STRAIGHT AND LEVEL

By Brad Thorn as

It is hard to realize that a year has passed since our asts serving a purpose for the preservation and en­ feel at home. A little fellowship will go a long way 1978 International Convention. Looking back it is evi­ joyment of sport aviation whether it be custom, an­ toward bringing continuity between the prospect and dent that the 1978 Convention was a tremendous suc­ tique, classic, warbird, aerobatic, rotorcraft, or pow­ the membership. cess. Attendance increased, there were more show ered hang gliding. Many of us have a specific special Elsewhere in this issue we have printed the most aircraft to be judged, exhibits were enlarged, forum interest in sport aviation and tend to favor an indi­ up-to-date information available for our fou rm sched­ activities increased, the afternoon air shows were fan­ vidual group such as our Antique/Classic Division. The ules. Daily listings will be posted outside the barn tastic and the evening program were well attended. basic drive in that singular area of interest will some­ and a complete list of the daily schedules will be avail­ The 1979 International Convention promises to be times warp our thoughts to the extent that we for­ able inside the barn. even larger, offer more to the members, with new im­ get that the basis of our existance is the combined Last year we initiated the Division informal pic­ provements and facilities available. You can be sure efforts of every EAA member toward one specific cause. nic in Ollie's Park and it was thoroughly enjoyed by the programming of events will be outstanding. Ollie's That cause is the preservation and continued existance all. We have again scheduled the picnic for Tuesday, Park will be the new site for our evening program pre­ of sport aviation. Obviously, one special interest group July 31, at 6:45 P.M. Tickets will be available at the viously held in the pavilion north of the tower. Access cannot survive alone. barn and we request that you obtain yours as early to these events will be convenient for those camping It is the opinion of your Board of Directors that as possible. and to the main auto parking areas. A permanent stage we are not reaching the many Classic aircraft owners On Wednesday, August 1, we will again present has been constructed among the trees in Ollie's Park and restorers. If our Division could reach out and at­ our " History of Flight", a chronological continuous and the surrounding area has been paved. A family tract these eligible prospects, our potential would fly-by of antique and classic aircraft present at the Con­ atmosphere will definitely be prevalent and the re­ definitely increase and the benefits gained would en­ vention. This event will offer an opportune time to laxed nature of the setting will be a new pleasure. rich and expand the service of the Division. During witness and photograph the finest group of antique Our Division Headquarters will again be centered your visit to Oshkosh this year and while camping or and classic aircraft available for a continuous fly-by. at our barn and our forum tent will be adjacent to the watching the air show or attending a forum of your Awards night will again be on Friday evening, August barn. We are adding an Antique/Classic Division Regis­ choice, introduce yourself to your neighbor. An en­ 3, and the presentations will be made from the stage tration Booth for use to recruit membership in our lightening conversation will probably develop and of our new amphitheater in Ollie's Park. Following the Division. Exposure to our booth at the barn should be the primary subject will eventually turn to sport avia­ awards we will again have our social hour in Ollie's excellent as the flow of traffic from the camping area tion . During your conversation the subject might move Park directly behind our Division Headquarters barn. will pass directly by it. We invite not only Division toward a special interest group in sport aviation and Tickets must be purchased in advance and will be avail­ members to visit us at the barn but extend the invi­ here you may learn that your new friend's interest lies able at the barn . tation to all EAA members and guests. Most EAA mem­ possibly with an antique or classic aircraft. Being a Saturday morning at 10:30 A.M . we will hold our bers are aware that antiques, classics and warbirds member of our Division, you already know the bene­ Antique/Classic Division Annual Membership Meet­ are exhibited at Oshkosh, but we feel few of them fits available and can guide him by explaining the ad­ ing in the Division forum tent. All members are urged know the individual Divisions exist, nor are they aware vantages of membership. Bring your friend by our to attend and guests of members are welcome. of the services available through membershipin one Division barn and introduce him to the membership We look forward to seeing each of you at Oshkosh or more of them. The entire EAA organization is one present. Show him some of the back issues of our this year. Fly safely and enjoy your Convention. tremendous group of dedicated sport aviation enthusi­ publication , The VINTAGE A IRPLANE, and help him TIl-= VI~TA(3~ AIVVLA~~

Editorial OFFICIAL MAGAZINE Staff EAA ANTIQUE/CLASSIC DIVISION INC. Publisher of THE EXPERIMENTAL AIRCRAFT ASSOCIATION Paul H. Poberezny P.O. Box 229, Hales Corners, WI 53130 CopyrightC 1979 EAA Antique/Classic Division. Inc.. All Rights Reserved (Phoro by David Gustafson) Choi ce at Chino in the Warbirds ar ea was this Editor JULY 1979 VOLUME 7 NUMBER 7 eaming exampl e of a rare N3N-3 res tored by Rob ert David Gustafson, Ph.D. an Vranken of Suisan, CA. (On The Cover , , . Aerial photograph of An(ique/C/assic area a( Os hkos h 1978, Photo by David Gustafson, ) (On The 8ack Cover . . . Beech Staggerwing (axies across (h e runway a ( Oshkosh 1978. Photo by David Associate Editors: H. Glenn Buffington, Edward D. Williams, Byron Gus(afson.) (Fred) Fredericksen

Readers are encouraged to submit stories and photographs. Associate Editorships are assigned TABLE OF CONTENTS to those writers who submit five or more articles which are published in THE VINTAGE AIR­ Straight and Level by Brad Thomas ...... _...... __ . . • ...... 2 PLANE during the current year. Associates receive a bound volume of THE VINTAGE AIR­ A Curtiss Album by George Hardie, Jr...... 4 PLANE and a free one-year membership in the Division for their efforts. POLICY-Opinions To Oshkosh and Back In An Ercoupe by Tom Nolan ...... _ ...... 8 expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. The Brazil (Indiana) Lion of 1932 by Malcolm MCHargue ...... 10 Directors Calendar of Events. _...... _...... 14 PRESIDENT Claude l. Gray, Jr. AI Kelch EAA Antique/Classic Division Convention Schedule ...... 14 W . BRAD THOMAS, JR. 9635 Sylvia Avenue 66 W. 622 N. Madison Avenue Borden's Aeroplane Posters F.rom The 1930's by Lionel Salisbury ...... 16 301 DODSON MILL ROAD Northridge, CA 91324 Cedarburg, WI 53012 Discovering A Ryan by John F. Hanson ...... 18 PILOT MOUNTAIN, NC 27041 2131349~1338 414/377-5886 Home For The Love of Luscombe by George S. Bickel. _...... 21 9191368-2875 Home Dale A. Gustafson Morton W. Lester Completed Antique/Classic Aircraft ...... _. ___ .. • ...... _... 25 919/368-2291 Office 7724 Shady Hill Drive P.O. Box 3747 Antique/Classic Aircraft Under Restoration ...... _.... _.. . .. 25 VICE·PRESIDENT Indianapolis, IN 46274 Martinsville, VA 24112 Letters To The Editor ...... _...... 26 JACK C. WINTHROP 3171293-4430 703/632-4839 'Home ROUTE 1, BOX 111 Richard H. Wagner 703/638-8783 Office EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIP ALLEN, TX 75002 P.O. Box 181 Arthur R. Morgan 2141727-5649 ' Lyons, WI 53148 3744 North 51st Blvd. o NON-EAA MEMBER - $22.00. Includes one year membership in the EAA Antique/ Milwaukee, WI 53216 Classic Division, 12 monthly issues of THE VINTAGE AIRPLANE; one year mem­ SECRETi\RY 414/763-2017 Home 414/763-9588 Office 414/442-3631 bership in the Experimental Aircraft Association and separate membership cards. M. C. "KELLY" VIETS Advisors George S. York SPORT AVIATION magazine not included. 7745 W. 183RD ST. John S. Copeland 161 Sloboda Ave. 9'Joanne Drive Mansfield. OH 44906 o EAA MEMBER - $14.00. Includes one year membership in the EAA. Antique/Classic STILWELL, KS 66085 Robert E. Kesel Westborough. MA 01561 Business Phone 419/755- 1011 913/681-2303 Home 455 Oakridge Drive Division, 12 monthly issues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD. 617/366-7245 Home Phone 419/529-4376 Rochester. NY 14617 (Applicant must be current EAA member and must give EAA membership number.) 913/782-6720 Office Ronald Fritz John R. Turgyan 7161342-3170 Home 1989'Wilson. NW 1530 Kuser Road TREASURER 7161325-2000. Ext. Grand Rapids. MI 49504 Trenton . NJ 06619 ' 23250/23320 Office E. E. "BUCK" HILBERT 6161453·7525 609/565-2747 P.O. BOX 145 Stan Gomoll Gene Morris Robert A. White UNION, IL 60180 1042 90th lane. NE 27 Chandelle Drive P.O. Box 704 815/923-4205 Minneapolis. MN 55434 Hampshire. Il 60140 Zellwood. Fl 32796 6121764-1172 3121683-3199' 305/866-31 80 .,.....,...a..iC:'~~ ~~. ~,~~.. ' THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Antique/Classic Division. Inc,. and is published monthly at Hales Corners. Wisconsin 53130. Second class Postage paid at Hales -- .~ I ,... .;... Corners Post Office, Hales Corners, Wisconsin 53130. and additional mailing offices, Membership rates for EAA Antique/Classic Division. Inc.• are $14,00 per 12 month period of which $10.00 is for the publication of THE VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. ,.,..~ :""-\..-,... ­ Page 4 Page 8 Page 10 3 A Album

