NOVEMBER-DECEMBER 1975

. -' "­

. J.t" • . .,. EDITORIAL By Paul H. Poberezny President EAA

The Officers and Directors of the EAA Antique and Classic Aircraft Association and EAA Head­ quarters staff would like to take this opportunity to wish all of you a very Merry Christmas and a tion, a part of our organization or our individual Happy and Prosperous 1976. association, such as the Antique and Classic or All in all, we believe that we had a very fine Warbirds. year. Enthusiasm for all phases of sport/general In reality, out of our over 45,000 active member­ aviation is on the increase and 1975 was very kind ship at the present time, less than 4,000 belong to to all of us. We had many aviation events in which the three groups under the EAA's umbrella. A very so many of us cooperated and participated, regard­ small number of people when one considers the less of the type of aircraft we happen to favor at number of letters received generating a great the moment. amount of work for these activities as compared to Sitting here and giving a little thought to what the total number in our membership. I have learned in my association with the fine Some expect a publication the size of SPORT people of aviation these past 23 years with EAA has AVIA TlON and anyone in association work realizes given me a great education and many observations. that a small number of people in anyone of our We are a very unique group of people - we, affiliates really does not produce sufficient revenue who own and fly aircraft. Many times we are very to publish much more than we have, (Vintage Air­ divided and sometimes short-sighted. We pick a plane) let alone contribute to heat, light, use of of­ segment of aviation and we give it our all, our love, fice equipment and even much of our staff time to understanding and participation. Quite often many stay in business. There is strength in numbers. of us look at other segments of the same sport/ The EAA Antique and Classic Aircraft Associa­ general aviation as if they were not there - all tion - I don't like to use the word "Division" aren't important and are not needed. because it divides. It makes one not feel a part of In reality, we have a caste system. The purest what was founded for the basic purpose of provid­ antiquer, the purest homebuilder, the purest war­ ing and augmenting help here to our EAA Head­ bird, or just the same individual in the above men­ quarters staff, especially in putting on the Annual tioned category who is not so pure and doesn't International Convention. It was felt that by har­ mind making a few changes to his aircraft. We feel nessing the enthusiasm and the love within our that each segment that we happen to participate EAA membership of those individuals who liked in is the only one. We're elite, sometimes aloof, antique and classic aircraft, that we could better sometimes not wanting to associate with others. It serve our members attending the Annual Conven­ occurred to me a long time ago that if EAA was tion handling such things as aircraft parking, only for homebuilders, only for antiquers, for educational forums, flying activities, judging, rotary-wing, warbirds or aerobatic pilots, neither awards and the many, many tasks too numerous to one of these would have the financial success need­ mention that makes one feel at home. Unfortunate­ ed to put out more than a four or six page piece of ly, our correspondence indicates that by far, the paper called a publication. majority are more than happy, while some 1% to Our fly-ins and flying activities would certainly 2% leave in disgust and want more from you vol­ be diminished because it all gets down to volume unteers than we, as humans, are able to afford. and who does the work. Most times you will find Often we hear that the Annual event in Oshkosh at your chapter fly-in or your group's activities or is too large - too big. I have heard the question even our National Convention, that the majority often, even when we held the event back in Mil­ of the help comes from those who are not directly waukee and you could have taken the total num­ involved in owning, restoring or building an air­ ber of people and aircraft and buried them, un­ craft, but comes from those who you have moti­ noticed, in a corner of Wittman Field. Would you. vated to associate with you because of your sin­ tell any member of his or her organization to stay cerity and hard work in producing one or two home? Would you tell anyone of the over 2,000 models or restoring any particular type aircraft. aviation enthusiasts that were attracted to your Our strength in accomplishment is through num­ Convention that joined EAA as a result of seeing bers, both financially and at a local, state and what you have accomplished that they cannot federal level. This is why I would like to stress the attend? Would you tell the aviation enthusiast continuing need for understanding of each other, that he is not wanted? I will not tell them to go accepting those who would like to be a part of avia­ (Continued on Page 19) I~f ~ ~IAbf ARPlA~f COVER PHOTO (Photo Courtesy Kelly Viets) The DeHavil/and D.H. 4 was first built in 1916 as a two seat day bomber for the R.A.F. and by the end of World War I hundreds had seen operational service. D.H. 45 were powered with a variety of engines in the 200 to 400 horsepower range. American built versions used the 400 h.p. Uberty V-1 2. After the war the D.H. 4 embarked on a new career that would make it more famous than had its military use. In Europe a number of air Jines began service using modified D.H. 45 and in the U.S. mail wa s carried in the lumbering but dependable old birds as late as 1927. Several U.S. aircraft manufacturers, including Bellanca, got their start building replacement wings for D.H. 4s employing newly developed high lift airfoils.

TABLE OF CONTENTS

Editorial . .. Paul H. Poberezny ...... , ...... 2 DC-3 . . . Ed Williams ...... , ...... , , , ...... , , ...... , 4 Staggerwings ... Richard D. River...... 7 Ryan STA - The Unruly Sweetheart ... Bill Dodd ...... 8 A 1933 Homebuilt ... J. A. Blackbourne ...... 11 Wings of Spruce . , . Norm Ginn ...... " . . " . ... " ...... " ...... 13 Portland, Maine Husband and Wife Are Concerned About Air Safety ...... 14 Little Round Engines ... Ken Williams ...... 16 Letters To The Editor ...... , ...... 20

EDITORIAL STAFF Publisher & Editor ­ Paul H. Poberezny Assistant Editor ­ Jack Cox Assistant Editor ­ Gene Chase Assistant Editor - Golda Cox ANTIQUE AND CLASSIC DIVISION OFFICERS

PRESIDENT ­ VICE PRESIDENT E. E. HILBERT J . R. NIELANDER . JR. 8102 LEECH RD . P O BOX 2464 UNION . ILLINOIS 60180 FT. LAUDERDAL E. FLA. 33303

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DIRECTORS

EVANDER BRITI JIM HORNE MORTON LESTER KELLY VIETS P. O. Box 458 3850 Coronation Rd . P. O. Box 3747 RR " Bo x 151 Lumberton, N. C. 28358 Eagan, Minn. 551 22 Martinsville, Va. 24112 Stilwell, Kansas 66085

CLAUDE L. GRAY. JR. AL KELCH GEORGE STUBBS JACK WINTHROP 9635 Sylvia Ave. 7018 W. Bonniwell Rd . Box 113 3536 Wh itehall Dr. Northridge, Calif. 91324 Mequon, Wisc. 53092 Braunsburg. Ind. 46112 Dallas, Texas 75229

DIVISION EXECUTIVE SECRETARY DOROTHY CHASE. EAA HEADOUARTERS

THE VINTAGE AIRPLANE is owned exclusively by Antique Classic Aircraft, Inc . and is published monthly at Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130 and Random Lake Post Office, Random Lake, Wisconsin 53075. Membership rates for Antique Classic Aircraft, Inc. are $10.00 per 12 month period of which $7.00 is for the subscription to THE VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc., Box 229, Hales Corners. Wisconsin 53130 Copyright © 1975 Antique Classic Aircraft, Inc. All Rights Reserved.

3 f)C'3 By Edward D. Williams (EAA 51010) 713 Eastman Drive Mt. Prospect, III. 60056

