EDITORIAL STAFF

Publisher Ta m Poberezny March 1997 Vol. 25, No" 3 EdHor,in,Chlef Jac k Cox CONTENTS EdHor Henry G. Frautschy I Straight & Level Managing EdHor Espie "Butch" Joyce Gold a Cox Art Director 2 AlC NewsIH.G. Frautschy M ike Drucks 3 Type Club NoteslNonn Petersen Computer Graphic Specialists O livia L. Phillip Jennifer Larsen 4 AlC Volunteersrrrisha Dorlac M a ry Premeau Page 8 Associate Editor 7 Mystery PlanelH.G. Frautschy No rm Pete rsen Feature Writer 8 Curtiss Museum! Dennis Parks Kirk House Staff Photographers Jim Koepnick LeeAnn A b rams 1 1Antique/Classic Home/ Ken Uchtenburg Andy Heins Advertising/Editorial Assistant 12 The Granville Brothers NR49VI Isabelle W iske David B. Jackson EAA ANTIQUE/CLASSIC DIVISION, INC. 13 Louise Thaden 60th Anniversary OFFICERS Memorial 1996 Staggerwing Tourl Norm Petersen President VIce-President Espie "Butch" Joyce George Doubner Page 13 P.O. Box 35584 2448 Lough Lone 17 Doug Fuss' Laird LC-B CommerciaV Greensboro. NC 27425 Hartford. WI 53027 H.G. Frautschy 910/393-0344 414/673-5885 Secretary Treasurer 22 Pietenpol Homecoming! Steve Nessa Cha~esHarris 2009 Highland Ave. 7215 East 46th St. Andrew King Albert Leo, MN 56007 Tulsa. OK 74145 507/373-1674 918/622-8400 24 What Our Members Are Restoring! Norm Petersen DIRECTORS John Berendt Gene Monis 7645 Echo Point Rd. IISC Steve Court, R.R. 2 26 Pass It To BucklE.E. "Buck" Hilbert Connon Falls. MN 55009 Roanoke, TX 76262 507/263-2414 817/491-9110 Phil Coulson 27 Welcome New Members 28415 Springbrook Dr. Robert C. "Bob" Brouer Law1on, MI 49065 9345 S. Hoyne 616/624-6490 Chicago. IL 60620 28 Calendar 3121779-2105 29 Vintage TraderlMembership Joe Dfckey John S. Copefond 55 Oakey Av. 28-3 Williamsbur8 Ct. Information Page 17 Lawrenceburg. IN 47025 Shrewsbury. MA 1545 812/537-9354 fiJ8/842-7867 6 Dale A. Gustafson StonGomoiI FRONT COVER ... Doug Fuss. Mington, TX eyeballs the photo ship through the disc of his 7724 Shady Hill Dr. 1042 90th Lone, NE Hamitlon propeller being driven by the Wright J-4 engine that powers his 1926 Laird LC-B Indianapolis. IN 46278 Minneapolis. MN 55434 Commercial. Picked as the Golden Age Champion at EM Oshkosh '96, it hod members 317/293-4430 612/784-1172 "oohing' and "ahhing' all week during the Convention. An historic airplane. it placed Robertlk:ktelg 1708 Boy Oaks Dr. JeannieHiH second in the 1927 National Air Derby. in addtion to flying over 70.000 air miles during ~s P.O. Box 328 on Contract Air Mail Route 9. EM photo by Jim Koepnick. shot with on E05-1 n Alberf Leo. MN 56007 ~~~" ~~?:e_"'::: 507/373-2922 Harvard. IL 60033 equipped with a 70-21Omm lens. 1/125 sec. @f 16 on 100 ASA slide film. EM Cessna 210 815/943-7205 photo plane flown by Bruce Moore. Dean Richardson 6701 Colony Dr. Robert D. "Bob" Lumley Madison. WI 53717 1265 South 124th st. BACK COVER ... Italy "The Great War' is the title o f this watercolor illustration by 608/833-1291 Brookfield. WI 53005 accomplished aviation artist William Marsalko. Fairview Park. OH. For more information on 414/782-2633 this entry in the EM Sport Aviation Art Competition. please tum to A/C News on page 2. S.H_"Wes " Schmid GeoII Robison 2359 Lefeber Avenue 1521 E. MacGregor Dr. Wauwatosa. WI 53213 New Haven. IN 46774 414/771-1545 219/493-4724 Copyright © 1997 by the EM Antique/Classic Division Inc. All rights reserved. George York 181 Sloboda Av. VINTAGE AIRPlANE ~SSN 0091-6943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of the Experimental Mansfield. OH 44906 Aircraft Association and is published monthly at EM Aviation Center, 3000 Poberezny Rd. , P.O. Box 3086, Oshkosh, WISCOnsin 54903-3086. 419/529-4378 Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at addnional mailing offICeS. The membership rate for EM Antique/Classic Division, Inc. is $27.00 for current EM members for 12 month period of which $15.00 is for the publication of VINTAGE AIRPLANE. Membership is open DIRECTOR EMERITUS to all who are interested in aviation. E.E. "Buck" Hilbert POSTMASTER: Send address changes to EM Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO P.O. Box 424 ADDRESSES - Please allow at leasl two months for delivery of VINTAGE AIRPlANE to foreignand APO addresses via surface mail. Union. IL 60180 ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive 815/923-4591 criticism and welcome any report of inferior merchandise obtained through our advertising so that cooective measures can be taken. ADVISORS EDITORIAl POUCY: Readers are encouraged to submn stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibilny for accuracy in reporting rests entirely wnh the contributor. No renumeration is made. Steve Krog Roger Gomoll Material should be sent to: Ednor, VINTAGE AIRPlANE, P.O. Box 3086. Oshkosh, WI 54903-3086. Phone 414/42&-4800. 930 Taro HL E 3238 Vicoria St. N Hartford. WI 53027 St Paul. MN 55126 The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL 414/966-7627 612/484-2303 CONVENTION, EM ANTIQUE/CLASSIC DIVlSfON, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered trademarks. THE EM SKY SHOPPE and logos of the EM AVIATION FOUNDATION and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above association is strictly prohibited. STRAIGHT & LEVEL

by Espie "Butch" Joyce

and featuring a photo of Gene in the imagine what it must to have been like to cockpit of his Davis D-l W. have done this by shooting the stars? The next individual to be honored was I'll bet many of you are making your What a contrast between the weather E. E. "Buck" Hilbert. There is hardly a plans to attend the EAA Sun 'n Fun Fly­ here on the beach in Florida and the person in the old airplane movement who In. I plan to be there for the entire week, weather last week during the does not know Buck. He's a charter and look forward to visiting with individ­ Antique/Classic Board meeting in member of the Antique/Classic Division, ual members on the grounds. The An­ Oshkosh. The weather was not that bad and has been a contributing editor to tique/Classic Parking Chairman is Ray in Oshkosh, but it was sure different from VINTAGE AIRPLANE from the start. Olcott. Should you have any special re­ a high of 85°F during the day down here He continues volunteering for the Divi­ quest contact Ray at P. O. Box 6750, in Florida! sion with his "Pass it to Buck" articles, Lakeland, FL 33807 or 1-941-644-2431 , Your Board of Directors had a good and has been the Treasurer of your Divi­ FAX 1-941-644-9737. meeting, with a number of new programs sion for years. Buck was honored several The Antique/Classic Headquarters and and projects being discussed. As these years ago by being placed in the An­ aircraft registration is handled by A/C items take shape I will keep you in­ tique/Classic Hall of Fame. To honor his Chapter I, and they can be contacted in formed on their progress. The EAA service to the Division and VINTAGE the same manner. Some of the site im­ Board of Directors, Foundation Board of AIRPLANE, Buck again was given a provements that have been completed Directors, Antique/Classic Board of Di­ plaque to once again recognize his dedi­ this year include a new public entrance rectors, NAFI Board of Directors, the cation to the Antique/Classic movement. pathway, redesigned outdoor commercial Ultralight Committee, other various These two individuals have chosen to exhibit area, a newly designed camper committees and a number of EAA staff retire from the EAA Antique/Classic registration center, and the ultralight members were invited to dine together at Board of Directors, but still today remain camping area has been relocated and ex­ the EAA Museum on Friday evening . active within our movement. To replace panded. Over 400 commercial exhibits This is a great way to relax and discuss Buck as Treasurer, the Board appointed representing the leading edge of aviation different EAA issues with people outside Charlie Harris to fill Buck's unexpired technology will offer everything from of the structure of a board room. During term. To replace Charlie Harris as Direc­ complete kits to components. And, for this evening it was my privilege to pre­ tor, the Board appointed Joe Dickey to the restorer or builder looking for that sent an award to a pair of individuals of fulfill Charlie's unexpired term. I also elusive part a visit to the Plane Parts Mart most deserving character. feel honored to be associated with such is definitely in order. Check out their In my remarks that night, I stated that great people. web site at http://www.sun-n-fun.com. being recognized before such a di stin­ I am sitting here in the sunshine writing By the way, if you are one of the many guished group of leadership and volun­ this "Straight & Level" with my lap top. It members who have access to E-mail, you teerism would be hard to match anywhere is totally amazing how fast technology has can send me messages directly at wind­ else I could imagine. come in such a short time. I mean, no [email protected]. First to be called forward was Gene sooner had I paid for the Foster R-Nav in As you can see, being an Chase. Gene was the editor ofyour mag­ my Beech, when the first aviation Loran Antique/Classic Division member can be azine VINTAGE AIRPLANE for a num­ units hit the marketplace. Now, faster a lot of fun - even more so when you get ber of years and, before that, he worked than I can spend money, here is the GPS to know some other members. We will for EAA performing other duties as receiver. The second week of February, in the near future be showing you how needed. Once Gene retired from EAA in two Long-EZs left the USA for a trip you can help us out with your growing 1988, he became a volunteer for the An­ around the world; I'm sure you will be membership and have some fun at the tique/Classic Division and soon came on hearing more about this in SPORT AVIA­ same time. board as an Antique/Classic Director. TION. They have a GPS, a SAT Link, Guess what? That sunshine has turned He has also served as a volunteer in the and laptops computers so that they can E­ to raining like crazy. I have got to run Antique judging corps during EAA mail anytime that they wish! Via the down and cover up some old airplane en­ Oshkosh. To honor him for his effort in satellite link, they can access most any gines on the back of my pickup. Let's all furthering the EAA Antique/Classic other item you might think of, but it is still pull in the same direction for the good of movement, Gene was presented with a a great challenge of man and machine to aviation. Remember we are better to­ plaque detailing his accomplishments complete this mission. Can you even gether, join us and have it all! ... YOUNG EAGLES DAY JUNE 14, 1997 A/C NEWS Mark your calendars and be sure the an­ nual on your aeri al chariot is completed in time for International Young Eagles Day, compiled by H.G. Frautschy held this year on June 14. While you are certainly encouraged to fl y a Young Eagle any other day of the year, the worldwide event on June 14 acts as a focal point to highlight the benefits of the EAA Young Eagles program. By giving a new perspec­ tive on the world of aviation to youngsters, we can help ensure the future of sport avia­ tion. If you need more information on how to become a Young Eagles pilot, or if you j ust need to ask a few questions, please contact the EAA Young Eagles office at 4 14/426-483 1.

80 OCTANE AIRPORTS As mentioned in last month's issue of VINTAGE AIRPLANE, we are compiling a list of airports that sell 80 octane aviation fu el, which will be published in the June is­ sue of the magazine, as well as post it on our EAA AntiquelClassic Web Site and in­ clude it in the EAA Fax-On-Demand sys­ tem when it becomes available. If you' d SWIFT FINDS A NEW SUPPORTER li ke your FBO listed, send a note to us here The Swift Museum Foundation has entered into a licensing agreement with Aviat, Inc. in Afton, WY. Stuart Horn, president of Aviat, said "The foremost thought in our at EAA HQ. The address is: Vintage Air­ mind, is the continued support of the approximately 700 Swifts still flying. plane, P.O. Box 3086, Oshkosh, WI 54903­ "By mid-1997 we will have worked Swift assemblies into our existing production 3086. No phone calls please, but you can facilities and will be producing parts, as requested by the Swift Museum Foundation. fax your listing to 4 14/426-4828, or E-mail The parts will be made on original tooling which will have been reconditioned or it to [email protected]. updated." Joining in for the announcement, Charles Nelson, Founder and President of the Swift THE DENTON FLY-IN MOVES Museum Foundation said that they were pleased to have a reliable source of parts for If you're one of the many antiquers who the Swift Association members' aircraft. "Aviat's business is building aircraft and enjoys the Texas Chapter of the Antique that's what we've needed all along." Plans are also being made to put the Swift back into production, hopefully within the Airplane Association' s fly-in at Denton next two years. The "Swiftfire" project is not included in the agreement - those mod­ Texas, you ' ll need to change your destina­ ifications are owned by a separate company. tion. The " Denton Fly-In" is moving to Aviat is in the business of producing aircraft that fill narrow niches in the aviation Gainesville, TX. It wi ll be held June 13­ market. They build the Pitts Special and the Husky A-1, as well as the Eagle biplane 15, on the municipal airport there in kit. We offer our congratulations on their decision to support one of the most beauti­ Gainesville. Camping is still OK, although ful Classic airplanes ever built, and salute Charlie Nelson and the Swift Association no shower facilities are available. The edi­ for their progressive work towards keeping the Swift in the air! tors of their newsletter suggest booking your hotel rooms as soon as you can, since ABOUT OUR BACK COVER . .. low him is the War Cross. Just slightly be­ there a re other events being held in the William Marsalko, Fairview Park, OH low the center of the painting is the portrait area. Have fun! has been creating a series of mixed media il­ ofTen. Ruffo Di Calabria, Italy's finest ww lustrations depicting, in montage form, many I ace with 20 victories. To the left of him is VINTAGE SAILPLANE RALLY of the key World War I pilots, their planes Ten. Adriano Bacula of the 85a Squadriglia If you like something different on your fly­ and decorations. As you can see, each paint­ and his Macchi I I Nieuport "Bebe." Just in visit, why not consider a trip to the 1997 ing requires a great deal of research. This below that, above the map of the Italian Southwest Antique and Classic Soaring Rally painting is entitled Italy "The Great War," Front, is an Ansaldo S.V.A.5 of the Italian (SVCSR), June 15-21 in Moriarty, New Mex­ and it was awarded a Par Excellence ribbon 87a Squadriglia. At the very bottom is Capi­ ico. Open to the first 60 vintage gliders that during the 1996 EAA Sport Aviation Art tano Arturo Bonucci, 91a Squadrigli a. are 25 or more years of age that register (ramp Competition. A multiple award winner in the Sport space limits the number ofgliders that can be At the top of the painting is a Caproni Aviation Art Competition, Wi lliam is best accomodated), the event brings together those Ca33 of the 3a Squadriglia of the 18th known for his work focused on WW I avia­ aviators who enjoy silent flight in the gliders Bomber Wing. Just below and to the right is tion. He credits Mr. Neal O'Connor of New of yesteryear. Who knows, you might get a a portrait of Capitano Federico Zappel­ York for helping him with his research on good look at a Baby Bowlus or perhaps take a lonione of the Caproni Bomber Force. his projects, and has many of these paintings ride in a WW II era training glider. For more Flanking him are, on the left, The Order of are on display in the Kettering Ha ll Gallery. information, please contact the Southwest St. Maurice, 5th Class, and on the right, The Our thanks to Wi ll iam for sharing his paint­ Glider Rally, P. O. Box 1812, Moparty, NM Order of St. Lazarus, 5th Class. Directly be- ing with us. 87035 or call 505/832-0755. ....

