(Photo by Ted Koston) THE PRESIDENT'S PAGE By E. E. "Buck" Hilbert President, Antique-Classic Division

THE 1974 CONVENTION IS HISTORY!

Numerically it was a sensation, a success beyond all conception. Our Antiques numbered 173 - our Classics 512. This is more than fifty percent of the total (1345) attending. Is there any doubt the Antiques and Oassics have found a home? Each year we learn something. We gain experience. We make new vows. It is sometimes difficult to enact all the ideas, to make good the vows, but we are going to try. There will be a debriefing meeting of all the chairmen and Division heads in the months ahead and this is where you come in. I know what I saw. Maybe you saw more than I did. Maybe you have a suggestion that will benefit and influence the planning of next years Convention. I want that suggestion. I need that suggestion. Maybe you couldn't help with the nail bending or parking or forums, but now is your opportunity to help. Put those comments in writing and get them to me. Now! while they are fresh in your mind. Critique us, and then offer your suggestions for improvement. Remember though that we had some very earnest, hard workers in there this year. The gang who helped make our Antique Barn habitable ... the dog faces who worked so hard to stave off chaos in the parking areas ... the Barnstormers who gave rides to workers and buddies ... the Forum speakers who enhanced our knowledge . .. the Judges who bemused and befuddled us and yet pleased some immeasurably ... our girls at the Barn who worked so hard so long and the EAA staff and volunteer workers who came up early and stayed late paving the way so it could all happen. Red Leader put in one hectic time of it. Paul's staff could no way relieve him of those tragic moments he experienced. It was too personal. Even though we tried. How deeply the effect clearly showed. Remember how all of these people and the submerged ones worked hard and long to make the Convention a success and make your suggestions in light of how we can all work together to achieve more, more easily, for next year's Convention.

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VOLUME 2 - NUMBER 9 SEPTEMBER 1974 TABLE OF CONTENTS

A Vintage View of Oshkosh . .. Jack Cox ...... , ...... 4 Antique Grand Champion Winner .. . Bill Hodges ...... 10 Reminiscing With Big Nick .. . Nick Rezich ...... 12 Eat Your Hearts Out, Antiquers! ... Gar Williams ...... 17 Old Lady Wind-In-The-Face . . . Lee S. Thomas ...... 20 "ASFTRSOABP" . .. AI Kelch ...... 21 Around The Antique-Classic World ...... 23 ON THE COVER . .. 1974 Grand Champion Fairchild. BACK COVER . .. J. Robert Pratt's Bellanca 14-19. Photo by Ted Koston Photo by Ted Koston

EDITORIAL STAFF Publishe r - Paul H. Poberezny Editor - Jack Cox Assistant Ed itor - Gene Chase Assistant Editor - Golda Cox ANTIQUE AND CLASSIC DIVISION OFFICERS

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

SECRETARY TREASURER RICHARD WAGNER GAR W . WILLIAMS, JR. BOX 181 9 S 135 AERO DR., RT. 1 LYONS. W IS . 53148 NAPERVILLE , ILL. 60540

DIRECTORS

EVANDER BRITT JIM HORNE MORTON LESTER KELLY VIETS P. O. Box 458 3850 Coronation Rd . P. O. Box 3747 RR 1, Box 151 Lumberton, 111-:- c. 28358 Eagan, Minn. 55122 Martinsville, Va. 24112 Stilwell, Kansas 66085

CLAUDE l. GRAY, JR. AL KELCH GEORGE STUBBS JACK WINTHROP 9635 Sylvia Ave. 7018 W. Bonniwell Rd. RR 18, Box 127 3536 Wh itehall Dr. Northridge, Ca li f. 91324 Mequon, Wisc. 53092 Indianapolis, Ind. 46234 Dallas, Texas 75229

DIVISION EXECUTIVE SECRETARY DOROTHY CHASE, EAA HEADOUARTERS THE VINTAGE AIRPLANE is owned exclusively by Antique Classic Aircraft. Inc. and is published monthly at Hales Corners. Wisconsin 53130. Second Class Permit pending at Hales Corners Post Office. Hales Corners. Wisconsin 53130. Membership rates lor AntIque Classic Aircraft . Inc. are $10.00 per 12 month penod ot which 57.00 is for Ihe subscripllon to THE VINTAGE AIRPLANE. All Antique ClaSSIC Aircraft , Inc . members are required to be members of the parent organIzat ion. the Experimental Ai rcraft ASSOCiation . Membership is open to all who are interested in aVI,atlon. Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc., Box 229, Hales Corners, Wisconsin 53130 Copyright ~ 1974 Antique Classic Aircraft, Inc. All Rights Reserved 3 A VINTAGE