(Photo by Ed Williams) It is said that life begins at 40, but that applies to historic DC-3 of all, North Central Airlines' N21278 ­ people, not airplanes. However, the fact that an airplane "Old 728" - a few months ago was donated to the Henry is still alive and hard at work at 40 is a great tribute to Ford Museum at Dearborn, Mich. "Old 728" was the the men who gave it birth. flyingest plane in aviation history, with 84,875 total hours This is the case with one of the most beloved air­ at the time its career ended. (The Vintage Airplane, planes of all time, the Douglas DC-3, which will mark its May, 1975). 40th birthday on Dec. 17, 1975, four eventful decades Symbolic of the DC-3s that have worked hard and after its maiden flight at Santa Monica, Calif. long is the one which has served the Federal Aviation As the historic anniversary appears, hundreds of Administration faithfully since 1948 in the checking on DC-3s are still flying, performing jobs that its creators Airport ILS and other equipment. Unfortunately, the never dreamed of. FAA has announced that the old bird will be phased out A recent survey by Flight International magazine of next year and will be replaced by a Sabreliner jet. just under 500 scheduled operators and charter com­ Many chapters of the DC-3 saga are almost incredible. panies showed that 134 of them reported having at least In 1957, a DC-3 carrying 23 passengers clipped a moun­ one DC-3 in their fleets, for a total of more than 300 tain peak during a storm, knocking 12 feet of its left DC-3s worldwide. And hundreds more are still in service wing, but still made a safe landing at Phoenix, Ariz. with corporations and private individuals. And this is in Another was landed safely after a hidden bomb exploded the age when the jet is king! in the baggage compartment. And still another, involved Tough but tender, the DC3 revolutionized air travel in a midair collision, was landed although the fuselage and earned itself the reputation as a pilot's airplane and looked like a convertible auto with the top down. a passenger's airplane. Other DC-3's have survived lightning bolts, kamikaze Douglas turned out almost 11,000 of the durable planes and chronic overloading. One served as a road­ DC-3s for air carriers and the military, and it was an house in South Africa for 12 years and then was recon­ immediate success. It was larger, faster and more luxu­ ditioned and returned to flight status. rious than its predecessors, and airlines found it more The first 20 DC-3s sold for $110,000 each, about the economical and safer to operate. Coast-to-coast travel cost of one smaller jet engine today. In 1960, used DC-3s was reduced to 15 hours by the DC-3's cruising speed of were selling for twice that sum, indicative of its utility 165 to 180 mph, which was impressive in those days. and reliability. Thirty years after its first flight, more Although abandoned DC-3s, and parts of DC-3s, are than 170 air lines in 70 countries reported still using the scattered at airports and junkyards all over the world, DC-3. In 1965, about 30% of the world's airline fleet a few DC-3s will be kept in top shape by personnel at consisteq of DC-3s, and 400 large corporations used them various museums. An Eastern Air Lines DC-3 has been as plush executive aircraft. It has been honored on air spiffed up for installation in the Smithsonian Institution's mail stamps by many countries, such as Chile, Hungary new Hall of Air Transportation in Washington, D.C. (The and The Netherlands. Vintage Airplane, April, 1975), and probably the most 4 The DC-3 has outlasted a generation of airline pilots, Air Corps ordered great numbers as C-47s and C-53s, and many pilots today were not born when the first and the Navy ordered it as the R4D . In addition, large "Three" took to the air. numbers of civilian DC-3s were taken over by the mili­ The DC-3's lineage goes back to the DC-1 - Douglas tary, with designations from C-48 through C-52. Commercial -- 1st model - of which only one was built. Japan in 1938 built its own DC-3s under license, as The DC-1 was a 12-passenger transport manufactured did the Soviet Union in 1940, as the PS-84 and the Li-2. according to specifications suggested in 1932 by Trans­ But it was a name that gave the DC-3 its charac­ continental and Western Airlines. ter - the name given by the men who flew it. They called The DC-1 contained many innovations. It was sound­ it the "Cooney Bird" after the albatross, whose flying proofed, contained cabin heaters, had side by side seat­ ability is legend. ing and dual controls for the pilot and co-pilot and was Douglas built 10,925 Cooneys, 803 DC-3 airliners and the first commercial plane to be equipped with the Sperry 10,122 military versions from 1936 to 1946. Thirty years automatic pilot. later more than 5,000 were still in service throughout It brought new comfort to the passenger, who no the world. longer suffered from deafness, lack of sleep and cold American Airlines was the first to put "The Three" while balancing a box lunch on his knees. into service on June 25, 1936, and that day marked the "The One" was rolled out of the Douglas plant on end of profitless airline operations. June 22, 1933, and given extensive testing. This resulted The first planes for American were designated DST in several modifications built into its successor, the DC-2, (Douglas Sleeper Transport), and the prototype X14988 a 14 passenger plane. was first flown on Dec. 17, 1935. The first DST went into When that model was enlarged and modified and its service on American's New York-Chicago run, and capacity increased to 21 passengers, it was designated the Douglas, by removing the sleeper berths, then evolved DC-3. the DST into the DC-3. By 1938, DC-3s were carrying 95% of all airline traffic American eventually operated the largest pre-war in the United States and also went into service with 30 fleet of DST/DC-3 aircraft, with 66. United Airlines was foreign airlines. In 1939, DC-3s were flying 90% of the the second largest operator, with 45, and Eastern and world's air traffic. Starting in late 1940, the U.S. Army TW A each had 31.

(Photo Courtesy of Ed Williams) About half of the early DC-3s were powered by the DC-3's good left wing. This created one of the unusual 1,000 horsepower Wright SGR-1820-GI02 Cyclone, and hyrids in aviation history, and it was called the "DC-21/2." the other half were powered by the Pratt & Whitney Its pilots reported that the DC-21/2 had only a ten­ R-1830-SB3G Twin Wasp, also with 1,000 horsepower. dency to roll toward the shorter wing. This was corrected The Gooney was a hard worker. During a flood in by aileron trim adjustment and a change in propeller Bolivia in 1949, it carried 93 crammed refugees to safety. pitch settings on the twin-engined aircraft. It also was the first aircraft to land at both poles. In fact, The military version of the Gooney Bird had a color­ its "firsts" were countless. ful background. It had been used (minus engines) as a In 1938, a United Airlines DC-3 made the first sched­ combat troop glider, a float plane (with each float larger uled flight for a major sports team when it carried the than a P-40 fighter) and as a ski-equipped transport Detroit Red Wings from Newark, N.J., to Chicago. The which took off from an aircraft carrier. previous spring a baseball team had made an unsched­ Gen. Eisenhower said it was one of four pieces of uled flight from New York to Boston because of floods equipment most vital to Allied successes in Africa and in New England, but the 1938 flight was the first to be Europe. The others were the Jeep, 21/2 ton truck and bull­ booked for a team in advance. dozer. "Curiously," Eisenhower said, "none of these is It was in military service, beginning with World War designed for combat." II and including the Korean hostilities and the conflict But the Gooney Bird had its share of combat action. in Vietnam, that the DC-3 became a legend. Witness the DC-3 whose pilot decided to ditch in the Pa­ During World War II Americans knew it as a freighter, cific because it was so badly riddled with anti-aircraft troop carrier, flying hospital, sometimes bomber and as fire. When the transport bounced 50 feet after hitting the airplane that always got its crew safely back to base. the water, he changed his mind and landed it at a base. Early in World War II, a Gooney was caught on the A later chapter in the Gooney Bird's military life was ground in China in a Japanese air raid. The bombs hit written when American forces in Vietnam refitted it the plane's right wing, completely destroying it. Ameri­ with three Gatling guns capable of firing 6,000 rounds can airmen were determined that the transport could be a minute from the cabin. The Air Force designated the made flyable if a spare wing were found, but the only new variation the AG-47, and new names were added to replacement available was the wing from a DC-2. The the list. The AC-47 crews called their planes "Puff, The Americans "made do" with the replacement, which was Magic Dragon," or, simply, "Spooky Goonies." five feet shorter than and tapered differently from the (Photo Courtesy of United Air Lines) Beechcraft " Staggerwing" 0 -1 7S, N6719B, Serial No. The records on my Staggerwing are with the air­ 6913, built in 1943. Pratt & Whitney R-9B5, 450 hp. craft which as you know is now on display in the U.S. Air Force Museum, Wright Field, Dayton. I will try to recall some of the details though. The aircraft was procured by the U.s. Army Air Corps but was delivered to the U.s. Navy as a GB-2. It re­ mained in the Navy Inventory until declared surplus in 1950. It was then bought by an airmotive company on the west coast and "civilianized" . It went through a succession of owners in the three west coast states finally ending up in one of the Dakotas. In 1968 it was taken STAGGERWING in on a trade by Courtesy Aviation, Rockford, Illinois. I purchased it from them during the EAA Fly-in that year Richard O. River and owned it until it was donated to the Air Force in P.O. Box 29 7 1974. Chillicothe, Ohio 45601 Personally, I am retired from the USAF (retired De­ " Retired Fighter Pilot" cember 1965) and like to refer to myself as a retired "International Lover" Fighter Pilot, although during the last four years of my " All-Around Jolly Good Fellow" career, I was in Mats, or MAC as it is known now, fly­ ing the C-121 Connie and the C-130. Fighters include the F-51, F-80, various F-86's and the F-100. I am currently a member of the Order of Daedalians and the Quiet Birdmen. I am between aircraft at the present and am very seriously considering starting on a homebuilt, pos­ sibly a Coot amphibian. Forgot to tell you that during the last ten years in the Air Force, in addition to my flying duties, I was also an Aircraft Maintenance Officer. Hobbies include flying, fishing and model aircraft build­ ing with a preference toward radiocontrol scale. One more personal note which I am very proud of, shortly before Christmas last year I dug my Air Force Uniform out" of the mothballs, pinned my wings on once more and was privileged to swear my oldest son into the Air Force. I am happy to be a member of your organization and will enjoy your magazine in the years to come. 7 RYAN STA­ THE UNRULY SWEETHEART

By Bill Dodd (Ted Koston Photo) Box 195 Bill Dodd and his beloved Ryan ST. Prairie View, Illinois