2 MARCH 1997 IS IT HEAVIER THAN YOU THINK? Type Club by Jeff Burnes, Coupeville, WA

The answer to that question might be sur­ prising, even shocking to many 12011 40 owners. The truth is, you might just want to go on not knowing, rather than being di sappointed. It is a very important factor in the operation of your aircraft The origi­ nal "typical" aircraft weights given by Cessna were approximately 780 pounds by Norm Petersen As a lot of ten, the cowls will for the 120 and 860 pounds for the 140, be delivered spun, leading and the only way to know what your air­ Compiled from various type club edge ring installed, bumped, craft weighs is to have it accurately cut and hinged for approxi­ weighed as it is equipped today. If you do publications & newsletters mately $850. Contact Larry go through this exercise, the frrst thing you Scalbom for exact details and are going to ask yourself is, "Is there real­ ly more gravity now than in 1946 or do From Coupe Capers, the Ercoupe figures at 847-564-8643 or [email protected]. old airplanes just get heavier with age Owners Club (like some of us)?" One thing is very Editor and Executive Director: Skip clear - the "original" weights were for a Carden (919-471-9492) The Air Force wire services ran a lengthy piece on the services for Charles A . very basic airplane, i.e., wood prop, no heater, single brakes, 3 coats of dope, no Airworthiness Alerts - DOT Anderson, who died last April at the age of 89 . The dispatch reads, " ".Charles wheel extensions, two-ply tires, basic Ercoupe 415-C - Wing Corrosion Anderson was the son of a chauffeur who instruments, no radio, no strobes or bea­ taught himself to fly and is best remem­ cons and a small tailwheel. Oh, and of The upper wing spar caps on both wings bered for his role as mentor of the Army course, no paint. were severely corroded. Air Corps' first black fighter pilots, the Since we haven' t seen a 1201140 in this This problem was discovered while Tuskegee Airmen, and is widely recog­ configuration lately (or ever), it helps us to preparing wings for fabric replacement. nized as the father of African-American cope with this realization that the average Several layers of various types of old tape aviation. The Tuskegee Institute hired airplane is 950+ Ibs. empty. Now when it applied to the spar caps hid, and probably Anderson in 1940 to develop a civilian comes to flying, weight is everything and promoted, propagation of the corrosion. pilot training program for blacks. more specifically, weight to horsepower. The corrosion of the spar caps had pro­ At the time, he was the only African­ The problem is that (as with other weight gressed to the point of exfoliation and American who held a commercial pilot's gain) the weight is not as easy to get rid of delamination of the metal. The area of license from the CAA. A native of as it is to gain. damage covered the full length of the spar Bridgeport, P A, Anderson bought his first At this point I must warn you, if you want caps and varied in depth to a maximum of airplane, a used Velie Monocoupe, in 1928 to get into this weight loss/performance .0625 inch. The cause of this defect was with $500 in savings and $2000 in loans thing, it can become an obsession (it has not alluded to by the submitter, although it from family and friends. Because most with me). It can be fun and rewarding was suspected the tape held water and flight instructors would not accept black such as 120 mph cruise and 1000 fpm other contaminates in contact with the spar students, Anderson learned much about climb on 85 hp! Many would not care for caps. Part total time - 1,938 hours . flying from trial and error. After his first the sacrifice in equipment to achieve this (Vintage Editor's Note: Certainly the serious accident, his mother tried to chop performance. The other alternative is to number ofhours on this part is important, up his Velie with an axe. He found an increase the horsepower to the 100 hp but most important are the number of instructor - Ernest Buehl, a German immi­ engine which also works well. After own­ years it took to accumulate 1,938 hours ­ grant and WW I aviator - and earned his ing four previous 140's with the 85 hp over 50 years of being exposed to all th e commercial pilot's license in 1932. engine and other higher performance air­ environment has to offer! - HGF) Anderson's commercial flying career con­ planes, I wanted to have a little more tinued until he was into his eighties .. ." envelope with my "new" 120. Yes, I always wondered what an original 120 The Monocoupe Flyer - Newsletter 121, (Note: Ernie Buehl, by 1928, had flown flew like when it left the factory. January 1997 with (Roald) Amundsen to the Arctic (in This set the stage for my ongoing re-con­ Bob Coolbaugh, editor, Manassas, VA, 1923), and was a noted Junkers/BMW figuring of N77016 - a Cessna 120. phone: 703-590-2375 mechanic and barnstormer. He ran several Starting with a big cardboard box, I pro­ FBO's in the Langhorne , PA, . area, ceeded to remove the 100+ pounds that had been added through the years. This is BACK PAGE NEWS AND NOTES including his "Flying Dutchman Field" at a partial li st of the items I removed: metal Larry Scalbom has ordered TEN Warner Somerton, PA, which he operated for 30 prop, complete electrical system including 14511651185 bump cowls. The maker years. So, "Chief' Anderson did well to the lights and wiring, gyro and venturi, asked for a minimum of ten to turn the learn his fundamentals from the Flying remote compass, large tailwheel, and some spinning plug and set up the bumping jigs, Dutchman and the Monocoupe. These he very heavy interior materials. I did retain so Larry footed the bill for the lot in antic­ very ab ly passed on to a very successful a 720 radio, intercom, a 12 amp battery ipation of members of the Monocoupe fighter squadron.) Club stepping in with orders. Larry has and the wheel pants. This made it very worked very diligently on the cowling close to the original data sheet specifica­ search and nearly had it resolved with Jaap International Cessna 120/140 Association tions for the 120, i.e., wood prop, no elec­ Mesdag's KLM connection, but it appears Bill Rhoades, newsletter editor and main­ trical at all, basic instruments, no wheel that Larry has a local source nailed down. tenance advisor, phone: 612-652-2221 Continued on page 5

VINTAGE AIRPLANE 3 VOLUNTEERS AT OSHKOSH: MANPOWER and DATA PROCESSING

by Patricia "Trish" Dorlac

This month I have the privilege of in­ troducing you to Anna Osborn, Chair­ man of Manpower, and Janet Bennett, Chairman of Data Processing, in this ongoing series about volunteers at Oshkosh. Anna Osborn has been involved in aviation for many years. Her personal bicentennial project to earn her pilot's license began January I, 1976! Anna learned to fly in Chicago where she was a charter member of EAA Chapter 790 in Barrington, Illinois. She was also the second female to hold an office in the Stick and Rudder Flying Club in Waukegan, Illinois, and is the only Anna Osborn, Gloria Beecroft and John Osborn demonstrate the attitude we volun­ woman to have served as that club's teers have come to know as one of our younger volunteers (Paige) looks on. president! Anna retired after 27 years as a the outstanding efforts and craftsman­ Oshkosh is matching volunteers with school librarian and moved to Ker­ ship of Stan Gomoll who has greatly in­ jobs they love. The real satisfaction is rville, Texas with her husband John, creased the comfort of their working watching those volunteers move be­ their 1944 Cub and 1978 Cessna 172. quarters, installing shel ves and drop yond simply being at Oshkosh to being She is currently the Engineering Librar­ down shades. She and her assistants an active part of Oshkosh! If you have ian for Mooney Aircraft. Anna is active would not mind if next year a sign were not yet met Anna, drop by the volunteer in both EAA chapters 1088 and 747 and added stating, "SEAPLANE BASE booth this year. If you haven't worked is also secretary of the Southwest Re­ BUS THAT WAY"! Due to the booth's lo­ with us before, I know Anna and her gional Fly-In held every October in cation at a busy intersection, it is often mis­ staff can find just the job you are look­ Kerrville. taken for an information booth. Now we ing for! Anna began volunteering officially know what the most commonly asked ques­ Closely connected to the Manpower with Antique Classic in 1980 on the tion is at the Manpower booth! operations is Data Processing, chaired flight line, working with crowd control Asked about her favorite part of by Janet Bennett from Roseville, Cali­ and parking planes. She credits her re­ Oshkosh, Anna told me that she loves fornia . Janet's work begins well before cruitment to the efforts of the late Art to be at work early in the morning to the show starts and ends after it is all Morgan, who she says was a pleasure to watch the field come to life. She also over as she crunches numbers, figuring work with. enjoys camping in the Antique Classic out all kinds of statistics, finally send­ Before becoming chairman of Man­ area and living on the field during the ing her findings on to several of the An­ power, Anna was recruited by former airshow. When discussing airshows in tique Classic Directors. chairman Gloria Beecroft. Initially she the past, Anna commented that her most Janet has been volunteering with An­ co-chaired with husband John and with awesome memory was the year all the tique Classic since 1988. Attending her Barbara and Frank Miles. As chairman Jennys were on display." Like most of first convention, she headed straight for the last year, Anna has kept busy, but us, Anna loves being a part of the the Red Barn and signed up to work on credits the smooth running operation to Oshkosh annual family reunion where the flight line where she helped with her co-chairman John Osborn and to every year people and their planes are crowd control and parking aircraft. Al­ key helpers Jan Kamps, Pat Tortorige, reunited! though she keeps busy with data pro­ and Ruthie Claussen. She also praises The most exciting part of her job at cessing, her expertise on the computer

4 MARCH 1997 Type Club Notes Continued from page 3

extensions, no back windows, single brakes and a small tailwheel. Even at that my empty weight was still over 850 pounds. The paint still has to be removed (I'm waiting for warmer weather) and the interior finished. All finished, I am shooting for an empty weight of 850 Ibs. This really results in a different airplane that is nimble and fast. Think about the reduced stress. I removed 40 pounds stressing the engine mount itself by removing the starter, 35 amp gen­ erator and the metal prop. The 40 pounds turns into 120 at 3 g's - my personal limit for the plane. Thi s brings up another fea ­ ture. Even though we don't do aerobatics in these airplanes, it is amazing the view you can get of the horizon from every angle without exceeding 112 to 3 g's in this light plane. Earl Nicholas and Sarah Marcy look bemused as Janet Bennett literally enjoys the Well, all in all, I'm having fun with this support of her husband Dave (the Division's newest advisor) during a break in the real Cessna 120. It's not the plane for computing. everyone, being basic and no electrical, found her recruited this year to work in nametags were once basically dispos­ but I sure do like the performance. Operations as a beHringer. In 1989 able but now are laminated and more she became the "unofficial" co-chair­ official looking - they now include the Bamboo Bomber Club Newsletter - man for Tom Auger. When asked to volunteer's name, job description, and Cessna T-50, AT- 17, UC-78 chair for 1990, she accepted and has occasionally even a photo! Newsletter editor, Jim Anderson, Marine so enjoyed her job that s he keeps Some other changes Janet has seen on St. Croix, MN, phone: 612-433-3024 coming back! include the move from a trailer to the Included among her key volunteers Aerogram building. In their new quar­ 21 ST AND 22ND FL YING BOBCATS are Sue Trovillion and Jason Hartwig ters Janet has been able to streamline FOUND who Janet says were both tremendous the data base and thus provide more de­ A model builder from Nebraska and help. Her chief programmer is her hus­ tailed reports. The sampling in the box Elmer Steier (Whittemore, IA) told me band David who also works in the An­ below shows what Janet does and illus­ that Gene Overturf in Columbus, NE, is tique/Classic membership and informa­ trates how fascinating statistics can be. flying his Bobcat and is not on my list of tion booth. Earl Nicholas of Aerogram Hats off to you 1anet Bennett and to flying T-50's. fame runs the nametag portion of this your staff! Here's a sampling of the sta­ Yes, indeed, I called Gene and he con­ firmed that N47 15 5, Serial Number 5264, operation and along with Janet has initi­ tistics put together by Janet and the An­ is flying, the 22nd known T -50 in service, ated many changes to the nametag. The tique/Classic data processing staff: with Bill Cherwin's the 21st. Gene and his wife, also a pilot, tried to get to the Jonesboro T-50 reunion, but lost an 1996 CONVENTION VOLUNTEER STATISTICS engine due to ignition problems on the way, and ended back in Kansas City. He There was a total of 318 volunteers who logged 12,791.90 hours for an average of 40.23 hours per volunteer. says the plane flew well on one engine! He has had it for about fifteen years. The 87 worked less than 10 hours for a total of 382.75 hours averaging 4.4 engines were majored about twenty-five hours per volunteer. years ago and he has just installed a new avionics system. 61 worked more than 70 hours for a total of 7250.0 hours averaging Bill Cherwin is a former Air Force pilot 118.85 hours per volunteer. assigned to 97's for 3-1 /2 years flying medevac in the South Pac ifi c. He is just There were 157 volunteers who worked last year who returned to work this year. about ready to retire from his electrical They logged 9,572.4 hours averaging 60.97 hours per volunteer. motor and control business. He has at least five ai rplanes including a There were 141 volunteers who signed up for the first time this year. Staggerwing Beech under complete Of these new volunteers, 110 logged 1,688.25 hours averaging 15.35 restoration, hi s wi Fe's Cessna 120, a 172 hours per new volunteer. and two Wacos, a cabin version flying and another project. Just from this sample you can get an indication just how important your We had a long conversation and I learned volunteer effort is - whether it is for 1 hour or 40, it all counts, and that he grew up in Ottumwa, Iowa, along­ your effort is certainly appreciated! side the "Carrier in the Prairie." He's been an active Antique Airplane L....______~______:..._..::._..;._.- :._._____.J '* Association member. '* by H.G. Frautschy

This month's Mystery Plane should be pretty easy, especially for those of you who like the light air­ planes built during the early days of aviation. Answers will be published in the June issue of Vintage Airplane. Your reply needs to be here at EAA HQ by April 25, 1997.