By George Hardie, Jr . EA A Historian

After the successful flights of the Silver Dart, the Trophy. He then trained Charles F. Willars as the So­ Aerial Experiment Association had fulfilled its purpose ciety's pilot, who took the Golden Flyer on tour. and was dissolved on'March 31 , 1909. Meanwhile Glenn Meanwhile Curtiss decided to enter the speed con­ Curtiss had contracted with the Aeronautical Society test for the Gordon Bennett Trophy to be held at of New York to build an airplane and train two mem­ Rheims, France in August, 1909. For this contest he 'bers as pilots. This was the first commercial sale of an built another airplane similar to the Golden Flyer to airplane in the United States. be powered by an eight-cylinder engine of 50 hp. The Curtiss Airplane No.1, named the Golden Flyer by race became a battle between Curtiss and louis Bleriot, the Society due to the color of its fabric, was of dif­ France's leading aviator. Curtiss won the Trophy with ferent design than the A. E. A. machines. Incorporat­ a speed of 47.09 mph. ing new ideas from Curtiss, its wing span was shorter, Now that his fame had spread worldwide, Curtiss with straight panels and ailerons mounted between was in great demand for exhibition flights. In partner­ the wings hinged from the front struts. A four-cylinder ship with Augustus Herring, the Herring-Curtiss Co. 20 hp engine powered the craft. had been formed to build airplanes. However, a patent On June 16, 1909 Curtiss made his first flights at suit by the Wright Brothers slowed its development and Morris Park in the Bronx to demonstrate this machine. strained relations between the partners. More de­ later moving to Mineola on long Island where the fly­ tails on this controversial affair can be found in the ing field 'was in better condition , Curtiss flew the definitive biography, " Glenn Curtiss : Pioneer of Flight" Louis Pavlhan (left) famous French aviator, and Glenn Golden Flyer over a measured course to set a distance by C. R. Roseberry. Curtiss at the Los Angeles meet, January, 19 10. record of 24.1 miles to win the Scientific American

The Golden Fl yer at Hammondsport, N . Y. in Jun e, 1909. Th e Rh eims racer at Hammondsport, N . Y. in July, 1909.

4 .-~t..a!Jl:ij1~dllJ!~.~~.,;:.'~"':."••., ',' B'·... eiiiiil:i!! I-=:::, ....(~ ,. , t. ,.••".; "r/ili '10" Y '. <. _. \""~"':-::.. -.~.. "" ~ .4...... :~". :~:.: ...... ~ ~·I.fl·:~i~ ij,~.,.. ~'. _I ...... " ,.j';' .~"~Itt .I'''~~::~~_. . '" ~ .,_... ~~~~. ~ . ~~ ~~~.-;'~'-:-. "" -----.-~. ~~ r' ~;':?" ~.... -' . \

;r..r?-i'_-t""~~-- . '< .. " ~,.,. .J..... i ,'I' :h';•. ,N':;" ,_ -. .'-.'~~.~. ",',,~._\. '. ,'" . ~l~1IIIl! ';'~~~~:'-~':'~~:~;'.~..-*', "':~:1i~ ~.'..,"..... , '(. > ,( ...... ' ",r 8 '\1"'N, ..:...;!\,,.,....,, .' . iiI!",'~.~,~ .'::...... ~,~ ...... ~"':. ~ ~/: .. '",,,,~'~''''~' ~!.. ~' ,>,", Glenn Curtiss at the aviation meet at Rheims, France where he won the Gordon Ben­ Curtiss had contracted to make a flight during the Hudson-Fulton celebration in Sep­ nett Trophy for greatest speed. tember, 1909, but had to default because of bad weather and a contract at St. Louis.

Charles K. Hamilton, Curtiss exhibition aviator, who on June 13, 1910 made a round­ Curtiss tried many different ideas to circumvent the Wright patent. These novel ailerons trip flight between New York City and Philadelphia. were not successful. 1910 was a busy year for Glenn Curtiss. His fame as winner of the Gordon Bennett Race drew countless offers to appear in exhibition flights. At the great International Aviation Meet held in Los Angeles in january, 1910 he and his two fledglings, Charles F. Willard and Charles K. Hamilton, all flying Curtiss air­ planes, took many prizes. On May 27, 1910 Curtiss set a distance record by flying from Albany, New York to New York City, cinching the Scientific American Trophy and winning the $10,000 New York World prize. Besides participating in many other aviation meets during that year and coping with the details of his expanding manufacturing business, Curtiss found time to train new fliers for his team, notably j. C. "Bud" Mars and Eugene B. Ely. Ely made headlines on November 14 when he flew to shore from a Navy cruiser anchored off-shore at Norfolk, Virginia. Curtiss had been studying the problem of flying from the water since his unsuccessful efforts with the Loon in 1908. A later attempt with his airplane mounted on a skiff on Lake Keuka also was unsuccessful. While attending an aviation meet in San Francisco in january, 1911 Curtiss arranged to lease a part of North Island at San Diego and set up his winter camp there to continue his experiments. He had offered to train an officer from the U . S. Army and the Navy free of charge if they were detailed to his camp. Thus T. G. Ellyson became the first Naval aviator. This was the beginning of the Curtiss winter training school which was eventually taken over by the Army and Navy, and today is the great Th e Curtiss airplane is mounted on a skiff for trial off th e water of Lake Keuka at Ham­ Navy North Island Air Station. mondsport, New York.

Curtiss t;J xis out lor take-off. Th e skiff did not provide enough floatation.

6 The first float arrangement for the Curtiss hydroplane was this cumberso me combina­ In a demonstration for th e Navy Curtiss flew this· tractor hydro to a battles hip where tion. The first success ful flight was made on January 26, 797 7. he was hoisted aboard. He abandoned th e tractor arrangement in favor of the pusher type.

The single float pusher arrangement proved to be the mos t sa tisfa ctory and was th e Wheels were added to make the first amphibian. At first trials the wheels were not forerunner of later success ful designs. retracted. Later refinements added a retra ction mechanism. Glenn Curtiss is a t left. 7 ~ ~ ~ AND BACK ~ ~ ~ IN AN

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By Tom Nolan 445 Elmdale Avenue Utica, NY 13502