(Photo by Ted Kaston) President Buck Hilbert, standing, with Dale Crites and his Curtiss in front of the new Antique-Classic Headquarters building. That's the forums tent in the left background. ~ . U{U& ,~ ~ THE NUMBERS GAME The .secon.d most numerous type was the .Cessna 1201 140 senes With 52 examples registered. Third was the 685 aircraft were officially registered for judging at Luscombe 8 series with 47 . .. bearing in mind that this Oshkosh '74 under the Vintage classification. 512 of these total includes both pre-war antique and post-war classic were Classics, civil aircraft of any nation built between models. Fourth was the Aeronca 7 series, the 01' Champ, 1946 and 1954; the remaining 173 were Antiques; civil air­ with 45. And all the way down in fifth place was William craft built before 1946. These were record numbers for Piper's J-3 with 41 mostly solid yellow with a black light­ ail EAA fly-in and since this meet is far and away the ning stroke down the sides examples on hand. The 41 largest of its kind ever staged anywhere and at anytime, Cubs also represent a combining of Antique and Classic we can safely assume that this year's crop of Vintage air­ numbers. craft was also the largest in history. If you are old enough to remember the late 40s and most To play around a little more with the figures, there of the 50s, the Cub total shouldn't surprise you, because were 41 different Classic types and 53 different Antique you will recall how voraciously the crop dusters were types. Now this does not include a breakdown of sub gobbling up all the Cubs they could locate ... and were types - for instance, this accounting lumps all Luscombe breaking them just about at the same rate. It's a wonder Model8s as one type rather than breaking them down into any are left. Also, the J-3 is an awfully slow airplane for 8As, Bs, Cs, Es, Fs; all Stinson 108s as one type rather than extended cross country work, whereas the Cessna 170 108s, 108-ls, 108-2s, 108-3s, etc .... the point in all this guys and gals think nothing of roaming throughout the being that there was tremendous variety in both the An­ hemisphere from the Bering Straights to Tierra Del Fuego. tique and Classic line-ups. Some other heavily represented types were: 37 Taylor­ O . K., put on your thinking caps ... what would you crafts (all side-by-side models); 35 Ercoupes; 34 Swifts; guess was the aircraft type with the greatest number pre­ 30 Stinson 108s; 24 Cessna 1901195s; 21 Piper PA-12 Super sent?? Did you instinctively think, "Cub"? Well, if you Cruisers; 20 Aeronca Chiefs; 18 Bonanzas; 17 Navions; 15 did, you missed the mark .. . for the undisputed leader in Stearmans; 14 Fairchild 24s; and 12 Staggerwings. The the numbers game was the Cessna 170, with 53 of the vari­ sprinkling of Bellancas, Commonwealths, Funks, Meyers, ous sub types (170, 170A, 170B) parked down in the new Mooney Mites, Vagabonds, Clippers, Pacers, Seab(i;'es, Classic area provided this year. Aeronca C-2s and 3s, Culver Cadets, Airmasters, Fleets, 4 Howards, Monocoupes, Porterfields, Ryans, Spartans, doubtedly others this writer does not know about) all Travel Airs, Wacos, and many more were literally the really pitched in. They signed up new members, took re­ sl?ice that heig~tened the good taste enjoyed by Vintage newals, sold back issues of The Vintage Airplane (a hot aircraft enthusiasts confronted with this vast smorgas­ item, incidentally), sold decals and patches, directed bord of old airplane goodies. ~undreds of hard pressed Convention-goers to the nearest Johns, and answered questions until their voices cracked. THE HAMMER AND TONG CREW "Invaluable" seems somehow inadequate to describe the contribution to the success of the fly-in made by these This year the Antique-Classic Division had a number ladies. of new facilities and a new parking area. In 1973 a tent Immediatley behind the Headquarters building was was utilized as a headquarters, but this year the red barn the foo'ntique-Classic Forums Tent. Here Vice President that served as a rustic background for the cover photo of J. R. Nlelander had a constant stream of aviation experts in last year's Antique Grand Champion - see the November to speak on a variety of subjects relating to Antique and 1973 issue of SPORT AVIATION - was transformed into Classic aircraft. Most of the speakers were the leaders of a pe~manent Antique-Classic Headquarters building. Im­ the type clubs, the men who have done so much to foster mediately after the 1973 fly-in, Antique-Classic Division the interest in preserving the great old aircraft we have ~resident Buck Hilbert approached Paul Poberezny regard­ grown accustomed to seeing at fly-ins around the country. mg the possible utilization of the bam for this purpose Of special interest this year was the appearance of some and was given a green light. This spring Buck started of the figures originally responsible for a number of An­ work on the remodeling, delayed somewhat by the need tique and Classic aircraft. George Williams, chief honcho to recover from knee surgery and by wet, cold weather. of the Rearwin Club, had Ken Rearwin as his special guest. Work progressed steadily but it soon became obvious that Ken Rearwin was one of two sons of the founder of Rear­ completion of the work would be a down-to-the-wire pro­ win Aircraft. He and his brother Royce are the "Ken position. When early arrivals made their appearance at Royce" in the name for the engines that powered most Oshkosh, Buck impressed them into his work crew and Rearwin models. shortly the sawdust was really flying . The last of the in­ Another famous personage appearing at the forums terior paneling was nailed into place just before the official area was none other than Fred Weick. It would take this opening day of the Convention - with members already entire magazine just to list the contributions to aviation standing in the entrance waiting to be served. We don't ma~e over ~he course of the past 40 plus years by Fred have the names of all those who worked so diligently to Welc~. ~e IS perhaps ~est known among Antique and complete the bam on time, but each person is to be highly ClassIC airplane enthUSiasts as the designer of the Er­ commended. coupe, however, his work goes far beyond that - pro­ As soon as the last pile of shavings was swept away, pellers, stall/spin research, high lift devices, Chief En­ the gals took over - Edna Viets, Dorothy Hilbert, Nancy gineer for Piper's Vero Beach facility, etc., etc. Take a look Hall, Pauline Winthrop and her daughter Liz (and un­

