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following are the definitions which have finally evolved different upper limits. The solution arrived at by the through all of this joint effort. An ANTIQUE aircraft committee, that is, December 31,1955, is an excellent shall be defined as an aircraft constructed by the original compromise. This was the year which, for all practical Restorer's manufacturer, or his licensee, on or before December 31, purposes, averages out as the demise of the taildragger. 1945. A CLASSIC aircraft shall be defined as an aircraft Piper brought out the Tripacer in 1953. had al­ constructed by the original manufacturer, or his licensee, ready terminated the 140A in 1951. The 190/195 ceased Corner on or after January 1, 1946, up to and including Decem­ in 1955. Only a few 170B's were built in 1956. The 310 fiJ1/.J.R. NlELAI\nEH.Sl ber 31, 1955. Of course, there have to be a few excep­ had come out in 1953. had their Bonanza tions to the above, and they are as follows. Pre-World through several mod ifications by 1955 and were making War II aircraft models which had only a small post-war plans to phaze out their big H-18 twin. Aeronca and JUDGING CLASSI FICATIONS AND CATEGORIES production run shall be defined as antique aircraft. Taylorcraft were out of production as were Luscombe Over the past three years your Division has had Examples are Beechcraft Staggerwing, Fairchild 24 and and Stinson. With the exception of the Piper Super Cub, standing committees which have been working very hard Monocoupe. Civilian aircraft manufactured in the last the Cessna 180, and a couple more hangers-on, the at the monumental task of putting together a Judging four months of 1945, which were actually 1946 models, industry had capitulated completely to the tricycle Manual. This manual will contain guidelines which will shall be defined as classic aircraft. Examples are drivers and their training wheels, and most production have the two-fold purpose of pointing out to restorers or Aeronca, Piper and Taylorcraft. A REPLICA aircraft designs have been essentially frozen ever since. Over replica builders how they should do the job if they shall be defined as an aircraft constructed exactly to 12,000 personal aircraft manufactured during this ten would like to win trophies as well as giving the judges a original manufacturer's plans, full size in scale, but not year post-war period are still on the FAA register. That's standardized judging system with which to work, thus constructed by the original manufacturer or his licensee. a lot of classics. Frankly, we believe that we can live improving the quality and consistency of aircraft For those who prefer jazzing up the old bird rather with this ten year limit to the classic category until the judging, not to mention making the job much easier for than going the route to original authenticity, a CUSTO­ personal family aircraft becomes a four-place single­ many a judge of limited experience. When completed, MIZED aircraft classification in both the antique and engine jet. This does not mean that we are turning our copies of this Judging Manual will be available to all, but classic categories has been established . In this classifica­ backs on those of you members who own fifteen or at this time completion is still many, many months in tion the fine craftsmanship of those restorers can be twenty year old aircraft. Quite the contrary. Not all of the future . Its availability will be appropriately appreciated, recognized and rewarded even though their us can or want to own an antique or a classic, but we can announced in this column when the time comes. restorations would not score very highly on the authenti­ all appreciate their beauty and support the movement Much thanks is due the original committee consisting city scale. which encourages their preservation and restoration. of AI Kelch, Dick Wagner, and Gar Williams; the present The judges will be using these categories and classifi­ And, speaking of restoration, the problems and solutions committee consisting of Brad Thomas, Claude Gray and cations at Oshkosh this year and hereafter, and this of restoration are the same regardless of whether your George York; and, in addition, to Bob Taylor and other should, over a period of time, improve the standardiza­ aircraft is twenty years old or thirty. Our Division members of the Antique Airplane Association who tion and eliminate some of the confusion which has been foru ms on maintenance and restoration held at the supplied much valuable input in the early and basic apparent in the past. We think that the committees have Oshkosh convention are just as valuable to the owner of stages of development. done a great job thus far. We are particularly pleased a not-quite-classic as they are to the owner of a classic or Of greatest importance to the membership, as indi­ with the classic aircraft category. This category was of an antique. So, if your aircraft is newer than 1955, we cated by letters received, is the defining of what is an much concern to us for several years due to various can still be of help to you in many ways, and we shall antique, what is a classic, and what is a replica. The problems and realities of life which were dictating still appreciate your support. (cont. on page 20) OFFICIAL MAGAZINE ANTIQUE / CLASSIC DIVISION of Editorial THE EXPERIMENTAL AIRCRAFT ASSOCIATION Staff P.O. Box 229 Hales Corners, Wis. 53130 Editor Assistant Ed itor JUNE 1977 VOLUME 5 NUMBER 6 Paul H. Poberezny AI Kel ch Lois Kelch

Associate 'Edito( Associate Ed itor Associate Editor H. 'G l e1,~ BUff ihgton Ro be rt G. Ell iott Ed ward D. Will ia ms 818 W. Crocke tt St. No. 201 1227 Oakwood Ave . 713 Eas tman Dr. S~attle , 'Washington 98119 Daytona Beach , Fl orida 32014 Mt. Prospect, Illinois 60056

Associate Ed itors will be identified in the tab le of con­ Restorer's Corner ...... 1 tents on arti cl es they send in and repeated on the article 007 Contact ...... ,3 if they have written it. Associate Editorships wi ll be Gee Bee Sportster ...... , ...... , ..7 assigned to those who qua lify (5 articles in any calendar year). Vintage Album, (G lenn Buffington, Assoc. Ed .) ...... 13 Freddie's Folly! ...... , ... , . . . " . . , ...... 15 Notice of Electio n ...... 20 Directors Air Mail ...... , .. . 21 ANTIQUE AND CLASSIC Claude L. Gray, Jr . AI Kelch 9635 Sylvia A venue 7018 W. Bonniwell Road DIVISION Northridge. California 91324 Mequon, Wisconsi n 53092 OFFICERS James B. Horne Evander M. Britt 3840 Coronatio n Road Box 152 5 EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIP PRESIDENT Eagan. Minneso ta 55122 Lumber ton, North Carol ina 28358 J.R. NI'ELANDER, J R. P.O. BOX 2464 George E. Stubbs M. C. "'Kelly"' Viets FT. LAUDERDALE, FL 33303 Box 113 RR 1, Box 151 Brow nsburg, Indiana 4611 2 Stillwell, Kansas 66085 o NON-EAA MEMBER - $34.00. Includes one year membership in the EM Antique/Classic Division, 12 VICE ·PRESIDENT monthly issues of THE VINTAGE AIRPLANE; one year membership in the Experimental Aircraft Associa­ W illiam J . Ehlen Morton Lester tion, 12 monthly issues of SPORT AVIATION and separate membership cards. J ACK WINTHROP Route 8, Bo x 506 P.O. Box 3747 · RT.l,BOX l l1 Tampa. Florida 33618 Martinsville, Virginia 24112 o NON-EM MEMBER - $20.00. Includes one year membership in the EM Antique/Classic Division, 12 ALLEN, TX 75002 monthly issues of THE VINTAGE AIRPLANE; ene year membership in the Experimental Aircraft Associa­ Advisors tion and separate membership cards. SPORT AVIATION not included. SECRETARY W. Brad Thomas. Jr. Dale A. Gustafson o EAA MEMBER - $14.00. Includes one year membership in the EM Antique/Classic Division. 12 monthly R,ICHARD WAGNER 301 Dodso n Mill Road 77 24 Sh ady Hill Drive issues of THE VINTAGE AIRPLANE and membership card. (Applicant must be current EM member and P.O. BOX 181 Pilot Mou ntain, No rth Ca rolina 27041 Ind ianapo lis. IN 46274 must give EM membership number. LYONS, WI 53148 Robert A. White Roger J . Sherron 1207 Falcon Drive 446 -C Las Casitas TREASURER PICTURE BOX E.E. "BUCK" HI LBERT Orla ndo, Flor ida 32803 Santa Rosa, CA 95401 ON THE COVER (bck Cover) 8102 LEECH RD . Arthur R. Morgan St an Go moll UNION , IL 60180 513 North 9 1 st Street 104 290th Lane, N.E. 007 Stearman. See story on page 3 Piper photo, note 50 hp up exhaust Milwaukee. Wisconsi n 53226 Minneapol is, MN 55434 by Byron Fredericksen. Cant., tail skid, split windshield and 3 masted Schooner sailing on water THE V INTAGE A I RP LANE is ow ned y by A ntique Classic A irc raft, Inc . and is p ublished m onthly at Hales Corners, Wisce nsin 53130. ;tage paid at Hales Corners Post Office, Hales Corner s. Wisconsin belo w. 53130, and additional mailing off ' M'", mbersh ip rates for A ntique Classic Aircraft. Inc . at 514 .00 per 12 m onth period of which $10.00 is fo( the ion of T HE V I NT AG E A IRPLANE. Membersh ip is open to all who are interested in aviation.

Copyright © 1977 Antique Classic A ircraft, Inc. All Rights Reserved.