About mid-winter, Fred Sampson and I started a gentle campaign with our respective families to drive his 1946 Ercoupe from Frankfort-Highland Airport, Utica, New York to the EAA Fly-In at Oshkosh, Wis­ consin. The early warning approach seemed to work so, after a couple evenings of flight planning and glue­ ing maps together, Fred and I departed Highland about 3 p.m., Friday, July 29. A weather front had just passed through Utica leaving clear visibility, but also, some low hanging clouds. Our first stop was Flight Service at Oneida County Airport. Despite a low ceiling report at Rochester, we departed knowing we'd be flying into improved weather. As we moved west along the northern tips of the Fingerlakes in Western New York, the visibility was just fine al)d no low ceilings in the Rochester area. In order to over-fly Canada to Port Huron, Michigan, we set down at Buffalo Airpark for fuel and continued on. The evening flight on to Port Huron was beautiful in smooth air and unlimited visibility. Fred, who is continually popping his Instamatic, (Photo Provided by the Author) took us out over Lake Huron to photograph lakers From the left, Fred Sampson and Tom Nolan with Fred's Ercoupe at Oshkosh. moored outside the Port Huron harbor. We landed at St. Claire Airport about 7 p.m. 8 We fueled the Polish P-58 and started looking for We waited 'til about 7:00 when there was no wait­ true pilot's friend - Mike Daniels, the owner. We came a free ride to a cheap room. It didn't take long. We got ing line for take-off and headed west for the Ripon in tired and glad to be on the ground. We told him a ride with a guy who said he's just scared himself on approach check point. we'd like to make Buffalo where we had friends that a touch-and-go and took with full flaps on a Cessna. At Ripon, I called the approach frequency with no might put us up for the night. Without our asking, he We ordered a cab for 6:00 a.m., but due to rain answer, and we continued on in an orderly line of traf­ dialed St. Catherines so we could cancel our Buffalo and low clouds the next morning, we sent him away fic to Fisk. About over Fisk, a voice came on asking flight plan and then, as weather improved, sent his and stayed in the rack for a few more hours. Later, we an Ercoupe to rock its wings. We did so and received pilot up and over toward Buffalo, 40 miles away, for walked up the road to a gas station to confirm our instructions for our approach and landing at Oshkosh. a PI REP. When his pilot called back with 2000 and 6, course to the airport, whereupon a mechanic said he We were asked to rock our wings again, confirming he asked him to radio Buffalo approach control on was going that way and dropped us off at the mile­ receipt of the instructions, and on we went to the blue VFR possibilities. He radioed back they just went VFR. long driveway. water tower. We turned downwind over the four lane We waited another half hour, hoping for a little We checked weather and learned the front that for Runway 36 and followed our traffic in with some better conditions for us weekend pilots, and took off had been west of Wisconsin was now loitering over extra power to maintain spacing, landed and rode into in haze and 2000 foot ceiling. most of Michigan. We took off into low ceilings and the grass - there was a twin behind us. With what altitude we could justify over Weiland, possible rain, following highways and railroads. In­ While Fred got out the ropes, I went for a per­ I called St. Catherines tower to open our flight plan stead of going a direct VOR route, we moved from air­ suader to pound in the stakes. Two weekend pilots and, as Fred had by now picked up our rail tracks east, port to airport, always ready to turn back if needed. had worried another little plane into Oshkosh for the it was time to upset the radarman. We called approach Our first "rest" stop was Browne Airport at Sagi­ biggest aviation event in the world. Our fatigue disap­ control 2 miles east of Weiland, some 35 miles from naw. The weather wasn't that bad, but worrying a lit­ peared and we proceeded to take in the works til well Buffalo. After two turns for identification (no trans­ tle plane through poor visibility in unfamiliar terri­ after sundown. ponder), we were in radar contact for vectors to Buf­ tory can be fatiguing. After four days at Oshkosh, becoming well sun­ falo International. As the city came into view and Fred While at Browne, I briefed a young pilot going to burned, it was time to head home. With a 5 a.m. ris­ held our ,!ssigned heading perfectly, I got nervous, not Oshkosh who had no knowledge of the approach pro­ ing, we hitch-hiked to the airport from the University having talked to the ground for awhile. I squeezed the cedures there. dorms via one early rising farmer and an FAA controller. mike button and said we were unfamiliar with the area, Leaving Saginaw was more of the same until Claire, With little traffic; we took off on the runway next to and would appreciate headings right on into the air­ Michigan, we were forced to land by rain and limited our parking place and, with a right turn, put the nose port. The radarman was a perfect gentleman and put visibility. After an hour or so wait, things looked bet­ up for altitude and Manitowoc. At Manitowoc, we took us on right base for runway 23 before saying goodbye. ter and we pressed onto Ludington on the Eastern up an out-bound heading on the VOR for Ludington The tower cleared our little bug to land on a huge shore of Lake Michigan. across the Lake. About mid-Lake, the generator oil piece of concrete and turned us off in the direction At Ludington, things looked lousy, and were re­ seal decided to drop some oil on the muffler. Not know­ of Customs. We parked between a Lear Jet and a Con­ signed to wait and see if the next eastbound high ing just what the smell was, we looked for lake boats, vair Prop Jet. would allow us to cross the Lake before sundown. but maintained our heading. At Ludington, we learned As soon as Customs did their thing, we excused As we waited, other planes bound for Oshkosh about the oil leak, but I think Fred would agree that ourselves 5 miles south to Buffalo Airpark. This time, arrived and we made plans to cross the Lake in a flight the smell of something burning over Lake Michigan the navigator screwed up. With Buffalo Airpark 5 miles of four. A fifth arrived who had gone out over the Lake In an Ercoupe - we can do without. away, who needs a heading, but in three miles visi­ and said unlimited ceiling and visibility would soon The friendly airport manager loaned us a car to go bility, you sure do. Fred picked up the slack and took a be along. for breakfast, after which we headed confidently east. heading off the runway, and we got there by the time We left Ludington along with a Cherokee 140 which The weather was perfect. Flight Service, the night be­ I got the map out. I propped due to a defective alternator, a 150, and fore, had said the northeast would be no problem. The Fred called friends who took us to a motel and body anbther Ercoupe from Oswego, New York. We had front was by now, to be off the east coast. We went this fuel (food). Buffalo Flight Service said we couldn't agreed to stay together, but the 150 and the Chero­ time across Michigan in a straight line. At Port Huron leave VFR before noon, so we sacked in for late rising kee left us in their dust. Soon after lift off, the Mani­ we got our surprise. Flight Service said the front was the next morning. towoc VOR came in strong and, with the Oswego Er­ stalled and Buffalo was IFR, along with most of New Low and behold, the stalled front moved in the coupe in trail, we crossed the Lake in ever-improving York State. night, and morning broke clear and blue, but Fred had weather. By mid-Lake, it was clear blue with the far We filed a flight plan for London, Ontario and flew agreed to treat his friends to a ride. shore in sight. We flew over the VOR and took up a on in clear skies. The Canadian weather advisors at After a leisurely breakfast and the rides, we flew heading for Fond du Lac. No point in going to Oshkosh London said NO on getting to Buffalo, but we filed straight to Highland with a nice tail wind. because, by now, the field would be closed for the anyway with the intent of going as far as we could and CONCLUSION: Taking a light plane VFR any dis­ air show. then cancel the fl ight plan. tance can be work, and it can be frustrating, but it's The southern tip of Lake Winnebago pointed our We got as far as Weiland, only because the airport also a challenge and fun. If you do it, know your way to the Fond du Lac Airport where we landed in a is next to the railroad tracks. With clouds nearly on the weather, know where you're at, and know where the continuous flow of traffic doing the same thing we ground, we commenced a 3 hour wait for Buffalo In­ airport is - ahead and behind. were. ternational to go VFR. At Weiland Airport, we met a Dua~ Control WH€€! Bliltis rail WH<€l Automatic Pibl Ekdn.: Starter

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This photo of Lion aircraft #12074 is from Smithsonian OF Institution nega tive # 78-935 1. 1932 the aA~ZIL (INDIANA) LiOn