Th . . (Photo by Dick Stouffer) e 1974 Reserve Grand ChampIOn antique, a Rearwin Sportster restored by Alfred Nagle and Ken Gatzke of Montel/o, Wisconsin. 5 (Photo by Dick Stouffer) Grand Champion Classic - a highly polished Swift owned by Ed Gorny of Livermore, California. through your Aero Digests or other aviation magazines The Classic judging committee was co-chaired by Jim of the 1930s and see how many articles by and references to Gorman of Mansfield, Ohio and Morton Lester of Mar­ Fred Weick you uncover. In addition to his appearance at tinsville, Virginia, ably assisted by John Engles of Lake­ Kelly Viets' Ercoupe forum, Fred delivered a very signifi­ land, Florida; John Parish of Tullahoma, Tennessee; Dub cant paper on the seemingly perpetual stalUspin problem Yarbrough also of Tullahoma; George York of Mansfield, at the main EAA forums area. This paper will be printed Ohio; Warren Hall of Burlington, North Carolina; Harmon in SPORT AVIATION later in the year. Dickerson of St. Louis; Dale Woffard of Ashland, Ohio J. R. Nielander and all those who participated in the and Rod Spanier of Riviera Beach, Florida. Antique-Classic Forum program are to be highly com­ The decisions of these teams of astute authorities on mended. This educational aspect of the fly-in is all-im­ ancient aeronautica are as follows: portant. It is the catalyst that triggers the enthusiasm neces­ sary for an EAAer to go out scouring the countryside for ANTIQUE AWARDS some old aerial derelict, spend months or years research­ GRAND CHAMPION - Dick Buck. Tom Leonhardt and Jud Gude­ ing its history and construction, spend more years and hous of Lambertville. Michigan for their Fairchild 24R. NC-77661. unspeakable amounts of money restoring it to beautiful RESERVE GRAND CHAMPION - Alfred Nagle and Ken Gatzke. condition. When he has his project completed and can Montello. Wisconsin for their Rearwin Sportster. N-20734. JUDGE'S CHOICE - R. F. " Slim" Johansson. SI. Charles. Missouri bring it to a fly-in, he hopes for some tangible sign of for his Waco QDC. NC-11470. recognition from his peers of his long and arduous labors AWARD OF MERIT - AI Kelch. Mequon. Wisconsin for his Frank· - and this is where the awards program come in. lin Sport. NC-13139. GOLDEN AGE CHAMPION - Bob Frost. Greenfield. Indiana for The Antique judging committee at Oshkosh '74 was his Fleet 2. NC-610M. headed by Evander Britt of Lumberton, North Carolina SILVER AGE CHAMPION - Don Dickinsen. Santa Paula. California and included Pete Covington of Spencer, Virginia; Dusty for his Spartan 7W Executive. N-17605. Rhodes of Denver; Doug Rounds of Zebulon, Georgia; WORLD WAR I CHAMPION - Charles Klessig. Galesburg. North Dakota for his Standard J-1. NC-9477. Kelly Viets of Stilwell, Kansas and Fred Weick as an honor­ PRE-WORLD WAR II CHAMPION - Gar Williams. Naperville. Illi­ ary judge. We understand Fred didn't take his honorary nois for his Cessna C-165 Airmaster. NC-25485. position lightly - he handed in meticulously prepared WORLD WAR II ERA CHAMPION - Charlotte Parish. Tullahoma. Tennessee for her Stearman N2S5. N-44JP. judging sheets just as was expected of the regular judges. MOST UNUSUAL ANTIQUE - Myles Robertson. Auckland. New No free rides for Fred! Zealand for his DeHavilland Fox Moth. ZK-ASP. 6 (Photo by Ted Koston) Left - The Antique Judge's Committee. Left to right: Kelly Viets, Doug Rounds, Evander Britt, Chairman, Pete Covington and Dusty Rhodes.

(Photo by Ted Kaston) Right - The Classic Judge's Committee. Back row, left to right: Harmon Dickerson, Jim Gorman and Morton Les­ ter, Co-Chairmen, Warren Hall and Rod Spanier. Front row, left to right: John Engles, John Parish, Dale Wof­ fard, George York and Dub Yarbrough.