2 contact! By: Byron (Fred) Fredericksen 7364 Breezewood Lane ~ Neenah, WI. 54956 (Photos by Author) There exists much open countryside and farm land even today on this crowded old earth. Not a great deal of harm would happen as a result of a tornado roaring across an open field. But this particular tornado overflew the unpopulated area south west of St. Charles, Illinois and touched down on the DuPage County Airport leav­ ing behind a sad state of affairs for airplane owners and insurance companies. It was the summer of 1974. One of the casualties of th is storm was parked in a large block hangar on the north east side of the airport. It was a good airworthy 1941 Stearman done up in WW II U.S. Army colors and owned by a couple of local fellows. During the storm the hangar collapsed in on top of this Stearman. The owners had the Stearman (N55626) insured and the company considered it a total loss. My partner, Chuck Andreas, and I submitted a sal­ vage bid without viewing the remains. We were busy building up another Stearman at the time and we could always use parts. Our bid was accepted and we dismantl­ ed the bird and trucked it home in July '74.

3 Lower Left: Chuck cranks 007 for first time after rebuild. Upper Left: Owners enjoy first flight in 007 (Photo by Bill Brennand)'

Chuck was pretty well along on a new set of Stear­ man wings and center section he was building from scratch from new spruce supplied by B&F Aircraft of Chicago. Our project at the time had been an ex-sprayer with metal ribs on the lower wings and metal cover on the , which we discarded. We have many Stear­ man wings, however, we use only the metal parts, fit­ tings, drag, anti-drag wires and compression ribs and burn the rest. Trying to rebuild thirty-five year old wood wings is almost more work than building new ones. Besides, Stearman wings are easy to build, plus we know then what we are riding on in flight, and also know what we are selling to someone else some day. The following may be a rare situation indeed, however, we recently purchased a set of newly "rebuilt" and recovered Stear­ man wings and upon removal of some cover for a look­ see found so much rot we salvaged only the metal components and the balance went up in smoke, as it should have. Anyway we put 55626 in the shop and took stock of Upper: Cover and cowling completed and painted. what we had. We found extensive damage in that both left wings, left aileron, left elevator, rudder, tail wheel Lower: Newly built center section ready for tank installa­ assembly, both windshields, two cabane struts, two tion. interplane struts, fuel lines, and top fuselage cowling were beyond repair. The fuel tank, center section, front instrument panel bulkhead, fuselage basket and stabilizer were pretty badly damaged. Most of the landing and flying wires were broke or badly twisted. The prop how­ ever only had a slight bend and scratches on one blade. More evidence of how hard a blow the airplane received was that we found the half inch gear bolts were bent. In spite of all this damage, we decided this fuselage could be rebuilt in less time than restoring the sprayer back to stock two place again. We started in August '74 working mostly nights and week-ends with the usual rebuild process. Strip and clean the air frame, straighten and dye check fittings, tubing and attach fittings where necessary and applying epoxy primer to same. 55626 did not have wing or fuselage inspection doors, center section mirror, nor the original instrument panel foam crash pads, which we made and added. We ordered many parts from Dusters and Spray-

4 and center section, and rigged the airplane per the Stear­ plicated Ken's drawing to the letter, except that this man Manual. This was an interesting process and voices drawing showed a squadron number 317. I called Ken walked by that said "don't use the manual, that doesn't and asked him about this. He advised 317 was not work,", but their comments never included any other official and we could use any number as long as the method. We completed the process by the book, and symbols were eighteen inches high, the width one half of disassembl.ed again for covering. the height and the stroke one sixth of the height. We We used "Ceconite" fabric and with the help of thought about this and decided we would use our tel­ mechanic, Jack Wojahn, sewed up the envelopes. Two ephone area code of 414 or maybe 720 or 747, as this coats of clear nitrate were brushed on, followed by the was a Boeing Stearman. Someone came along about then rib stitching and tapes. Two more coats of nitrate with and remarked this all sounded very mysterious; thus the silver added were then brushed on. Chuck is a good came the 007. Those that have gone through this know "mechanic" and wood man, but I happen to be the hours and hours are spent masking. We installed the 007 "official painter." We next sprayed eight coats of nitrate on fuselage and cowl, thirty inch diameter stars and silver, wet sanding the complete airplane twice with 320 meat balls on the lower wings and forty five inch on the paper during this process. (The only time our helpers top wings. Four foot red bands went on all wings and showed up missing was during all this sanding.) By now the fuselage, U.S. Navy on fuselage sides are eight inch it was the middle of winter, and I am sure Bill spent block. Each fabric airplane component had the part more money for heat in his shop than he collected from number, dope code, date, airplane model number doped us for rent. We sprayed ten coats of A&N orange yellow on in half inch black symbols. Each also had the inspect­ butyrate next, many nights finishing up at three or four or's initials in black on a one inch white square after o'clock in the morning. After all these coats of dope, the each code. The fairings were Navy gray with weave in the cover was just barely visible, which is the a two and five eighth diameter lemon colored circle on way it should be. This means the dope penetrated. We wheel covers. The tail wheel cover had a five eighths did not try to "bury" the tapes, as they are part of the circle. Each wing strut had to be numbered in one inch airplane and should be seen just as they were in 1941. I black numbers as well as the fabric next to each strut really do not like to see an antique airplane covered with fitting. The center section and wing hand holds had to the new fiberglass products, but, of course, due to the be doped black in the exact manner the Navy specified cost these days of doing or hiring recover work, we way back when. The oil dip stick cap had to be lemon chose this "permanent" type covering. I also believe colored with half inch black numbers 4.4 U.S. Gal. And one's antique airplane should lose a couple points in a then the prop - natural metal on front side except tips L to R, owners Chuck Andreas and Byron Fredericksen. judging contest if covered with anything but material of which required four inches dark blue next to four inches its day. And I can't imagine covering already thirty-five lemon yellow next to four inches insignia red. The prop year old wood with the thought that this is permanent. I diameter and blade setting had to be half black symbols want this old wood uncovered for an inspection every on the natural metal. The back side of the prop had ers Co. and scrounged parts from places as far away as ten years if I have to fly or ride in it or on it. These old twenty eight inches of dark blue with the remainder Florida. Chuck and. I were surrounded, of course, by the airplanes are fun until someone gets hurt. All metal parts painted black. Fuel grade on the side cowl, gallons on usual "airport bums" all of whom are grand guys. Guys were primed with epoxy and painted with Super Flite the center section, designation on the rudder, no step like Albert Ziebell, Glen Derber, Harold Everson, Windy matching enamel. here, jack there, etc. This is how you get awards with Glaser, J ack Tucker, Bob Murray, John Geiger and Next came the markings and the acquaintance of a your airplane, if in fact awards interest you. We really others who were pros at welding, tin bending, stencil remarkable fellow. Chuck and myself are members of just wanted our Stearman to be just like it was when it cutting, and all were EAA members with a desire to help SRA (Stearman Restorers Association) and were in came from the factory. If folks like Ken Wilson can do us make 'Oshkosh 75'. We did not have our own shop at possession of a SRA "Outfit" publication which contain­ the time and effort to research these airplanes for the the time, and space for our project was rented from Bill ed a very detailed drawing of the U.5. Navy N2S-3 benefit of others, we can certainly do him the honor of Brennand's Airport Shop and the work was supervised submitted by SRA member, Kenneth D. Wilson of in fact marking the airplane the way it should be. The by Bill, who is an IA. Evansville, Indiana. Ken is a student of the Stearman only snag we hit was that the number N55626 was to be After the fuselage was complete, except for covering, Airplane and I am sure has done as much research on in three inch block letters on the fin . The FAA, FARS we completed and installed the new uncovered wings Stearman markings as anyone in the country. We du­ spell out that no other markings this size shall appear on

5 Rigging process before covering. Note abundance of sidewalk engineers.

the airplane that began with the same letter, and our airplane was an N2S-3. We ignored this and installed N2S-3 in three inch block letters on the rudder. And as of this date no one has shot us down. We had the prop repaired and the AD done at Whirl­ wind Prop Shop at Chicagoland Airport. The 220 Cont. engine had only 250 SMOH and it checked out perfect. Chrome rocker box covers and push rod tubes are pretty, I guess, but they were not that way in '41. With all the color the military required, it seems strange the Fuselage cover completed with newly built wings rigged and ready for cover. engine had to be plain old black and gray. I suppose the black matches the oil that blows around. By April the airplane had been covered six weeks, and frame when we bought it and now it has 200 more. The follows: we rubbed the entire thing with a fine compound and engine has been perfect. We, at this date, have four other Dacy AAA Fly In - 1975 - Best Stearman then applied a coat of wax. We had a very good­ Stearmans, one of wh ich we are restoring to portray the EAA Oshkosh Fly In -1975 - Blood, Sweat and Tears looking bird if we do say so ourselves. Finally on April PT-27 Canadian version. Again Ken Wilson has provided 4th National Stearman Fly In - Galesburg - SRA Best 25, nine months after hauling it home, we cranked the an exact detail drawing with all the correct Canadian N2S inertia starter and after three tries all the smoke and markings of that era. We now have aluminum rib jigs and 5th National Stearman Fly In - Galesburg - SRA Best noise happened. After a couple taxi runs and, of course, our own shop with all the necessary equipment, and can N2S pictures, we took off and were very pleased to find it do a Stearman rebuild in about 2000 hours including Wisconsin Chapter AAA Clear Water Fly In - 1975 . flew straight and level hands off with only the minor building all new wood parts. We have a couple of engines Favorite Airplane effect of engine torque. The manual was right. There are being overhauled by Bill Bohannan of Columbus, Ohio. National AAA Convention Fly In - Blakesburg - 1976 no tabs on any control surfaces except the trim tab. No Bill just finished a Stearman rebuild and for the informa­ - SRA Best N2S rigging changes were necessary. tion of anyone wishing to contact a good round engine Chuck Andreas and myself extend an invitation to Our homes and shop are ten miles north of Oshkosh overhaul shop, Bill's address is - Bohannan Aviation Serv­ anyone wishing to visit us ~r our shop. We are located and we made the big trip for the '75 EAA Convention. ice, 2294 Onandaga Drive, Columbus, Ohio 43221. Bill adjacent to the runway on the Brennand Airport, We also gave many folks their first airplane ride where is an EAA and SRA Member also. Neenah, Wisconsin. Our old airplanes are just a hobby they were sitting outside. 007 had 6800 hours on the air For the record, 007 has to date received awards as with us and we enjoy meeting antique enthusiasts.