Nestled in the rolling hills of Western Indiana is the depression had shaken many in high places and had small city of Brazil. Back in the early 1930's, Brazil was reduced great numbers of comfortable people to a very By Malcolm McHargue somewhat of a railroad center. Not only was the city meager living. Hunger was no stranger. Route One located in the mining region, but it also had several When an inventor and would-be businessman came Carbon, IN 47837 can neries. Its industries produced paint, varnish, floor to Brazil early that year, it is not surprising that he wax, clay products, cigars, bricks, and tile. found an eager and hopeful audience. He told the Those of us who remember the year 1932, can at­ townspeople that the age of the airplane was upon us. test to the uncertainty and anxiety of the times, The Soon small planes would be nearly as common as auto­ 10 mobiles. If the city of Braz:il got in the field early, with a superior product, it would surely become a center in the new industry. He had just that superior product \ and was considering Brazil as his base of operations. The January 9, 1932 issue of the Brazil Times con­ tained an important article on the subject. It repQrted that the Industrial Committee of the Chamber of Com­ merce was negotiating with the inventor and builder of the plane. One of the planes had been erected at the Car-Na-Var-Plant and had been taken to Dresser Field at nearby Terre Haute for trials. On January 11, the local newspaper reported that the demonstration of the new plane was an unquali­ fied success. The public would be offered a chance to buy shares in the new plane manufacturing plant at $100 per share. Interested parties were invited to see­ a test of the plane at the Campbell farm which is one­ half mile north of National Road on the Knightsville Road on Sunday morning. These plans were cancelled due to the fact that the field was too muddy. The new plane was equipped with a number of new features, some of which were used only on high priced trans­ port planes. These included shock absorbers, and an automatic stabilizer. The plane would sell for about $1,500 . It was placed on display at the Stitzle and Hyde From Smithsonian Institution # 78-9352. automobile sales . About three days later, more excitement developed. The city might have an airplane engine plant come to town to work in conjunction with the aircraft plant. The Szekely engine reportedly gave frequent trouble. An inventor in Kansas City had spent years develop­ ing a new reliable three cylinder engine which had won both the altitude and speed records for this type of engine. This engine was not yet in production. The inventor of the engine, Mr. Poyer, agreed to consider building his engine in Brazil. Before the month was out, the inventors of both the plane and the engine had faced public question­ ing; the head of Continental Car-Na-Var had offered to let the new venture use one of their buildings, rent free, in order to set up shop and to begin operations; and a committee had been set up to finance the proj­ ect. The public was asked to buy 60 shares at $100. This would give them half interest in the new Lion Air­ craft Corporation . In order to attract attention, the inventor had attached a siren to the plane and had flown it over the city. On the 11th of March, came the announcement that the first plane from the Lion shop was about ready. It was an improved version of the Chicago built plane. Photographs furnished by Features included a welded steel tube fuselage, a wider Indiana. Taken in 1936 of pilot seat, wheel brakes, a tail wheel, control cables and linkage under the floor away from the pilot and 11 passenger area, and the center section of the wing built into the framewo.rk. The plane was being pre­ pared for the Detroit National Air Show. It was dolled up with an apple green fuselage, ivory wings, and a black and nickle landing gear. The Brazil Times printed several thousand colored circulars. On April 2, interested parties took the Lion to the Detroit Aircraft Show. With hopes running high at Detroit, a rather ominous note was struck at home. On April 5, two strangers from Chicago were caught borrowing tools from the Lion shop. They turned out to be former employees of the inventor and claimed that he had given them permission to borrow the tools. The Lion had an advantageous location near the front door and received a fine reception at the Detroit Aircraft Show. Prospective agents from all over the United States and from foreign countries stopped by to take data and to take first steps to represent the Lion Company. Established aircraft company engineers thought well enough of the plane to take extensive measurements, data, notes, drawings, and photo­ graphs. Representatives said that twenty orders could have been taken. The Type Certificate had to be re­ ceived before they could begin to fill orders, however. When the plane returned home, it was displayed at the high school gym for a time, then it was moved to Rose Polytechnic Institute for the same purpose. While at the show, the trim monoplane attracted the attention of B. P. Vlast. He volunteered to test the plane free of charge. Mr. Vlast had been a test pilot for Fairchild Aircraft, a transport pilot, and was an ex­ army pilot. Tests began in late April. They were to continue until the plane had met government require­ ments and received its Type Certificate. A new 5 cylin­ der Velie engine was tried on the Lion and found to improve the performance considerably. Some ground was leased near the plant and plans were made to con­ struct runways on what was to be called Parkins Field . Future plans called for paving of the strips, erecting hangars, and for lights to be installed. It is uncertain just what took place during the next few weeks, however, the inventor of the plane, an auto­ mobile, and a trailer with an airplane on it, seems to have disappeared. The July 30, 1932 issue of the Brazil Times reported that he had " hid it (the plane) in an abandoned hou!? e for two weeks. Later he took the plane to a garage in Bedford and proceeded to set it up and tried to interest Bedford businessmen in financ­ ing the manufacture of the plane." He was charged with automobile banditry and petty larceny_ Later, a jury aquitted him of the charges. The local newspaper quoted officers of the Brazil Aircraft Corporation as

12 saying that this problem would have no effect on the was also acquitted by a panel of jurors. I have refrained future of the local plant. Apparently, it did. from using any of the names of the principals in this Many pilots from Terre Haute as well as local pilots case in order not to embarrass any who might still that flew the Lion felt that the potential really was there. be living or any of their living relatives. Personally it This was an advanced design and could well have put would have pleased me very much if this venture could Brazil into a profitable aircraft business. In a 1968 is­ have prospered and been fruitful, because I believe alcolm McHargue as a young pilot in Curtiss JN4 ­ sue of Antique Airplane Association News, Robert the time, place, and potential, was such that it could 1920's. (Ad is for Flint automobile.) McDaniels, an airplane pilot from Naperville, Illinois, have been successful, if obstacles and differences had recalled having flown the plane. At this time, 1936, it been resolved . was owned by an auto dealer in Muncie, Indiana. Mc­ Daniels says that it was a good flying airplane but with Dimensions: a high sink rate. Floyd Henderson of LaPorte, Indiana Length ...... 19 ft. who is still flying, flew the Chicago built Lion X12074. Span ...... 31 ft. He has kind words for the airplane but was not thrilled Height ...... 7 ft. with the performa'nce of the engine. The 3 cylinder Performance: Szekely treated him to his first forced landing. He re­ Take-off ...... 65 ft. calls that the plane was referred to as "the Gray Ghost" . Climb ...... 850 ft. min. It was painted white and with little advance notice the Cruising Speed ...... 85 mph engine would give up the ghost. Sadly enough, the Top Speed ...... 105 mph Lion aircraft project, that held such great promise, be­ Cruising Radius ...... 275 miles came a great disappointment. Landing Speed ...... 32 mph Gas Consumption ...... 3 gals.lhr. Engine H.P ...... 55 NOTES : Cost ...... $1795.00 1. The Brazil built Lion #12810 was sold by Bob Shank, President of Hoosier Airport, Inc., who acted as agent for the Brazil Company. The new owner was Ray Hernly of Parker, Indiana. In 1935, the plane was sold to Lee Chamness, an auto dealer in Muncie, In­ Lion Safety Plane #12074 taken in 1936 by Floyd Hen­ diana. The following year, it was resold to the Mid­ derson . Three cylinder Szekely engine. " The Gra y Ghost". west Aviation Corporation of Seymour, Indiana. They used the aircraft to test their propellers. It was not licensed after June 1, 1937. The original engine was an Aeromarine. Within a month, a Velie M5 was in­ stalled. By June of 1932, a 65 horsepower Lambert pow­ ered the Lion. The propeller was a Fahlin . By Septem­ ber, the 65 horsepower Velie was back in service and apparently remained. 2. To clarify seccession of engines installed, the Szekely was used in the Chicago prototype of the Lion. Next the Aeromarine was used, then the Velie MS. The Velie M5 was made by Velie Motors Corp., Moline, Illinois, a subSidiary of the automotive com­ pany which built Velie cars. Following this the Lam­ bert Aircraft Corp., Robertson, Missouri picked up the manufacturing rights and parts supplies for the Velie M5 and established a subsidiary, the Lambert Engine and Machine Co., Moline, Illinois. 3. This footnote is to state that the two people men­ tioned in this article, namely Mr. Poyer and Mr. Vlast, were not implicated in any of the litigation relative to any supposed or implied wrong-dOing and it should (Photo by Bill Thumma) be noted also that the inventor and the defendent, Malcolm McHargue with propeller from Standard ]1 . 13 ,·EM ANTIQUE/CLASSIC DIVISION CONVENTION SCHEDULE ANTIQUE/CLASSIC FORUMS TENT #3 OSHKOSH, WISCONSIN

SATURDAY - JULY 28,1979 9:00 A.M . - 10:15 A.M. Antique Chapters: Their Importance and Activities - Ronald Fritz, A/C Division Advisor 10: 30 A.M. - 11 :45 A.M. Fail-Safe Instrumentation - J. R. Nielander, Pa st Presi dent NC Divi si on 12:00 Noon - 1:15 P.M. DH Moth - Dr. Gary Lu st - Chairman , John Bright - Newsletter Editor, DH Moth Club 1 :30 P.M. - 2: 45 P.M. Aeronca " K" and Older M odels and En gines - Edward Schubert - Chair­ man , Aeronca Club CALENDAR OF EVENTS 3:00 P.M. ­ 4:1 5 P.M . (Open) No Desire