BEST CANADIAN ANTIQUE IN ATTENDANCE - Father John Mac­ CLASSIC AWARDS Gillivray, Petawawa, Ontario for his Miles Hawk, CF-NXT. BEST ANTIQUE REPLICA - Dale Crites, Waukesha. Wisconsi n GRAND CHAMPION - Edmund Gorny, Livermore, California for for his 1911 Curtiss Pusher, N-1911D. Swift GC-1B, N-2459B. BEST DART - Art Bishop, Norton, Ohio for his Dart GC, NC-31697. RESERVE GRAND CHAMPION - Dave Hamilton, Anderson, Indi­ BEST FAIRCHILD - Claude Gray, Northridge, California for his ana for Piper J-3, N-42621 . Fairchild F24W, N-81386. BEST CLASS I CLASSIC - Richard Krumbine, Lebanon, Pennsyl­ BEST HOWARD - John Turgyan , Trenton , New Jersey for his vania for his Taylorcraft, N-6442N. Howard DGA-15P, NC-95462. BEST CLASS II CLASSIC':"" Dutch Brafford. Lima, Ohio for his Cessna BEST MONOCOUPE - Art Marsden, Argos, Indiana for his Mono­ 140, N-89728. coupe 90ACL, N-18062. BEST CLASS III CLASSIC - Tom and Lela Munden, Newhall , Cali­ BEST REARWIN - Ken Williams, Portage , Wisconsin for his fornia for their Stinson 108, N-8083K. Rearwin 7000, NC-25570. BEST ORIGINAL RESTORATION - Stan York, Mansfield , Ohio for BEST STAGGERWING - John Parish , Tullahoma , Tennessee his Taylorcraft L-2M, N-47026. for his Beech G-17S, N-44G, " Big Red ". BEST CUSTOMIZING RESTORATION - C. L. Wagner, Clark, South BEST ANTIQUE STINSON - George Stubbs, Indianapolis, Indiana Dakota for his Aeronca Champ, N-1691E. for his Stinson SR10-J, NC-21135. BEST AERONCA CHAMP - Melvin Hill , Danville, Illinois for N-83633. BEST TRANSPORT - James Kramer, Lake Worth. Florida for his BEST AERONCA CHIEF - John Pringle, Tolono, Illinois for N-9715E. Cessna T-50, NC-69072. BEST AERONCA SEDAN - Art Hill, Cincinnati, Ohio for N-1482H. BEST WACO - Vince Mariani, Findlay, Ohio for his Waco VKS-7, BEST BEECH BONANZA - Leo Storm, Lomita, California for N­ NC-31653. 5270C. BEST RAZORBACK APPLICATION TO AN ANTIQUE - Jim Hall, BEST BEECH TWIN -John Parish, Tullahoma, Tennessee for N-4477. Rockford , Illinois for his Taylorcraft BC-12D, N-96275. BEST BELLANCA - Scott Twitchell, Berkeley, California for N-560A. BEST STEARMAN - Richard Hansen , Batavia, Illinois for his BEST CESSNA 1201140 - George Johnson, Puyallup, Washington Stearman PT-27, N-59448. for 140, N-77101. NORTHERN CALIFORNIA AAA CHAPTER CHOICE AWARD - John BEST CESSNA 170 - Steven Wilson, Arlington, Washington for N­ Parish, Tullahoma, Tennessee for his Travel Air 4000, N-367M. 3945V. "TIRED BUTT" AWARD - Robert Rust, Fayetteville, Georgia for BEST CESSNA 190/195 - Raybourne Thompson, Jr., Houston, Texas his Aeronca C-2, NC-11276. for 195, N-4477C. HEADWIND AWARD - Evander Britt. Lumberton, N. C. BEST ERCOUPE - Mitch Cooke, Clemmons, N. C. for N-3265H. 7 (Photo by Dick Stoufer) Above - A portion of the Classic display area - Aeroncas and Pipers, in fact. There were rows and rows and rows like this!

(Photo by Lee Fray) Right - Fred Weick of Vero Beach, Florida and the Er­ coupe he designed over three decades ago - both are still going strong!