One of the troubles in the world of antique airplanes to make a better first impression with canvas over the is that there are not enough of them to go around. Many front cockpit, but it was beautiful! enthusiastic pilots never have a chance to fly their favorite Since it was unlicensed, all that could be done to antique plane. So we will try to give you an idea of what relieve the anticipation was to fire up and taxi around one of our favorite planes, the Ryan ST, is like to handle and around and around. Even all streaked and with the and fly. fabric full of silver patches, it looked eager to fly while As I think back about it now, I can't remember when just sitting on the ground. I started wanting a Ryan ST nor at what point it became Ten months later, after commuting 20 miles each an obsession to own one. It just seemed that it had to weekend between our apartment and the airport, we happen someday. It all happened in quick succession rolled out a completely new metallic blue and yellow, in a round-about way. We became friends with an owner ready to go STA. of a surplus PT20A - a Kinner 125 version of the ST ­ Joe Fornasero, Ryan's chief test pilot, couldn't have but he would not sell. While helping him find parts been more excited on the first flight. Although we didn't through Trade-A-Plane ads, we unearthed what turned feel we needed anyone to share this moment, we took out to be a tired ST. He didn't want a whole plane, but an instructor along in the front cockpit. Somehow I re­ we surely did. In time the dollars and delivery of our call he didn't look too happy. Possibly he was remember­ "dream" plane was worked out and in it came one late ing what all the local airport "Sports" - most of them July afternoon right in the iniddle of our sixth Coke and biplane addicts - had said about the ST: "it would tum the elevendy-seventh walk on the eight foot strip of violently on take off without warning; it would snap roll ruined lawn. It was tarnished silver; fresh red-trimmed on downwind approach without warning, or it would 8 land like a 'streamlined brick' and be too hot for even a The one main distinguishing feature of the ST is the good pilot." (A good pilot indeed!) roll out on landing. Everything is smooth and normal We gave it the gun and away we went! It went a little after touchdown until it starts to slow down at which loose on rudders at first, but then firmed up and started point the nose wants to wander to one side or the other, to go down the runway half way straight and we were off which requires quick alternate rudder action. Every­ and in the air! This first time we made simply a normal thing is again OK for a while until you begin to realize pattern and came back in, a little high, a little fast, but you could use a small assist from the brakes - just in it fitted down over the trees into the 1900 foot strip and case. The trouble is that the brakes are supposed to be even after a few up and down adjustments touched down activated by your heels on a tube with a pad at the end three point. I will admit that then we had to work to that curves down and to the middle from the rudder keep it straight. Good firm brake action gave the most pedal. Take a look at these pedals next time you look into secure feeling, and except for running up to within four an ST cockpit. The trouble is you can't get your heels feet of the far fence, I thought it was a pretty good land­ on the brakes while you are alternating rudders because ing. Evidently, the instructor did not think so. He climbed the brake arm travels with the pedal and when a pedal is out on the wing and vaulted over the wing wires, hit the forward the brake is up in a position that no human foot ground running, yelling back over his shoulder, "You'll can position to. You must get the rudder pedals cen­ be alright, just slow her down some". tered and put both heels on your respective brakes at After that we flew all day; took up every passenger the same time. Once you learn this, life becomes rela­ who wanted to go and some who didn't. We stopped only tively simple again. You can, of course, ride it on out with­ for gas and finally quit after my wife pOinted out that it out brakes and do pretty well, if you are an accomplished had been dark for half an hour. I hadn't noticed. Mambo dancer. Also, it doesn't work too well to put I'll have to admit that in flying around after that, all your heels on the brakes on final , so as to be prepared. did not go perfectly. There was one time we ran off a 200 You can't move the rudders the necessary preliminary foot wide concrete runway into the grass at a time when amount and you usually end up applying brakes on a straight line between two runway lights seemed better touchdown. It really is not difficult to learn the heel than a curved path around one. The grass turned out, on placement trick. However, it is the one real "trick" in closer observation, to be lespedeza clover about 18 learning to fly a Ryan ST. inches high. We cut a swath through it and taxied to The cockpit is clean, neat, somewhat Spartan in its the gas pump with approximately three bushels of new simplicity, but quite utilitarian. There is everything there mown hay in the lower wing and tail wires. That was the that is needed but nothing more. The controls are sim­ first real lesson about the Ryan and hard surface run­ ple. The elevator trim tab, for example, is a small cable ways. It is somewhat sensitive and skittish on hard sur­ that runs through the cockpit just under the throttle. faces . Of course, this particular incident was compli­ Three pulls forward or back gives full up or down trim. cated by a 100 hour pilot who was going more on luck This is a very good feature for aerobatics when quick than skill. On grass the ST is very docile and rolls out trimming is needed during or between maneuvers. Try straight almost unassisted. to get the back cockpit. though, if someone is going with On the other hand, I should tell you the Ryan flies you. It is the roomiest and has the best view of the plane. very stably and will go cross-country real well with your The front cockpit is somewhat snug, but warmer in win­ feet on the floor with none or small adjustments of the ter. Of course, solo you always fly from the rear. stick. It has never even attempted to snap roll by itself In the air, for just flying around, you will look a long in the pattern or any place else. On take off the pilot time to find a plane which flies so smoothly, stably and should content himself with doing almost nothing with with such good visibility. The narrow, oval monocoque the rudders except progressively pushing a little on the fuselage and low wing with relatively narrow cord makes right one as the take off run begins. In a good stiff cross you feel as if you can see almost everything. It is an excel­ wind, the best method is to control the first part of the lent feature for aerobatics. take off by holding the tail down by back stick until A good deal of dihedral is built into the wing rigging good speed is attained and the rudder will do the con­ which evidently helps with the stability of flight. How­ trolling. ever, in rough air, the ST tends to roll continuously from It doesn't come in like a streamlined brick and doesn't side to side - not extreme, but requiring constant stick land especially hot. Without flaps, it approaches best at reaction. about 75 mph indicated. The attitude is almost straight It is unusual, I think though, that it flies more stably and level with the rate of descent not at all excessive. inverted than right side up even though the dihedral Touchdown is at about 50 mph. If you want to come down becomes extreme cathedral. The reason is, I believe, that more steeply and at a slower speed, you can choose 10, the fuselage hangs down under the wing like a stabilizing 20, 30 or 45 degrees of flaps by pulling on the conveni­ keel. ently located manual flap handle on the right. Just de­ Stalling from any attitude, even inverted, is a delight. press the button at the top of the handle and let go when It simply stalls and drops off lazily and recovers quickly you get to the slot you want. To release, simply do the with any help at all. If, however, it is held in tight, it will process in reverse. Make a habit when you pull the flap reluctantly spin. The spin is really something! It points on to wiggle the handle to be sure it has locked solidly straight down as if on a spit and really winds up. You count in the chosen slot. Once long ago I didn't do that and at the number of spin turns like this: "one, three, seven, 20 feet on flareout the flaps popped back up to zero. 18, 42 . . . " You don't have to be alarmed though - at There was no emergency. The ST simply sank a little and least not after the first time; the first time might shake floated a little faster and farther down the runway. So you up a bit - because with recovery controls applied, once again we have an example of the Ryan not doing it stops spinning after half a turn. something violent. The stall and quick spin recovery once again prove to The actual touch down is very soft because the gear you that this is definitely not a violent airplane. If you features long travel oleo shock struts and 18-8-3 big fat were to apply one word to the Ryan ST, it would have to (15 pounds fully inflated) tires. be "predictable". 9 This big feature is surely comforting when you are People ask me about the reliability of the Menasco attempting aerobatics. You realize that no matter what engine. Maybe a couple of quotations from some well­ you try, you can, at worse, only fall out and stall or spin known aviation men will give you a better idea. Tex Ran­ and recover quickly with no more than 200 or 400 feet kin said: "Here's my experience with Menasco engines lost in altitude. Incidentally, the Ryan is designed for a during the past 21/2 years. I flew with the first engine positive and negative "G" load factor of 10. You would more than 450 hours without even a top overhaul. Much have to pull awfully hard to pull more than 6. of this time was under wide open throttle on aerobatic As far as aerobatic maneuvers go, the ST will do them and race flying. After I sold the ship, it wa's flown another all, both inside and outside, both basic and advanced. 100 hours before being overhauled. My second Menasco, The airfoil, which is an NACA 2412, has a good curve to which I am still using, has flown more than 600 hours, the bottom for excellent outside loop and inverted flight mostly on acrobatic work. I used this engine in winning characteristics. It has, indeed, a very good rate of roll, the International Aerobatic Competition and on 26 acro­ which surprises most people who think that single stock batic exhibitions throughout the U.S. and Canada. ailerons can't be that good. For its size and speed, it "Many of the maneuvers require an rpm of over 3000. operates in a relatively tight framing area for aerobatic I don't believe anyone ever abused an engine half as sequences. For example, inside and outside loops can much as I abuse the Menasco. In more than 1000 hours be pulled through 400-500 foot circles. of flying with these engines, I have never had a forced The only two maneuvers I've found the Ryan doesn't landing due to engine failure." do as well as I'd like is an outside snap and a vertical roll. T. Claude Ryan said: "As an airplane manufacturer, This could be my fault, of course. On the vertical roll I have long recognized the sound engineering, the sta­ there just isn't either enough aileron to get you around mina and high performance of Menasco engines which fast enough to complete or not enough power to give we are now using and have been using for several years the amount of climb needed. We must note though that as standard equipment on our Ryan airplanes." there are not too many planes around today which can From my own experience, I must agree with both do a vertical roll. gentlemen, except that I never go past 2500 rpm and try The controls are all good and light to the touch - ex­ never to abuse my engine. By the way, Menasco had an cept the stick requires a good muscular push when you interesting slogan: " You wouldn't shoot a bullet side­ are inverted. Their biggest advantage is that they feel ways." equally balanced on the amount of effort needed to acti­ If a plane has a personality, the Ryan would certainly vate each. be called vivacious, eager and dependable. Most models of S1's that I've flown indicate between There are several major reasons why I have kept a 110 and 120 mph depending on horsepower and props. Ryan ST for so long a time. Some coincide with some of The specs list the dive limit speed at 156 mph. However, the reasons why I bought one in the first place. It looks many instructors who operated Menasco-powered Ryan real pretty from all angles either sitting or flying. It has trainers for the Air Force, with whom I've talked, say good cruise speed, a reasonable size - not too big but they saw 215-220 indicated on air speeds many times when just big enough - and, most important of all, it is chal­ students went completely to sleep during aerobatics. lenging enough to be a thrill each flight. Each Spring I And too, we personally have had ours up to 210 to test still get a big kick out of the first flight after a long win­ the truth of this. The wings flap a bit, the wires sing like ter, almost as if it were the first maiden flight. banshees, the wind whistles, but there was no'big vibra­ The design of the little Ryan was way ahead of its tion or buffeting and it coasted out to a more comfortable time. For a 1934 deSign, it incorporated monocoque metal speed. fuselage, stamped metal ribs, beautiful streamlining, During aerobatics, you will operate between narrow completely faired gear and four position flaps . Not bad speed limits. Snaps start at about 95, loops at 120-125, for 1934 vintage. It seems to realize its own worth and Immelmans at 140 and outside loops at 150. Excessive enjoys flying. It is always ready to try anything you feel speed for most maneuvers just isn't needed. big enough to try.