6 By: Robert H. Granville R.F.D. 4 - Box 776 V" ~ ~ Skowhegan, Maine 04976 -- (Photos furnished by Author)

- ~ .NCIID4" ''''' \ 6q"'i!~ B,os " "i{r Inc S",,"'Qi"0 ~ 'oc\ '*... ~•

- •....., - , .' -- Warner powered Sportster owned by Skip Tibert. Same as NC 46 V flown by Bayles in the Ford Reliability Tour.

7 Perh aps the best way I can te ll you about the Gee Bee strain of any kno wn maneuver. Rate of climb in inverted INSTRUMENTS Sportster is to quote fro m a brochure written by Z. D. fli ght is nearly eq ual to that of norm al fli ght. Load fac­ Th e instrument board is of burl ed dural with a com· "Grann ie" Granvi ll e back in 1931. It reads as fo ll ows: tors of 6 in verted and 8.6 in normal fli ght are main ­ pl ete se t of Conso lid ated in strum ents inclu ding an air "Hop off in thi s trim little Gee Bee Sportster. Up tained throughout with wide marg in of safety at all speed indi cator, bank indicator, co mpass, altim eter, 5000 fee t in less than five minutes . Speed along at 125 highl y stressed po ints. tachometer, o il press ure and temperatu re ga uges, switch, mph. Gi ve her the gu n to 150 if you wish. Cut the gun , WIN G PAN ELS choke, altit ud e co ntro l and booster. A turn and bank dro p the controls-·she 's in a 60 mil e per hour gli de. Open Spars and ribs are made from carefull y seaso ned Sitka an d rate of climb indicator may be in stall ed on the sa me the throttle. Leve l fli ght aga in . Speed . Stability. You spruce . Du ra l co mpres si on tu bes impart great torsional in strument board at additional cost. never kn ew such fun . Yo u 'll marve l at her maneuve r­ stiffness . Note the des ign and stri ki ngly ru gged appea r­ FABRIC & FINISH ability. And does she sta nd upl This littl e ship came in ance. Th e fa bric is the fin est grade Dartmouth -tex fini shed second in the great All Amer ican Air Derby--firs t of all LANDING GE AR with 9 coats of Berryloid pig mented dope. Early ord ers the stock pl anes. Hydraul ic shock struts with six· in ch Ol eo travel and all ow a cho ice of color comb inati on. Note her trim strea mline bea uty. Admire her sturdy rub ber for tax iing, co mbin ed with full air wh eels, size 20 Thi s brochure also has a ch art showing lots of data on safe constructi on. Here 's the airpl ane you wo uld love to x 9 or 650 x 10 make the very ro ughest field s easily all model sports ters which rea ds as foll ows. Th e first own. Id ea ll y adaptabl e for Sport, Speed, Bu sin ess, or nav iga bl e. The whole landing structure is enclosed in gro up of figures is typi ca l of all models. Pl easure. Consid er th e many exclusive fea tu res of the stream·lin ed " pants" reducin g drag to a minimum. Span 25 ft. Wing area 95 square fee t. Length 17 fee t new Gee Bee Sportster. The ca reful engin eering and Brakes o ptional $100 extra. 3 in ches . Height 6 fe et. Fu el ca pac ity 40 ga ll ons. Oil workmanship which make it so fas t and safe. Note its GASOLINE FEED LINE ca pac it y 3 ga llons. ex tremely low price for such a bea utifull y built airplane. The gasoline is carri ed in two wing tank s and one Models Fi gures. Landing Crui sin g Top Here is th e speed ship th at will giv e you th e greatest co wl tank, th e contents of th e win gs bein g pumped by a Model Motor H.P . Weight Speed Speed Speed thrill in fl ying. " hand wobble pump to th e co wl tank wh ere it is fed to B Cirrus Hi Drive 95 900 50 120 140 Th e brochure went on to tell about the race so me· th e motor by grav ity . A spec ial line and jet is in stall ed to C Menasco B-4 95 900 50 120 140 thing lik e thi s: su ppl y fuel to the engi ne automaticall y wh en upsid e D Menasco C-4 125 922 50 130 159 "Overcoming all sorts of hardships in th e long dan­ down. E Warn er Scarab 110 912 50 128 148 ge rous grind ove r mountai ns and deserts of the wes t, CONTROLS F Fairchild 6-390 135 960 52 135 160 pil ot Lowell R. Bay les of Springfield , Mass. brought in All controls are ex tremely li ght and are effective far Model Climb to 5000 from stand ing start Price hi s stock Gee Bee Sportster to win second pl ace in thi s below stalling speeds. The load on th e stick is ex tremely B 6 minutes $4680 national cl assic. Th e Gee Bee Sportster was th e firs t li ght in any maneuv er. Comfo rtabl e rudder pedals of th e C 6 minutes $4780 stock ship to fini sh. hanging type. D 4 minutes $4980 Th is great vi ctory of th e Gee Bee Sportster over 18 All control bearing are oversize with many ball E 4 Y:o minutes $5230 famo us ships and famou s pil ots is the best recommend a· bea rin gs to prevent wear. Pu sh pull tubes and straight F 3 minutes 48 seconds $5580 tion fo r th e many unu sual characteri sti cs of speed and ca bl es eliminate pull eys. Gra nvill e Broth ers Aircraft I nco had hardl y go tten endurance describ ed within thi s fo ld er." FUSELAGE started at Springfi eld, Mass. when the stoc k market crash Th e brochure has ph otos of a Model E built und er Th e fuse lage co nstruction is of weld ed chrome­ came in 1929. Nin e two pl ace side by sid e bipl ane had ATC 398 and a Model D buil t und er ATC 404. I t al so molydenum stee l tubing t hroughout, making th e struc­ bee n fini shed and nea rly all so ld. Another group of nine goes on to describe the ship . tu re, extremely co mpact, li ght and ri gid . There are no had bee n started. It soon became apparent that th e sal e " ENGINE INSTALLATION we lds in tension members. A detachabl e motor mount of thi s type airpl ane was go ne and mi ght never return. A The Monasco Pi ra te C-4, 125 H.P. or Warn er 110 H.P. all ows the use of any in ve rted, inl ine or radi al engin es. pl easure ship fo r around $4200 was ju st out of reach of or Fa ir child 6-390 130 H.P . or Cirrus Hi-Drive 95 H.P. EQUIPMENT th e av erage pil ot. engin es are used in all stock Gee Bee Sportsters. Other An inverted jet is buil t in to carburator wit h gravi ty At th e time, th e company had over twenty empl oyees engin es will be furnished on speci al order. Engin e feed from either wing tank. A wo bble pump brings th e and many of these had to be laid off, leaving onl y a fe w mounts built espec iall y stiff, reducing vibrati on to a gas from wing tank to fuse lage tank . A baggage compart­ key men. mirtimum . me nt of 2 cubi c fee t ca pac ity and pockets for logs and Am eri can Cirrus Engin e Co. of Marysv ill e, Mi ch. , in a WIN GS maps add great comfo rt and unu sual storage fac iliti es for bol d attempt to se ll air craft engin es, dec id ed to sponse r With an aspec t ratio of 6.9 the win gs of th e Sportsters such a small pl ane. The in side of the cockpit is attrac­ a long point to poin t race, to pwve the re li ability of are tapered to such a degree as to give unhea rd of tiv ely upho lstered. A hand starter ca n be install ed if de­ their products. All entering ships would have to be maneuverabili ty . The structu re is built to wi thsta nd th e sired. powered by Cirrus engines eith er hi dri ve or upright. Th e