BEST LUSCOMBE 8 SERIES -William Nichols, Beloit, Wisconsin for and Classics. The result was a much more compact park­ N-2126B. BEST MEYERS - E. R. "Curley" Broyles, Tullahoma, Tennessee for ing area located much closer to the center of fly-in activi­ N-34360. ties. The area will be improved each year so as to make your BEST NAVION - Bruce Hallock, Austin, Texas for N-5202K. stay at Oshkosh more enjoyable as each fly-in rolls around. BEST PIPER CUB - A. Garrison, Cantonville, Maryland 10r N-20280. Ollie's Woods proved to be quite popular this year. On BEST PIPER - ALL OTHER - Ray Lemmon, Erie, Pennsylvania for PA-12, N-4285M. Saturday evening President Buck hosted a big Antique­ BEST STINSON 108-Ellie Clark, Eaton Rapids, Michigan for N-9562K. Classic party and a number of smaller groups had cook BEST SWIFT - Mark Holliday, Hastings, Minnesota for N-80760. outs and parties there during the week. This grove of trees BEST TAYLORCRAFT - Doug and Ruth Anderson, Jackson, Michi­ gan for N-95957. is right in the center of the Antique-Classic area, so is a SPECIAL WORKMANSHIP AWARD - Tom and Lela Munden, New­ convenient place to stop for a rest in the shade on those hall, California for their Stinson 108, N-8083K. hot afternoons while one is tromping around trying to see all the aircraft. '74 IMPROVEMENTS This was really the first year that EAA's Antique-Classic One of the big improvements for Antique-Classic Division was able to run its own show in its own area of the participation in the 22nd Annual EAA Fly-In Convention vast Oshkosh fly-in grounds. This observer noted that was the display parking situation. In previous years, things seem to go quite well. A lot more people were seen Antiques and Classics were stretched down the length of roaming the Antique and Classic area than in previous the north/south runway - a long, narrow display area years and the Headquarters Red Barn was mobbed all that required members to walk nearly a mile to get to the week. President Buck Hilbert deserves numerous pats on far end. This was not an arbitrary placement on the part of the back for pulling it all together this year. He would like EAA officials, it was simply the only airport owned land to hear any and all suggestions aimed at improving the available to display the huge numbers of Antiques, and Antique-Classic program for next year. He and his offi­ particularly, Classics. Since last year EAA has purchased cers and directors worked long and hard at Oshkosh '74 the land immediately adjacent to and just west of the north/ and are already planning better things for the future. south runway from the control tower to the diagonal road Look for color coverage of the Antique-Classic activity near the south end of the airport. This allowed EAA to open at Oshkosh '74 in the November issue of SPORT AVIA­ up a new parking area south of Ollie's Woods for Classics TION. and the entire area north of the woods for both Antiques 8 (Photo by Ted Kaston) Right - Fred Berg's fine re­ production of a Fokker D VII.

(Photo by Dick Stouffer) Charlotte Parish's beautiful Stearman N2S-S.

(Photo by Dick Stouffer) Above - J. P. Jordan and K. G. Hofschneider of Clark, New Jersey were back again this year in their beautifully restored Tiger Moth. 9 (Photo by Dick Stouffer) ANTIQUE GRAND CHAMPION WINNER

By Bill Hodges

The EAA International Convention and Fly-In Grand What about the background on the owners of this year's Champion Antique for 1974 is a very deserving and out­ Grand Champ? standing aircraft - a Fairchild 24R46A. Proud owners of Richard L. "Dick" Buck (EAA 85184) was a radar opera­ N-77661, which carries Serial Number 361, are Dick Buck, tor in the U. S. Navy during World War II and was as­ Jud Gudehous and Tom Leonhardt of Lambertville, Michi­ Signed to a Destroyer Escort. After the war he took flight gan. training under the G. 1. Bill and soloed in a Piper J-3 Cub The owners had been looking for a 4-place airplane and in 1949. Dick owned and flew a Cessna 140A, that he had discovered "their" Fairchild sitting neglected on an airport refinished himself, prior to going into partnership on the in Lima, Ohio. In talking with the owner they discovered Fairchild. Dick has been a bindery and paper salesman for that the plane had not been flown in over a year. An exam­ some time now. ination showed, however, that it was ferriable and the pur­ Jud Gudehous entered the U. S. Army Air Force in chase was concluded in July 1970. The Fairchild was flown 1942 as an Aviation Cadet and made his way through Stear­ home and by September it had been completely disman­ mans, BT-13s and Cessna "Bamboo Bombers" before tled. Everything that could come off did. Then the slow eventually winding up in Consolidated B-24 "Liberators" process of rebuilding it from the ground up began. Every­ as a bomber pilot. Jud put in 20 missions over Europe be­ thing that could be replaced with new parts was and where fore World War II ended. Jud also owned a Cessna 140 replacement parts were unavailable they were either re­ prior to his partnership purchase of the Fairchild. Now 54, built to standard specs or built from scratch. New parts he is owner of an Optical Laboratory in Toledo, Ohio. were available in some degree from Thor Solberg Aviation, Tom Leonhardt (EAA 10981) has always been interest­ located in New Jersey. However, they did have the 200 ed in airplanes. It wasn' t until 1958, at age 33, that the op­ h.p. Ranger engine overhauled in Toledo, Ohio. Stits portunity to learn to fly came about, however. Tom soloed Poly-Fiber was used for the new cover with urethane in an Aeronca Champion in Milan, Michigan, and has enamel for the build up. A special mixture of yellow was been flying ever since. Unlike Dick and Jud, Tom chose a used for the final color coats. Luscombe 8A to rebuild and had many pleasant hours in 10 it before becoming involved with the Fairchild. Tom is a Wing Area ...... 193.3 sq . ft. structural engineer and, like Jud, owns his own firm. Power Loading ...... 12.3 Ib./hp In inquiring about their trip to the Fly-In this year, I Wing Loading ...... 12.2 Ib ./sq . ft. asked if it were routine or adverturesome. The answer Empty Weight ...... 1613 Ibs. was routine other than they did have to puddle jump from Useful Load ...... 949 Ibs. one airport to another due to the bad weather around Chi­ Gross Weight ...... 2562 Ibs. cago at the time. Fuel ...... 60 gals. Oh, yes, the time of restoration took until June of 1974 Oil ...... 4.1 gals. to complete - 3 years and 9 months. Maximum Speed ...... 133 mph Cruising Speed ...... 118 mph SPECIFICATIONS Landing Speed ...... 57 mph Wing Span ...... 36 ft. 4 in. Service Ceiling ...... 14,000 ft. Length ...... 26 ft . 0 in. Rate of Climb ...... 560 ft./min. Height ...... 7 ft. 7V2 in. Cruising Range ...... 620 miles

(Photo by Ted Koston) Above - The 24 and its ancestor, the Fairchild 22 .