The December Mystery Plane had a number of responses, all of them cor­ rect! Here's our first: "I believe I have a positive identifica­ tion for the 'Mystery Plane' in the De­ cember 1996 issue of Vintage Airplane. The airplane depicted is the Thomas Morse S-6, perhaps the sole example built (It was - HGF). I make this identi­ fication on the basis of a photo and writ­ ten description that appeared in the jour­ nal World War I Aeroplanes (Andrews, Hal "The Tommy Scout," Issue No. 83, Feb. 1981). I enclosed copies of a few pages from this reference. The photo from the article labeled as the S-6 ap­ pears to match the Mystery Plane, al­ though it seems to show the aircraft with a different paint scheme. "The Thomas Morse S-6 was a post Thomas-Morse S-6 WW I product of the Thomas-Morse Company of Ithaca, New York, produc­ ers of the wartime S-4 series of single­ seat training aircraft sometimes referred to as the "Tommy Scout." The S-6 was developed with a market for two-place civilian aircraft in mind. "The S-6 was a tandem two-seater and is said to have been designed to make maximum use ofcomponents from the single-seat S-4C Scout. This in­ cluded using S-4C upper wing panels for both the upper and lower wings on the S-6. Comparison of the S-4 draw­ ings from the previously mentioned arti­ cle shows several similarities. The nage also look very much like those of "The S-6 was reported to have had wings on the Mystery Plane do indeed the Scout. Power for the S-6 was the 80 good flying characteristics, but there look like the upper planes of the S-4C hp LeRhone rotary, which was one of were no buyers for a production version. Scout. The rear fuselage and empen­ the engines used in the S-4c. This is attributed to the fact that surplus

6 MARCH 1997 military aircraft (i.e. Jennies and Stan­ dard trainers) met most of the needs of the market at the time." Sincerely, T. Sean Tavares Andover, MA

Sean' s on the right track. I'll let one of the masters at aviation history finish out the run down on the S-6. Here' s part of what Pete Bowers has to say about the S-6:

" . .. It was essentially a stretched ver­ sion of its famous single-seat S-4C of 1917-1S, with the wings built a little longer and the fuselage extended forward to accommodate a second cockpit. There was no center section; the upper wing panels joined over the fuselage centerline as on the S-4C, and the tail surfaces were from the S-4C. A major improvement was to relocate the wheels relative to the Co. ofBuffalo, NY, in 1929. the New York Aviation Exposition in center of gravity, to eliminate the notori­ "The only S-6 produced survived as a pri­ March 1919, and it later raced a time or ous tail heaviness of the S-4C, and the en­ vately-owned airplane with civil registra­ two, as the picture suggests. It was subse­ gine was the same SO hp LeRhone rotary tion C9S until it crashed in 1931 ." quently licensed C9S. of the S-4c. "In the summer of 1931, Fred Koehn­ "Unfortunately for Thomas-Morse, and Specifications - Thomas-Morse S-6 lein of Rochester, NY swapped a TM other manufacturers who developed early post­ Wing Span 29 ft. Scout S-4C plus some cash for the S-6, so war sport-trainer models, there was no market Length 28 ft, 8 in. he could take his girlfriend with him. He for the S-6. One ofits major shortcomings, Wing Area 296 sq. ft. said it was the sweetest ship he ever flew other than competition from cheap war-surplus Gross Weight 1232 lb. and it had amazing performance with the models, was the difficulty in getting into the SO hp LeRhone. Be that as it may, Fred High Speed 105 mph. front cockpit. Thomas-Morse corrected this let it get away from him and spun in. He with the S-7, which featured side-by-side seat­ Landing Speed 40 mph. got away with it, but the Tommy was a ing behind the wing, and longer wings with two Climb in 10 min. 8000 ft. goner. This was in the late fall of ' 31 ." bays ofstruts. This did not sell either, and Other correct answers were sent in by Thomas-Morse carried on with military models John Underwood adds: Richard Roe, Fairfax, VA and Frank Str­ until it was absorbed by Consolidated Aircraft " . .. Its first public appearance was at nad, Northport, NY. .... Curtiss Museum Shows How Hammond~ort Reached for the Skies by Kirk House, M useum Curator Glenn Curtiss was born a mile east of the museum that now bears hi s name, and he was buried a mile west. This intimate con­ nection of Curtiss with hi s community is part of the appeal at the Curtiss Museum. In the 52 years between hi s birth and his death, Glenn Curtiss raced across two conti­ nents (usually at top speed), using bicycles, motorcycles, gliders, dirigibles, boats, and, of course, airplanes. He agonized through sumptuous banquets in New York and Paris, and gracefully turned down royalty cadging airplane rides. He developed three cities in Florida and built a mansion there, but he al­ ways called Hammondsport home. Curtiss Museum is not just a collection of aircraft or an ode to Curtiss. It's an at­ tempt to showcase the man in his setting - a vi llage that became the aviation center of the world. Many veterans of the aviation circuit re­ call visiting the original museum in the old Motorcycles and engines started Curtiss' career at the turn-of-the-century. Many of school building. Since 1994 the museum his engines and 'cycles are displayed at the museum. has hosted visitors in a 56,000 square foot climate-controlled facility on the edge of town. Fifteen aircraft now form the heart of the collection, along with motorcycles, en­ gines, a Curtiss travel trailer, and materials on Hammondsport during the Curtiss years. The first case, fittingly, is filled with per­ sonal and family memorabilia. But the visit really starts with a 14 minute video on the man and his work, followed by touring the "Dawn of Aviation" gallery. An abstract bi­ cycle shop recalls Curtiss' first business venture, with panels and photographs dis­ playing the pedal powered speed passion of his youth. But he quickly turned to motor­ ized vehicles. A half-dozen Curtiss motor­ cycles are on display, along with an even older Hercules - the brand name Curtiss used for his very earliest products. The lightweight, powerful Curtiss engines led the young man to aviation by way ofCap­ tain Thomas Scott Baldwin. The aeronaut used a Curtiss engine on America's first suc­ cessful dirigible, then moved his operations to Hammondsport, where Curtiss assisted in the creation of dirigible SC-I, the first powered Spectacular mural, "The Flight of the June Bug," commemorates Curtiss' 1908 feat­ America's first officially observed flight-one mile in length. aircraft in the U.S. military. Those early engines and motorcycles The Baldwin display faces a 45 foot was America's first officially observed helped catapult Curtiss into the public eye. mural taken from Bob Bradford's painting, flight, and it won him the Scientific Ameri­ He used a V8 dirigible engine on a seven "The Flight of the June Bug." Next to the can trophy. At that time, Curtiss was Direc­ foot motorcycle frame to travel 136 mph in mural is June Bug II, created in Hammond­ tor of Experiments for Alexander Graham 1907, becoming the "Fastest Man Alive." sport for the U.S. bicentennial. Curtiss flew Bell's Aerial Experiment Association, His exploits helped inspire the original Tom the original June Bug a mile over the fields which made good use of Curtiss' engine Swift books. outside the museum on July 4, 1908. This know-how, his personal daring, and his

8 MARCH 1997 (Right) The Curtiss Jenny was a Hammondsport product. Restoration on this JN4D was finished in 1995. The 1918 Jenny is flanked by a 1918 Buick and an OX-5 engine.

Three decades of pilots depended on Curtiss OX-5 engines, which were pro­ duced in thousands through the end of WW I. The museum hosts the OX-5 Club's Aviation Hall of Fame. busy motorcycle factory. The AEA devel­ oped ailerons and wheeled landing gear. June Bug and its predecessor White Wing were the first American aircraft to use them. "Bell's Boys" had earlier used the slopes across from the museum for glider experiments. June Bug II, a faithful reproduction, flew ten miles for its longest fl ight before going on display. After his spectacular successes in Rheims, France, along the Hudson, and in Los Angeles, Curtiss was able to solve the problem of water flying, first with float Work underway on the new Model E flying boat; the original was produced at planes and next with flying boats. The first the Curtiss plant in Hammondsport. boat to fly took off from Keuka Lake near the Hammondsport waterfront, and Curtiss quickly marketed such craft to the military. The U.S. Navy still considers Hammond­ sport the birthplace of Naval aviation. He also marketed flyi ng boats to wealthy sportsmen. A 1913 Model E boat hull (on loan from NASM) is on display. "LAV" originally belonged to Logan A. (Jack) Vi­ las, who used this craft to make the first crossing of Lake Michigan. Since only the hull survives, some visitors have trouble visualizing the entire aircraft. To help them out, museum volunteers are building a twin sister for LA V. This two­ place, shoulder-yoke, mid-wing aileron pusher is the first flying boat being built in Hammondsport for 80 years. After it flies from Keuka Lake - perhaps in 1998 - it will go on display in the museum. Guests have a chance to visit the shop and hear about progress directly from the workers. Visitors don't have any trouble visualiz­ All that re mains of the Curtiss house is this cupola, which he called his ing the famous Curtiss Jenny. A JN4D was "Thinkorium." Much of the modern airplane was conceived in this room.

VINTAGE AIRPLANE 9 Harvey Mummert's 8-1 Racer was produced by Mercury Aircraft, another local air­ craft manufacturer. one of the first aircraft the museum acquired Visiting groups may request guided tours. 30 years ago. For decades it was a skeleton. Museum archives include thousands of But the shop crew, before turning its hand photos and documents from his first 20 years to the flying boat, lovingly restored the of heaver-than-air flight. Curtiss himself had Jenny. Still 80 percent original, it shines in Hammondsport photographer H. M. Benner The Curtiss Robin was a widely used trainer yellow army livery. produce some 3,000 shots, negatives for civil aircraft. The Great War produced orders in thou­ which are owned by the museum. These sands for Jennies and flying boats, making Curtiss a millionaire. A Navy Curtiss Fly­ ing Boat (NC4) made the first Atlantic crossing in 1919; an NC propeller is dis­ played in the lobby. A 1919 Curtiss Oriole was acquired along with the Jenny (workers are still seek­ ing a pair of Oriole wings), while a Robin helps bridge the gap between the early days and the more modern period which began around 1930. Although the concentration is obviously on Curtiss, and even on the 1900 to 1920 period, other manufacturers are rep­ resented. Mercury Aircraft of Hammond­ sport made Harvey Mummert's S-I racer, while the 1949 Ohm-Stoppelbein Racer Special was created in nearby Rochester. A Curtiss Aerocar helps round out the collection. Considered the first streamlined travel trailer, this fifth-wheel vehicle helped create the travel trailer industry, just as Cur­ tiss' earlier work had helped create the mo­ torcycle and aviation industries. Still being developed are displays high­ lighting turn-of-the-century life in Ham­ mondsport. Horse-drawn vehicles, house­ Canadaigua-Middelsex EAAers crafted this half-scale Curtiss pusher, complete with hold implements, professional tools, toys, working control surfaces, for younger visitors. and dolls are all exhibited. Special shows focus on various aspects of Curtiss' life and negatives and other documents also serve as nized groups. School groups and bus tours work. 1997 specials will focus on WW I a splendid resource for local history. This is are welcome. Museum members are admit­ and on Curtiss' motorcycle racing career. fitt ing, since Curtiss was a Hammondsport ted free . The National Soaring Museum and In 1998 the wine industry and the flying boy and a Hammondsport man. Although National Warplane Museum are located boat will be featured. A dirigible exhibit is their number is sadly dwindling, the Ham­ nearby . More information is available planned for 1999. mondsport area still has residents who fondly from: Curtiss Museum, 8419 State Route Curtiss Museum is the focus of a Museum remember their town's most famous son. 54, Hammondsport, NY 14840,607/569­ Studies Program for fifth graders in area Curtiss Museum is open 360 days a year. 2160. Contact Kirk House, Curator, for in­ schools, and for a more extensive flight tech­ Admission is charged, with a discount for formation on traveling photo exhibits con­ nology program used by junior high schools. seniors, students, AAA members and orga­ cerning early aviation. ...

10 MARCH 1997 ANTIQUE/CLASSIC HOME by Andy Heins, Ale 20529

It's 7:00 a.m. and the bright sunshine son's third 1940 Waco UPF-7, NC29300. And what's this, they're tow­ glows through my bedroom window like NC29988, and he's just picked up a ban­ ing a glider behind them. Normally, a beacon. Another glorious summer Sat­ ner advertising a craft show at the local they would be flying their 1929 Waco urday has arrived. As I stroll into the arena. Air Ads of Dayton is the business ATO, NC719E Taperwing, but it's down kitchen, I glance out the window and and they've been doing it for 30 years. at Creve Coeur, having the finishing there's Harold Johnson's familiar red Darrell stays current in the UPF-7 be­ touches put on its restoration by John pickup pulling up to his hangar. "Boy, cause his 1941 Waco HPF-7, NC32065 Halterman's shop. Until it's finished, he's here early" I think to myself. I is down for restoration. It's in the back they have to be content with flying the guess you can never be too early to work row of hangars near Paul Harper's 1942 UPF -7 . I bet everyone is sympathizing on a Waco. You see, Harold is working Waco UPF-7, NC39717. Paul's airplane with them by now. With the glider in on his 1934 Waco YMF-3, NC14080. is also in storage awaiting restoration tow, they take off and climb to 4,000 He almost has the fuselage ready for since a mishap several years ago. Bob feet and release. As the glider gracefully cover and he's just finishing up fitting closes the hangar and we all walk back soars above the field, the next thing I see the cowling. His other 1934 Waco UMF­ to the Taperwing to say goodbye. Bob is the UPF-7 upside down, in the process 3, NC14041, is two rows back waiting to and Pat have to get home because they of a roll. As it comes level, the nose fly another air show this afternoon at a have to meet their partner, Jim Beisner, dips then rises and now begins a vertical local EAA fly-in. That's why he's here to work on the newly acquired 1928 climb into a loop. Mike is never content early, figuring that he could get a little Waco GXE, NC5852. They were work­ to fly straight and level. I see that Dar­ work done before the show. Harold also ing on their 1940 Waco UPF-7, rell is back in the pattern and makes a has two 1940 Waco UPF-7s, NC30122 NC29905, but the GXE became avai l­ low pass to drop the banner. Instead of and NC20979 at his strip at home. able and they just couldn't pass it up. returning to land he heads off towards It's now 9: IS a.m., I've showered and You all know how the Waco fever is, Mike. As I turn to look for Mike, I see had breakfast with my wife Michele. As one is not enough. Jim is usually seen that he and my brother Pete are now we're sitting at the kitchen table drink­ puttering around the sky in the OX-5 playing a game of cat and mouse, loop­ ing coffee, I'm contemplating whether powered Waco 4 owned by several ing and rolling as they follow each other. to go work on my 1927 Waco ASO, members of the Waco Historical Soci­ Darrell joins the fray and it's now two NC3782 or take our Stinson 108 Voy­ ety, of which Jim is President. Michele UPF-7s against the CRG. The CRG eas­ ager out for a spin. The sound of a ra­ and I wave as the Taperwing soars into ily out climbs them and is quite a bit dial engine is heard. Michele and I rush the morning sky and we walk back to faster straight and level. Conceding de­ outside just as the B. F. Goodrich owned house for a cool lemonade. All this feat, the two UPFs join up on each wing 1929 Waco CTO, NR13918, Taperwing Waco talk has made us thirsty. as Pete throttles back. flashes by. It's Pat and Bob Wagner As she pours us both a drink, I hear Watching closely, they're now head­ coming down to retrieve some tools the throaty roar of a Wright starting. ing straight for Michele and I and our lit­ from their hangar. As they land and taxi Looking out the living room window, I tle house. They pass over, three abreast to the pumps, we walk over to say hello. see that my brother Pete, his wife Kelli and zoom into the sky. One by one, they The newly restored Joe Mackey/Linco and baby son Clayton (named after each take their respective place in the Flying Aces Taperwing is restored in its Waco President Clayton Bruckner) have pattern and come back around to land in original 1936 colors when it flew in the decided to take advantage of the beauti­ the grass. They taxi to the pumps and famous aerobatic competition in Paris, ful day and take his one-of-a-kind 1930 shut down. Laughing and joking, they France, in which Col. Joe Mackey fin­ Waco CRG, NC600Y out for spin. As climb out of the cockpits and stand on ished first. Bob has been selected as the they taxi by, they wave a greeting and the ramp talking. It's only noon and all pilot for B. F. Goodrich to fly the air­ we enthusiastically do the same. Noth­ this has happened in our typical day at craft in shows this summer. As we stroll ing can quite match the sound and ex­ my home. to their hangar talking about the next citement as Pete taxi's out onto the run­ Where is this magical place you ask? fly-in, we pass Jay Newberry ' S hangar way, turns on the smoke, and pushes the Well, it's Moraine Airpark located on where he's spraying color on his 1940 throttle forward. As the 350 Wright the banks of the Great Miami River on Waco YPF-7, NC29916. We stop and comes to life, the sound is like music to the south side of Dayton, Ohio. All you talk a while and ask the usual questions my ears. In less than 500 feet they are old-time antiquers would know it as about dope versus enamel or off and climbing like a rocket. This is South Dayton Airport. We welcome any polyurethane for the best finish. what the airplane was built to accom­ Waco enthusiast with open arms and As Bob opens his hangar, I see a fa­ plish in 1930 when Waco built it to win guarantee that you'll have a good time miliar sight. There's a 1941 Waco UPF­ the 1930 Ford Air Tour. Flown by on our typical Saturday or Sunday sum­ 7, NC5528N and his beloved 1935 Waco Johnny Livingston, the airplane finished mer day. YMF-5, NCI4132 sitting side by side a close second behind a Ford Tri-Motor. If you'd like to take a first hand look, awaiting restoration. As Bob gathers his As they depart the field, here comes an­ why not join us for our annual fly-in, held tools and I look at the projects, there other Waco taxiing by. This time it's this year on the 4th of May. EAA Chap­ goes that radial engine sound again. Mike Brown, Kelli's father, and his part­ ter 48 puts on a fly-in breakfast that will This time it's a 220 Continental and it's ner Alan Hoeweler in their pretty orange knock your socks off. Call Jeannie Dyke Darrell Montgomery flying Harold John- and chocolate 1940 Waco UPF-7, for more information at 513/878-9832. '*