8 race would stan and end in Detroit and cover a major Back at our shop, we knew that we had a rea ll y suc­ were just too much fun fo r stl·aight flying, and every pan of the . Buildcl·s were fl·ee to usc any cessfu l pl ane and GI·annie began to wonder wh o would pil ot is not an acrobatic pilot. number of engines and th ere were no re strictions on bu y it. He reaso ned that th ere were st ill a few bright After a few Sport sters were made, another change design. yo ung men who had enough money to bu y a Sportster was made in th c landing gear and a lal·gcr rudder and fin Granville Bros., inspired by chief engineel· Robert L. and would really love this kind of a ship. Complete was put on. George Rand brought hi s ship back and had Hall decided to participate. It would kee p our small drawings wel·e made and it was deci ded to try fOI· an th ese changes made so that it coul d calTY an NC li ce nse work force togethel· for a while and the pl·iLe money was approved type certificate as soo n as poss ible. after the ATC was gra nted. very good. And so the first Gee Bee Sponster was born. Advenising went out calling the Gee Bee Sportster All the necessary engin eel· ing, load testin g etc. was It was to be a big change for us, a clea n low wing "The fastest and most maneuverable li censed airpl ane finally finished and it ship powered by a Warn er Sc arab , wire braced wings, rigid landing gea r with for its horse power in the United States." was flight tested fo r an approved type certificate. full air wheels and would be si ngle place. Two of th e first customers for Sportsters were Ham id Engineering In spectol· John L. Moran, a qui et, tough, Air wheels were new and the manufac turer thought Moon and George Rand. Both had been members of the honest man and an excellent pilot did th e job. He as ked that there would be no need of shocks with their usc . Harval·d F,yi'1 g Club at Boston and knew Grannie very fOl" a fcw small changes which didn't take long and we However shocks were used on all other Gee Bees except well. were granted ATC 398. this first Sportster. Fu el capacity would be 40 gal lons Moon ordered a CilTus Hi Drive job fini shed in a two Shortl y thereafter, flight tes ts were run on a Menasco and the inverted CilTus was ve ry economical on gas. tone brown. Rand's ship was to be Menasco C-4 powered C-4 powered Sportster and ATC 404 was issued to cover Springfield Airport had a really fine pilot at th e field and finished in bri ght I·ed and white. Th e new ships were this model. As far as I know, these were thc only cert ifi ­ nam ed Lowell R. Bayl es. He offered to fly th e Sportster nearly th e sa me as the original, about the only change cates ever iss ued for a small sin gle pl ace hi gh perfo r­ and the company was very pleased to have him, as his being in the landing geM. mance sport plan e. reputation was excellent. Harold Moon's ship was built first and he stayed right During 1931 and 1932, Grannie flew one or another There was soon a long list of top pilots entered in the with th e ship through most of the construction so he of these ships all over this country usually looking for race, flying all kinds of airpl anes. One of the bes t, and a would know it from inside out. As soon as it was ready customers. He also did sky writing with one, at the De­ man who would later be well known as a Gee Bee racing to fly, he was very anxious to make the first flight. How­ troit show in 1931. pilot was to fly a tiny racer built by Command-aire. Hi s ever Granni e refu sed to let him fly it until he had given In 1931 th e company entered a Warner job in the name was Lee Gelbach and his ship was the Little it a thomugh test himse lf. Harold was an excellent Ford Reliability Tour with Lowell Bayles aga in behind Rocket. ac robatic pilot and as soon as he got to fly it a few the stick . He had to win his points on performanc e alone Lee an d Lowell du eled it out, holding down fir st and tim es, he dec id ed to take it to Phil adelphia and show it as he could not make points on load. The records show second place every day, and Lee won. Bay les was sport to his fri ends. GI·annie suggested that he bring it bac k in stick tim e to be 8.1 seconds, his unstick time to be 10.7 enough to furn ish Gelbach with some badl y needed ove r­ a few days for a final check, and he took off. seconds and hi s ave rage speed to be 140.78. He finished head parts one evening which of course was a great help It was abo ut fo ur days later, just as we were coming in fourth pl ace but was the winner of th e Great Lakes towards the win. out for lunch , that we saw him boring in over the city Trophy. The Sportster handled very well so Bay les made a probably at full throttle. He crossed the field, did a very At the National Air Races in 1931 and 1932 while point of giving th e crowds a few moments of ae robatics tight and vertical 180 and made one bea utiful slow roll the big Gee Bees were maki ng the headlines, Sporlsters at each landing field. Thi s gave the ship a lot of good back ac ros s the airport so low that he was blowing the also pick ed up quite a lot of money in their classes. We publ icity. grass with his prop blast. One more tight turn an d he cut had three there and Maud Tait and Mae Haizlip flew It wa s finally ovel· and Bayles flew back to Sp ringfield th e gun and landed . It was a beautiful performance but a them in some of th e women's races. Grannie flew o ne in with second place honors and prize money. mi ght y dangerous one. from California in a handicap race but finished out of He was escorted in by most of the airplanes on the Wh en he taxiied in , we noticed that hi s bottom th e money. Monocoupes gave him some tough competi ­ field to I·eceive a hero 's welcome. Th e city turn ed out engin e cowl was missing. He explained that he had made ti on. Bay les also flew one in aerobatic co mp etition and for a big parade, speeches and a testimonial dinner. a dive from 10,000 feet, somethin g had uashed and he took top money. Bay les' model X Sportster lasted until Low ell Bayles imm ed iately bought the airp lane and didn't know what had happe ned until he landed. October 1931. The Cirrus engi ne had been removed and he and Roscoe Brinton formed a flying serv ice and Except for that piece of cowling, Haro ld Moon never it was now powered with a six cy lind er Fairchild. It started barnstorming tours. They had five or six ships put a scratch on hi s ship as long as he owned it. However proved to be a hard sta rting engine in cold weather and including a bath tub New Standard and flown by a man this kind of fl ying proved fatal to a couple of oth er Balyes had put a loose hand uank boostel· on the floor man y of you know. He is Len Povey. Bay les would pull Sportster pil ots. As it is alwa ys the fa ul t of the ship of th e sh ip to aid in starting. Roscoe Brinton took the in ahead of the others, put on an ac robatic show to draw when the story is written up, th ese ships began to get a ship to a mee t in Vermont on a nice fall Sunday, as a crowd and then everyone wo uld haul passengel·s. bad name which was hard to live down. Actually they Bay les was busy fl yi ng the "City of Springfield". OWing

9 an acrobatic maneuver, the booster and booster wires becdtne entangled with the stick and Roscoe bailed out. He was soon back at the mike to say a few words to the crowd. He had a big grin on his face and told them "You people arc real lucky to sec a show like this for 75 cents. It costs a lot more at Cleveland." One fine Sportstel· which had a remarkable and varied life was the Menasco powered Model D NC11043. Parts of it arc still in existance today and it is undergoing a I·ebuild. Painted light blue and cream, with a black panther head on each side of fuselage and solid pil·ate emblem on top of the nose cowl, it was a beauty. Grannie used it for a demonstrator and skywriter for quite a while and finally sold it to Bill Raush. Bill made a living with it, I·acing and doing ae robatics and also raced it at the Nationals in 1932. Clem Whittenback, who is pl"Obably one of the gl·eatest acrobatic pilots who ever lived was the next owner. I did not know about this until last year when the story about Clem appeal·ed in Vintage Ail·plane. I had never met him but I wrote to him and asked him to tell me his opinion of the ship either good or bad, and if he considered it to be a killer. He wrote right back and here is part of what he told me. Quote: "I flew it at many major air shows and it always stole the show where ever I went. It had positive control throughout all aerobatic maneuvers and I enjoyed flying it very much. It was a wonderful performing plane and it was the first plane I eve r flew that I could do a vertical triple snap roll and on positive recovery still be pointed straight up. To me it was an airplane built years ahead of its time. I do not consider the Gee Bee a killer pl ane, all it takes is a pilot to fly it." Clem had been flying the Sponster for the Woods Flying Aces, Mrs. Woods being J essie Woods, very well known by members in the southeast and also the north­ west. After Whittenback sold the ship, the Woods Bayles Model X nears Springfield as he returns from the American Cirrus Race. bought it back and hired another great pilot to fly it for them in the air show. I wrote to Jessie Woods for information and here is a up. I never did find out who was fly in g it or any details. As this is pure hog wash I will end this artic le with the littl e of what she told me. Quote: "Dannie Fowlie was Anyway in another year or so the o ld model D will be flight test report from the Dept. of Commerce for the only person who flew the plane for us. He was a back in the sky where she belongs. Approved Type Certificate No. 404. The test was run on wonderful pilot and could fly anything well. He loved Now for those of you who have read those many wild ship 11043, the same airplane later owned by Clem aerobatics and his performance with the Gee Bee was reports about Gee Bee airp lanes, I came across a new one Whit te nback. In my opinion this is an excell ent report beautiful and exciting, but scary." I hadn't read before just last week. It sa id in part. "They and can hardly be disputed. Note particularly the six After the Woods fina ll y so ld the ship, it was cracked were wild S.O.B.'s, seven were built, and seve n crashed." turn spin test report.