JULY H - ALEXANDRIA, MINNESOTA - First Annual Bellanca Fly-In SUNDAY ­ JULY 29,1979 for U.S. and Canadian Bellanca owners at Olandler Field. Breakfast Saturday, July 7 from 7 a.m. and air show later in the day. For further 9:00 A.M. - 10:15 A.M. Cess na 120/140 - Frank Hancock - SecretarylTreasurer, Tom Norton - information, contact John Hall, Vice President - Marketing, Bellanca President, Cess na 12011 40 As sociation Aircraft Corporation, P. O. Box 69, Alexandria, Minnesota 56308 - 6121 762-1501 . 10:30 A .M . - 11 :45 A.M . Cess na 170 - George M. Mock - Pa st Pres ident, International Cess na 170 JULY. - EASTON, PENNSYLVANIA - Third Annual Aeronca Fly-In at Association the Easton Airport. Any and all Aeroncas invited. 10 a.m. to 2:30 p.m. Rain date July 15. Contact Jim Polles, 2151759-3713 nights and weekends. 12: 00 Noon - 1:15 P.M . (Open) JULY 14-15 - ROMEOVILLE, ILLINOIS - Nineteenth Annual Midwest Fly-In "and Air Show at Lewis University Airport. Show's theme and 1 :30 P.M. ­ 2:45 P.M. Piper Cub: Bu ilding and Res toration - Clyde Smith , Jr ., Piper Co rp . Te ch­ feature will be WIN I aircraft. Airport will be renamed to add to the nical Instru ctor illusion of the era. Sponsored by Olapters 15 and 86. For further in­ formation, contact J. P. Fish , P. O . Box 411, Lemont, Illinois 60439. 3: 00 P.M . - 4:1 5 P.M. (Open) JULY 21-29 - q EER PARK, WASHINGTON - Parade, contests, displays, trophies, camping. Saturday and Sunday there will be a P!lncake break­ MONDAY ­ JULY 30,1979 fast. Friday night party. Saturday night awards banquet with enter­ tainment. For further information, contact Otto Hartman, 5091276­ 9:00 A.M. - 10: 15 A .M . M eyers Aircraft - Ri chard K. Martin, Owner/Res torer of OTW 5114. ... JULY 28 - AUGUST 4 - OSHKOSH, WISCONSIN - Twenty-seventh An· 10:30 A .M. - 11 :45 A.M. Howard Airplanes - Richard K. Martin, DGA-15 Owner/Restorer nual EAA Fly-In. Plan now - it's the greatest show on earth. AUGUST 19 - WEEDSPORT, NEW YORK - AntiqueJClassidHomebuilt 12: 00Noon­ 1: 15 P.M . Carburetor Overhaul and Repair of Small Bendix Models - Bill Haselton, Fly-In. Sponsored by EAA Chapter 486, Whitfords Ai~port . Air Show ­ Antique Restorer field closeQ 1:00 p.m. until 5:00 p.m. Intermission for early departures. Pancake breakfast. For further information, contact Herb Livingston, 1 :30 P.M . - 2: 45 P.M. Waco Aircraft -Ray Brandly - Pres ident, National Waco Club 1257 Gallager Road, Baldwinsville, New York 13027. 3: 00 P.M . - 4:15 P.M . (Open) SEPTEMBER 5-9 - GALESBURG, ILLINOIS - Nineth Annual Stearman Fly-In. Anyone with any interest in Stearmans is cordially invited. For further information, contact Stearman Restorers A';sociation, Inc., TUESDAY - JULY 31,1979 823 Kingston Lane, Crystal Lake, Illinois 60014. SEPTEMBER 14-16 - KERRVILLE, TEXAS - Fifteenth Annual Southwest 9:00 A. M . - 10: 15 A. M . Bu cker BU-1 31 Jungmann - Jose V. M arti n, Jungmann Speciali st Regional Fly-In. Friday night hangar party, Saturday aircraft judging 10:30 A.M . - 11 :45 A.M . Aeronca: Keeping Champs and Chiefs Fl ying - C. L. " Buzz" W ag ner, . and air show from 3 to 6 p.m. ; Saturday night banquet and entertain­ ment. Plenty of homebuilts, antiques and warbirds. Sponsored by the Diversif ied Rebu ilder and STC Developer Texas Chapters of EAA. For further information, contact Dave Beckett, 12:00 Noon - 1:15 P.M . Cess na 170 - Ted Dobrick, W isconsin Represe ntative, Intern ational 170 President, 5103 Village Row, San Antonio, Texas 78218, 5121653-4710. SEPTEMBER 27-38 - TULLAHOMA, TENNESSEE - First Annual Fly-In. Associat ion Plan now - for the greatest show on earth. 1:30 P.M. ­ 2:45 P.M . Fairchild - Do nald L. Coleman, M .D ., Sec retary and News Editor, Fairchild OCTOBER 12·14 - CAMDEN, SOUTH CAROLINA - The Fall Fly-In spon­ sored by EAA Antique Classic Chapter #3, will welcome all antiques, Club classics, warbirds, and homebuilts. Awards to be presented in many 3: 00 P.M . ­ 4: 15 P.M . (Open) categories. For further information, contact Geneva McKiernan, 5301 Finsbury Place , Charlotte, North Carolina 28211 . 6: 45 P.M. ­ 8:00 P.M. Pi cnic Dinner, O llie's Park. (Ti ckets M UST be purchased in adva nce at Antique/Classic ba rn. ) 14 WEDNESDAY - AUGUST 1,1979 9:00 - 10:15 A.M. Vagabonds PA-15 and 17 - Cecil Ogles - Editor, " Vagabond News" 10:30 A.M. - 11 :45 A.M. Vintage Cessnas - Gar Williams, Airmaster Authority 12:00 Noon - 1 :15 P.M. Prewar Aeronca Chiefs - George York, Classic Aircraft Judge Chairman and Restorer 1:30 P.M. - 2:45 P.M. Beech Staggerwing - Jim Gorman - President, George York - Secretary/ Treasurer, Staggerwing Club 3:00 P.M. - 4:15 P.M. (Open) 4:00 P.M. - 6:30 P.M. "History of Flight" air show THURSDAY - AUGUST 2,1979 9:00 A.M. - 10:15 A.M. Ercoupe - M. C. "Kelly" Viets, Chairman, International Ercoupe Associa­ tion - Fred Weick, Renowned Designer 10:30 A .M. - 11 :45 A.M. Little Round Engines and Porterfields - Ken Williams, Editor, Little Round Engine Flyer - Charles Lebreckt, Porterfield Club 12:00 Noon - 1: 15 P.M. Rearwings and Commonwealth Skyrangers - George T. Williams - Chair­ man, Rearwin Club (Photo by Dick Stouffer) 1:30 P.M. - 2:45 P.M. Cessna 195 - Cliff Crabs and Bill Terrell, Eastern Cessna 195 Association Dean Crites of Waukesha , Wisconsin flies by in his Wa co . ASO, a familiar sight at Waukesha Airport on Sundays. 3:00 P.M. - 4:15 P.M. Cessna 195 (Continued)

FRIDAY - AUGUST 3, 1979 9:00 A.M. - 10:15 A.M. Interstate Airplanes Maintenance and Restoration - Timothy Talen, West­ ern Coordinator, Interstate Club 10:30 A.M. - 11 :45 A.M. Restoring The Post-War Aeronca - Charles Lasher - President, Aeronca Owners Club 12:00Noon- 1:15 P.M. Swifts - Charles Nelson - President, International Swift Association 1:30 P.M. - 2:45 P.M. Ryans - Dorr Carpenter (may have .different speaker here) 3:00 P.M. - 4:15 P.M. 30 cu. in. Bourke Engine Performance Testing (May Be Actual Running Engine) - David Kirk, Bourke Experimenter 8:00 P.M. Antique/Classic Awards, Amphitheater, Ollie's Park. *Time may vary. Check bulletin board at barn. 10:00 P.M. Social Hour. Ollie's Park . (Tickets MUST be purchased in ac;lvance at Divi­ sion barn.) SATURDAY - AUGUST 4,1979 9:00 A.M. - 10:15 A.M. Antique/Classic Aircraft Juding; The New Standard Procedure - Claude Gray, Chief Antique/Classic Division Judge 10:30 A.M. - 11:45 A.M. Antique/Classic Division Business Meeting - Brad Thomas - President, Presiding 12:00 Noon - 1:15 P.M. Newsletter Editing; For Type Clubs. A Discussion On Why, How and Its Rewards - Cecil Ogles - Editor, "Vagabond News" (Photo by Ted Koston) Carl Swanson 's 791 3 Spad VII replica . 10:30 A.M. Antique/Classic Division Annual Membership Meeting. Division Forum Tent. AND THAT'S ALL FOR 1979 AT OSHKOSH SEE YOU IN TULLAHOMA IN SEPTEMBER 15 BORDEN'S AEROPLANE POSTERS FROM THE 1930'S

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II ~ I i." r - -. H~ __• _ JeW! --.