VINTAGE AIRPLANE 11 The Granville Brothers Aircraft Sportster NR49Y

by David B. Jackson Granville Brothers Aircraft Model D Sportster Nell043

While paging through the scrapbooks and archives of the late Granville brothers, Robert and Thomas, I was able to deter­ mine the origins of the famous scalloped Gee Bee color scheme. The striking Gee Bee trademark paint scheme was NOT patterned after the Coca­ Cola logo as has been mis-reported in sev­ eral publications, but rather after a dragon. Please note the vertical stabi li zer marking on the photos you see here, which have never before been published. They show Granville Brothers Aircraft NR 49V while still under construction. Under the "Gee Bee" logo is the name " Dragonfly," and under that is "Finished With The New Not quite ready to take to the sky, the Gee Bee "Dragonfly," later re-named "Sport­ Berryloid Pigmented Dope System." ster," is having its engine run-in and adjusted. Note the horizontal stabilizer root George Agnoli, the Springfield, MA sign fairings have not yet been installed. painter commissioned by the Granvilles to paint their airplanes, simply followed the original Granville Brothers sketch, with his only deviation being the omission of scal­ lops on the leading edge of the horizontal stabilizer, matching those on the wings, as were on the original sketch (l also have a photograph of this original sketch, as well as the original sketch of the Harris Tibert Co. logo on the side ofNC 11-44). As is much of history, time distorts the facts. This picture must have been taken very shortly prior to the listed 6-24-30 manufac­ ture date, at which time the name "Sport­ ster" had been painted over the original name. Zantford Granville is at the controls running the Cirrus engine with Edward Granville making adjustments while Mark and Tim Granville look on. The little Gee Bee was issued restricted airplane license 49V, SIN I-GBA on 7-90-30, and sported a four-cylinder inverted inline supercharged American Cirrus engine of 110 bp, sin and toured the country as the Brinton and troIs. He jumped at 1,000 feet and landed 310S, and a steel Hamilton Standard pro­ Bayles Flying Service, Inc. performing air­ uninjured, while the plane smashed into peller. 49V was originally built for compe­ shows (or sky rodeos) and racing. An in­ the nearby woods, and caught fire when tition in the All American Air Derby spon­ verted six cylinder Fairchild 6-390 of 120 an unthinking newsman threw the match sored by the American Cirrus Engine Co. hp, sin 9, with a Curtiss Reed propeller from lighting his cigarette into the fuel in which it was the first stock certified air­ (M4042) was later installed on 10-15-30. soaked wreckage. The only surviving plane to finish with Lowell Bayles as pilot. On September 12, 1931 , while flying an piece of this airplane is one prope ller Bayles and Roscoe Brinton later purchased airshow in Brattleboro, VT, Roscoe Brin­ blade from a Hamilton Standard installed 49V from the Granvilles on September 19, ton bailed out of 49V when the booster at the time of the crash (Roscoe Brinton, 1930 with the help of Bayles' prize money magneto extension cables jammed the con­ Jr. now has this blade.) ...

12 MARCH 1997 Louise Thaden 60th Anniversary Memorial 1996 Staggerwing Tour

Louise Thaden and her co-pilot Blanche Noyes cross the finish line of the 1936 Ben­ dix Trophy race in this painting by John Amendola. (Top) Louise accepts the Bendix trophy during the 1936 National Air Races from Vincent Bendix himself.

Compiled by Norm Petersen from accounts by les Gasser, Terry von Thaden, Michael Greenblatt, Jake Atteberry and John Parish

As a young boy in the 1930s, Bill Thaden thought flying an air­ plane with his mother was akin to hopping in the family car for a ride to the comer market. Bill's mother, pioneer aviatrix Louise McPhetridge Thaden, was a record setting pilot who walked in the The beginning of the Staggerwing line. Jim Younkin, whose same circles as the other great aviators of the day. That is why, in skilled hands were most important to its present beauty, poses 1936, he didn't pay much attention to hi s mother's participation in by "ole number one" which is Staggerwing NC499N, SIN 17R­ 1. This fabulous airplane has been totally restored and resides the Bendix Transcontinental Speed Race. For Bill it was just an­ in the Staggerwing Museum in Tullahoma, Tennessee. other occasion of his mother going off to fly and see some of her friends. When he learned of hi s mother's win, this seemed only normal to Bill. Ofcourse hi s mom won, she usually did. Now, some 60 years later, it was Bill Thaden's quest to com­ memorate his mother's win of the 1936 Bendix, one of the turning points in aviation history, by calling upon friends and family to par­ ticipate in a cross country tour to pay heed to a woman who helped mold aviation into what it is today. The Bendix races began in 1931 as the vision of Vincent Bendix, to promote civilian aviation through an all-out speed dash across the country. The rules were simple: take off at any time after midnight and arrive at the other side of the United States by 6 p.m. Over the years, this race has been run in both directions across the country. In 1936, it was run from Floyd Bennett Field, in Long Island, New York, to Mines Field (what is now LAX) in Los Angeles, Califor­ nia. Up until 1936, it had been officially a male only race. All of this changed in 1936 when it was agreed to open the race to female contestants. A special consolation prize of $2500 was offered to the rust female to cross the finish line, despite her standing in the race. William V. (Bill) Thaden, center, receives a Merit Award from the Staggerwing Club "For Outstanding Contribution to the At the time, Louise Thaden was working for the Federal Air Preservation of the Beech Model 17" from Morton Lester on Marking Program, which consisted of traveling across the country the right. On the left is Bill's daughter, Terry, who bears a re­ painting navigational aids on prominent landmarks. She was sur­ markable resemblance to her famous flying grandmother, prised to learn, when Olive Ann Beech phoned her to see if she Louise Thaden.

VINTAGE AIRPLANE 13 (Left) Flanked by some pretty neat air­ planes, Dave Swanson pulls his Lock­ heed 12 up to the parking line at Gille­ spie Field in San Diego.

(Below) As far as the eye can see are round engines on the business end of a row of beautiful Staggerwings. It is a welcome sight to see 80/87 octane fuel available for those fortunate pilots whose airplanes that can use that grade of fuel.

wanted to participate, that the Bendix was open to women. After some careful thought, Louise decided to enter, and bring her friend Blanche Noyes along for the ride. Beech agreed to provide Louise with a stock model Staggerwing C l7R, which had the rear seats removed to accommodate the extra fuel tank. There was so little room in the craft Louise opted to remove the seat pack parachutes in favor of the quick con­ nector type; but she doubted there would be sufficient room to actually escape from the airplane had the need arisen. The Stagger­ wing also had only an old style radio re­ ceiver, no transmitter, and no directional gyro. Louise borrowed a DG from Teddy Kenyon at Floyd Bennett Field, which her husband quickly in­ stalled. The Staggerwing was a fast commercial airplane, but not built primarily for racing. This, coupled with last minute repairs and details to be taken care of before the race, added to the stress and the excitement Louise felt about flying in the Bendix. The weather in 1936 was not particularly favorable to the racers. Battling fog, clouds, and stiff headwinds, Louise found herself rely­ ing on dead reckoning to navigate her course. Flying her own race, she chose to cruise at 65% power, deciding that the race is not al­ ways won by the fastest plane, but by good common sense and at­ tention to equipment. When she made her one fuel stop at Beech Field in Wichita, Walter Beech, in his usual congenial manner, asked Louise, "What the heck to you think you are in, a potato race? Open this plane up!" Louise agreed to accommodate Walter, noting Overhead view of the entire gathering at Gillespie Field. In to herself that once she was in the air, she would fly the latter half the foreground is the grass parking area in front of Bill of the race just as she had flown the first portion - at 65% power, Allen's hangar, filled with antique airplanes. The red and recognizing that reliability could be a deciding factor. white airplane in the left front doesn't have a broken wing ­ When she arrived at Mines Field slightly after 5 p.m., Louise it is a Fairchild 71 with folding wings. was sure she had lost the race. Squinting into the setting sun, con­ centrating on finding the airport itself and not the race fie ld, she overshot the finish line and had to cross it from the opposite direc­ tion. Trying to taxi unnoticed to the sidelines, Louise was flanked by officials running beside her plane. Wondering what she had done wrong now, she asked what it was they were after. Theyex­ claimed that they thought she had just won the Bendix. When all was authenticated, and Louise had been declared to be the official winner of the Bendix, the race executives changed the name of the consolation prize for the first woman to cross the fmish line to a special award. In addition to the $5,000 purse, Louise was awarded the special $2,500 prize also. Not only had she proven that a woman could finish the race, she had proved that by flying her own race, she had beaten the others at their own game. When Wal­ ter Beech arrived in Los Angeles the next day, he praised Louise for following his advice and pushing the throttle all the way forward. When she told Walter that she had flown the whole race at 65% power, Walter roared with laughter and revealed he had given Louise an engine (Wright R-975) with 1200 hours on it - a woman had won the Bendix in a stock aircraft at cruising speed, with an en­ The excited group of Staggerwing drivers and friends get gine that was practically a grandfather! ready for a tour of the San Diego Air and Space Museum.

14 MARCH 1997 (Left) Included in the Museum visit was a tour of the restoration facilities in the basement where, among other projects, a Ford Tri Motor is being carefully restored to original condition in­ cluding an engine-turned boot cowl and engine shutters.

(Above) Parked in front of two beautiful red Staggerwings is a restored 1936 Ford v-a convertible, complete with rumble seat (for you younger folks, that's the open seat just ahead of the spare tire).

On Monday, most of the tour group was off to Springdale, Arkansas, in spite of low ceilings and rain showers along the way. The hosts for this gathering were Jim and Ada Younkin, who have a collection of prize airplanes that will make your mouth water. Among the classic airplanes, Jim's replica "Mr. Mulligan" of 1936 Bendix fame was indeed a treat for the visitors. The next morning, the tour group made the short ten-minute flight to Bentonville, Arkansas, Louise Thaden's home town, to be (Above) Christine St. Onge of Mexford, PA, taxis up in her greeted by over 100 townspeople including the Mayor and several Staggerwing C-17B that is painted in the exact race colors of number 62, Louise Thaden's Bendix winning C-17R Stagger­ re latives of Louise Thaden. A room in the main airport building at wing from 1936. Bentonville holds a considerable collection of clippings and photos of Louise Thaden and her exploits. It is clear the people of Ben­ Such was the scene of the Bendix race some 60 years ago. In tonville appreciate their aviation heritage. 1996, a dedicated group ofvintage aviation enthusiasts would gather Later in the day, the tour group had fired up their engines and with Staggerwing, Lockheed, Twin Beech, Waco, and other aircraft one by one, took off for Bartlesville, Oklahoma, to rendezvous with to pay tribute to this extraordinary woman and to the race itself. They a large group of Staggerwings and tour people at Frank Phillips would gather at Youngstown Elser Metro Airport in Ohio, and fl y Field. The hosts for this part of the tour were Charlie Harris and across the country to Gillespie Field in EI Cajon, California, stopping crew, who really know how to throw a banquet. The hospitality of the "Bartlesville Bunch" is known far and wide and was a perfect enroute to participate in commemorative ceremonies. The Commemorative Tour began for some of the early partici­ send-off for the '96 Staggerwing Tour. pants at 10:20 a.m., Saturday, August 24, from Sanford Field in Wednesday morning, a fast tour of the Raytheon Aircraft facili­ Maine as the group took off: Bill Thaden (son of Louise Thaden ties (the new corporate name for Beechcraft) at Wichita, Kansas, and tireless organizer of the memorial tour), Dave Swanson, Dick was pretty much scrubbed due to poor weather and lousy ceilings, Jackson, Pat Jackson, Terry von Thaden, and Les Gasser. Their air­ craft was a magnificent 1939 Lockheed 12, silver with red and black highlights and British markings on the wings and fuselage. It belongs to Dave Swanson, an ex-Eastern Airlines pilot. The flight to Youngstown Elser Metro airport took 3.5 hours in the elegant Lockheed at altitudes up to 13,000 feet to stay in smooth air. The last part of the flight was in perfect CA VU weather as they arrived and made a fly-by before touching down and being met by Mike Stanko, one of the top Staggerwing restoration experts, and his crew at Elser Metro. Dick Perry of Hampshire, IL, had flown his red Staggerwing D-17S into Elser and Dub Yarbrough of Grand Rapids, MI, had driven to Elser especially for the weekend. Dub knew Louise Thaden well, and is a longtime family friend of the Thadens. Before long, four more Staggerwings arrived to spice up the party along with a Beech 18 , a Waco cabin and Jim Gorman's Staggerwing. The entire weekend at Elser celebrated the 50th Anniversary of the airport and featured Mr. and Mrs. Elser, for whom the airport As the sun slowly sinks in the west, the evening shadows begin was named. The first pilot who soloed at Elser was also on hand for at Bill Allen's Ryan STM-2 and continue past the rows of mag­ the lively celebration! nificent Staggerwings glistening in the evening twilight. (Left) Some of the really classy automo­ biles that were shown included this Lin­ coln limo, Bugatti coupe and Cadillac sedan. The styling of these cars is right in tune with the styling of the Stagger­ wing - all time classics from the 1930's.

