dean A. Griswold Princeton, MN John L. Parish Jr. Tullahoma, TN Leonard B. Winsor Denzel Gunnell Yukon, OK Dennard C. Parsons Paradise, Newfoundland, Canada Jerry W. Guyer Olathe, KS Fernandina Beach, FL Wulf G . Winter Agno, Switzerland Donald M. Hall Spring Valley, CA Charles N. Patterson Cranbury, NJ Jesse L. Wright Glendale, AZ Thomas N. Hall Butler, NJ Jack R. Peart Sr. Brownsville, TX William E. Wylie Lancaster, CA Donald H. Hansen Mukwonago, WI Myron D. Peck White Bear Lake, MN Richard Young Danville, CA

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