Article Number 6, Poster Number 6, Series Number 1 Does anybody recognize this airport? Ford Tri-M otor Sorry, I don't know the answer to that one. If any­ By Lionel Sa lisbury one does, I would like to hear from you . 7 Harper Roa d As the notes on the back of the poster indicate, Brampton, Ontario however, this particular aircraft was w ell known . This Ca nada L6W 2W3 is poster number six in the series. They are reprinted courtesy of the Borden Company. N EXT M ONTH - Th e Savoia M archetti Amphibian

16 FOlD TRI.MOTOItED TRANSPOIT

II HI

AERO DIGEST

DESCRIPTION OF THE FORD TRI·MOTORED TRANSPORT

The Ford transport is probably thE' best known of Wing area (including ailerons), 835 square feet. Power The fuselage is of duralumin bars and sheets. Cov­ all airplanes. The achievement of a Ford tri-motor in loading 10.70 pounds per horsepower. Wing loading, ering of fuselage, control surfaces and wings is of cor­ safely carrying Rear-Admi ral Richard E. Byrd and his 16,18 pounds per square feet. Three Pratt and Whit­ rugated duralumin. Landing gear supporting tubes, crew from his Little America base on the Ros s Sea to ney Wasp engines at 420 horsepower. Weight empty, motor mounts and braces are of chromemolybdenum the South Pole and back was enough to give the Ford 7,840 pounds . Disposable load, 5,660 pounds. Pay­ steel. The wing is of cantilever construction. Three plane worldwide recognition . Its reputation as an load, 3,403 pounds. Gross weight, 13,500 pounds. main spars are inter-connected with nine rib trusses aerial passenger carrier, however, is founded rather Performance: High speed, 150 miles per hour. on each side. Five auxiliary spars are loca ted trans­ on its long record of reliable operation on passe nger Cruising speed, 122 miles per hour. Sta ll ing speed, 64 versely between the main spars. The location of the transport routes in North America and the freight and miles per hour. Rate of climb, 1,050 feet per minute. mail compartments is such that when drawn back into express routes of the Ford Motor Company. Climb in 10 minutes, 8,000 feet. Service ceiling, 18,500 the wing they serve to strengthen the wing structure Specifications: Span 77 feet 10 inches. Length over­ feet. Radius , 560 miles. Gasoline capacity, 277 to 355 by virtue of their girder-type trusses. Ailerons are all, 50 feet 3 inches. Height overall, 12 feet 8 inches. gallons. fitted on the wing tips. 17 ISettvERING•

A t\~;111

By John F. Hanson 2984 Whittier Court Ann Arbor, MI 48 104

There's a wonderful little yellow tabloid that's a very large part of my life. It's a newspaper-sized pub­ lication that is full of dreams and fantasties. I can sit for hours and look at all the marvelous toys in it and drift away in thought: " If only I owned that one . . . " Yes, it's " Trade-A-Plane". I remember one issue more than others. John Hanson (rear cockpit) and Joe Arcure making the It was May, 1978, and I was settling down with the most of a warm Michigan summer afternoon. Photo taken All the way from Ann Arbor to Holland, Michigan, latest issue, dreaming. I checked out my favorite col­ from James Arcure's Bu cker Jungmann. umns: Antiques, Experimentals, Stearmans, Wacos, the little Cessna felt and handled like its usual won­ Ryans. Wait a minute! Look there, under Ryan (for derful self. I asked myself questions: do I really want sale). That one was close to home, one hundred miles to change planes? I've never owned an open cockpit I busied myself looking the Ryan over. It was abso­ away. A Ryan ST3KR, PT-22 in original military, in great airplane - how will I like not flying in the Michigan lutely gorgeous on the outSide, but I forced myself shape. I've always thought the Ryan ST series is one winters? Or would the Ryan be so fantastic in the sum­ to " not get excited" until I looked a little deeper. John of the most classically appealing open cockpit air­ mer I wouldn' t mind locking it up when the snow flew? arrived in a light twin, and after initial amenities we planes of all time, and this ad really sparked my fancy. Would the airplane be as great to fly as it looked? As started pulling plates and covers, looking for grem­ One hundred miles away - I could easily jump over I gently handled the controls of the 120, I wondered lins. I couldn't believe it - the ship was cleaner in­ to look at it in my Cessna 120. A quick phone call in­ about the different sensations of open cockpit flight. side than out! troduced me to Mr. John Brower, who told me all Holland showed up right on schedule, and I quickly Time for a ride. I did my best to conceal my pound­ about the machine, and yes, I could see it the next landed and taxied in. There it was, rolled out and ing pulse, and tried not to appear too unfamiliar with afternoon. cleaned up, waiting for me. I had to wait for John, so open cockpits by putting my helmet on backwards, 18 This photo was taken late in the Michigan October, just before the author reluctantly put his pride and joy away getting in head first, or asking questions like, "What All that was left was the checkout. john filled me in on for the long cold w inter. happens if I fall out . .. " All thoughts of keeping operational details, and we climbed in. my cool were lost, however, as we broke ground and I've got a lot of taildragger time, but this was yet I felt the sa me feelings and sensations enjoyed by the a new frontier for me. The open cockpit was at first and we did a couple more landings until I could keep it pilots of old. What can I say? It was fabulous. The Ryan so fascinating but at the same time distracting, so that on the runway with an acceptable degree of consis­ handled like a dream. The wind (a nd exhaust!) in my I had to force myself to concentrate on the flying. My tency. I taxied in to let him out and refuel (something face was fantastic. I had to have that airplane. f irst take-off was fine. Downwind, remember the you do with su rprisi ng regu larity with a Ryan: twenty­ Back at the field, we began to talk turkey. Would speeds, give yourself plenty of room, flaps down, yes fou r gallon tank, twelve gallons per hou r! ). john be willing to take my Cessna 120 in trade? Yes!? the wind feels great but watch what you're doing, After many thanks and promising him I would take (Not too excited now, keep your cool.) Okay, let's turn base, more flaps, whoops I guess that flap handle care of his baby (now my baby!), I walked over to "say talk money .. . After an hour of haggling, we agreed takes some getting used to, turn final, boy this thing goodbye" to myoid Cessna. I poked my head in for on a deal that was more his terms than mine, but I is sure blind with that big radial engine, here comes a last look, and got all misty-eyed as I remembered didn't ca re - I had a Ryan! the runway, wheel landing, watch out, boy is she ever all the good hours ... well, on to new adventures. Th e next twenty-four hours were spent cleaning sensitive, watch that runway light, brakes, brakes, roll The hundred miles home was spent.in reflection, up small details, like getting my hands on the cash, to an uncomfortable stop. The engine was patiently getting to know my new ship, getting familiar with the insurance, title search, etc. I showed up on schedule idling, ready for more, but my hea rt was still up doing feel of the controls, the sensations of wind and noise with the Cessna and a check, and we closed the deal. aerobatics somewhere. john gave me a few more hints, and the smell of exhaust. It was wonderful. The trip 19 Th e author poses with his " new " Rya n ST3 KR .

was marred only by a line of thunderstorms, which I paralleled until I found a hole to go through. Coming out the other side into the clear, with the windshield still streaming fresh water droplets, it felt like it was once again 1941, and the plane was new and flying was new. Fantastic. I smiled and laughed, answered by roar of the Kinner engine and the shouting wind. Ann Arbor showed up all too soon, and I landed. I have since come to know my Ryan well. She has taught me the thrill of open cockpit flying as she taught many before me. The wonderful feeling of aerobatics has begun to become familiar, with the Ryan always willing to reward me with exhilaration when I do it right, and scold me when I do it wrong. Somehow, you feel closer to the airplane, closer to nature, closer to flying in an open cockpit. The wind and sound sur­ round you , and you feel the same things felt in the earliest days of aviation, by the earliest aviators. It's what flying vintage aircraft is all about. There's an interesting side note to readers of Th e VINTAGE AIRPL A NE magazine. This particular Ryan was the cover story for the November 1973 issue, right after it was restored to its present condition . As I'm sure its other owners since then will attest, it was in­ deed an excellent restoration. This airplane will be with me for a long time, and half the fun will be keep­ ing it " mint". The other half, of course, will be the flying!

. ~. dd A rear shot of th ose unmistakable Rya n lines.