(Below) The September meeting of t he Staggerwing Club will now come to or­ der. Business meetings were held at Safari Aviation's hangar.

(Below) Outstanding entertainment was provided by this group of five singers, all fancied up in 1940's costumes, who put on a dandy program during Bill and Claudia Allen's hangar party.

San Diego's Gillespie Field the next day. Thursday afternoon brought the final arrival for the group at Gillespie Field and they were greeted by Louise Thaden (Bi ll 's wife) and daughter, Tracy, along with Patricia Thaden Webb, her son, Fred Frost and his wife, Lisa. John Parish was on hand to di­ rect the participants to the tour headquarters at Dick McDowell's Ye Olde Flying Circus. Bill Allen's hangar, filled with planes and aviation memorabilia, served as the main social gathering place for the weekend. Eventually, row upon row of Staggerwings covered the tarmac at Gillespie - what an impressive sight! There are approximately 110 Staggerwings still flying and at least thirty showed up for the weekend activities. In addition, many hi storic airplanes were on hand including Bill Turner's DH Comet, Ryans, Spartan Executives and Stearmans. No less than five Travel Air biplanes were on hand including Louise Thaden's 1929 D-4000 Women's Air Derby winner, now owned by Bill and Claudia Allen. The late afternoon barbecue, courtesy of the Aliens, saw everyone enjoying an outdoor party (with all the trimmings) and taking it easy among the huge collection of airplanes. A tour reception was held Friday evening at the San Diego Air and Space Museum which allowed the Tour participants to explore the entire facility including the basement restoration facilities where a huge Ford Tri Motor restoration is nearly completed. Saturday many of the pilots flew the 14-minute hop to Palomar Airport to the Cinema Air facility where several of the Staggerwings were used to film a flight along the southern California coast. It was A fantastic g roup visit t o To m Warner's nearby ranch was exciting, to say the least. Back at Gillespie, the Saturday evening fi­ highlighted by a c hance t o w atch their German shepherd nal banquet was held at Bill Allen's hangar and featured a special sheep dog, "Tony," do a masterful job of herding a flock of singing group doing numbers from the '40s and dressed in period sheep. The uncanny ability of this highly t rained dog left many shaking their heads in wonderment. costume. The outstanding food, the camaraderie and the beautiful surroundings made for a perfect evening. Among the awards pre­ so the group took off for the long run to Albuquerque, New Mexico, sented at the banquet was a very special award to Bob Van Ausdel's dodging showers much of the way. As the weather improved to the children, Connie, Bob and Tom. The Tour was dedicated to his pio­ west, it was possible to look down from the Lockheed 12 and see neering effort in test flying the Travel Air Mystery Ship. pairs of Staggerwings pass them up with their higher cruise speeds. The accomplishments of one of the greats of the Golden Age of Coming through the pass over the Scandia mountains, the first view Aviation, Louise Thaden, were commemorated through this 1996 of Albuquerque was fantastic as the planes landed on the long run­ Tour, with its celebrations, ceremonies, banquets and new friends ways and taxied to the ramp. To see such a gathering of beautiful quickly becoming old friends. The entire experience of the 1996 Staggerwings along with assorted classic airplanes was indeed a Commemorative Tour showed us that both the adventure of experi­ treat for all, especially the locals. Several planes were safely down mental flight and the human and aviation ideals of the Golden Age at airports along the way and would have to make a longer run into still endure. ...

16 MARCH 1997 Laird Commercial

As the Antique airplane movement ber of active restorers, but not one has grown over the years, there have of them was able to woo the air­ been a few projects that people were itch­ plane away from its owner until he ing to get their hands on. To an antiquer, was incapable of restoring it himself. It it's tough to see a potential project just sit, was sought after by antiquers such as Al with no one getting it ready to head back Kelch and Dave lameson back in the 1960s, into the skies. Offers to purchase it would but owner August Maross of Steger, IL had usually be rebuffed, and the old airplane slipped by and the project didn't get done. owned it since 1933, and he just couldn't would just look sadder and sadder as the Keeping the dream of restoring it was some­ part with it. A retired Col. from the Army years wore on. times what kept a person going, so in that Air Corps, he flew in both WW I and WW It often fell victim to the "('ll get to it sense it served its purpose. Hopefully it II, during the latter flying cargo and trans­ one of these days" syndrome. For whatever wouldn' t deteriorate too badly as it waited. port airplanes. reason, be it lack of money or lack of time, The airplane you see on these pages is Hi s attachment to the airplane was cer­ the airplane just never seemed to get re­ one of those projects. It sat in storage for tainly understandable. It had made a fair stored, and before you knew it, the decades over three decades. It was known to a num­ amount of history while flying in the late

VINTAGE AIRPLANE 17 '20s, and when he put it in storage for the duration during WW II, I'm sure he planned on flying it again after the war ended. Ac­ cording to at least two accounts, it did get back in the air a few times after the war, but it generally just sat in the back ofthe hangar. By 1926, Emil Matthew "Matty" Laird had a company with a reputation for build­ ing stout, thoroughbred airplanes for the discerning owner who had a checkbook to match. These were no bargain basement airplanes with quick finishes, but most often were built to order, finished in multiple coats of hand rubbed dope. By 1926, the Wright Aeronautical Cor­ poration's Whirlwind series ofengines were well on their way to aviation immortality. The air-cooled radial was a jewel of an en­ gine, and those who could afford the Laird airframe and Wright engine for the princely sum of $9,850 in 1926 dollars got a sharp looking 3-place biplane that looked great with its black and gold color scheme, a Laird trademark. Just aft of the pilot's cockpit is this bag­ Based on its speed and load carrying capa­ The front cockpit shares space with the gage compartment, secured by a pair of bility (not to mention Matty's reputation), fuel tank, and for the passenger' s turn fasteners on the fuselage. As you can see, much of the airplanes original Charles "Pop" Dickinson chose the Laird amusement, they get an altimeter for Commercial as the primary mount for his reference as they peer over the cockpit wood was usable. fledgling air mail line between MinneapoliS/St. coaming. route. One of the fledgling line's pilots, Paul and Chicago. As the lowest bidder on Charles "Speed" Holman, knew that for the Government Contract Air Mail Route 9, Pop and then later Ashburn Field, the site ofhis air right price per pound, the line could make had to keep his costs down as much as possi­ mail service. money with the right airplane. He made ble. He'd made good on the family business of His stewardship of an air mail route sure that the director of the Chamber of seeds for crops, and late in life caught the fly­ would be short lived, when after a fatal Commerce of St. Paul knew about this busi­ ing bug. He soloed at the age of62, ten years crash on the inaugural day, continued hard­ ness opportunity. after founding the Aero Club of Illinois in ships with running the line finally caused After pounding the pavement looking for 1910, along with organizing an airport on the Dickinson to give notice to the U.S. Gov­ backing, Col. L. H. Brittin put together a southwest side ofChicago called Cicero Field ernment that he intended to abandon the new airline named Northwest Airways, Inc.

18 MARCH 1997 By the beginning ofthe fall of 1926, Northwest with the ideas coming from Matty's mind as held the ainnail contract for Route No.9 between Holman and Ballough worked with him to Chicago and MinneapolislSt Paul. get as much from the design as they could. Using Stinson Detroiters, among others, In 1928, Ballough flew the now modi­ the line began to operate on a regular basis. fied Laird to second place in the National Since Dickinson no longer needed the air­ Air Derby from New York to Los Angeles, planes for his airmail route, the Laird Com­ and then later won the civilian AC Spark mercial registered as C240, Serial Number Plug free-for-all over a 75 mile long course 150, eventually would be sold to Litton J. with an average speed of 137 mph. Shields, a Northwest stockholder who This same airplane also set a few owned the National Lead Battery Company. time/distance records, including a run from He thought that a speedy, long-legged com­ Miami to Chicago in 9 hours, 59 minutes. pany airplane would be handy to have, and During this time, Laird C 11 0, registered he asked Charles "Speed" Holman, North­ as X-7086, was owned by Charles Dickin­ west's Chief Pilot, to fly it for him. Holman son and registered to Laird. Dickinson, an suggested that it would be great advertising enthusiastic pilot didn't sit on the sidelines to enter the Laird in the upcoming National - he flew as a passenger as often as possi­ Air Derby, with the "National Eagle" name ble in the Laird during these record break­ emblazoned on the sides of the fuselage. It ing flights, and was often pictured with a sounded good to Shields, so Holman made wide grin on his face. Later, in 1929 and plans to enter the Derby, taking a leave of 1930, the airplane is registered to the Laird absence from Northwest to fly in the race. company. When his Laird wouldn't be Remember that all of this activity took ready in time ofr the '29 races, Holman and Doug Fuss, EAA 179446 AlC 9479, the place amidst the hoopla and hype that sur­ Dickinson came to an agreement allowing owner/pilot of Laird Commercial C110. rounded the solo flight of a certain Min­ X-7086 to be flown by Holman, as long as Pop nesotan across the Atlantic earlier in the year, so getting people enthused about avia­ tion was rapidly becoming easier! The sister ship to the National Eagle was registered C II0, and was still owned by Pop Dickinson. Ed Ballough, another pilot who also happened to be Holman's flight instructor, wanted to fly in the same Air Derby. He was able to use C II0 for that purpose, with Pop Dickinson and mechanic Anthony Makiewicz as his passengers. (Speed Holman also had a mechanic ride with him in C240.) A close race ensued be­ tween Holman and Ballough during the derby, which started in New York on No­ vember 20, 1927. The closely matched bi­ planes raced towards Spokane, W A over the next two days, with Ballough arriving first at a refueling stop in Butte, MT. With his tank filled to the brim, he and Dickinson ~ roared off in the direction of Spokane, only j to be forced into making a landing outside E of Lime, MT after encountering a snow­ '" storm that couldn't be penetrated. The landing was a bit rough, and culminated in a could ride along. They didn't finish in the cross­ with him. As a kid, he used to play in CliO. damaged prop. Repairs took time, and be­ country derny that year due to a mechanical fail­ "The last time I saw it flying was in '46, and fore he could get the Laird back in the air, ure, but they finished fust in a 100 mile closed they were playing tag with a T-6, having a Holman had passed him. Holman now had course race, only to be disqualified for cutting a great time. All the fellows had come home the lead, even though he managed to pull a pylon. That race marked the end of X­ from the military and they still had some time tire off the rim ofone wheel on his hasty de­ 7086/C IIO's racing career. (they weren't married yet!). They had a lot of parture from Butte. The upshot of all this In either 1933 or 1934, August "Augie" time to go play with airplanes, and I saw this excitement was that Holman beat Ballough Maross bought it and contracted with the plane and the T -6 playing tag right over my into Spokane, winning the 1927 National factory to have Matty's brother Harold re­ farm," he recalled. "Here it is - it brings Air Derby by 44 minutes, 12 seconds. built the airplane back to the Commercial back a lot ofmemories." Ballough and C II0 were not done racing configuration. The standard wings went As mentioned before, although the air­ yet. Later, it was modified by the Laird fac­ back on it, as did the J-4 engine. Starting in plane was known to many, it never left the tory into the LC-RJ-200 Speedwing version, 1935, Maross flew it until the beginning of hangar until 1974, when Jonesy Paul of Cy­ with a Wright J-4B engine and a new set of World War II, when he put it in storage in a press, TX was able to convince August wings designed to reduce drag and make the hangar in Steger, IL. After the war ended, it Maross to part with the airplane. Jonsey airplane even faster. Other changes in­ did get back in the air, and recalled by An­ saw an ad in a automobile publication that cluded a change in the landing gear to the tique/Classic and Midwest Antique Air­ advertised a few antique autos and a Laird split axle type, and other streamlining re­ plane Club member Budd Hayes. Budd was airplane. When he went up to look at the finements. The Commercial-to-Speedwing looking at the airplane with a big grin on his cars and the plane, Augie wouldn't even let project really was a series of evolutions, face at EAA Oshkosh '96 when we caught up him see it until he had inspected Jonsey's