(Photo by Ted Koston) Left - Instrument panel of the '74 Grand Champion Fairchild 24.

11 REMINISCING WITH BIG NICK Nick Rezich 4213 Centerville Rd. Rockford, III. 61102

even with them. Maybe by now you all will understand why some misspelled names sneak in! MY 35 YEAR LOVE AFFAIR This past June I made a 5 day whirlwind tour of Cali­ fornia visiting some old Howard Aircraft buddies and Before I get carried away with my love affair I would family friends. My first stop was the most significant and like to take this opportunity to thank you all for the trea­ the highlight of my trip. Sunday morning, June 9, dawned sures of mail that have reached me since the publication of sunny and warm in Frisco where I picked up a rental car of the "Howard" story. for my tour to L.A. An hour and a half out of Frisco I pulled The following letter is most precious and I felt it should into the Palo Alto Airport where I met Larry Low, a gung­ be shared by everyone. ho EAAer and antiquer, whom I.had never met before but knew well from our letter exchanges. . . Los Angeles, California Standing in front of his hangar, we exchanged family August 22, 1974 introductions - all but one, the one behind the hangar Dear Nick, doors. I was really getting antsy and it showed as I kept Thank you for sending me a copy of the story - article pushing on the locked doors. Larry finally got the message - about us and our aeroplanes. You told it like it was ­ and we opened the doors. There she stood, my love - a and made it very interesting. majestic lady in all her pomp and glory. The last time I I will not argue with you about the Howards being held her in my hand was almost 30 years ago to the day. one of the greatest! Do you know that there are several With moist eyes, I walked up and laid a very gentle hand of them out here still flying. As a matter of fact, at one on the door latch and introduced my wife of 23 years and time there was a Howard Club - all members owned and mother of 3 to my first love affair, a Culver Cadet which I .flew the Howard. bought new 34 years ago, NC 20926, Serial Number 106 . Again, thank you very much for everything you wrote Larry Low has her dressed up in the latest fashion, and feel. urethane paint, tinted one piece windshield, carpeting, Best personal regards, starter, generator, nav-com, ELT, chrome gear, landing, (signed) Mike Howard nav and strobe lights, plus one hell of a lot of tender lov­ (Mrs. Ben O. Howard) ing care. After 34 years I could not find a wrinkle in her skin anywhere. I thought I had a show stopper when I As soon as the "Boss" allows me a stamp fund, I'll try owned it, but you should see it now! This fellow, Larry, to answer everybody. Many letters contain corrections of has put much effort, time and money into this priceless names, photos, etc. jewel. Oh, sure! I made a pass at him - but he quickly in­ Let me explain some of these mistakes. First, Jack Cox formed me of others that are available ... but not my love should receive a medal of the highest order for his ability - at any price!! and patience in transforming my hieroglyphics into reada­ This whole affair started back in 1939 when the aviation ble material. (Nick is too modest ... his material is a plea­ industry was still reeling from the blow of the depression. sure for me to work with - JBe) His lovely wife, Golda, The surviving companies and some new ones were all has come up with the " Rezich Alphabet" which helps pushing new models. The route to recovery was paved somewhat, but it still takes her two weeks to unscramble with many new designs. The OX-5 powered machines had the "i's", "e's", "s's", etc. all been turned out to the pasture for a graceful and well I love writing to doctors - it's my only chance to get earned retirement. 12 The machines of '39 all sported round engines or the cockpit check, then we headed for my home back in Chi­ new flat opposed 4s, all air cooled. Prices ranged from cago. During the drive Art explained the gear details and $990.00 for the Cub to $52,000.00 for the executive Lock­ the flight characteristics. By the time we reached home I heed 12. The most advanced airplane was on the drawing was ready for the races! boards in a small plant located in Columbus, Ohio. To knock off ~he chilI of the drive, my mother poured The genius behind the slide rule was AI Mooney who us some of our best hom~made wine which was followed was known to many in the industry as a very bright, in­ . by a fiesta supper. After supper and a gallon of wine later, genious engineer. I stuffed Art's pockets with $2000.00 in fives, tens, and When Al Mooney announced he was building a 2-place twenties and put him on a train for the trip back to Bloom­ airplane with retractable gear that would cruise at 120 mph, ington, lliinois, his home town. top 140 mph, have a service ceiling of 17,000 feet, a cruis­ My first flight in the new Cadet was two weeks later, ing range of 1050 miles with a 15 gallon aux tank ... and when the weather cleared. Up to that time, I had been fly­ all this while powered by only 75 h. p. and selling for under ing Travel Airs, Pitcairns, a Laird, Bellancas, Stinsons, $3000.00, he lifted many eyebrows - including mine! Porterfields, Rearwins, Cubs, Howards, etc., and from I anxiously wal~ed to see what this new design of what Art told me none of the above flew like the Cadet. Mooney's would 10 -k like. I went to the Columbus, Ohio My brother helped me roll it out of the hangar, pre-flight plant on the prete se of buying a Dart hoping to get a it and cranked me. glimpse of the