_ ...,J._ to. _ ..' __ FOR THE

uscom By George S. Bickel Stormville, NY 12582 (Photos Provided by the Author) Preassembly at home. I am sorry that I cannot begin my story by stating hangar tales about these "pilot killers": the Luscombes ball machine. After a few minutes, I lightened up on that I have since my childhood'; loved and desired to and Swifts. I realize now, those who tell these yarns control pressures and was absolutely delighted at the own a Luscombe. As a matter of fact, quite the con­ probably have never flown these planes and couldn't handling of this thirty year old lady. After three ef­ trary is true. It wasn't until a couple of years ago that put a full hour in a link trainer without ground loop­ fortless wheel landings, I reluctantly got out and gave I had even given Luscombes more than a passing glance ing it. the man back his airplane. As I walked back to my and then only because they were taildraggers. plane I remembered saying to myself, I think I'd like First we went in the. Citabria and after thirty min­ to have one of those little critters some day - soon. My first plane was a 7AC Champ which I completely utes or so I was sure he would be ready to run out and I began buying all available literature on Lus­ restored and thoroughly enjoyed, but the yearn for buy a Citabria. We then untied the Luscombe, I hand combes, joined the Luscombe Association and set most flyers for something bigger, something better, propped the 65 horsepower engine to life, climbed into about to find a basket case Luscombe. I had neither had brought me to my present plane, a Citabria. This the left seat for what I expected to be a ho-hum ride, the funds nor the inclination to buy a nice one as I represented a 300 hour rebuild effort, all the money much like one would expect from a Cherokee or Cess­ really enjoy working on a rebuild project. The next from the sale of my Champ, my piggy bank and every na 150. As we taxied the owner shouted instructions iss'ue of Trade-A-Plane produced just what I was look­ dime I could scrape up. The result of all this was a into my right ear as the noise level was somewhat ing for: a wind-damaged 8F in Pittsburgh, Pennsylvania. bright shiny creature with sunbursts, wheel pants and higher than the average construction site. When we After some phone calls, I bought the plane less the en­ a wild big bad green paint job. To say that I was proud finished the runups he issued one last bit of warning: gine which I couldn't quite afford at the time. Most of it would be an understatement. "Remember, she's twitchy on the ground and next thirty-year old planes have had more owners than to impossible to wheel land." This brings me to the point in my life when it hap­ I've had hot meals but somehow I was to become the pened, I was exposed to a highly contagious disease Taking all precautions in stride I pulled onto the fourth owner of 2725K. The previous owner had owned (which I jokingly call , Luscombitis). Sitting beside my active, took a deep breath, firewalled it and waited for and loved it for twenty years. I purchased a second plane in the next tie down was a little ragwing Lus­ something violent to happen. In an instant the tail Luscombe for parts and set about to build myself a combe, not bright or shiny, not anything, just a Lus­ came up, a little back pressure and we were airborne Luscombe. combe, however, its owner was as proud of it as I and climbing at a rate comparable to my Citabria and I will admit that from the very beginning I had no was of mine. on fifty horsepower less. My heavy handed, heavy intentions of ending up with just another Luscombe. After several offers from the owner I agreed to footed Citabria techniques sent the little Luscombe I wanted an exceptional Luscombe that would com­ trade rides with him, I accepted partially out of cour­ slipping and skidding through the turns with the little mand more than passing glances from any taildragger tesy and partially out of curiosity as I had heard many ball slamming from side to side not at all unlike a pin­ pilot. 21 N272K ready to take to the airport. Beginning final assembly.

By this time I had learned of Moody Larsen's 150 incentive for anyone to go through the effort required 0-200 engine. I now had what was needed to bring my horsepower Lycoming powered Luscombe and the to obtain an STC for this conversion, hence there is dream to fruition - right?? - wrong!! McKinzie Conversions around the country. These are none available. There are however, other Luscombes I buried myself in the conversion, reupholstering nice machines but not what I had in mind as they re­ flying with this engine and the means used to accom­ the interior, installing a new panel, etc. not ever dream­ quired major sheet metal changes and utilize a heavier plish this was not always entirely legitimate and I had ing that I had overlooked one very significant detail and more gas hungry engine. With the ever increas­ no intention of risking my newly acquired A & P li­ - the FAA. ing gas prices I elected not to go that way. What I was cense by trying any such method. It seems that all my efforts obtaining the paper­ looking for was an engine that would cause the mini­ I was determined to use this engine and do so work, both physical and financial was to be for noth­ mum effect on the outward appearance of the air­ legally, so I spent the next month and nearly a hundred ing, for when I approached the GADO Field Engi­ plane, that would provide an engine driven vacuum dollars in phone calls locating a Luscombe with this neering Officer from the GADO Office for my area, and electrical system and use less gas than the Ly­ conversion done legally. My search led me to a very I was in for a great disappointment. comings. I had a fuel capacity of only twenty-five gal­ nice lady in New Orleans who had such a plane and After researching my paperwork, the Aircraft Spe­ lons and wanted to keep as much range capability as who was willi-ng to let me copy her paperwork, log cifications, Factory service bulletins on accepted en­ possible. book entries, 337 forms, etc. gine and model conversions, all of which I furnished, All of my requirements left me with only one ac­ I felt I now had what was required to make this I was informed that he could not make a decision on ceptable choice, the Continental 0-200 - 100 horse­ conversion on a one time STC, on a likeness basis to the matter and would have to refer it to the engineer­ power used widely in Cessna 150's. Unfortunately, the the New Orleans plane. I immediately bought a ing people in New York. I have since determined that meager increase of ten horsepower was never enough wrecked Cessna 150 with a nice mid time chromed that meant he was neither competent nor interested 22 Installing wings - 3 man job. Second wing on.

enough to handle this enormous task. The disposition to a bureaucrat about bureaucrats. Then when I was fied that the plane had proven compliance. came down from the Engineering group through this seriously considering abandoning the project I heard Once again my goal appeared to be achievable same individual that my request was denied because of another GADO Office in another district that had and I turned all my efforts back to finishing the plane. my plane was an 8F and the New Orleans plane was the reputation of actually getting out and working with The Cessna 150 provided much for the project, such an 8E and the rules state to be eligible for a likeness the little guy. Although it would mean moving the proj­ as seats, instruments, and many small items, the re­ basis conversion, it has to be exact make and model. ect into the next district, I felt it was at least worth a try. mainder was sold or bartered off to offset some of I first telephoned these people and was shocked the cost. I had long since sold my Citabria to provide I produced factory docu ments to show that an 8E to find that they would talk to me and they actually funds for the project and had it not been for a friend can be converted to an 8F by installing the 90 horse­ seemed interested in furthering all aviation. I then who allowed me to fly his ragwing Luscombe I would power engine and propeller in place of the 85 horse­ sent my entire package of paper work and details to have been a long time with nothing to fly. The project power engine and propeller, hence the airplane is in them and sat back and waited for another disappoint­ progressed well but tended to become more involved fact the same make and model. Needless to say all of ment. as my renewed enthusiasm made me want to make it this fell on death ears and I left feeling that the FAA Within a week I received a letter of reply and I was even better. I went for an all new interior, hand made, recognized no one less than wealthy individuals with overjoyed to read that after reviewing my proposal and alumigrip poly paint job which was time consum­ Lear jets as the general aviation whose taxes pay their that they considered it to be a safe and sensible in­ ing and required costly materials, but produced re­ salaries. stallation and that they would be happy to provide me warding results, all this pushed the flying date out I spent the next weeks crying a lot, and plotting with a list of requirements and tests. I was informed fu rther and fu rther. to send nasty letters to Congressmen, Senators, and that the plane would be placed in the experimental other bureaucrats, but then how can you complain category with certain restrictions until they were satis- 23 But fly it did, nearly twenty months after begin­ ning. The preflight inspection went well and the ex­ perimental certificate was issued, so now the flight test began. The first flight was ample reward for all the months of work, aggravation and money spent. I was overjoyed with the plane and its performance. Finally the testing was completed, the restrictions were lifted and the standard airworthiness certificate was issued. The plane now offers increased performance, a vacuum system for the gyros, a 60 amp electrical sys­ tem and it's still retained its original outward appear­ ance and performance characteristics, all this on about 5.3 gallons per hour not much more than the 90 horse­ power version. You might ask if it was all worth it? YES ... and for several reaons. First, I'm convinced that I have made a great airplane a little better, a little safer and more in keeping with modern technical advances. Second, I have a unique ai rplane that is truly a joy to fly and that's appreciated by all those who know and love air­ planes. Third, and pOSSibly most significant, I have Finished project. learned through this experience that in the FAA, like all other bureaucratic organizations, there still exist good people who are willing to do the job for which they are paid. It is indeed unfortunate that they are too generally labeled as lazy, incompetent deadwood 3000 feet and grinning from ea r to ear. along with the multitude of those who are, just that. The Albany GADa Office, particularly, Reese Mitchell and Paul Masker are to be commended for their ef­ forts and exceptional attitude toward all phases of aviation. I would like to pass along the following advice for my fellow aviators. Make every attempt to use an exist­ ing STC for any changes you may want. If none exists, seek out a good FAA man and get complete agree­ ment before starting the project and finally, if you have never taken a second look at a Luscombe or flown one ... DON'T. That is, if you don't want to contract Luscombitis and run the risk of never being happy with your present airplane again .