VINTAGE AIRPLANE 19 logbook. During a second visit, he was al­ lowed to look at the airplane. It was sitting in what used to be the airport's hangar. The field was long since gone, and the completely assembled Laird sat in the back, collecting the dust kicked up by the municipal trucks and equipment that now filled its interior. For some time after that Jonsey and Augie dickered back and forth. It finally came to a culmination after an article was published in a Chicago newspaper. In­ cluded in the article was a photo of the air­ plane pulled out in the sunshine with Matty Laird himself. Matty also tried to buy the airplane, but Augie wouldn' t sell it to him ­ he figured Matty was too old, and wouldn't be able to completely restore the airplane. When Jonsey heard about th e article, he knew that potential buyers would be all over Augie. He was headed back to Hous­ ton from Chicago, so he turned around and closed the deal with Augie. The airplane looked good enough that he thought about ferrying the airplane home, but before he could get back up to Steger to get the airplane, it had been vandalized by having the fabric cut in places on the wings and fuselage, as though someone wanted a better look at what the structure looked like. So much for ferrying the Laird back to Texas. After trucking th e Laird to his place on Dry Creek Airport in Cypress, TX, Jonesy began to farm out various parts of the pro­ ject, and a bit later, Bob Guttmann of Hous­ ton, TX started working on the project. For one reason or another, the project would end up "on the back shelf' for a time, until A complete lighting system is installed Jonsey and Doug Fuss were able to come to on the airplane, with a pair of these 100 terms on the sale of the project to Doug in watt landing lights mounted below the 1991. A successful entrepreneur in the auto lower wings. Doug does not fly the air­ parts retailing business, Doug has 14 loca­ plane at night, but the entire system was restored since it was on the airplane tions of his Gateway Auto Supply in the when it was rebuilt by the Laird factory DallaslFt. Worth area to look after. Fortu­ in 1933. nately, he has the resources to see a project like this through to completion, and he was fuselage. Instead, it's built up with lengths committed to getting the project done. He of al uminum tubing. Each of the bays is decided that Bob was th e talented man to held together by the bracing wires that finish the job. criss-cross each bay, and are secured to the In many respects the project was a dream The pilot's cockpit of this beautiful An­ steel socket fittings at each intersection. tique airplane is one of the restoration's for an antiquer. It was all there, right down Can you imagine rigging all of these wires? to having both the original tail skid and tail focal points, and the expertly refur­ bished instruments require you to look Each section had to be trammeled, turn­ wheel. The instruments were all there to be outside the airplane to be sure it's not buckles adj usted and then after it was all restored, as was a J-4 Wright engi ne. 1933! (All right, the GPS is a pretty good squared up, each of the turnbuckles was Jonesy had already sent it out to Jack Lan­ clue as well!) Philip Krause of Vintage safetied. As many as thirteen turnbuckles ning in Washington state for an overhaul. It Aero in Westport, NY did the instrument could be present in each bay! Since restor­ came back in immaculate condition. That's work. ing the airplane required the complete dis­ no mean feat - the Wright J-4 is a very assembly of the fuselage, that, plus the hand rare engine, with few spare parts. In fact, albums of each project. The hows and spli cing of all of the galvanized steel ca­ Doug is always on the lookout fo r spares whys of each restoration are laid out in de­ bles, made the project very time consum­ for the J-4, and is interested in finding a J-5 tail, ready for you to ask each question as ing. Bob says it took him a good year to get engine (they're only a little less rare!). each picture is revealed. One of the most the fuselage done - just safetying the turn­ Also with the airplane was a Standard fascinating aspects of this restoration is the buckles took him a month - whew! prop (before they merged with Hamilton) fuselage. The instruments went off to a fellow that had been with the airplane since the The Laird Commercial's fuselage struc­ who really knows old instruments, and has 1930s - it even has sequential serial num­ ture is built up using sections of aluminum the know-how to get them done . You bers on the blades! tubing joined together by steel sockets and mustn't be in a hurry, for the work is One of the neat things about seeing an fittings at the juncture of each upright in the painstaking and exacting, but Philip Krause airplane like this at the EAA Convention is fuselage. There is no set of four uninter­ ofYintage Aero in Westport, NY refur­ sitting down and paging through the photo rupted longerons running the length of the bished the instruments to their original ap­

20 MARCH 1997 The sleek lines of the Laird Commercial biplane flow back from the spinner to the rakish tail. The Commercial and its successor, the Speedwing, were both good performers that often took their pilots to the top of the list of winners in the late 1920s. pearance as they are mounted in the beauti­ right technique. the Laird done just as it was in the Laird ful wood dashboard. (Somehow, the term Happily, all of wood was there for the factory. You can reach him at 201/828­ "instrument panel" just doesn't seem to fit wings, and they were in fairly decent condi­ 3925. in this instance.) tion. They did need to be completely re­ It took 4-1/2 years of work to put the fi­ The airplane had a lighting system in­ built, but about 80 percent of the wood was na
push on to complete the Laird, and when stalled at the Laird factory, including a pair reused. Most of the rework was related to it was done, it was as original as they could of underwing landing lights. Since the J-4 the old glue joints being sub par, and the get it. Doug credits Bob Guttmann with the does not have a generator, the lighting is damage the wi ngs sustained while being completion of the project. "If it weren't for powered by a battery. Doug, of course, moved around. A few ribs were broken and him, I'd have never known about the air­ does not fly the airplane at night, but it has needed repair, but the spars were in good plane, and it was hi s skill that put it back in been fully restored in the interest of authen­ condition. the air," Doug said later. ticity. The wiring system is one of the only The sheet metal was also useful - those Flying such an original airplane means departures from originality - it had a set of pieces that needed to be replaced were good you get to deal with it as it was originally fuses added to the modem wiring, in the in­ for patterns, and the big 30x5 Sauzedde flown. Grass airports were sought out and terest ofsafety. wheels and brakes were cleaned up and used, and after calling and consulting with The only other concession to the modem reused. A pair of new smooth Coker tires EAA Director of Flight Operations, Joe age was the use of the Stits (now Poly­ were mounted. Schumacher, a pre-Convention landing at Fiber) system to cover the airplane. Doug The Laird on the rudder presented a chal­ EAA's Pionee r airport was made on the and Bob agonized over the decision, but at lenge for Doug. He searched and searched grass. Flying an airplane with a Wright J-4 the time the covering decision had to be for someone who could do a proper looking means you get to spend time keeping it up made, the only cotton cloth available for air­ logo. The early logo used on CliO was dif­ as well. The rocker arms are exposed and craft work came from overseas. Unfortu­ ferent than the one used on later Lairds. are not forced oi l lubricated, so they must be nately, it was substandard in quality, and The newer ones were avai lable, but no the greased every three hours of flight time. was deteriorating quicker than normal after onld one. Finally, Doug found Len Eack­ Doug also checks the va lve clearances on being appli ed. In the interest oflongevity, owski of Veteran Screen Printer in Somerset the engine every five hours. On an antique the Stits dacron-polyester system was used, NJ . It is an involved process of screen engine such as this, it is certainly no "kick including a specially mixed gold for the printing on a clear lacquer coated paper the tires and light the fires" type of pre­ flight surfaces. base. The logo is then printed from front to flight. With so much pre-planning and Bob related that applying the gold was back on the paper, so that when a light coat­ preparation that needs to go into flying long probably the most difficult part of the cover­ ing of thinner is flowed onto the decal , it distances, you can see that Doug's cross­ ing/painting process. Each time the gold can be softened and laid into a coating of country to EAA Oshkosh from Texas was was sprayed, it would reflect light differ­ fresh lacquer on the rudder. The logo is not a weekend jaunt. But as he pointed out, ently, resulting in apparent color shifts in then beautifully transferred to the rudder, the trip to show the airplane to so many ap­ each coat. Fortunately, they managed to and it looks as though it was painted in preciative EAA and Antique/Classic Divi­ tame this restoration beast. Judging from place. Len had done extensive research on sion members was something he just had to the looks it gets everytime it is out of the the original system used to produce the "de­ do. We're all glad he did! hangar, I'd say they managed to hit on the cal" and he did hi s best to have the logo for

VINTAGE AIRPLANE 21 PIETENPOL HOMECOMING

By Andrew King (Ale 10739)

I always tell people that Ohio is the friendliest place I know and that the rest of the American Midwest isn't far behind. Every year when July comes around, no matter where I' m living at the time, I beg, borrow or buy an airplane and head for Ohio and then Wisconsin. In 1996 I was li ving in Cali fornia and was offered a Pietenpol to fly from Albany, New York to the Pi etenpol Fly-In at Brodhead, Wiscon­ sin. That filled the need, so I bought air­ line tickets and rode a kerosene burner to the East Coast to start the adventure. The airplane, an 0-200 powered Air Mr. Sam with one big tire and one small one. Camper, was a familiar one, as I had flown it to Wisconsin two years earlier. It was owned by a retired doctor, Mike Brusilow, who was driving out to the fly-in with his wife. Since I'd last seen the airplane, he 'd named it after hi s grandson and "Mr. Sam" was painted on the side of the fuselage. I met Mike at Saratoga Airport on Mon­ day morning, the 29th of July, and de­ parted in hi s airplane, destination Ham­ mondsport in the Finger Lakes region of western New York state. This was the home of Glenn Curtiss back in the days of his competing with Orville and Wilbur, and is now the home of the wonderful Cur­ tiss Museum, which is not to be missed by Pietenpols in the rain at Decatur, Indiana. Note the suit of armor over the office. any aviation enthusiast who passes through the area. I stopped at Norwich and Penn Yan on the way, and touched down at the little grass strip at the sound end of Keuka Lake at 3:45 p.m. Art Wilder, one of the movers and shakers at the museum, came and picked me up, and after a visit to the museum to see their 1913 Curtiss E Flying Boat reproduction project, I spent a de­ lightful night courtesy of Art and his wife at their lake shore home. The next day it was on to Ohio after spending a couple of hours in Eri e, Penn­ sylvania watching the thunderstorms rain down on the Pietenpol. When the weather cleared we flew on to Barber Field in Al­ liance where my usual cohort in the annual flying circus was waiting, Frank Pavliga, with his Pietenpol, the Sky Gypsy. It was Miller Airport, Bluffton, Indiana, with the aluminum wind sock and antique air­ also here that we decided that the 6.00 x 6 ways beacon. tires on Mr. Sam were too small. Fortu­ nately, Forrest Barber had a pair of 8.50 x Air Camper, and the three Pietenpols and strange old lady appeared and explained to 6s and the next morning Mike's airplane pi lots headed for Indiana. We made our us how the smoke from the factories in sat a little taller and looked a lot better. usual stop in the friendly town of Deshler, town would ruin our engines. We waited The only question was how we would ex­ Ohio, and then ran into a big line of thun­ out the rain for awhile and then flew on to plain this to Mike. derstorms near the Indiana border which Miller Airport in Bluffton. This was a On Wednesday morning we picked up forced us to angle off to the south, finally beautiful place with two large grass run­ the third member of the troupe, Will Graf landing at Decatur where a suit of armor ways and an original CAA airways beacon of Wadsworth, with his Model A powered watched us from atop the office and a on a tower next to the hangar. The wind

22 MARCH 1997 The author with Don Pietenpol; Don's signature is on the rudder.

fanus. Don drove us to the county histori­ cal museum where there were numerous Pietenpol artifacts, including a single seat Sky Scout and a windmill electrical genera­ tor. On the way back he pointed out a tree Four Pietenpol Air Campers on Pietenpol Field. next to the road and told the story of how Jim's airplane had flown through the top of sock was on this tower also and I was as­ It turned out that the dri ver of the van it one night in 1940 while dropping eggs on tonished to see it starched out as if the was none other than Don Pietenpol, Bernie's a nearby tavern that the pilots had been wind was blowing at 40 mph! We were son, who had heard we were coming and thrown out of. Talk about living history! amused to discover on landing that the had driven down from another part of the Frank had an indelible marker with him, sock was made of aluminum and was eter­ state to c"amp with us . Soon some of the so I had Don sign and date the rudder of Mr. nally starched out; the wind was actually townspeople showed up, including the Sam and write "Cherry Grove." Rumor had less than 5 mph. Finkes, John and Bernice. John's uncle it that I was just raising the value of the air­ Our aim for the night was Wabash, a Don had been one of Bernie's good friends plane, but that piece of fabric will make a mere 30 miles distant, but it was to be a and pilots and was often mentioned in con­ great memento some day. long 30 miles. We ran into more rain temporary articles, and Bernice's father was In the afternoon we flew back to Brod­ showers and got separated in the gather­ Orrin Hoopman, another part of the Pieten­ head for the Pietenpol Fly-In, but even ing darkness, and when I landed at pol team, who drew up the drawings that so though we had a great time that weekend, Wabash there was Will, but no Frank. many used to build their own Air Campers. everything was a little anti-climatic after Soon it was too dark to land, but a call to In fact, Bernice was named after Bernie Cherry Grove. I think that enough people Frank's wife revealed that he had made a Pietenpol. Not only that, but it turned out heard our enthusiastic accounts of the visit precautionary landing in a nearby hay­ that Don Pietenpol had learned to fly at age that it will certainly happen again, probably field, and after awhile he showed up at nine in 1939 in the same airplane that Ted with more airplanes next time. the airport with a sympathetic neighbor. Davis had just landed in! And what of Mike and the big tires on Mr. We decided that we'd had enough adven­ The women went and rounded up food Sam? Well, we all played dumb for awhile ture for the day and instead of tents we for the hungry aviators, and a lively and fas­ and pretended that they were the same ones went to a hotel for the night. cinating session of hangar flying provided that had been on the airplane when I left New We refueled at Prairie-du-Chien, and the evening's entertainment. Finally we York, and finally I told him that they had then determined that there was just enough settled down for the night in our tents under been a little soft and we'd put 120 psi in daylight left to get to Cherry Grove. Our a clear moonlit sky. them. He still wasn't buying it, so eventually calculations turned out to be just right, as At dawn we flew some more, gave some I confessed to changing them, and told them the sun was just disappearing when the rides, and went into town to see Bernie's that they made the airplane look more like a Pietenpol airstrip came into view. A white old house and workshop. At the mercantile Pietenpol should. I think he agreed, and as van was driving along the side of the run­ store we ate some breakfast, and who should far as I know they're still on there. way and we flew past in formation and walk in but Orrin Hoopman himself, the last After all of this adventure r had to get Mr. broke off to land. While the others were surviving member of the trio who put Sam back to New York, then take the airline coming in I flew over the town, a tiny cross­ Cherry Grove on the aviation history map. back to California, and then quit my job, and roads in a big country, but a very big spot in We had stepped back in time, or flown back drive all the way back to the East Coast with the history of home built airplanes and avia­ anyway, walking those streets and talking to a Ryan fuselage on top of my car, but that's tion in general. those people flying over those fields and another story. ..

VINTAGE AIRPLANE 23 IVIIAT OUR MEMBERS ARE RESTORING ------byNor~Petersen Golden Oldie This photo of a Travel Air 4000 "duster," N9048, SIN 849, was taken in the 1950's by veteran EAAer Leo Kohn (EAA 4). The sign on the side of the fuselage reads,"Rex Williams Airplane Crop Dusters, Phoenix, Arizona." The photo came from the collection of the late John Van Buren of Mattydale, NY, and was con­ tributed by Chuck Burtch (EAA 56205) of Phoenix, NY. Noteable items include a 245 "Shakey Jake" engine with a huge over-wing exhaust, very flat pitched propeller, minimal cowling between the engine and firewall and Grimes navigation lights. Eventually, the Travel Air was returned to a life of hauling passengers by Paul King (EAA 191361, AlC 10180) in Watsonville, CA. About five years ago, the airplane caught fire and was totaled, however, it is still registered to Paul King.

Elmer Steier's Cessna UC-78

This photo of a totally restored 1943 Cessna T-50 (UC-78), N60453, SIN 5193, was sent in by owner, Elmer Steier (EAA 308687, AIC 14955) of Whittemore, Iowa. Purchased in De­ cember, 1987, from Otto Stender of Maysville, lA, the big twin Cessna was flown home on May 5, 1988, and the restoration begun. Assisted by his highly experienced nephew, Tim Steier (EAA 109759, AIC 2264) of Blue Earth, MN, Elmer says the rebuild took seven years and 21 days. The ex­ terior is finished exactly like the UC­ 78 looked when it left the factory on October 12, 1943. After a summer of flying the pretty Cessna, the engines and props have been replaced with overhauled ones, ready for the '97 sea­ son. Plans are to bring the big twin to Oshkosh '97, so folks, keep your eye open for the prettiest Bamboo Bomber you ever laid eyes upon. There are 154 Cessna T-50's remaining on the FAA register.