10 (a) FULL POWER ~ REVOLUTIONS. LONGITUOINAL BALANCE: BALANCED"'/ NOSE HE.IIVY LONGITUDINAL STABILITY: STABLE v' NEUTRAL LATERAL STABILITY: STABLE NEUTRAL DIRECTIONAL STABILITY: STABLE '/ NEUTRAL CONTROLLABILITY - LONGITUDINAL: GOOD / FAIR LATERAL: GOOD ~ ./" FAIR DIRECTIONAL: GOOD ~ FAIR (b) CRUISING SPEED /(jCt: REVOLUTIONS. LONGITUDINAL BALANCE : BALANCED V NOSE HEAVY LONGITUDINAL STABILITY: STABLE V . NEUTRAL ;- LATERAL STABILITY: STABLE NEUTRAL DIRECTIONAL STABILITY: STABLE ~ NEUTRAL Above: Harold Moon's Cirrus powered Upper Right: Three sections of the flight tests Sportster. performed by Department of Commerce, from CONTROLLABILITY - LONGITUDINAL: GOOD V FAIR which type certificate No. 404 was issued. LATERAL: GOOD V FAIR Below: Model X Sportster flown by Bayles in the over 5,000 mile American Cirrus Derby. Lower Right: Clem Whittenbeck 's Menosco C-4 DIRECTIONAL: GOOD V-- FAIR powered Sportster. Used for professional aero­ batics.

I~~~~ le('~l)~"

",..­~,

...

~ "­, ~ (c) GLIDE - POWER OFF. TAIL HEAVY \ I LONGITUDINAL BALANCE: BALANCED ~ NOSE HEAVY TAIL HEAVY LONGITUDINAL STABILITY: STABLE UNSTABLE V NEUTRAL UNSTABLE PART 4 /' LATERAL STABILITY: NEUTRAL ../ UNSTABLE ~ ~ STABLE UNSTABLE ~ ) PERFORMANCE DIRECTIONAL STABILITY : STABLE / UNSTABLE \ I NEUTRAL UNSTABLE FULL LOAD POOR , CONTROLLABILITY - LONGITUDINAL: GOOD / FAIR POOR I (a) TIME OF TAKE-OFF c) SECONDS. POOR , I LATERAL: GOOD / FAIR POOR (b) LENGTH OF RUN~FEET. POOR l I DIRECTIONAL : GOOD / FAIR POOR (c) CLIMB FIRST MINUTE IIC'C)FEET. (d) STALLING SPEED - POWER OFF. (d) LANDING RUN WITHOUT BRAKES __FEET. TAIL HEAVY ( CONTROLLABILITY - LONGITUDINAL : GOOD / FAIR POOR J (e) WIND VELOCITY~PH. UNSTABLE LATERAL: GOOD tI FAIR POOR (f) ALTITUDE OF AIRPORT~EET. UNSTABLE ) DIRECTIONAL: GOOD .../ FAIR POOR ---- ~ (g) DOES AIRPLANE MEET OUR MANEUVERABILITY REQUIREMENTS? ~uvJ UNSTABLE (e) SPIN TEST - POWER OFF - (Recovery controls neutral - no power) . (h) LANDING SPEED 0S- MPH. POOR 2 TURN SPIN - Recovery turns : lbs . back pressure POOR ~ ~ 4 TURN SPIN - Recovery . turns: lbs. back pressure POOR I I 6 TURN SPIN - Recovery L turns: -II('·.;JL) lbs. back pressure

16 ~""n7:frc,'

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12 Vintage Men

By: Glenn 878 W. ,

Below Right: Phyllis Goddard, License No. 5487, by the Kinner Fleet of the Palo Alto School of Aviation on Stanrord University Campus, circa 7930. (Might Above: Margaret Perry (Cooper Manser) License No. be the aircraft used by Paul Mantz for his outside 4049, and the Tulsa-built Spartan /-6-5 she entered in Below Left: Blanche Wilcox Noyes (License No. loop record). *Phyllis is now Mrs. Thomas Penfield the '29 Derby,· operated the Culver City, Calif Air­ and lives at Santa Maria, Calif Photo from: Lesley N. port. Margaret was the first Southwest Governor and 6540) extols for Cleve/and where she lived at the time of the '29 Derby. She flew the /-5 Travel Air to Forden. second Ninety-Nines' President. Was elected NY-N/ * - 46 outside loops, / uly 6, 7930. Governor in 7936 alld was one of the first two Per­ fourth place in the race, and the former International manent Trustees of the Amelia Earhart Memorial 99 President now resides in Washington, D.C. Retired Scholarship Fund,· Alma Harwood, Rye, New Yorl?, after long service as Chief of Air Marl?ing program. was the other. Album Vintage Machines . ...-----c:::... 2--_ .

. ~ -;

Buffington, Assoc. Editor Crocl?ett Street WA. 98779

Below Left: Laura Ingalls, License No. 9330, and her Lockheed Orion-9D, "Auto-de-Fe", NR74222 at Floyd Bennett Field. Laura made a couple of impressive record-breaking non-stop trans-continental flights with the Orion. July 77, 7935, Floyd Below Right: Edith Foltz Stearns (License No. 5600 Bennett Field to Burbank, 78 hrs. 79 min., and September 72, Above: Nellie Zabel Willhite (License No. 8242) with poses by her Alexander Eaglerock Bullet at the '2 7935, West-to-East, 73 hrs. 34 min. She also placed second in the "Pard ", her OX-Eaglerock, named for her Dad, on a Derby start. One of the first stock jobs with retract '36 Bendix Trophy Race, NY to LA that year, 75 hrs. 39 min. windy Dakota day at Renner Air Service. Nellie still able landing gear, she finished second in the light­ Photo from: Richard S. Allen. hails from Sioux Falls, So. Dak. The Eaglerock is now plane category behind Phoebe Omlie. Edith flew wit. owned by George Epps of Harvest, Alabama. the during WWII and entere the '52 and '53 A WTAR with Pauline Glasson. .--'

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By: Byron Fredericksen 7364 Breezewood Lane Neenah, WI. 54956 (Photos by Author)

I think perhaps I have come upon no truer words than those I read in THE VINTAGE AIRPLANE, name­ ly The Restorer's Corner by J. R. N ielander, Jr. in the October, 1976 issue. I have never met this writer nor the man he quotes, Mr. Roy Redman of Minneapolis; how­ ever, they sure hit home with this editorial. Without taking a shot at anyone, I would add to their comments of "doers" and "intenders" by saying I have always felt there are three types of folks about; those that make things happen, those that watch things happen and those that don't know what is happening. Everybody I know fits into one of these three categories. I do not wish to be the "old philosopher" here; however, I urge those that have not, to read aforementioned editorial as it may

15 spur someone who is holding back to go ahead with his, hers or their old airplane project and in fact become a "doer". I offer the following tale of an example of what • - one can make happen. ... A year and a half before I was born, in fact, March ­ 1931 the doors opened one day at the Stinson factory in Wayne, Michigan, and a beautiful huge (for the times) three motored airplane emerged. It was manufactured under ATC number 420 and its designation was model SM-6000B. This high wing tri-motor was also known as the model "T". It bore serial number 5023 and registra­ tion NCll170 had been assigned to it. It was one of fifty three of these models built. Two of the Lycoming model R-680 engines were fitted to mounts under each wing and the third was mounted on the fuselage nose for a total of 645 H.P. with Hamilton Standard adjustable props. I twas 42' 10" long, had a wing span of 60', stood 12' high and had a gear tread of 204". Its maximum gross weight was 8,600 pounds. In my opinion it was not the prettiest airplane The Stinson Company ever built. However, the full retail selling price was just under $26,000.00, quite a modest sum for an airliner equipped with 10 passenger seats, baggage space, window curtains and the lu xury of a chemical toilet compartment. It was licensed for a crew of one. The new ship was inspected, tested and approved for commercail use March 13, 1931. On March 17th it was delivered to Century Air Lines, Inc., 105 West Adams Opposite Page Bottom: Due to Street, Chicago, Illinois. The uses and events this Model Above: Stinson SM-6000B, much snow and rain we en­ "T" encountered from this point in time, until in fact, NCI I I 70 as it appeared in late Opposite Page Top : Typical gas countered several hundred miles the year 1965, one can only speculate on. It is known, 1960's in Alaska. (Courtesy J.D. station on the Alaska Highway. of mud and potholes along the however, that the ship was damaged in an accident in Berry) Alcan Highway. Chicago less than a month after its arrival there. The damage was repaired and on January 13, 1932 it was back in service; this time licensed as a cargo version with the passenger seats removed. I t was, however, on April 15, 1935 - sold to Leon D. Sherrick, 1937 West Van Nuys, California. January 27, 1932 converted back to the passenger Tuscarawas Street, Canton, Ohio. June 9, 1942 - sold to Roy R. Taylor, Meacham configuration. June 22, 1935 - sold to Hugh Stevens, RFD 6, Field, Fort Worth, Texas. Perhaps some reader somewhere for whatever reason Newark, Ohio. July 4, 1942 - sold to Wien Alaska Airlines, Inc., will remember this airplane and for this purpose I note February 26, 1936 - sold to O. W. Nichols, 818 Mt. Fairbanks, Alaska. the records of its owners over a 34 year period. Vernon Rd., Newark, Ohio. I have written to the COC at Wayne, Michigan, seek­ April 3, 1932 - sold to American Airways, Inc., 122 February 15, 1937 - sold to I nex E. Nichols, 818 Mt. ing help in securing names of former Stinson factory and East 42nd Street, New York, New York. Vernon Rd., Newark, Ohio. office employees, but never received any reply to my October 13, 1934 - sold to J. A. Hammer, W. J. May 5, 1939 - sold to Leslie G. Mulzer, Port inquiries. I would especially like to have old photos of Hunter, J. P.~we ·st'6\ter" ·an'ttS . P. Bittner, 4848 West 63rd Columbus, Columbus, Ohio. NCll170. 'l am s'Cir e; ' ~re,'fur'es were taken of this airplane Street, Chicago, Illinois. July 28; 1939 - 'Sold' to' Alton H. Walker, Monterey many times through the years as well as when it was new November 15, 1934 - sold to American Airways, Inc., Airport, Monterey, California. at the factory. 4848 West 63rd Street, Chicago, Illinois. July 21, 1942 - sold to Los Angeles Aviation School, Records indicate Wien Alaska Airlines operated the