(Photo Courtesy Kelly Viets) , Y AIRPLANE QUIZ - If you can identify this "alrJ~'#J.Ifi!alse~~md your answer to the Editor. The origi­ '" Loadin for flood victims ­ 3-17 a 1033 homebuilt

By J. A. Blackburne (EAA 16423) 3477 Parkview Drive College Park, GA 30337

Due to the Great Depression 1931 was not an ideal time for one to seek his first employment. However, the intense desire to fly was so great that I did not Jet the innumerable (no jobs available) discourage me. Fortunately I did secure employment in late July. My starting salary was ten cents an hour for sixty hours a week. After a couple of months I was earning fifteen cents an hour. In each of those dollars that I saved, I could visualize a small whirling propeller. During the summer of 1932 I managed to get four and one half hours of flying time in a Curtiss Wright Jr., NC 10910. Many people thought that only a nut would waste $8.00 an hour on a Tom Fool Flying Machine. By -. their standards I was extremely happy to be a nut. The flying was great. The real draw back was that there was not enough of it. I hit upon the idea that I would build my own Flying Machine. After careful consideration I decided that the Pietenpol Air Camper was just what I needed. Many hours were spent studying the plans and just how the various components would fit together. Fortunately, the raw material kits were divided into several units. During Sept. 1932 the first kit arrived. By the time I finished building the wing ribs there was suf­ ficient money to order the next kit from Mr. Pietenpol, and then the next. The time passed very quickly. August 13, 1933 the Flying Machine was finished. With the one piece wing removed it was trucked to a large pasture field about two miles south of Spring Hill, Tennessee. It was late after­ noon when five gallons of gasoline were strained through a chamois skin into the galvanized iron fuel tank. It was hard to realize - my very own Flying Machine and it was BEAUTIFUL. After securing my safety belt I called - "Switch off, gas on, throttle closed." The wooden propeller was pulled through several compressions. Then I heard the magic word, CONTACT. I moved the ignition switch from the Off to the On position, cracked the throttle, pulled the control stick to the aft stop and replied, "CaNTACT'. One pull on the propeller and the Model"A" Ford engine began to bark very nicely. After the water temperature gauge indicated warm engine, I slowly opened the throttle enough to taxi across the turf field. After a bit I made several runs with the tail up. When the wheels would begin to tip-toe, I would close the throttle and roll to a stop. So far the little ship was handling beau­ tifully. I could tell by the feel that it would fly. Naturally the temptation to take off was tremendous. However, I was committed to wait another week. The first flight was to be a feature of an Air Show when two Nashville, Tennessee aviators would hop passengers. One in a reduced power. The big green field was very inviting. Ryan Brougham and the other in a Hisso Swallow. I Then I noticed that I was settling a bit too fast. I did forced myself to postpone the Big Day and was thinking not want to add power and pOSSibly upset my lateral - self discipline is an arduous task. It was hard to leave attitude. Then it dawned that the burst of power would, the little ship, all alone, and tied to the pasture field due to torque, be in my favor. I applied power until fence. the fence was cleared. I broke the glide and was about I am sure the next week was the longest week of my to settle in nicely when the left wing stalled out. A hard life. Fortunately, Sunday, August 20, 1933 dawned bright landing on the left wheel and tail skid resulted. Almost and clear. I was at the field early. The little ship was immediately the right wheel was down and I rolled to just beautiful. Soon a fellow aviation enthusiast arrived. a stop. I thought all is well that ends well, Thanks to the Eventually, I heard the wonderful sound of a whirling Lord. propeller. The big Ryan floated in very nicely, followed I made a 180 degree turn and taxied toward the by the Swallow Bi-plane. The Air Camper had already crowd. Then the unexpected gave me the fright of my life. attracted a small crowd. The barnstormers started to The crowd had broken ranks. Here they came in a run. hop passengers and with each flight the crowd grew. Men, women and children. Immecliately I cut the switch We were kept busy answering questions, discouraging and kicked right rudder. Thankfully the propeller came to would be souvenir hunters and listening to remarks as a rest just as the people engulfed the machine. I sat to how crazy people were. I delayed my flight as long in the little ship and yelled over and over, "Please don't as possible so that we could take in a few more dollars break my airplane". for the airplane rides. Quickly the crowd dispersed and the barnstormers POSSibly a half hour before sundown I climbed into took off for McConnell Field. As I taxied the Air Camper the Air Camper, adjusted my belt, helmet and goggles. to the tie down position I realized that I was real tired. As expected the engine started on the first attempt. Also, I realized that I had learned something about fly­ While waiting for the water to reach operating tempera­ ing and that was what was important. ture, I had a bit of time to think. A lot of thought, time, That night I made the following entry in my log book: and to me a great deal of money, had been devoted to Aug. 20, 1933. Air Camper 11559 Ford A. :10 Spring Hill, this Flying Machine. Now the day of my dreams was at Tenn. Solo Flight. After more than three million miles hand. As I smoothly opened the throttle I immediately behind whirling propellers I made another entry in my forgot that there was anyone in the whole world except log book: me. My complete being was concentrated on this flying March 22, 1965. Fulton Co. Airport. Miniplane. Cont. machine. C85. N4761S :15 First test hop. Almost immediately the tail was up. Slight rudder pressure and the machine accelerated in a straight line. Soon we were airborne and climbing as expected. I noticed the fence posts pass underneath and then the horse barns. I had easily cleared the obstacles and had another open field straight ahead. The field must have been comforting as it suddenly dawned on me that the control stick was far to the left of center. I had auto­ matically applied left aileron, throughout·the climb, without realizing that the ship was badly out of rig. I tried to push the left wing down a bit but it would not respond. It was requiring full aileron to keep the wing level. All the while I was getting further from the field. Then I made a stupid mistake of the unexperienced. I tried to rudder the ship to the right. The right wing was going down and aileron would not stop the descent. By this time I was over some tall trees. I realized that some­ thing had to be done quickly, or else my little flying machine would be good only for the tooth pick factory. I went forward with the left rudder and held on. After a violent slip I realized that the right wing was on its way up to a level attitude. I had changed direction almost 180 degrees and lost about half of my 300 feet of altitude. Now that I was in control and it would require several minutes to reach a position south of the field, I had some time to analyze the situation and try and figure out how I could make a more docile 180 degree change of heading. I came to the conclusion that I would very carefully make a flat turn to the left by using the rudder. However, I could not tryout my theory, as yet, as I had not reached the field. Every time that I could ease the nose to the right, without the right wing going down, I would be in a better position. By careful use of the rudder I was able to turn to the left and assume some degree of bank. Checking the location of the crowd I planned a flight path that would keep me to the west of their position. Things were looking up. I eased the nose down a bit and 12 EAA probably offers more to the aviation enthusiast April, 1924 Leslie P. Arnold, Douglas Globe Circling than any other organization for those who want to start Commander Tour at the bottom. August, 1925 Lt. Richard Byrd Loening Arctic Expedition August, 1926 Walter Beech Travel-Air Ford Reliability Many EAA members have their own "store bought" Tour planes and some are fortunate to have their own cor- May, 1927 Maj. H. A. Dargue Loening Army Goodwill porate jets, but the idea of a man building his own plane Commander Flight into South America, Central with his own hands and then test hopping it himself America and re- really does something for the ego. turn I had almost given up flying until I learned about EAA May 30, 1927 C. A. Lindbergh Ryan New York to Paris July 13, 1927 Smith and Bronte Travel-Air California to the in 1959. Many phone calls to EAA Headquarters, which Hawaiian Islands was then in the basement of the Poberezny home, con- August, 1927 Schlee and Brock Stinson Flight around the vinced me that this was a new idea and interest in flying. world - flight abandoned in For Christmas 1961, Dorothy Smith gave me a set of Japan prints for the "SMITH-MINI" plane DSA-1. Six and a half August, 1927 Art Goebel and Travel-Air Non-stop San years later the little bird was test hopped and is still fly- Mr. Davis Francisco to Hawaiian Islands ing today, (N1G). Feb. 12, 1928 Charles Holman Laird 1093 Loops During this long building period, I met a number of May 31 , 1928 Kingsford Smith Tri-motored San Francisco to homebuilders that just wanted to build a plane "CHEAP" and crew Fokker Melbourne, Australia just to get into the air. One of these I recall was fatal, June 17, 1928 Amelia Earhart Tri-motored Newfoundland to others just gave up. & Wilmer Stultz Fokker Ireland The purpose of this article is to encourage the new June 30, 1928 John H. Wood Waco Ford Reliability members to not take "SHORT CUTS" because of cheap- Tour August, 1929 Nick Namer and Buhl Seattle to ew er building. Buy the BEST in tubing, aluminum, spruce, Art Walker York and return etc. non-stop A few years back I started a mail order business called October, 1929 John Livingston Waco Ford Reliability Tour "AIRCRAFT SPRUCE" and advertised only in SPORT