24 MARCH 1997 Eight Yellow Ponca City Cubs

This photo of eight yellow Piper J-3 Cubs in a row was taken by Bert Blanton (EAA 413085, AlC 22572) last September 20th during the first Ponca City Cub Fly-In at Ponca City, Oklahoma. The fly-in was spon­ sored by EAA Chapter 1046 and the Ponca City Avia­ tion Booster Club in honor of the 50th Anniversary of the manufacture of Piper Cubs at Ponca City in 1946 and 1947. Enough to make a dyed-in-the-wool Cub driver go into near hysteria at the sight, the Ponca City gathering was held the day before the huge Tulsa Fly­ In and a grand time was had by all. On Friday, the entire group flew en masse to Tulsa, landing in single file - a stirring sight that endeared the Cub to the many visitors. The Ponca City group voted to hold the same gathering next year in 1997 at Ponca City. Be there.

Ken Jackson's KR-31 Challenger This photo of a recently restored 1929 Fairchild KR-31 Challenger, NC327H, SIN 314, was sent in by owner and long­ time EAAer, Ken Jackson (EAA 95080, Ale 6831) of Fairport, NY, who spent six years of part time work restoring the OX­ 5 powered biplane. Ken reports NC327H was built in Hagerstown, MD, on May 31, 1929 , and was sold to the DW Flying School in western New York. Ken's grandfather learned to fly in this very air­ plane in the early 1930's and eventually bought the KR-31 ,barnstorming around the area for a few years. His grandfather passed away in 1963 and never knew that Ken had gone into aviation as an Eastman Kodak corporate pilot for the past 22 years, flying a G-4 Challenger! Of the two Challenger airplanes that he flies, Ken says the KR-31 wins hands down as the most fun to fly. Congratulations Ken, on a beautiful restoration.

Michael Uding's Stinson 108-2 This picture of a nicely restored 1947 Stin­ son 108-2, N198C, SIN 108-3198, was sent in by Michael Uding (EAA 16170, A /C 26950) of Ste. Genevieve, Missouri. Mike reports the Stinson had been stored in a bam for 30 years before being carefully extri­ cated and the rebuild begun. It took approx­ imately two years for the restoration with the Stits process being used for covering, the final coats being Daytona White and Portland Green. The flfSt flight was made on Thanksgiving Day, 1996. The engine is a Franklin six-cylinder of 165 hp. Note the pretty metal wheelpants, the metal prop and the Scott 3200 tailwheel. Special congratula­ tions go out to Mike Uding on the return to ac­ tive duty of his restored Stinson 108-2.

VINTAGE AIRPLANE 25 PASSdh BUCK by E.E. "Buck" Hilbert EAA #21 NC #5

A while back I wrote about owner as­ sisted annual inspections. Well , here ' s a suggestion. It'll cost a couple of bucks, but I feel it 's well worth it. Browsing through the Type C lub newsletters is one of my most time consum­ ing efforts. I don ' t let any of them slip by without really going through them. There is Here's what the Filter Wiz™ looks like. This is the Model 1, which will open a lot to be learned from these Newsletters, all 314" spin-on filters (CH 48108,109,110,111). You can also buy, either at and it is all very valuable information for the time of purchase or later, a conversion adapter which allows you to do all the owner/operator. production piston engine filters, (CH 48103, 104). It also allows you to open I came across this gem in the Cub many automotive filters that have 13/16 thread, and 3-5/8" dia. filters such as Newsletter and it really fills the bill when it the AC/PF-35, etc.The cost is $49.00, less a 5 percent discount to EAA mem­ comes to the owner doing his oil changes. bers. A full money back 90 day warranty is included Add $2 to cover COD costs, otherwise pay by check or money order. No credit cards or phone or­ Now all my airplanes, with the exception ders, please (it helps keep my overhead down so I can offer this at reason­ of the Aeronca Sedan (which has the ADC able price). Order it from: K. Santerre, 8127 Counselor Rd ., Manassas, VA oil filter installed) are A-65s, A-75s and the 22111. Aeronca E-113 engines. They don ' t have external oil filters. This means that you pull see what I got back! The opener, rubber how many of the old heads (new ones too) the screens, put them in a rag-bag, slosh gloves, a steak knife, detailed written in­ who have never heard of the Breeze system. them around in solvent and look for trouble. structions and, to add to the stuff I could It wasn't too common in the old days be­ Very simple and easy, as you can see the re­ read, a video showing the whole operation. cause most radio reception was on low fre­ sults immediately. He even extended a promise to extend the quency and ignition High Frequency didn't Now in comes the Pacer with the 0-290 discounted price to all EAA members! present a problem. After the war, planes D Lycoming and it has an external filter, Now how can you beat a deal like that? that came with radios didn't have shielded screw-on type, a Champion 48109 or some­ Take a look at the picture, think about it a ignition, including the Stinson I 08's, Cessna thing. It has screens too, but the full flow bit, and if you need one, order it! 140's, etc. oil filter is the "biggie," and that is where Back To You, this gadget comes in. Here's more on the Breeze Spark Plug It's a can opener! An oil filter can cap dilemma: opener! About the handiest and most rea­ Dear Buck, C. C. "Ace" Cannon sonably priced one I've run across. Easy to Just a note t hat could help solve the Winterset, IA use, adaptable to just about any of the cur­ problem of breakdown of the Breeze Cap. rent manufactured filters and a must to con­ There is a product available through elec­ Dear Ace, duct a proper oil change. tronic supply houses known as "corona Your letter on the Breeze Cap is most ap­ The money spent on this gadget is dope." This is a high voltage, hi gh dielec­ preciated. I'm amazed at how much input peanuts compared to the cost of your en­ tric leak resistant coating that can be brushed I 've gotten so far on that letter. Marv Hop­ gine. When you figure the overhaul cost in on any clean, dry surface. It is brownish red penworth had some comments to make by today's dollars, preventive ma intenance in color and about the consistency of Par­ phone, and a couple other calls came in as comes easy! alketone. I used it back in the '60's when well. Everybody agrees that it was a good I read about this tool in the Cub Newslet­ we rebuilt a lot of generators and starters, to set up. Too bad they don't make 'em any­ ter, and with the memory fresh in my mind set the field coils in the cases and prevent more. I've got boxes of C-26s that could of the trouble we went through taking the leakage and grounding. A TV man who probably be used ifwe had the system. used filter over to a friends shop where he used it to seal and coat the ends of picture Over to You, had a can opener, I decided to order one. tubes told me about the material - we all Especially since it was a club member dis­ know that there is plenty of voltage to con­ count deal to boot. tend with in that area. I wrote the man a letter, and you should That was a good article - it's surpri sing

26 MARCH 1997 WELCOME NEW MEMBERS - Cynthia D. Almquist...... Weeping W ater, NE GIl)N~ Sven H. Andersen ...... Oslo, Norway John F. Arnold ...... Pompton Pl aines, NJ Stephen A. Badolato ...... Harrison, NY Phillip W . Bass ...... Gulfshores, AL Frederick H. Beck ...... Rockford, IL The West's Premier EAA Event Brad Beckworth ...... Jacksonville, FL David S. Behne ...... Brentwood, CA William H. Berrick ...... Omaha, NE Jim Borst ...... Colorado Springs, CO Bruce K. Chester...... Raleigh, NC Edward R. Clay ...... Fishkill, NY Mike Clouse ...... Olympi a, WA HOMEBU ILTS • ANTI QUES Eddie Crowder ...... A shev ille, NC ULTRALIGHTS Homer L. Dangler ...... Addison, MI Steven Derksen ...... Edson, Alberta, Canada CLASSICS • HELICOPTERS Bill Dickey ...... Redmond, WA John W. Dolan ...... Paso Robles, CA WARBIRDS John Dutra ...... Saratoga, CA George Field, Jr...... Tempe, AZ • AIRCRAFT FLY-BYS &AIRSHOW EVERYDAY Chooks Fowler .... Cootamundra, NSW, Australia John H. Garabedian ...... Southborough, MA • EXHIBITS ­ FORUMS ­ FLY MARKET Arlen Gellings ...... Franksville, WI Arthur Haefliger ...... Nufenen, Switzerland • AIRCRAFT JUDGING &AWARDS Greg M. Hagen ...... Muskegon, MI • FAMILY ACTIVITIES ­ CAMPING Hyman E. Harrelson ...... Ogden, UT Gregory A. Harris ...... Jordan, MN • OUTDOOR RUNWAY THEATER Merle Helt...... Ponca City, OK Don E. Herfurth ...... Grass Valley, CA EACH EVENING Dudley Hill ...... Lancaster, PA • HOT AIR BALLOON RALLY Brian E. Hoffmann ...... Boise, ID James B. Hoover ...... Ridgeland, W I • HOME BUILDERS WORKSHOP Daniel P. Horton ...... Wetumpka, AL Ken Humbertson ...... St. Peters, MO • COMPLETE FOOD SERVICE Phi ll ip M. Jones ...... Richmond Heights, MO Richard H. Kiser ...... Abingdon, VA Timothy Kraus ...... Seattle, WA Will iam W. Long, Jr...... Campbellsvil le, KY David G. Lybarger ...... Murray, NE Raymond D. Main ...... West Monroe, NY Tom McDuffee ...... Rosamond, CA Norvin J. Meitner ...... Milwaukee, WI Stanislaw Misiewicz ...... Murray, UT Josef Muehlbauer ...... North Fort Meyers, FL Robert Myers ...... Calumet City, IL Richard M . Nelson ...... Arlington, VA Daniel R. Peterson ...... Omaha, NE Robert L. Phillips ...... Wilkesboro, NC Jeff J. Pl antz ...... Madison, W I Carl Prui ss ...... Terrace Park, OH Kenneth W . Rei man ...... Spokane, WA Michael Scott Reiman ...... La Jolla, CA Richard Reiser...... Cupertino, CA Rick L. Shelor ...... Vinton, VA Michae l J. Smith ...... Grapev ine, TX Michael Tabler ...... Bellevue, NE Dennis Thomas ...... Santa Cruz, CA Paul R. Thomas ...... St. Paul, MN Robin L. VanValkenburg ...... Elk River, MN Fred Voltz ...... Coppell, TX Bruce Wallis ...... Porter, TX Steven P. Webre ...... Broussard, LA Randy Williams ...... Tumacacori, AZ

VINTAGE AIRPLANE 27 The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval, sponsorship, involvement, con­ trol or direction of any event (fly-in, seminars, fly market, etc.) listed. Please send the information to fAA, Aft: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be received four months prior to the event date. Fly-In Calendar