new ulver. It didn't work. After two days As I taxied out, I tried to remember everything Art all I got was a lot o.f rumors and no peek-a-boo. Before I had told me about the Cadet's handling. It felt good and left, I made a deal with a friend of mine to send me a snap­ solid while taxiing and when I got to the runway, I was shop of the prototype as soon as it was rolled out of as­ ready. I set the tab at zero and poured the coal on. The sembly. take-off was smooth and straigh t ~ With the coming of fall and winter came my photo ... I left the pattern and started to climb to altitude for WOW! When I saw what that little jewel looked like, I some turns and stalls. In the next 20 seconds I learned made up my mind right then and there - I had to have all about the Culver's sensitive flippers . I reached up to one! I ordered one without even having a ride in one. The trim it for climb so I could concentrate on the gear re­ price was $2475.00. I received the 6th one built, Serial traction. Well!! When I gave the trim handle the usual Number 106, NC 20926. A blue and silver paint job was husky crank, all hell broke loose. The nose shot up ... r stock. pushed forward on the stick and went up against the roof The late Art Carnahan of Monocoach fame was the area . .. I pulled ~ack and r was pushed a foot down into the dealer and he delivered my new Culver as far as Joliet, Illi­ cushion! A90ther push forward ... back on the roof! r nois where the snow stopped him. I drove in a snow storm finally got the message and stabilized and started FLY­ to Joliet to pick up Art and view my new jewel. There she INC it. sat in front of the hangar like a Thompson racer waiting I left the gear down and climbed to 3,000 feet where I for the starter's flag to drop! ------­ practiced medium and steep turns, slow flight and some I don't think I knew what the word "thrilled" meant stalls. The more I flew it, the better I liked it. Now, I until that cold evening in Joliet when I opened the cabin trimmed it for hands off and cycled the gear a few times. door and tried that Culver on for size. Art gave me a fast All went well, so I headed for Willie Howell's airport on _ (Courtesy Nick Rezich) Big Nick's Culver Cadet at Howell Airport (on the south side of Chicago) when the racy little two seater was brand spanking new. Notice the ground adjustable Freedman-Burnham prop. the south side of Chicago where I was to keep it. As the gear, machette, gun and ammunition, two gallons of water, airport came into sight, I dropped the nose and let it boil. 15 pounds of beef jerky, plus personal luggage consisting I went over the office indicating 170 mph and this brought of toilet articles, socks, underwear and cameras ... yes!! everyone out, so, I did it again, followed by a steep, climb­ all that went into the Cadet! Oh yes! I almost forgot ­ ing tum. I was really getting my jollies! both Dr. Smith and Dr. Lorenz wore glasses so a spare I dropped the gear, checked the lock and started in to pair of each was also carried. land on the 1800 feet of solid runway the Cub's were using. Now get out your world atlas and ruler and follow this With that gang out there watching, I couldn't afford to little jewel. The first stop out of Frisco was San Diego for goof the first landing. I dragged it in and put it on three their clearance. The "Twerp" was cleared the same as a point, using about 1200 feet. The roll out was like a Cub. I steamship - Port Bill of Health, Cargo Manifest, etc. The taxied in, shut down and stepped out ... the hero of the passenger list was eliminated by signing Dr. Lorenz on as airport! I had the fastest, newest, cleanest, most advanced a crew member. The next stop, Hermosillo, Mexico, where airplane on the airport. they spent the night. I flew that little dude all over the country until I went Next morning it was on to Mazatlan. They covered into the service in June of 1944. My biggest maintenance that leg of 590 miles on 17 gallons of gas. Guadalajara bill was for wax. I would wax it every weekend before fly­ was made by nightfall. They spent 2 /days each in Mexico ing it. City, Guatemala City and Managua, Nicaragua and then I had no intention of selling the Cadet when I went into flew on to David, Panama. The next morning after land­ service. I checked Willie Howell out in it and told him to ing there, they phoned (at 7:00 A.M.) for permission to en­ give rides in it until I returned. I was home on furlough ter the Panama Canal Zone. They received instructions after completing my basic training when I received a phone on how to enter the Zone and were given a very explicit call from a fellow from Wellington, Kansas. He informed route to fly into France Field. me he was in town to buy my Cadet. I laughed and told It was good that they flew as instructed as they were him "no way" - not for sale, and that ended that ... I met at the channel by interceptors and were guided into thought. France Field, landing at 9:30 A.M. There they were checked The following Sunday, I was out to the airport flying thoroughly and were granted permission to fly without the bird when this same fellow from Kansas pulls in with cameras over any part of the Zone. They left Panama at a cab and announces he's come to pick up the Cadet. We 2:00 P.M. and landed at Turbo, Columbia at 4:30 P.M. went through the whole scene again, only this time he At Turbo they landed at an emergency field washed added the green. He started peeling off the Big Ones and by the spray of the Gulf of Uraba and protected from high when he had $3500.00 laying