16 Stinson SM-6000B, NCB74-W, date and location un­ known, however note vintage ofautos in background. "T" between Fairbanks, Kotzebue and Nome in the (Courtesy Arch Dixon) instruments. Even after these happenings the airplane early 40's. Sometime in late 1944 it was acquired by one was 90% complete and intact when Mr. Berry came Lon Brennan of Manley Hot Springs, Alaska, which is 80 along to save her in 1965. He did this and the records miles downstream from Fairbanks on the Tanana River. It is a matter of public record really that Mr. Berry show he advised the FAA the ship would not be restored It was operated for a short time by Brennan Airlines acquired NCll170 from Brennan Airlines, February 24, to airworthy condition, but would be put on display at when it was parked alongside the runway at Manley Hot 1965. The story of how he single-handed dismantled the the Alaska Centenial Celebration in 1967, after which Springs after being replaced with more modern equip­ tri-motor and moved it to a safe place is his to do with as time would probably be donated to a local museum. In ment such as Wi en Airlines had done. I understand Mr. he wishes. He is a really true "doer". any event Mr. Berry ran an ad in the T rade-A-Plane Lon Brennan passed away a few years later. NCll170 Manley Hot Springs, Alaska is approximately 200 offering this airplane for sale in July of 1970. I respond­ never flew again. miles below the Artic Circle, which is the only good ed to this ad with a telephone call and was advised of the My story now picks up the name of Mr. Jerome D. thing the old tri-motor had going for it for some years condition and whereabouts of the airplane. A purchase Berry who will always retain a special place in my mind after being abandoned. The air, of course, was not price was agreed upon· and I mailed a deposit for same. and thoughts. I do not wish to become dramatic here or always dry but there is no salt such as near an ocean, nor Now all I had to do was simply run up the road almost imply that the retrieving of this old airplane changed the the constant high humidity like that of the jungle, and 4000 miles and get it. All I needed was a truck, trailer, shape of the world, however, Mr. Berry is responsible for she faired pretty well. She retained much of her fabric help, time off from work , understanding from my wife, causing this airplane to be anything but battered bones covering and really only suffered minor surface rust on Dorothy, and money! today. I have not sought permission to quote him, write the fuselage tubing. The engines were even left in place The truck came in the form of a 1966 3/4 ton of him or cause his private life to become public all through the years. Local Indians and whites alike, I nternational pickup. Tom Bongert of Bongert Aviation, information. I last spoke to Mr. Berry when he visited however, had cut some tubing from the fuselage to use Neenah, Wisconsin had recently purchased this truck and my home during the 1975 EAA Convention at Oshkosh, on their river boats, at their gold mines and around their was doing necessary repairs on it before putting it to wh ich he attended. cabins. Relic seekers did remove the control column and work in his salvage business. It was agreed that if I help­

17 busy preparing our truck and trailer. We made up four­ ed pay for some of the repairs I could use it. Had he teen 2 inch diameter eight foot long poles with which we known what his truck was to be subjected to on this would make a wing rack upon arrival at the Stinson Alaska trip, he would have declined the offer. I would sight. These were laid on the floor of the pickup box. not have blamed him. We had the truck made ready at Over these poles we installed a half inch plywood floor. Lee Truck Sales of Oshkosh. Lee being a supporter of On this we secured an old easy chair in which one could EAA and after learning of the purpose of our trip rest while away from his turn at the wheel. A mattress provided a spare generator, carburetor, coil, plugs, fuel and sleeping sack was also provided along side in which pump and other items for the truck should we break one could sleep. It was our plan to go to Fairbanks down. We were to pay for only the parts we needed non-stop except for gas and food, each man resting after upon our return. two hours of driving. At the rear end of the pickup box Above: Checking the load and having a beer on the Bill Brennand of Brennand Aviation, Neenah, had a a huge tool box was fastened down and filled with all A lean, in the Yukon. Champ was delivered to new 24 foot tandem axle trailer and after a rebuilding job on sorts of tools we might need. Then from plywood we owner in Alaska. same provided it for our trip. It had lights and electric built three sides and a roof over the pickup box and brakes. Our "semi-rig" was taking form. there was our home away from home. I t even had win­ Everyone I talked to about accompanying me on this dows. Alaska adventure got excited about it. I learned a long I might mention I had made a deal to deliver a 1946 time ago; however, you have to line up ten people on a Aeronca 7 AC Champion to Alaska so it was loaded on deal like this in order to in fact have two of them show the trailer. An auxiliary fuel tank and pump was mount­ up the day the truck leaves. I did come up with three ed on the truck and a guard built under the existing tank good guys. All were pilots and understood my interest in to protect it on the gravel Alcan. Eight new tires and old airplanes and wished to be a part of it. tubes were purchased and loaded on the trailer. On Bill Olson of Olson Paper Company, Neenah wanterl September 18th we finally loaded the last item, which to see Alaska, plus an old army buddy of his lived in was a large cooler full of beer. Fairbanks. Mike Wuest of Oshkosh, on vacation at the If I had known at that ti me what sort of weather and time, agreed to go along. (Mike has been serving as an roads we were to encounter, I would have postponed the auxiliary policeman at EAA Conventions at Oshkosh the trip until the next summer. At any rate September 18th past years). He also owned and knew how to use a big found us on our way and Bill Olson started a log of the 1000 pound AC/DC welder which we used to rebuild the trip, which he called "Freddie's Folly", thus the title for trailer and then bolted same onto the trailer bed and my story here. took it along with us. It proved to be invaluable and After three days and three and a half nights of steady Above: Final loading process at Fairbanks. then Harold Wolff, owner of Wolff's I nn, our favorite forward motion we found ourselves at Dawson Creek, watering hole located across the road from the Brennand 2000 miles from Neenah, tired, cold (When it was your Below: NCll 1 70 being unloaded at Wisconsin. Note Airport announced he would come along. Harold was turn in the box) and in need of a shower and then we also an ex semi-truck driver. white canvas toilet compartment. It needs a little came upon the Alcan Highway gravel, and mud, and work. Time off from work and understanding from my wife dust, and potholes. The gravel portion of the Alcan was no problem. I was employed by Bill Brennand at the extends for 1281 miles, and never, or seldom at best, time and he nor my wife gave no objections as they both receives any ·kind of maintenance. Also, hardly a mile is knew I was going to go anyway. The next thing to take made without going up a hill, down a hill or around a care of was money matters. I had and still have a part­ corner with no guard rails and deep ravines alongside in ner, Chuck Andreas, in other airplanes. Chuck and Bill which to drop into in the night. It was impossible to Brennand were most interested in this old Stinson also. sleep in the back, what with those fourteen poles bang­ The three of us got together, formed a little company, ing up and down as we pounded through the potholes touched our personal funds and those of a friendly bank­ and when it rained the road was so greasy you could er and that little item was out of the way. hardly walk on the stuff. When it was dry the dust seep­ The only thing I had not given much thought to was ed into the box so bad you looked like you had worked the weather in the North during the fall season. We were in a feed mill all day when you came up front for your Byron Fredericksen is a partner with Chuck Andreas in a company called Airway Coin, Inc. As a gigantic hobby, they also collect and rebuild old airplanes. They are adjacent to the Brennand Air­ port, Neenah, Wisc. just north of Oshkosh. Byron is an active member of EAA (No. 99807) and AIC Division (No. 02054). The work that these fellows accomplish make them Super-doers. AI Kelch

Owners of NC7 7 7 70 upon its arrival at Wisconsin. L Mr. Noel Wien and NC7 7 770 at Fairbanks, Alaska, to R, Chuck Andreas, B. Fredericksen, Bell Brennand. Sept. 27, 7970.