WINGS OF SPRUCE

By Norman Ginn (EAA 10591) 2822 E. North Lane Phoenix, Arizona 85028

A VIA TION. A few years later my job transferred me to July 4, 1930 Hunter Bros. Stinson Remained aloft Arizona and I sold the spruce business. It is now known Detroiter 553 hrs. 41 min. as "AIRCRAFT SPRUCE AND SPECIALTY CO.", and is still 30 sec. August 1930 Dale Jackson & Curtiss-Robin Remained aloft advertised in SPORT A VIA nON. Forest O' Brien 647 hrs. While going through some papers recently, I came August, 1930 Lee Gehlbach Command-Aire Winner of All across a list of "FAMOUS FLIGHTS" supplied by the American Flying Derby spruce supplier to me a few years ago. The purpose of October, 1930 Bellanca Harbor Grace to this article as I have mentioned is don't go the "CHEAP" Paris. The same way, go the "SAFE WAY". ship, "The Columbia" used EAA is a wonderful organization and is the only one by Chamberlain of its kind, "PROTECT IT". This list of " FAMOUS FLIGHTS" in 1927 flight to used the finest spruce money could buy. Although this Germany list was compiled approximately 41 years ago, the same Fall, 1931 Charles Bu tier Com per Swift, England to world's smallest Australia quality is still available today. airplane weigh- No fatigue period - no weakening from rust, corro­ ing about 500 sion, or vibration. Selected, graded and manufactured pounds. to stand the most grueling test which may be required of any material. Unseen and unnoticed Aircraft Spruce carried its Dried and graded according to current U. S. Govern­ heavy loads under the most severe conditions which ment specification and ready for use. tested the metal of planes as well as pilots. All finished material properly packed to prevent dam­ FLY SAFE. age in transit. Many outstanding achievements in avia­ tion have been made on "WINGS OF SPRUCE". 13 GENERAL AV IATION DISTRI CT OFFICE Portland International Jetport Portland, Maine 04102

October 31, 1975

Mr. Jack Cox The Vintage Airplane Antique Classic Aircraft, Inc. Box 229 Hales Corners, WI 53130

Dear Mr. Jack Cox:

"First on the high ways now in the skyways Maine sets the pace for safety." By proclamation of Governor James B. Longley, Governor of the State of Maine, the week of August 31, 1975 to September 6, 1975, inclusive was made Maine Aviation Safety Week.

In proclaiming this week Maine became the firs t state in New England to have an Aviation Safety Week and the first State in the United States to have one in direct and full support of a Federal Aviation Administration Acci­ dent Prevention Program. Shown here are William J. O'Connell, FAA Accident Pre­ vention Counselor, leaving the plane and Secretary of One of the highligh ts of the safety campaign was Maine's State Mark Gartley, on the ground. Secretary of State Ma rk Gartley taking his p roficiency check flight in a WWI Vintage Tiger Moth biplane. FAA Accident Prevention Counselor William J. O'Connell of Portland, Maine administered the unusual test flight. The Secretary passed with fl ying colors.

Enclosed please find pictures for use with the story. Woul d appreciate the return of these photographs as J they are the originals.

Very truly yours,

Nancy E. O'Connell Public Relations Coordinator

Pictured here in this World War I Tiger Moth owned by Alton Cianchette of Pits field, Maine are John E. Van Horn, Chief (GADa), General Aviation District Office, Portland, Maine and Elwyn R. Barnes, Accidental Pre ­ vention Specialist, GADa, also of Portland.

Left to Right: Philip Simpson, Chief Inspector, Maine Bureau of Aeronautics ; Nancy E. O'Connell, Public Re­ lations Coordinator and Mark Gartley, Maine Secretary of State. 14 * Conducting proficiency flight tests on Maine nota­ Portland, Maine bles, including its Secretary of State, Mark Gartley, with Husband and Wife Are Concerned Bill as the FAA inspector and Nancy acting as an "ad­ vanceman" in getting information on the event to the About Air Safety press. * Appointing the Maine Governor, in cooperation with the General Aviation District Office, Portland, an Portland, Maine - A former crop-dusting pilot who honorary FAA Accident Prevention Counselor. The ap­ is a World War II Marine Corps hero and his wife who is pointment was made in the presence of the Maine press a former horse-shoer and student of criminal justice corps in State House ceremonies. have at least one thing in common: Aviation safety, * Coordinating radio and television " talk show" pro­ particularly in the State of Maine. grams involving FAA personnel discussing the agency's William J. and Nancy E. O'Connell of (285 Read St.) accident prevention program. Portland, Maine, dramatically proved their concern These accomplishments, done on purely a voluntary about aviation safety in a way that won't be forgotten basis, are not achieved by most "ordinary" citizens. The for quite some time by those people and agencies con­ O'Connells are not ordinary. cerned about air safety. Consider this: Bill, a Maine native, has lived a life The O'Connells for about a month dropped their that is considered nothing less than adventuresome. daily routines and activities and devoted virtually all of During World War II he served in the South Pacific their efforts in producing voluntarily a "blitz" campaign area in the Marine Corps where he received three Dis­ throughout the Pine Tree state. tinguished Flying Cross awards. This in itself made him With the blessing and guidance of Federal Aviation Maine's most decorated Marine of that war. Administration officials, the pair literally set up shop in After the war, Bill was a pilot crop-duster in New York the agency's General Aviation District Office in Port­ State, flew for American and foreign airlines as a pilot, land. From an office there they orchestrated a promo­ and at one time was a ship captain for a Maine passen­ tional campaign affecting all of Maine's 16 counties on ger ferrying firm. the virtues and importance of aviation accident preven­ His flying experience is extensive. He has flown in tion. biplanes and many types of single and multi-engine air­ The real reason for their concern about accident pre­ craft. This flying expertise resulted in his flying men and vention is because last June Mr. O'Connell ("Just call equipment in the Libyan desert for an oil firm; and to me 'Bill' "), who has more thaR. 6,200 hours flying time being a pilot for a commercial air carrier in Ireland. to his credit, was appointed an FAA Accident Prevention Bill's "better half" is also an unusual personality. Counselor. Consider this: Nancy was raised in the Biddeford This designation is given by the FAA only to pilots area where she learned to shoe horses when she was who possess the technical expertise on flying airplanes twenty-four. Her interest in horses increased and later safely and have the interest of helping their peers to she was in the business of training horses for harness better their flying proficiency. racing. Bill took his appointment seriously. And this serious­ But this isn't her only interest. She has had experience ness rubbed off on his wife. From the beginning of August as a newspaper "stringer", political campaign organizer through last Labor Day the O'Connells were seen daily in Maine and Massachusetts and has completed courses in the General Aviation District Office planning and exe­ towards a college degree in criminal justice. cuting their own special "game plan" on getting the word Nancy is also learning to become a pilot. When inter­ to Maine residents on the importance of aviation safety. viewed, she was on her way towards her private pilot's What the aviation enthusiasts accomplished during license, with the assistance of her husband. August has been described as "remarkable" by FAA of­ The O'Connells are not the type to speak with bravado ficials at the Portland General Aviation District Office about their "blitz" campaign on aviation safety. Instead, and at the agency's New England regional headquarters. they praise the FAA persons they worked with, the Gen­ These officials watched the O'Connells' accomplish­ eral Aviation District Office. "Without their help, we ments with pride. could have accomplished nothing." Here's some of what the O'Connell team accom­ They were referring to John Van Horn, chief of the plished: Portland Office, and Elwyn Barnes, the office's Accident * Convincing the Maine Governor, James B. Longley, Prevention Specialist. to proclaim an aviation safety week. The proclamation The O'Connells' efforts have not gone unnoticed in was signed by the Governor and it stated that the week the FAA's New England regional headquarters. Director of August 31, 1975, would be "Maine Aviation Safety Quentin S. Taylor said in a letter to them, "We in the Week". This proclamation marked the first time that a FAA are fortunate in having able and dedicated volun­ New England state observed such a week. teers such as yourselves available and willing to help * Having the theme of " First On The Highways, Now spread the 'gospel' to the various publics on the im­ In The Skyways - Maine Sets The Pace For Safety" car­ portance of aviation accident prevention." ried in print and broadcast news media throughout the The Regional Director plans to present an award to state in connection with the Governor's proclamation. them at a U. S. Department of Transportation Field Co­ * Broadcasting of O'Connell-developed public ser­ ordinating Group ceremony to be held in Boston in late vice "spot" announcements on aviation safety by vir­ October. tually all Maine radio and television stations throughout Meanwhile, you'd think that the O'Connells would August. be off flying, right? Wrong. Nancy may, but Bill won't. * Issuing a variety of press releases, in conjunction He'll probably be in New York City on a tug boat. with the General Aviation District Office, emphasizing That's his regular job, a tug boat pilot, in New York the importance of aviation safety. harbor. 15 Shirley and I took a camera and flew our Rearwin Sportster to a few shows this summer - taking pictures of all the Little Round Engine powered airplanes we saw. A Little Round Engine is round with anywhere from three to nine cylinders, up to and including 125 hp. Gene Morris of Dundee, Illinois and his family, with Ken Williams (EAA 10866, AIC 513) their Szekely 35 hp American Eaglet, was the lowest 331 E. Franklin St. powered. The whole family flies it and they do get around Portage, WI 53901 the country with it. Great! John Innes of San Jose, California has to be the cross country champ. California to Oshkosh in an 85 hp Le­ Blond Porterfield. That's a long ride! The oil tank split