High speed taxi test.

24 COMPLETED ANTIQUE/CLASSIC AIRCRAFT

AERONCA CHIEF GLOBE SWIFT GC-1B PIPER PACER James D. Smith, Rt. 1, Box 24, Shelbina, MO 63468 R. H. Prukiser, 3211 San Gabriel Avenue, Glendale, A. Lee Jensen, 7809 San Francisco, NE, Albuquerque, CA 91208 NM 87109 AERONCA 7AC Marc A. Fruchter, P. O. Box 1682, Reading, PA 19603 LUSCOMBE 8A REPUBLIC RC-3 Mike Thern , 750 West Burns Valley Rd. , Winona, MN John A. Lockhart, M.D., Bath, N.B. Canada EOJ 1EO AERONCA L-3B 55987 Paul F. Shinsky, 5123 Allum Rd ., Houston, TX 77045 RYAN PT22 TRAINER PIPER J-3C Robert J. Tuinstra, 2051 Osceola, Grand Rapids, MI BELLANCA 14-13 Elvin D. Thiessen, Rt. 1, Box 63, Butterfield , MN 56120 49506 Fred Bauer, Jr., Rt. 3, Winona, MN 55987 D. L. Moore, 9 Fourth Street, Belpre, OH 45714 TAYLORCRAFT BC 12-0 BELLANCA CRUISAIR 14-9 PIPER J-3 C-6S CUB Neill L. Ray , Jr., 3125 Brechin Road, Fayetteville, NC Paul E. Owen, 5108 Downy Lane, Apt. 201, Richmond, Charles Downer, Jr., 840 Promise Court, Reynolds­ 28303 VA 23228 burg, OH 43068

CURTISS A-22 FALCOM PIPER J-3 L-6S Richard Durand, P. O. Box 9127 AMF , Albuquerque, John Conley, 1674 Sunset, Ahran , OH 44301 Classic owners! NM 87119 PIPERPA 16 CLIPPER :/)(Ut't tJ).4 FAIRCHILD 24 William D. Parrish , 4444 Lark Ellen, Covina, CA 91722 Robert Lingerfelter, 861 Tucson, Aurord, CO 80011 ANTIQUE/CLASSIC AIRCRAFT UNDER RESTORATION ACE-LOW WING MONOPLANE DOGn1~\~ FUNK Norman J. Kapson, 174 Mill Box 208, Ortonville, MI Rodney D. MCKay, 617 S. Shelton St., Apt. D., Bur­ \ l (o!! j 48462 bank, CA 91506 DRESS \~ yJ IT UP AERONCA TL-65 MEYERS OTW I\~l Scott Carnegie, 51 Hunting Creek, St. Peters, MO 63376 David c. Lau , 4860 Hewitts Point Rd ., Oconomowoc, WITH A NEW WI 53066 AUSTER MK VII -IIaka I N T E RIO R ! Robert N. James, 3220 Cedarille Drive, SW, Calgary, PIPER J-3C Alberta, Canada T2W 2H2 John & Sue Hammons, Rt . 2, Box 179, Grapeland, TX All Items READY-MADE for Easy 75844 CESSNA 140 Cory Kramer, 1704 Kimberly Drive, Sunnyvale, CA 94087 DO-IT- YOURSELF INSTALLATION David W. Stewart, 128 Watson, Bryan, TX 77801 PIPER· PA-12 Seat Upholstery - Wall Panels CESSNA 195 Dr. John A. Lockhart, Bath, N.B., Canada EOJ 1EO Headliners - Carpets - etc. George Class, 2223 W. State Street, Olean, NY 14760 PIPER PA-22 TRI PACER Ceconite Envelopes and Dopes CULVER CADET LCA Walter R. Beyer, 69 Ward Rd. , N. Tonawanda, NY 14120 Glenn & Carol Bell, 2255 NE Cornell Rd. , Hillsboro, OR Send $1.00 for Catalog and Fabrics Selection Guide 97123 PIPER TRI PACER James & Rebecca Olson, Box 223, Alma Center, WI ,4~P~,jHC. FUNK B 85 54615 259-15 Lower Morrisville Rd_ Frank J. Beletz & Harold L. Carter, 3636 Oxford Blvd ., Follsington, Po. 19054 Maple, MO 63143 STEARMAN Wayne Beyer, 16201 South 76 Str., Chandler, AZ 85224 (215) 295-4115 25 There are two different addresses shown for mailing in the coupons. Some have the LETTERS address, The Borden Company, 350 Madison Avenue, New York, New York. The others had this address: Thompson's Malted Milk Com­ Dear David : pany, Waukesha, Wisconsin. If you would like The Western Canada Aviation Museum has to mention those addresses in any of your in its collection Canada's first helicopter, a future articles it would probably be of interest homebuilt aircraft that was constructed in the to your readers, and is okay with me. late 30's, and was successfully flown prior You didn't mention which one of the set was to the 40's. This aircraft incorporated a num­ missing from your son's collection, it might ber of parts from D.H.60 - Gypsy Moth and be possible that I might have the one you are Barling aircraft. The original wheels accom­ missing. So here is the list of the pictures that modated a Goodyear Air Wheel, 16 x 7.3 size, I have: Lockheed Sirius, Capt. Frank Hawks smooth tire. The original tires are badly Northrop Gamma, Pitcairn Cabin Autogiro, New cracked, and will therefore not stand any in­ Boeing Transport Model 247, Savoia - Mar­ flation. chetta Flying Boat, Sikorsky Amphibion, New We would be pleased to know if through Stinson Reliant, Chance Vought Corsair, Cur­ EAA's sources, 3 tires and tubes of the above tiss " Shrike", Curtiss - Wright Falcon, Boe­ specifications could be found for the Museum. ing Tri-motored Transport, Curtiss " Sparrow Any assistance you could render the Western Hawk" , and the Consolidated Fleetster Model Canada Aviation Museum would be appreci­ 17. ated . And believe it or not but I still have one of Sincerely, the Borden Thompson 's " Double Malted " Milk Gordon C. Emberley 16 ounce cans. I thought you would be inter­ Executive Director ested in knowing that there was at least a par­ tial collection of pictures still in existance. Dear David: Sincerely, It was most gratifying to receive the fol­ Cedric Galloway lowing two letters in response to our series 14624 Willow Street on the " Borden Posters from the 1930's" . Hesperia, CA 92345 The poster that is missing from the set in our possession was entitled the " New Mar­ tin Bomber - Myster Ship for the Army". This Mr. Lionel Salisbury: item was listed as poster #13 in the first series Noticed your article on Borden's Airplane that was issued in Canada. It was renumbered posters. My brothers and I had a collection ­ and included in the second series as poster should say still have. If I have the one you #7. are missing I would be happy to give it to you. The interesting thing about Mr. Galloway's Some of ours have small holes as they were letter is that his list includes three posters tacked to a brick basement wall. that were not included in either series pub­ Sincerely, lished in Canada. I have written to him and Mariou McClure asked him to forward them. When they are re­ (No Address Given) ceived, I will send them on to you for inclu­ sion in the series. Yours truly, L. J . Salisbury ORIGINAL " ANZANI" 3 CYLINDER AERO ENGINE 25 HORSEPOWER The letters are as follows: An engine of above make, year of manufacture 1908-09, Mr. Lionel Salisbury all parts and components of which are original is avail­ able for sale to the highest bidder. This engine, two Dear Lionel : pictures of which are attached hereto, is complete and When I read your interesting article in The in running condition. VINTAGE AIRPLANE, it took me back in time, 46 years to be exact. I too collected the Bor­ This type was installed in the first models den Airplane pictures when I was a kid. I went Bleriot monoplane. right out to the back room and started going You r bids ex Salzburg/Austria are invited. through a few old boxes until I found my col­ lection. My collection is not complete, I only have Franz Achleitner 13 of the pictures, but they are all in real good OFAG-Flugdienst condition. On a few of them I have written the Airport, POB 16 date that I received them and they all were ob­ A-5035 Salzburg, Austria tained in 1933 and 1934. 26

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