turn at steering. By the time we reached the Yukon it ed where they would fit and the job was completed in started to snow, and then it began to snow hard. A three days. Only then did I realize what a big load we way back up again with one man driving, one holding garage owner at Watson Lake, where we purchased tire had for a little pickup truck to handle. the shift lever in crawler gear, as the transmission was chains, said in his 24 years there he had not seen it snow The highlight of this adventure, so far for me, was on jumping around so badly, and the other two riding on like this so early in the season. The Alcan was so bad our second day of the loading process, Mr. Noel Wien the trailer in case we slid off the road and rolled over. going North from Watson Lake we averaged 100 miles in appeared with his son, Merrill. Mr. Berry introduced Due to blow-outs with our heavy load, we used all the 24 hours of steady driving. I forgot how many times we them to us and we had a very interesting talk. I was new tires by the time we reached Whitehorse. The scale crawled under the truck in the mud putting the tire impressed and pleased to have tal ked to the man who ticket at Customs showed we weighed 16,400 pounds! chains on and off. Ourselves, the truck, trailer and the became a legend in the North in his lifetime. Noel Wien is We ruined eight wheels and 16 tires on the trip home. Champ were all covered with mud, and then the tem­ known as "The Dean of Alaska Bush Pilots". I, of One trailer hub, wheel, and tire came off the trailer one perature dipped below the freezing mark. We figured we course, wanted to take some photos of this man and the night and we never did find it. The trailer springs also had half a ton of frozen mud hanging on and under our airplane. His son advised me the family was under con­ broke and the hitch cracked, which Mike welded up with rig, but I thought about how other folks do, and have tract by a publishing firm in connection with a book iron we got from a junkyard. All this happened on the lived in this country for years. It sure wasn't going to kill being written about the Wiens. However, after learni ng gravel portion of the Alcan, which was really in very bad us to simply drive through if we were careful. of the distance we had traveled and our intentions to condition because of the weather. We heard on the radio We finally got back onto blacktop, through United rebuild the tri-motor, Mr. Wien allowed me to take a it snowed 10 inches in Whitehorse the day after we went States Customs and into Fairbanks, after a total of seven picture of himself standing by the airplane. I am proud through. days and nights which amounted to 3600 miles traveled of this photo. I hope to acquire some good photos of the Things did improve by the time we got to the black­ in 170 hours. We were tired, dirty and thirsty. We went tri-motor as it appeared in 1942 and 43, as we would top and we made our only stop, other than for fuel, at out to the Stinson sight, met Mr. Berry, looked at the like to duplicate the color and markings of Wien Alaska Edmonton one night, where we had a party and a tri-motor and wondered if it would all fit on the trailer. Airlines, Inc. of that period. shower and shave. While there, some local EAA enthu­ We then got a couple of hotel rooms and showered for a On our fourth day in Fairbanks we said our good byes siasts noticed our rig and its contents at the hotel park­ long time. Fairbanks in no way suffers for lack of to Mr. Berry and departed for Neenah, which turned out ing lot and made it a point to find us. They did, and we refreshment stands and we proceeded to take care of our to be an adventure about which one could write a book. spent several enjoyable hours, when they took us to parched throats. The roads were snow covered and slippery out of Fair­ their airport to view some of their old airplanes ~nd Mr. Berry had the tri-motor pretty well disassembled. banks and we put the tire chains on and off twice before projects. The roads were good from Edmonton South We measured the wings, made attach fittings and spent a we got to Delta Junction, a hundred miles South. We and we arrived home 10 days after leaving Fairbanks, day welding same to the eight foot poles we had install­ also found that 42 MPH was top speed we could travel, and the pickup was still in one piece. ed in pre-drilled holes in the trailer bed. The fuselage was as after that the heavy high load on the trailer caused us As of this writing, the tri-motor is awaiting its turn in cut into two sections. The front section was fitted to weave and sway all over the road. Also, the little our rebuilding shop. Many parts have been cleaned and between the wings and the rear section, with the toilet pickup would not pull the load in high gear, so we ran primed and it is stored inside. We have acquired the compartment, was loaded on a platform we built on top almost wide out in second gear. I knew the transmission original CAA certification drawings, and we feel that if of the truck. The four engines were strapped to the was going to blow up as well as the engine with it. On this airplane could be built with the tools and know-how trailer bed and the ten seats were wired to the top of the the second day we slid backwards down two hills after of the 1920's, we can certainly rebuild it today with no front of the fuselage. The balance of the parts were load- spinning our way up with the chains on. We sanded our insurmountable problems. You just have to DO it!

19 Restorer's Corner (cont. from page 1) Old Airport Boys Don 't Grow Up­ They Just Get Gray Hair TYPE CLUBS AT OSHKOSH Ti m e wa s turned back for me Again this year we are inviting a ll type yesterday, as it has never been before. NOTICE Of A'NNOALBUSINESSMEETlNG AND clubs to make the EAA Silver Anniver­ Hanging around a great o ld pl ane, wishi ng ELECTION OF OfNCERS AND DIRECTORS sary Convention one of their annual fly-in the pil ot would notice me and say " Hey activities. Because of limited parking boy - wanna ride?" He did l I did! It was space available in the Di splay Aircraft like 1927 all over agai n. Parking Area and even more limited man­ Notice is hereby given.. that an annual blJ,siness meeting It a ll came about quite suddenly. power, we do not plan to provide special of the rrtembers of the EM Antique/Classic Division will parking rows for each type aircraft. How­ Yesterday was one of those emerald ever, if any type clubs do want to park green, warm days in Wisconsin. The air, if be held on Saturday, August 6, 1977, at 10:30 A.M. together, we shall be happy to supply the it could be bottled , would riv al Chanel (Central Daylight Time) at-the 25th Annual Convention of aircraft signs to mark the row{s), but it No.5. I was, however, ignoring it and will be necessary for the type cl ubs to staying at my desk. I phoned Head­ the Experimental Aircraft Association, Inc., Wittman continuall y police t heir own row{s) with quarters to get some information from Field, Oshkosh, Wisconsin. their own members starti ng on Thursday, Gene Chase, and found he was not there. July 28th, and continuing through the A smart remark by me " I suppose he's Notice is hereby further given that the annual election entire convention peirod. It will also be out flying", brought a positive answer. In­ necessary for an officer of the type club of officers and directors of the EAA Antique/Classic Divi­ deed he was o ut flying - flying the Spirit to make advance arrangements directly sion will be conducted by ballot distributed to the mem­ with the Antique/Classic Parki ng Chair­ of St. Louis at Burlington, acq uainting man, Arthur R. Morgan, 513 North 91 st o ne of the pil ots who will fly it on the bers along with this June issue of THE VINTAGE AIR­ Street, Milwaukee, Wisconsin 53226, be­ Commemorative Tour this summer. I had PLANE. Said ballot must be returned properly marked to fore the fifteenth of Jul y. call ed to tell him I had the 10 Lindbergh helmets for the 10 pilots wh o will be the Ballot Tally Committee, EAA Antique/Classic Divi­ ELECTION OF OFFICERS flying the Spirit. An ingenio us id ea hit sion, Box 229, Hales Corners, Wisconsin 53130, and re­ Included with this issue you will find me - I could deli ver them in perso n, and ceived no later than August 3, 1977. your ballot for the election of Vice­ just maybe I would get a ride. I quickly -President, Treasurer and four Directors cranked up my Cub, flew to Burlington for the succeeding two year term. Bl ank and took a reclining position in the sun, spaces · have been provided on the ballot with my head perched o n a ·Cub wheel. It for the insertion of the names of write-in (Signed) Arthur R. Morgan, Chairman worked! He noticed me ! He did, I did, candidates of your choice for each office. and that o ld feeling was great. I even got a Nominating Committee Please feel free to exercise your voting privilege as a member of the Division and hand at the stick (that is another story). express your preference, whether it be for All you old boys now do n't give up ­ Richard H. Wagner, Secretary the candidate nominate d by the hang around - it still works. nominating committee or for your own AI Kelc h, EAA Antique/Classic Division write-in candidate. Those elected will be Editor your representatives. Please help them to serv e you better by participating in this £ election and by letting them know your thoughts, feelings and ideas. SEE YOU AT OSHKOSH!