Spartan C-3 LoWing, 55 (?) hp Jacobs. Burt and Mary Mahon, Tulsa , Oklahoma.

over Nebraska, John landed, removed the tank and got it fixed. The next day he had a two page spread in the local paper. Said he could go back and be elected Mayor! We watched Burt and Mary Mahon of Tulsa hauling rides in their 3 cylinder Jacobs powered Spartan at Taleh­ quah, Oklahoma. They took in almost $100.00 in dona­ tions to the Airpower Museum at Blakesburg, Iowa. Properly maintained, with a few modern improve­ ments, these are good, economical, dependable engines. We had over 900 hours on our 90 hp LeBlond since over­ haul, when we removed it, still running good. If you have one of these engines, take care of it, fix it up, or sell or give it to somebody that will. There are kids growing up who will thank you.

Davis, 125 hp Warner. Dick Geist, Wichita, Kansas.

16 American Eaglet, 35 hp Szekely. Gene Morris, Dundee, Illinois.

Porterfield Sportabout, 85 hp LeBlond. John Innes, San Jose, California.

Franklin Sport, 90 hp Lambert. AI Kelch, Mequon, Wis­ consin. 17 Rearwin Sportster, 90 hp 70 LeBlond. Ken and Shirley Williams, Portage, Wisconsin.

Rearwin Sportster, 85 hp 50F LeBlond. Alford Nagel and Ken Gatske, Montello, Wisconsin.

Monocoupe 90A, 90 hp Lambert. James L. White, Phoe­ Rearwin Sportster, 90 hp 5F LeBlond. James A. Wilson, nix, Arizona. San Antonio, Texas . 18 AIRCRAFT FOR SALE WANTED 1932 FRENCH MORANE-SAULNIER 130 - Rebuilt 1973 to original condition. Biplane, aerobatic, motor Salm­ Just purchased a 1948 Luscombe T-8F, N1580B, Serial No. son 230 HP, 65 hours on engine/airframe. Perfect for 6207. Trying to gather as much information as pos­ museum/collection. Only two in world. $39,000 in sible. Would like to hear from other T-8F owners your container. 1926 FRENCH MORANE-SAULNIER and would appreciate any information available. 138. Rebuilt 1975 to original condition. Biplane, Especially interested in original paint scheme and aerobatic, motor 80 HP Rhone rotary, zero hours. when originally manufactured. John L. Bradberry, Only one in the world. $41,000 in your container. 701 West Industrial, Apt. 128, Sulphur Springs, Texas For more information contact Jean Salis, Aerodrome 75482. de La Ferte Alais, Cerny 91 France, or Dale Brooks, 5903 Boise D'Arc, Houston, Texas. LEFT WING STRUT for Luscombe 8A, N71296. Lloyd Alan Laflin, P. O. Box 511, Lake Forest, Illinois 60045. ENGINES FOR SALE STINSON 108-1, 108-2 or 108-3 (ISO-plus HP), frame must 90 WARNER - O-time since major. Accessories need be sold for rebuild or ferryable. Peter Brand, 1621 rebuilding. Contact Gary Rubottom, 1862 S.E., St. North Jefferson Road, Rt. 1, Midland, Michigan 48640. Andrews Drive, Portland, Oregon 97202. 517/631-9648.