REG IONAL FLY IN M A Y 23 -25 - WATSONVILLE, CA - 33rd JUNE 21 - WALWORTH, WI - Bigfoot Airfield SEPTEMBER 6-7 - MARION, OH - Mid­ annual West Coast Fly-In and Airshow. This (WI05) Fly/ Drive-In Breakfast. Young Eagle Eastern EAA Fly-In (MERFI). Call Lou years theme " Quest For Speed . .. Air rides, airshows at 9 and 77 am. Rain date: Lindeman, 573/849-9455. Racing Through Th e Ages. " Info: Call 6/22. Info: Bob Kirkpatrick 474/736-4207. OCTOBER 9-12 - MESA, AZ ­ Coppers tate 408/496-9559. JUNE 22 - NILES, MI - jerry Tyler Mem. Fly-In. Ca ll Bob Hasson, 520/228-5480. MAY 24 - DECATUR, AL - (KDCU) EAA Chapter Airport. 70th Annual Fly-In Breakfast/Lunch. OCTOBER 10-12 - EVERGREEN, AL - 947 9th Annual Fly-In. Food, fun, aircraft 6 am - 7pm. Carbon's Malted or Healthy Southeast Regional Fly-In. Call Harold judging. For more information contact Dick Gourmet panca kes, real orange juice. "Bubba" Hamiter, 334/765-9709. Todd, 205/977 -4060 or 205/96 7-4540 (work). $3.95, kids under 5 free . Luch is Chicago OCTOBER 10-12 - WILMINGTON, DE - JUNE 1 - DEKALB, IL - DeKalb-Taylor style Hot Dogs, chip and soft drinks. East Coast EAA Fly-In. Call Andrew Municipal Airport. EAA Chapter 24 7 Fly-In Tropies for first arrival and 7 categories. Alvarez, 302/738-8883. Breakfast. 7 a.m. - noon. Info: Bernie Proceeds to benefit EAA Chapter 865 OCTOBER 17-19 - KERRVILLE, TX - Simuuich, 875/758-8434. hangar project and their safety and young Southwest Reg ional Fly-In. Call Stu JUNE 6-7 - BARTLESVILLE, OK - Frank Phillips peoples programs. Info: Ralph Ballard, McCurdy, 5 72/388-7399. Field. 77th Annual National Biplane 676/684-0972. Convention and Exposition. For info call JUNE 26-29 - MT. VERNON, OH - 38th Annual Charlie Harris, Chairman, 978/622-8400, National Waco Reunion Fly-In. 573/868-0084. MARCH 22-23 - BORREGO SPRINGS, CA - Virgil Gaede, Expo Director, 978/336-3976. JULY 30-AUGUST 5 - O SHKOSH, WI - 45th Third Annual Borrego Valley Fly-In. JUNE 6-7 - MERCED, CA - 40th Merced West Annual f AA Fly-In and Sport Aviation Camping, food available on field. Fly-In Coast Antique Fly-In. Info: write th e Merced Convention. NOTf DA Y CHANGf - Now info, ca ll the airport manager at 679/767­ Pilots Assoc., PO Box 23 72, Merced, CA Wednesday through Tuesda y. Wittman 7475, ca ll th e Chamber of Commerce for 95344 or call Virgina Morford, 209/383­ Regional Airport. Contact John Burton, fAA lodging, transporation 679/767-5555. 4632 or for concessions, Bud Holck, P.O. Box 3086, Oshkosh, WI 54903-3086, APRIL 6-1 2 -LAKELAND, FL - 23rd Annual 209/722-8323. 414/ 426-4800. Sun 'n Fun EAA Fly-In and Convention. JUNE 6 -8 - SUGA R GROVE, IL - Aurora AUGUST 2 - ELLSWORTH, KS - (9K7) EAA 87 3/644-2437. Municipal Airport, EAA Chapter 579 Annual Chapter 7 727 Fly-In breakfast and Cowtown APRIL 26 -LEVEL LAND, TX - EAA Chapter 79 Fly-In and Open House. lAC Chapter One Festival. Info: 973/472-4773. Fly-In breakfast. 8-70 a.m. Info: Call Bob AUGUST 9-10 - RICHMOND HEIGHTS, OH Stites, 806/794-596 7 or Lome Sharp, Heuer Classic aerobatic competition will be -Cuyahoga County Airport. Wings & 806/793-3202. held at the same time. Antique/Classic aircraft Wheels, to benefit the Crawford Auto­ A PRIL 27 - H A LF MOON BAY, CA - 7 th displays, and EAA B-77 tours are scheduled. Aviation Museum. Info: 276/ 727-5722 or Annual Pacific Coast Dream Machines, bene­ Lunch available on Friday, breakfast and the web site at www.whrs.org fit for the Coastside Adult Day Health Center. lunch on Saturday. For info: Alan Shackleton, AUGUST 30 - MARION, IN - 7th annual Fly­ 70 a.m. - 4 p.m. $ 70 for adults, 5 for children 630/466-4793, Bob Rieser, 630/466-7000, In/Cruise-In Breakfast sponsored by the under 74 and senior citizens (65 years+) Kids David Monroe, 847/639-6490. Marion High School Band Boosters . under four free. For info, call 475/726-2328. JU NE 14 - ALL OVER THE WORLD - INTER­ Antiques/Classics/Homebuilts, as well as APRIL 30-M AY 4 - SAN ANTON I O , TX - NA TlONAL YOUNG EAGLES DA Y. Fly a Antique/Classic cars welcome. Info: Ray Stinson Aerodrome Reunion. Celebration Young Eagle on th is day, and join the thou­ A johnson, 377/664-2588. of th e history of Stinson Aircraft Co . An sands of other pilots who will be doing the same to further the awareness of sport avia­ SEPTEMBER 19-20 - BARTLESVILLE, OK - Frank extensive program is being planned. Phillips Field. 40th Annual Tulsa Regional Fly­ Contact M arcia Gietz, 2358 Bolsover St., tion. For info call the EAA Young Eagles office at: 474/ 426-4837. In. For info call Charlie Harris, 978/622-8400. Houston, TX 77005-2648, fax 713/ 522­ SEPTEMBER 19-21 - SELMA, CA - 75th annual 2458 or e-mail [email protected] JUNE 14-1 5 - ANDOVER, NJ - Aeroflex­ Andover Airport (72N). Olde fashined fly-in West Coast Travel Air Fly-In. Old fashioned M A Y 2-4 - ROANOKE RAPIDS, NC - Annual sponsored by EAA NC Chapter 7. Authentic fly- in where aviators do what comes natu­ Spring Fly-In, sponsored by EAA rally. Flying events, memorabilia auction, WW I birds, good eats. Info: 207/786-5682 Antique/Classic Chapter 3. All welcome. For great food. Info: jerry Impellezzeri, or 207/367-0875. info contact Ray Bottom, jr. 757-722-5056 or 408/356-3407 or Bob Lock 209/638-4235. JU N E 15 - ANDERSON, IN - Anderson Fax at 757/873-3059. SEPTEMBER 20 - SULPHUR SPRINGS, TX ­ Municipal Airport. EAA Chapter 226 Father's M A Y 4 - DAYTON, OH - 34th Annual EAA EAA Chapter 7094 3rd annual Fall Fly-In. Day Fly- In breakfast, 7 a.m. - 77 a.m. For info Chapter 48 Fly-In Breakfast at Moraine Air Coincides with the 28th annual Hopkins Park. Lots of Antiques on the field. Contact call Larry Rice, 3 77/649-8690. County Fa ll Festival and World Champion jennie Dyke at 573/878-9832. JUNE 15 - LACROSSE, WI - Father's Day Stew Contest. Info: 908/885-5525 or MAY 18 - ROMEOVILLE, IL - EAA Chapter 75 Fly/Drive-In Breakfast. 7 am-7 2 pm. $4.50, PIC 903/439-3272. Fly-In breakfast, 7- 77 a.m . at Lewis free. Cakes by Big jakes, displays by Harley SEPTEMBER 21 - HINKLEY, IL - EAA Chapter Romeoville Airport (LOT). Info : Frank Davidson, Skipper/iner, aviation vendors. NC 247 Fall Fly-In Breakfast. Info: Bernie Goebel 875/436-6 753. fly-bys and static displays. Check NOTAM5. Simuuich, 875/758-8434. MAY 18 - WARW ICK, NY - EAA Chapter 507 Info: Steve Schmitz, 608/787 -5277. OCTOBER 5 - TOMA H, WI - Bloyer Field. annual Fly-In at Warwick Aerodrome (N72) JUNE 19-22 ST. LOUIS, M O - Creve Coeur EAA Chapter 935 70th Annual Fly-In break­ in Warwick, NY. 70 a.m. - 4 p.m. Food, tro­ Airport. American Waco Club Fly-In. fast. Static Displays, food, craft market, phies, judging closes at 2 p.m.. Unicom Contacts: Phil Coulson, 676/624-6490 or radio controlled planes, 7 am - 4 pm. Info: 723 .0. Info: Harry Barker, 201/838-7485. jerry Brown, 377/535-8882. call 608/372-3725.

28 MARCH 1997 MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association, Inc. is $35 for one year, including 12 issues of SPORT AVIATION. Family membership is available for an additional $10 annually. Junior Membership (under 19 years of age) is available at $20 annually. All major credit cards accepted for membership. ANTIQUE/CLASSIC Current EAA members may join the Antique/ Classic Division and receive VINTAGE AIR­ PLANE magazine for an additional $27 per year. EAA Membership, VINTAGE AIRPLANE mag­Something to buy, sell or trade? An inexpensive ad in the Vintage azine and one year membership in the EAA Trader may be just the answer to obtaining that elusive part. .40¢ per Antique/Classic Division is available for $37 per word, $6.00 minimum charge. Send your ad and payment to: Vintage year (SPORT AVIATION magazine not included). Trader, fAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-3086, or fax your ad and your credit card number to 414/426-4828. Ads must be lAC received by the 20th of the month for insertion in the issue the second Current EAA members may join the Intemational month following (e.g., October 20th for the December issue.) Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an additional $40 per year. EAA Membership, SPORT AEROBATICS maga­ zine and one year membership in the lAC Division is available for $50 per year (SPORT AVIATION magazine not included). WARBIRDS AIRCRAFT

Current EAA members may join the EAA 1946 Aeronca Champ. Original and correct Warbirds of America Division and receive WAR­from prop decal to tailwheel (except shielded BIRDS magazine for an additional $35 per year. ignition and textured paint on interior panels to EAA Membership, WARBIRDS magazine and simulate flock). 85 hours since detailed restora­ one year membership in the Warbirds Division is tion and engine overhaul. Cared for like museum available for $45 per year (SPORT AVIATION piece. Same owner past 20 years. In cludes magazine not included). spare, runout engine, COM radio, documentation and manuals. (860) 535-1699 after 8:30 p.m. EAA EXPERIMENTER Inquires welcome. Offers considered. Current EAA members may receive EAA EXPERIMENTER magazine for an additional $20 MISCElLANEOUS per year. EAA Membership and EAA EXPERIMENTER magazine is available for $30 per year (SPORT SUPER CUB PA-18 FUSELAGES - New manu­ facture, STC-PMA-d, 4130 chromoly tubing AVIATION magazine not included). throughout, also complete fuselage repair. ROCKY MOUNTAIN AIRFRAME INC. (J . Soares, FOREIGN Pres.), 7093 Dry Creek Road, Belgrade, Montana MEMBERSHIPS 59714, 406/388-6069, FAX 406/ 388-0170. Repair station No. QK5R148N. (0274) • AVIATION INSU RANCE · Please submit your remittance with a check or draft drawn on a United States bank payable in FREE CATALOG - Aviation books and videos. United States dollars. Add $13 postage for How to, building and restoration tips, historic, fly­ SPORT AVIATION magazine and/or $6 postage ing and entertainment titles. Call for a free cata­ for any of the other magazines. log. EAA,1-8OO-843-3612. Insure it as you build it! EAA AVIATION CENTER Ragwing Replicas - Ultralight legal Aircamper, Heath, Pitts, Duster, Triplane. Plans $52. Thil feathers to nose gear, P.O. box 3086 Brochure $3. P. O. Box 39, Townville, SC Oshkosh, WI 54903-3086 29689. (0400) we love homebuilts! WEB SITE http://www.eaa.org E-MAIL Vintage @ eaa.org EAA Aircraft Finance Program. We finance most types of aircraft including experimentals. PHONE (414) 426-4800 No aircraft age limit. Call 1-800-999-4515, FAX FAX (414) 426-4873 941 / 646-1671 E-mail [email protected] US and Canada ca ll OFFICE HOURS: Homepage http://www.airshow.netleaaloan+ 8:15-5:00 mon.-fri. administered by NAFCO. (1626) 800-276-5207 Notavailable in Ouebec 1-800-843-3612 Piper J5C Information Needed - Will beg, bor­ row or purchase any information, articles, pic­ MEMBERSHIP DUES TO EAA AND tures etc. on the Piper J5C. This is the fully ITS DIVISIONS ARE NOT TAX cowled model with the Lycoming 0235 engine .­ DEDUCTIBLE AS CHARITABLE that became the PA12 .Bob Ruffini - Days 800/224-5522, FAX 810/ 644-8909, Eve CAviMCO~ CONTRIBUTIONS. 810/644-9081 . INSURANCE COMPANY

VINTAGE AIRPLANE 29 Visit the All New

Hammondsport. New York " The Cradle ofAviation" Explore the life and times of Aviation Pioneer Glenn H. Curtiss. Experience a rare collection of early aircraft, motorcycles, bicycles and engines. Relive turn of the century lifestyle through collections of antique toys, dolls, furniture and other curiosities. Special exhibits and events. Something for the whole family! May 1 - October 31 November 1 -April 30 Monday ­ Saturday 9 -5 Monday ­ Saturday 10 ­ 4 Sunday 11- 5 Sunday U -5 Admission • Accessible • (607) 569-2160 Curtiss Museum • Hammondsport • New York • 14840 Route 54, one halfmile south ofthe Village

Spirnl-Bowtd Classrooll1.. Our new manual isn't It'll just a reference - it's a show covering course in a you Fly high with a book. It's the clearest, just quality Classic interior most thorough, and how easy it is to most fun-to-read cover an airplane Complete interior assemblies for do-it-yourself installation. with Po ly-Fiber, step-by-step Custom quality at economical prices. book of its and how much • Cushion upholstery sets kind. It wi ll fu n it can be. It • Wall panel sets guide you al l includes our entire • Headliners the way catalog of tools, • Carpet sets products, and other through the entire • Baggage compartment sets Po ly-Fiber process in goodies, too. All you • Firewall covers plain easy language need to make it happen • Seat slings is our new manual ... and w ith a delightful • Recover envelopes and dopes sense of humor. and a dream. Free catalog of complete product line. Order Yours!Just $10.00! Fabric Selection Guide showing actual sample colors and Plus SblppIng If( Handllng styles of materials: $3. 00 . 800-362-3490 ! 1j8I I ~.po~be£coEn Qil1:~RODUCTS, INC. E-maU: inCo@po lyflbc r.com 259 Lower Morrisville Rd ., Dept. VA Fallsington, PA 19054 (215) 295-4115 -Ai r c r a f t Coatin.g s FAX: 909-684-0518 ZJ 30 MARCH 1997 EAA/SPORTAI R aean D TM WORKSHOPS End the Oil Mess ~;,;: Co-sponsored by EAA and Alexander SportAir, these Workshops offer weekend programs with a wide range of basic and advanced aircraft fabrication and restoration skil ls.

Denton, TX (Dallas) March 22-23 Griffin, GA April 26-27 Reno, NV May 17-18

D-18 Twin Beech Please contact SportAir for location information and registration_ Call 1-800/967-5746, Fax 770/467-9413.

Grumman Mallard WW1 AERO (1900-1919) Sample issues $4 each D-17 Staggerwing Beechcrak SKYWAYS (1920-1940) • historical research • workshop notes For Round Engine Classics • Information on painVooor • aeroplanes, engines, parts Any Size Radial From PT's to for S8Je Constellations • your wants and disposals • Information on current projects Custom engi"""ing ;, our speciol~. CIeon Kn'" is eI~f Over 300 Clean KitsTM on • news of museums and airshows radial engines worldwide; bIe lor IieId OW"'" ""ng sIor1

EAA's Aircraft Finance Program is designed to make it easier and more Own the Airplane affordable to own an airplane. The plan will finance not only homebuiits, antiques and ultralights - but most other airplanes of Your Dreams as well. Skyhawks, Bonanzas, Aztecs, Citations - with no aircraft age limit. with EAA's®Aircraft Finance Program. The EAA Aircraft Finance Program offers low down payments, loan mini­ mums of $ 10 ,000 and attractive rates with tenns up to 15 years. We welcome partnerships, flight schools and flying clubs. Save money by refinancing your current airplane. EAA membership is included with every loan that's approved. We 'll also automati­ cally renew and pay for your annual EAA dues for the length of the loan - on loans over $20,000. For more information on the EAA Aircraft Finance Program or to obtain a loan application call : 1·800·999·4515 or fax 941·646·1671.

~~~...... A IM:NIIT - ~~3Y ../ A~ • EAA® Aircraft Finance Program Th e EAA Aircraft Finance Program is administered by NAFCO, P.D. Box 6145, Lakeland, FL. 33807.

VINTAGE AIRPLANE 31 r

Frederick R. B'ew;tt Youngstown OH "We have had super service from AUA, especially when we Bob has been flying since 1947. had prop damage last year and

Long-time EAA and were able to get a new prop Antique/Classic member. with just a small 'upgrade' or

appreciation charge. We are William C. Stavana also appreciative of the fact that Colf'andOH we weren't charged any Bill has been flying since 1954. deductable, as it was our first claim." Long-time EAA and Antique/Classic member. - Bob Blewitt & Bill Stavana

AUAis AUA's Exclus;ve EAA Ant;que/Class;c D;v;s;on Insurance Program

Lo er liability and hull premiums

Medical payments included approved. Fleet discounts for multiple aircraft carrying all risk coverages No hand-propping exclusion To become an No age penalty No component parts endorsements EAA Antique & Discounts for claim-free renewals carrying all risk coverages

Classic Division

The best is affordable. Member, call Remember, Give AUA a call - it's FREE! We're Better Togetherl 800-843-3612

Fly with the pros ...fly with AUA Inc. AVIATION UNLIMITED AGENCY

32 MARCH 1997 COMAV, working with AUA Inc., has the broad knowledge it takes to cover the specialized needs of antique and classic ai rcraft pilots. COMAV coverage is backed by SAFECO Insurance, one of America's most trusted companies, with an A++ rating from A.M. Best. For more about our unique programs, contact your aviation specialist. Or, if you're an EAA member, call AUA at 800-727-3823. Remember, we're better together. Italy "The Great War"