20 for final OK, and the final proof of the John is the service engineer with Aeronca, Classified Ads magazine, before publishing, was sent to Inco and for many years has been a vital Wanted him and returned with his signature"OK source of information to those of us who Storie s and anecdotes related to for publishing". We all goofed - sort of have delved into the Aeronca heritage. rebuilding of Piper .pA22 aircraft, for a o like a baseball game - a line drive goes Aeronca is still a vibrant company and book - "The Tri-Pacer" book. Please con­ through the pitcher, the short stop, the today deals in aerospace research, aer­ tact Professor James Lamalfa, EAA No. first baseman, the left fielder and the ospace hardware, and subcontract work 80404, University of Wisconsin Center, final backstop of the center fielder, then to other ai rcraft firms. Naturally, they are Marinette, WI. 54143 the throw to first gets missed and the guy interested in a profitable operation in makes a home run. All the yelling from today's business market and simply do the stands in the world won't change it. not have the time to dig through old CALENDAR OF EVENTS The error is done, and the score is on th e musty files and records for the benefit of June 3- 5 board . the many "airknocker" buffs. MAYVILLE, NEW YORK - 4th Thanks for the Waco picture - that's John has very graciously helped every­ Annual Vintage Sailplane Regatta, spon­ an interesting one. It's too bad it isn't one who has approached Aeronca in sored by the Vintage Sailplane Associa­ sharp, I would like to publish it. I wonder reference to information of ships built in tion. - are all the water spots on the negative years past. With the cooperation of Contact J an Scott too? Aeronca, Inc., all such inquiries are Scott Airpark Rirmail Lovettsville, V A. 22080 Dear AI: I thi nk about you every time I read referred to John, and he has never failed Just received the April 1977 issue of the 1931 Detroit Air Show issue, of Aero to answer a letter or provide requested June 3-5 "Vintage Airplane" but Tsk! Tsk! noted a Digest that you rounded up for me - I've information, and I might add, most of it CAMDEN, SOUTH CAROLINA - Old couple of errors. The Taperwing on back practically worn the pages off of it. on his own time. He is indeed an inspira­ South Annual Fly-In. Woodward Field. cover, obviously has a J 5 Wright engine, Hope to see you at Oshkosh and/or tion to all antiquers. Early Bird party, banquet and trophies. either 200 or 225. Think this was J5, J5X Blakesburg. Many thanks for your attention to the Contact Leon Strock or J 5B, don't know if there were any Sincerely, above, and I extend to you my every 805-254-5509 other models or not. Also, page 5 No. AI Kelch, Editor good wish. Sincerely, June 4-5 NC-721 E is a plain 01 Waco GXE, with LONDON, ONTARIO - 3rd Antique Division Morton W. Lester OX-5. The D50 was easy to distinguish, as Dear Mr. Nielander: Annual London I nternational Air Show. cylinder banks were very visible, through I can't understand with all the officers, Dear Mr. Buffington: Contact T. J. Walsh upper cowl. directors and advisors there are on your I was absol utely enchanted with the 57 Dunwich Drive Don't mean to be picky, as the staff, all of which seem to be of the old­ copy of VINTAGE AIRPLANE you so St. Thomas, Ontario N5R 4T7 pictures are great, but should be correct if timers, who should know a 365HP Wright thoughtfully sent me. Not only were 519-672-6410 we are giving a lesson in identifying from a 220HP J 5. Franny and I in the center fold, with June 5 Wacos - No!!!! On the back cover (Picture Box) of the those really great women pilots, but there PS. Thought you might like the enclosed BRODHEAD, WISCONSIN - 2nd An­ April 77 issue of Vintage Plane, that is a was an article on Frank Clark and Frank nual Beef Barbeque Fly-I n/Drive-I n, spon­ picture of JWM with Art Davis flying it. J5 Wright 220HP on the Taperwing Waco. Tomick whom we met at Clover Field . Sincerely, sored by EAA Chapter 431. Serving at Yours truly, World War I pictures were the fad at noon. Shelby Hagberg Tom Crowder that time and MGM would rent the trusty Gillett Grove, IA. 51341 029419 Swallows with OX-5 motors that were June 5 our training planes, paint German BURLINGTON, WISCONSIN - Annual Dear Shelby: Editor's note: Swastikas on them, then fly them back to Fly-In sponsored by EAA Chapter 18. 8 Tsk! Tsk! You're right - I have egg on How come you didn't notice the GXE Clover, ferried by the two Franks. A.M. until 3 P.M. my face. You are certainly correct about mistake on page 5? Tsk! Tsk! Life has never been so glamorous as it June 10-12 both of the airplanes, and I'm so sorry. was then -- back when the world was SPRINGFIELD, OHIO - EAA Spring We tried so hard to be absolutely accurate Greetings: young. Thank you, Glenn, VERY much. Mid-Eastern Regional Fly-I n. On airport in this article, and it was proof read many The enclosed check is to cover cost of Sincerely, camping, air show awards. (Original times, it was twice sent to Ray I3randley gift membership to Mr. John W. Houser. Josephine Wallingford MERF1 (12th Annual)} will still be at

21 Marion, Ohio in September. June 24-26 HAMILTON. OHIO ­ SHOW sponsored by Wellsville Aviation Chapters 41, 144 and 189 , Land/sea facil­ Contact Myrna Lewis WACO Reunion Fly-In. Club. (rain date July 17th) Balloon Rally, ities, camping $5.00, Lake St. John Air­ 241 Bassett Drive Contact Ray Brandly FI y-I n Breakfast, Air Show Aerobatics, port, 75 miles north of Toronto. Springfield, OH. 45506 2650 W. Alex Bellbrook Road Sky Divers, Gyrocopters, Warbirds, Contact George Jones Dayton, OH. 45459 Antiques. Antique Auto Show. 246 Renfarth Drive June 10-12 Etabicoke, Ontario Canada M9C 2K9· June 25-26 Contact Ray Stevens DENTON, TEXAS - 15th Annual 416-621-0381 Texas Chapter Antique Airplane Associa­ Annual Great Lakes Company Fly-In, 41 Early Street tion Fly-I n. Patty Field (near EI Dorado, KS.) Wellsville, NY. 14895 July 30 thru August 6 Contact Bob Landrum Contact Great Lakes Aircraft Co. July 10 OSHKOSH, WISCONSIN - 25th An­ 2650 Catherine Street Box 11132 SANDUSKY, OHIO - EAA Chapter 50 nual EAA Fly-In - SILVER ANNIVER­ Dallas, TX. 75211 Wichita, KS. 67202 Fly-In and Air Show. Antique car display. SARY CONVENTION. Griffing-Sandusky Airport. June 12 June 26 thru July 4 August 21 MT. PLEASANT, TEXAS - 3rd An­ Antique Airfield, BLAKESBURG, Larry Zepp WEEDSPORT, NEW YORK ­ nual Fly-In and Air Show, sponsored by IOWA - 50th Anniversary Commemora­ 214 Napoleon Road 90A Antique/Classic/Homebuilt Fly-In. Spon­ Northeast Texas Aviation Association. tive Fly-I n of Lindbergh's Trans-Atlantic Bowling Green, OH. 43402 sored by EAA Chapter 486. Whitfords Contact Jim Mason Flight. July 15 - 17 Airport. Air Show. Field closed 1 :00 P.M. until 5:00 P.M. Intermission for early 124 W. 2nd Street July 3 PARSONS, KANSAS - AAA Invita­ departures. Pancake breakfast. Mt. Pleasant, TX. 75455 COLD LAKE, ALBERTA CANADA ­ tional Fly-I n. Contact Herb Livingston 1 st Alberta Air Show. Canadian Forces Contact Ed Ryburn June 12 1257 Gallagher Road Base (CFB), Cold Lake. "Aviation Route 3 ALLENTOWN , PA. - 5th Annual EAA Baldwinsville, NY. 13027 Chapter 70 Fly-In. Queen City Airport. Nostalgia". Tri City Airport Warbirds, Homebuilts, Antiques and 403-594-8626 Cherryvale, KS. 67335 August 28 thru September 5 Classics. Rain date June 19. July 9-10 July 16-17 7th Annual AAA-APM Fly-In, Antique Contact Joe Tarafas ALB ANY /CORV ALL IS/SALEM, Antique Airplane Club of Greater New Airfield, BLAKESBURG, IOWA. The 215-865-9478 OREGON - 1977 Round Robin Fly-In, York - 15th Annual Fly-I n for Antiques, National AAA Convention and Fly-I n. sponsored by Oregon EAA Chapters, Classics, Homebuilts, Ex-Military and Open to members and quests only. No June 18-19 public day. MOJAVE, CALIFORNIA - 1977 Cal­ hosted by EAA Chapter 292. Lebanon Models. Trophy Awards. Brookhaven Air­ ifornia National Air Races. State Airport, Lebanon, Oregon. port, BROOKHAVEN, LONG ISLAND , September 2-5 Contact Air Race Management, Inc. Contact Charlie Girsberger NY. Cleveland National Air Show. Sept. 2 16644 Roscoe Blvd. 4722 Carolina N.E. Contact John Schl ie will be a nationwide Fly-I n at Burke Van Nuys Airport Salem, OR. 97303 533 18th Street Lakefront Airport. Van Nuys, CA. 91406 Ken Elwood West Babylon, NY. 11704 Contact Sam Abrams 2595 S. Hill 516-888-0706 Burke Lakefront Airport June 18-19 Albany, OR. 97321 (or) July 16- 17 Cleveland, OH. 44114 F RE DE RICKSBURG , VI RGINIA ­ Tim Lunceford 10th Annual Antique Aircraft Fly-In, LOCKPORT, ILLINOIS - Lewis September17-18 1630 Airways Avenue University 17th Annual EAA Chicago GARDNER, KANSAS (Kansas City Shannon Airport. Awards. Lebanon, OR. 97355 Contact Air Shannon Area Fly-I n. Breakfast and Air Show, area) - 4th Annual Heart of America P. O. Box 509 July 9-10 Antiques, Classics, Warbirds and Standard Sport Aviation Fly-I n, sponsored by EAA Fredericksburg, VA. 22401 Taylorcraft Club Fly-In, Barber Field, Aircraft. 91-200, AAA, IACIS. Contests, Awards, ALLIANCE, OHIO. Contact G. J. Linkis Banquet. Camping available. June 19 Contact Merton Meade 9143 W. 93rd Street Contact Pat Brown MENOMONEE FALLS, WISCONSIN ­ 5906 Sumner Lane Hickory Hills, IL. 60457 913-492-5781 Father's Day Fun Fly-In. Sponsored by Oxon Hill, MD. 20021 EAA Chapter 250. Aero Park Airport. July 17-18 January 23-29,1978 July 10 OR I LLA, ONTARIO CANADA ­ LAKELAND, FLORIDA - 4th Annual THE GREAT WELLSVILLE AIR EAAC Convention sponsored by EAA Sun IN' Fun Fly-In.

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