EDITORIAL . .. off to all of those pilots of all types of aircraft who (Continued from Page 2) fit into the traffic pattern and ground pattern so home. True, we do have problems with a few, but successfully. It seems that we always hear about the a comparatively very, very few. bad parts of aviation, a constant pounding on safety, Do you know that in most cases it is those in giving all of us the feeling that we are not so good. aviation that we have problems with? Take note Well, in my book, pilots do an outstanding job, sometime and you will find that it is not the general much better than we have given ourselves credit public (who, incidentally, are not on the flight line for and when one sees the frequency of how little at Oshkosh), but those in aviation who cause the most of us fly, it even looks better. By creating more touching and finger poking at any airport. I know flying activities, causing us to fly more often, it that every nick I have on my aircraft has been pro­ will only continue to improve our proficiency. This duced by a person in aviation, either the mechanic is a much better route to go than check rides, flight or line personnel. Give it some thought. tests and any further restrictions. Also, I cannot understand the thinking of a few Let's continue to stick together, work hard, who work so hard for many long years to build or recognize each other's particular in teres ts and keep to restore, whether it be a homebuilt, antique one thing in mind - suggestions and recommenda­ rotary wing, classic or warbird, who flies it many tions come easy - but the helping hand behind hundreds of miles to an event and then doesn't want them is always hard to come by. anyone around it to look or to have questions The many comments regarding parking specific answered. Again, fortunately, these people are few. type aircraft in rows at Oshkosh is but one example. But, I am sure that most of us are quite proud of But where are those who suggest this four days be­ our machines and that this inspiration to be recog­ fore the event starts to get the ball rolling and nized and to be proud of what we put into an air­ where are those individuals to insure that those craft and showing it off to others is one of our great rows are maintained throughout the Convention of motivations. Many times, after this motivation, this the type of aircraft that they desire? The land is lure for compliments and gazers has worn off, we there, the roads are there, all we need is the help­ diligently look through barns, garages, attics and . ing hand. old hangars for a relic to again bring back to life. Before closing this bi-monthly publication (bi­ Oshkosh '76 will be a challenge for the many monthly until such time that the financial picture is Chairmen, Co-Chairmen and hundreds of volunteer sound and stable and there are sufficient articles workers. I know it is a great challenge to us to oper­ and help for the Antique and Classic Association ate this on a financially successful basis and I only to take on the entire publication, editorship, etc.), wish that the funds were available or even collect­ I would like to mention that quite often members ed that so often many people believe it attracts. will show up at Headquarters and ask if they can The problems of putting on annual events are spend a day or two helping us in the shop. The not insurmountable. Especially when one looks at thought occurs to me that maybe there are a num­ the great amount of talent that EAA has attracted ber of others who would like to come to the EAA Air that work so hard and makes this all possible. I Museum Shop to help us do rib-stitching, covering, would imagine it boondoggles some people's minds restoring of engines or help begin work on the to imagine themselves in a position of being able Ford-Tri-Motor. We've got a lot of re-skinning to to put together, manage and direct such a large do, a lot of rivets to drill, engine stands to build, event. However, with the hundreds of wonderful a multitude of work. If you would like to spend a people on the team, and though there are some very day or two or even a week, we can even arrange trying times for all, we all must agree that we have some cots in the clean work shop area where there put on the most successful aeronautical event in are toilets and showers. history and we have attracted quality. Our hats are Let us hear from you. 19 Gentlemen : not ask us if we would agree to such a move. Just received the " Sept.-Oct. " issue of The On page 31 there are photos of which you LETTERS TO THE EDITOR Vintage Airplane , which makes a guy wonder: would like our appraisal. My guesses are : what next! Are you going to cut down on the A - Friedrichshafen FF 33E number of mags made up per year? B - Friedrichshafen G-111 (Daim) - built Dear Buck : You could have substituted a nice photo of under license by Daimler Received the July-August Vintage Airplane a real antique for the shot of EAA Museum C-? yesterday. Found that Paul 's editorial hit on the outside back cover. Does one full page o - Friedrichsafen FF-64. close to home. Without the support of the picture cost more than a jumble of stamp-size What's the first prize? membership it can become next to impossible pics? I remain respectfully a fellow EAA 'er. to put out something as simple as our Spars My big gripe about club issues is that the John Carter newsletter. We have been fortunate though reader-member is not treated like a customer 1403 2nd Avenue East as response has always exceeded my ability buying a bill of goods. Those of us who are Bradenton, Florida 33505 to keep up. relegated to the ranks of spectators will only EAA 41061 Unfortunately when restoring an airplane support an organization that strives to satis­ Antique/Classic 180 Oshkosh '76 seems mighty close but we have fy a yearning for the best of whatever is availa­ once again resolved to give it a go. Seems ble. like I said that last year too! My wife asked Respectfully, Buck: me last night how much we had to do to finish A. P. Jakus Enjoyed meeting and talking with you at the one bird. After explaining she said it sound­ 2237 N. 49th St. Oshkosh Convention . ed easy, then she looked at the airplane and Milwaukee, WI 53208 As promised, I have been doing my home­ asked how come it looked hard. Guess we've work and am enclosing a list of articles from all asked ourselves that at one time or another. the May '63 through December '71 issues of Nonetheless, we are giving it a try and even Dear Gene: SPORT AVIATION. Hopefully these will prove if it comes on a trailer we are going to have Enjoyed Herman Skok's story about his suitable for inclusion in future issues of a Skyranger at Oshkosh! PA-14 Family Cruiser. I had one for a while Vintage Airplane. I tried to stay away from We would like very much to help you out in in the middle fifties, N-4285-H, and I ab­ articles that dealt with Military, Racing and your endeavors with the Division. Please let solutely believe they are the best airplane one of Machines. I'll review the remaining me know if there is anything that Spars or I ever made. issues and forward the results A.S.A.P. can do to help. We have had some really good I would like to make one minor correction. While my pen is warmed up I'd like to offer write ups over the past 2'12 years and would According to my records, only 232 of these a thought about aircraft parking at Oshkosh be most happy to forward those to you for planes were built. This explains why they are '76. How's chances to talk President Paul into publications. so rare. parking the Antiques in the area the Classics Thought yesterday's issue was the best yet. Best personal regards, occupied in '74? This year those of us with non­ Keep up the good work. Chester L. Peek steerable tail wheels, antiquated brake sys­ Best regards, 1410 Brookdale tems and limited cockpit visibility were placed Scott Carson Norman, Oklahoma 73069 the farthest distance from the active runway. 29912 - 4th Ave. S. This change would provide space so the more Federal Way, Washington 98002 numerous types, i.e.: Staggerwings, Wacos, Dear Jack: etc. could park in individual rows to facilitate Just received my July-August Vintage Air­ viewing and comparison, plus should encour­ Dear Buck: plane and like the new cover. Now I under­ age more Antique flying . Parking the Antiques I want to thank you for trying to help me stand the delays. in this area would not result in a repetition locate a pair of J-3 original wheel pants thru May I make a suggestion. With the postage of the '74 problem as the Antiques do not be­ The Vintage Airplane. I really appreciate it. rates going up it may be a good idea to go to gin to equal the number of Classics. So far I HAVEN'T GOT ANY. If noneshow up in bi-monthly publication of Vintage Airplane to If I can give you a hand with anything else a few months, I'm going to try and build some, save since the average monthly issue is 20 regarding the Division give a holler. copying the plastic ones in metal. pages. I do not believe that the majority of Regards, Yours truly, the members would oppose such a move if the Doug Koeppen Howard C. Holman average bi-monthly issue were 40 pages. Why 123 MeadOW Road Sky Ranch Riverside, Conn. 06878 Wayne, Maine 04284

Dear Paul: SPORT AVIATION ARTICLES Enclosed I am sending you a picture of my May 1963· December 1971 1946 Aeronca Champ 7AC-7DC. I would like very much to see it used in a small article at Title/Author Date Subject MaUer some future date in our magazine. Staggerwing - Dec. '61 Beechcraft Staggerwing This aircraft was built by Don Frietag in R. T. Smith 1973 and was overturned in a tornado at Bur­ Staggerwing - Jan. '62 Beechcraft Staggerwing lington, Wis. just 4 hrs after it was completed . R. T. Smith I acquired it after the tornado and with Here's A Lucky Man - Dec. '63 Spartan 12 much help from my friends Tom Johnson and No Author Listed (1 Page) Vic Andrews, we rebuilt the damage and re­ Forced Landings- Sept. '63 Forced Landing Pattern painted it just in time for Oshkosh 1974. R. T. Smith (2 Pages) I am proud to say it has won at Oshkosh Forced Landings - Oct. '63 Forced Landing Pattern both 74 and 75. Also at Ottumwa in '74. Un­ R. T. Smith (11f2 Pages) able to attend in '75. It has won 13 trophies Fairchild 24 Rebirth - Feb. '64 Fairchild 24 (4 Grand Champions) out of 12 airshows. Bob Ring (5 Pages) It is covered with Stits fabric and Stits Aero­ The Last Waco - March '64 Waco " W" Aristocraft thane paint. Also has beautiful Airtex interior. Terry O'Neill (22/3 Pages) Hoping to see it in our magazine soon. The Last Waco ­ April '64 Waco " W" Aristocraft Yours, Terry O'Neill (2213 Pages) Melvin B. Hill Mystery of the Air ­ March '65 Travel Air Mystery Ship 102 Ash St. Russell Plehinger (31f2 Pages) (Texaco No. 13) Danville, ILL 61832 Darn Good Airplane- June '65 Jobmaster Conversion of Howard H. Glenn Buffington (2'¥. Pages) Famous Forty Horsepower Cubs - Aug. '66 2 Cubs Bob Whittier (4Y2 Pages) Famous Forty Horsepower Cubs- Sept. '66 2 Cubs Bob Whittier (41f2 Pages) Famous Forty Horsepower Cubs - Oct. '66 2 Cubs Bob Whittier (3 Pages) The Waco UPF-7 - Oct. '67 UPF-7 Leo J. Kohn (5Y2 Pages) History Making Golden Eagle Sept. '67 Golden Eagle Monoplane Monoplane ­ H. Glenn Buffington (51f2 Pages) Experiments at Ryan - July '67 ST Series Dorr Carpenter (31f2 Pages) Odyssey of N21R­ April '68 Waco Taperwing H. Glenn Buffington (3 Pages) Karl White & The Junior ­ June '68 Curtiss Wright Junior Bob Whittier (5 Pages) Karl White & The Junior ­ July '68 Curtiss Wright Junior Bob Whittier (6 Y2 Pages) AI Will iams & Gulfhawk II ­ Nov. '68 Gulfhawk II Kenneth D. Williams (3Y2 Pages) Making A " Bump" Cowling ­ Jan . '69 Waco CUC-2 Richard Stouffer (!Y2 Pages) All About Streamline Tie Rods ­ March '69 Tie Rods Bob Whittier (6 Pages) Color Schemes & Markings ­ May '69 Boeing Stearman Kenneth D. Wilson (4Y2 Pages) The Waco Story ­ Aug . '69 Waco Aircraft Ray Brandly (4 Pages) The Waco Story ­ Sept. '69 Waco Aircraft Ray Brandly (5 Pages) The Waco Story ­ Oct. '69 Waco Aircraft Ray Brandly (4 Pages) Topeka Robin Goes to Roost - Jan. '70 Curtiss Robin Dr. Leland W. Weber (!Y2 Pages) Last Flight of the Oldest Fairchild ­ Jan. '70 Fairchild FC-2 Herbert M. Harcom (1 Page) California Eagle ­ March '70 American Eagle Claude Gray (3 Pages) Ranger-Coffman Airplanes ­ July '70 Ranger-Coffman Airplane George E. Goodhead, Jr. (2Y2 Pages) Father of Wichita Aviation ­ Dec. '70 Swallow Jake Moellendick (4Y2 Pages) Great Lakes Sport Trainer ­ Jan. '71 Great Lakes Bill Blake (5 Pages) Classic Airplane ­ Jan. '71 Luscombe 8A Jack Cox (2 Pages) Classic Airplane ­ Feb. '71 Luscombe 8A Jack Cox (3 Pages) Classic Airplane March '71 Taylorcraft BC-12D E. L. Parker (2Y. Pages) The Heath Parasol March '71 Heath Parasol No Author Listed (2 Pages) The Gee Bee Story ­ March '71 Gee Bee Racers Bill Sweet (2 Pages) The Roscoe Turner Museum ­ April '71 Roscoe Turner (Photo by Dick Stouffer) No Author Listed (4 Pages) Bob Whittier revs up his trusty Stearman-powered pith The Gee Bee Story ­ May '71 Gee Bee Racers helmet. Each year Bob shows up at Oshkosh with a dif­ No Author Listed (6 Y2 Pages) Classic Airplane ­ June '71 Ercoupe ferent variation of this hat. His thumb is pressing a Peter H. Burger (4 Pages) button that sets the model's prop spinning. Bob is a well Spirit of Pueblo ­ Oct. '71 Vultee V-1A known aviation writer from Duxbury, Massachusetts. Jack Cox (3Y2 Pages) Rebuilding An Aeronca Chief ­ Dec. '71 Aeronca Chief Carl J. Moore (3 Pages) (Photo by Dick Stouffer) Robert Hall of Hampshire, Illinois in his Fairchild 24R.

21 Casey Lambert is a long time EAA member and a name well known among the aviation greats. Lambert Field in St. Louis bears his Uncle's name and he was one of the major contributors to the financial success of Charles Lindbergh's famous flight. Casey, who just recently visited EAA Headquarters and Air Museum was extremely pleased with what has been accomplished and plans to contribute his 150 hp immaculate Model 0 Baby Ace float plane. This 50 hour total time airplane was his second Baby Ace and is located in his northern Wisconsin estate. The above photo shows Casey in his Hisso powered Standard at an air show in the St. Louis area in the twenties - one of the early day auto to plane transfers. Casey has owned numerous aircraft in his most col­ orful career, ranging from Jennies, Lockheed Cirrus', Curtiss Biplanes, Curtiss fighters, various amphibians and more modern day factory built aircraft. He is win­ tering at his home in Boca Raton, Florida with many of his aviation friends and frequently gets together with Matty Laird.

(Photo by Lee Fray) Raymond Jones, Jr. (EAA 94749) of Milford, Michigan has loaned this Morane-Saulnier Model 130 to the EAA Air Museum. The plane was designed in 1926 as a French military trainer and is fully aerobatic. Powered with a zero time 230 hp Salmson engine, the aircraft is in mint condition and is currently on display in the military and aerobatic section of the museum.

(Photo by Dick Stouffer) Phil Michmerhuizen of Holland, Michigan climbs out in his sharp little J-3.

22 CF-IVO, a DeHavilland Tiger Moth donated to the EAA Air Museum in 1964 by Father John MacGillivray, currently stationed with the RCAF, Ottawa, Canada. CF-IVO fuselage is in the EAA Air Museum restoration shop preparatory to fuselage recovery and a return to flight status. The wings and tailgroup were recovered as part of the 1975 Oshkosh Workshops. CF-IVO Tiger Moth shows a portion of its structure which was found to be in excellent condition. The EAA Air Museum contains some 170 aircraft and most of them are flvable.

(Photo by Lee Fray) " Greats of Aviation" at Oshkosh 1975. This photo was taken during the airshow on July 31. FRONT ROW (left to right): Jack Rose, Karl H. White, Ole Fahlin, Bob Granville, Clayton Bruckner, Matty Laird, Russ Brinkley, C. G. Taylor, Fred Weick, Bill Ong, Grace Harris, and Bernie Pietenpol. BACK ROW (left to right) : Roger Don Rae, Herman Monocoupe 90, 90 hp Lambert. M. R. Wilson, Grape­ "Fish" Salmon, Eldon Cessna, Howard Morey, Tony vine, Texas . LeVier, Steve Wittman, Martin Jensen, Ed Granville, T. Claude Ryan, Jim Church, and Vernon Payne. (Photo by Ted Koston) Replica WW I adversaries, the British SE-5 by Jack Hickey, South St. Paul, Minnesota and the German Fokker DVII by Fred Berg of St. James, New York.

(Photo by Ted Koston) Independent ailerons, " pigeon tail", tri-cycle gear . . . (nstant recognition features for Dale Crites' 1911 Cur­ tiss Pusher, the " Silver Streak."

(Ph oto by Ted Koston) Dale Crites of Waukesha, Wisconsin in his OX-5 power­ ed Curtiss Pusher. This aircraft differs from Dale's earlier Curtiss, " Sweetheart", which is now in the EAA Air Museum, in that it utilizes the shoulder yoke for aileron control. Dale is the only known pilot in modern times to be flying with this " lean for a turn" system.

24 (Pho to by Ted Koston) Loren Gilbert of Rio, Wisconsin in his Travel Air 4000. The aircraft was purchased from Richard Bach who used this and a number of other 4000s in the filming of the movie " Nothing By Chance." Much of the movie was filmed at the Rio airport.

(Pho to by Dick Geist) " Found this in the Boeing P.R. office. Believe it is a fairly recent USAF photo."

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Beautiful Tie Tac/Lapel Pin and charms with the official Antique/Classic Emblem. Blue with silver or gold.

Charm - Silver $3.25 Charm - Gold $3.50 Tie Tac/Lapel Pin $4.00 (Gold Only) Above prices include postage.

Send orders to: Antique/Classic Division P. O. Box 229 Hales Corners, WI 53130

FLORIDA SPORT AVIATION ACTIVITIES - The very active Florida Sport Aviation Antique and Classic Association has a fly-in some­ where in the state almost every month. The decision on the location of the next fly-in is usually made on too short notice for inclusion in The Vintage Airplane, so we recommend to all planning a Florida vacation tfiatthey contact FSAACA President Ed Escallon, 335 Mil­ ford Drive, Merritt Island, Florida 32925forfly-in details. Join the fun!

JANUARY 19-25 - LAKELAND, FLORIDA - 2nd Annual Mid-Winter Sun 'n Fun Fly-In. Contact Martin Jones, 1061 NewTampa Hwy., Lakeland , Fla. (813)682-0204.

JULY31-AUGUST8-0SHKOSH, WISCONSIN-24th Annual EAA International Fly-In Convention. Start making your plans NOW!

Back Issues Of The Vintage Airplane

Limited numbers of back issues of THE VINTAGE AIRPLANE are available at $1.00 each . Copies still on hand at EAA Headquarters are:

1973 - MARCH, APRIL, MAY, JU E, JULY, AUGUST, SEPTEMBER, OCTOBER, NOVEMBER, DECEMBER 1974-JANUARY, FEBRUARY, MARCH, APRIL, MAY, JUNE, JULY, AUGUST, SEPTEMBER, OCTOBER, NOVEMBER, DECEMBER 1975 - JA UARY, FEBRUARY, MARCH, APRIL, MAY, JUNE, JULY-AUGUST, SEPTEMBER-OCTOBER 26 an exclusive opportunity for you to own

Wingspan of Sterling Silver Replica is 12% n. AN EXACT STERLING SILVER REPLICA OF THE ORIGINAL WRIGHT BROTHERS AEROPLANE A RARE AND EXTRAORDINARY COLLECTOR'S ITEM THAT NO MORE THAN 1,000 PEDPLE IN THE ENTIRE WORLD CAN EVER DWN • Endorsed by the prestigious Aviation Hall of Fame and selected for "Honored Display" during the U.S. Bicentennial Celebration! • Authenticated by the Smithsonian Institution's Curator of Aircraft, as accurate and as perfect in every detail to the original Wright Brothers aeroplane. • Highlighted with lustrous 24 karat gold. • Beautifully encased in a protective Lucite display holder, mounted on a hand·made walnut base. • A unique and special edition artistic masterpiece with attractive investment potential! • Available for $750.

Yes ... you are invited to be among the very few fortunate people in the entire world who will proudly own this magnificent. exact replica of the Wright Brothers' first machine·powered aeroplane, the Flyer. The replicas will be completely handcrafted by expert silversmiths, whose uncompromising perfection in the old·world art of silver craftsmanship is still a matter of special pride.

SEND FOR FREE COLDRFUL BROCHURE Please rush to me the information-packed 8034 The limited edition Wright Brothers aeroplane replicas are Wright Brothers aeroplane replica brochure. available exclusively through Paramount Classics, a Division Name ______of Paramount International Coin Corporation, on a first· come, first·served basis. No more than 1,000 replicas will Address ______ever be produced! Each will be sequentially numbered, curated and registered in the owner's name to assure the -=-=-:-:======~s~ta~t~e==:=..:Z~iP~==:::=:::; originality and integrity of this limited edition collector's SendCity to: item. PARAMOUNT For an exquisite and incomparable showpiece, a trea · CLASSICS sured heirloom, or the ultimate gift - this is a once·in ·a·life· time opportunity for you! See that you are among the first Y~..%dgdbuJ to receive our beautiful brochure, containing complete PARAMOUNT BUILDING ENGLEWOOD, OHIO 45322 descriptive and ordering details concerning the sterling silver Wright Brothers aeroplane replica. Mai l the attached information form immediately!

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