there, I changed my mind tides by a dike. The only building was a mission where they and said, "O.K. .. it's yours!" He still had a fist full left spent the night as guests of the Catholic Fathers. Supper and was willing to part with it. that night consisted of two cans of sausages, crackers and I asked him if he wanted to go through the log books beer. They did not get much sleep because half the night and look the plane over. He answered, "Hell, I know this was spent checking the tie-downs on the "Twerp" as a airplane as well as you do! " I had raced this airplane and raging storm was in progress. never lost to anyone, thanks to the help of "Sludge" Doyle The rain belt extends the length of the continent and and his "Offy" factory. I had a real hot rod - I was putting the doctor's concern now was to get to Cali, Columbia, out 90 h.p. with a super thin Freedman-Burnham prop. over 300 miles of the worst jungle in South America where That is why this fellow knew all about my Cadet - he had there was, at least, a hangar for the "Twerp". With no kept track of it and wanted it for the speed. weather report from Cali they took off at 10:00 A.M. the He turned to Willie and said, "Fill it up." He paid the next morning, following the Atrato River until it disap­ gas bill, threw his bag in the back and said, "Give me a peared below the cloud layer they were forced to overfly crank." I cranked him up and went to the cockpit to shake to clear the fast rising Andes ahead of them. After 5 hours his hand and say goodbye. As I reached in he handed me they broke out and followed a railroad to a narrow notch a twenty and told me to go have a drink. He took off to the in the Andes to Cali. west and that was the last I saw of NC 20926 until June of The next leg was to Quito, Ecuador. When the "Twerp" 1974. left Cali, the pilots had been warned not to land outside After I returned from the California visit I bragged so of military fields. To enforce the warning, the Cadet was much about myoId Cadet that my son Jim sold his beauti­ escorted to the border. ful J-3 Cub that he soloed in and bought a Culver Cadet. At Quito the airport was fogged in, so they flew on ... Now it will be a battle around our house trying to keep the IFR, VFR, IFR, VFR . . . with compass and altimeter as 01' man out of the kid's airplane ... oh, well, that's love!! their only means of successfully threading their way My favorite story about the Cadet is a chapter in avia­ through narrow canyons in a blinding rain. They pushed tion history. This particular flight didn't receive the pub­ on for 500 miles and landed at Guayaquil where the licity it warranted, but BELIEVE-YOU-ME, it was historic. "Twerp" took on 18 gallons of gas - not bad gas mileage It was February 16,1941 when Dr. Cecil Smith and fel­ for 500 miles. low dentist Dr. Joseph Lorenz of Burlingame, California It was still raining and it appeared that another big took off from Mills Field, San Francisco, California in a storm would hit Guayaquil's airport, so the Cadet roared Continental 75 powered Culver Cadet called the "Twerp" off for Talara, Peru where they spent the night. On Feb~u­ headed for a tour of Central and South America. Dr. Smith ary 27 the dentists took off for Lima. This leg was covered had owned 6 different light planes before buying the Cadet. in 51/2 hours; then it was on to Arica, Chile, a 690 mile leg He bought the "Twerp" for this trip because of its per­ flown in 5 hours and 45 minutes. After 11 % hours of Cul­ formance and range. The only optional equipment bought ver time that day, a night's rest and some sight seeing were with the airplane was the 15 gallon aux tank which gave well earned. them a cruise range of 1051 miles. A Kollsman sensitive The next day, however, Smith and Lorenz headed altimeter, rate of climb and a turn and bank indicator. southward again, down the Pacific Coast of Chile to Anto­ Their cargo consisted of 12 pounds of maps and papers, fagasta ... where they encountered their first mainte­ emergency tools, tire pump, tie down ropes, flotation nance problem, an oil leak. They spent two hours trying 14 N C 2o 9 2

(Courtesy Nick Rezich) Nick and a friend indulging in a little clowning for the photographer. The insignia is that of the Illinois State Militia. Nick once flew missions for the Militia into flood ravaged downstate Illinois, landing on roads to deliver blood to hospitals. to locate the source of the leak, but failed to find it. They morning they were off for Porto Alegre where they filled tightened everything in sight and took off for Vallenar, up on gas and water and went on to Rio. There, they again site of a Pan American emergency strip, where they spent had the oil radiator soldered and, as an added precaution, the night. wired the U.S.A. for a new one to be air expressed to Para, The following morning saw further attempts to stop the Brazil. oil leak and a take-off for Santiago. There, Pan American Leaving Rio, they headed into the state of Bahia. Rio mechanics washed down the engine and found the leak ­ had wired ahead for a supply of gas and at their next stop, it was coming from a crack in the oil radiator. The a tanker with 350 gallons of gas was waiting. When they mechanics soldered the crack and by noon the next ordered 30 gallons, the attendant refused saying the gas day the Cadet was off for Mendoza, Argentina. was for a Pan Am airliner. Smith and Lorenz tried to ex­ This short leg of only about 150 miles between San­ plain that the fuel was for the "Twerp" but all the guy would tiago and Mendoza would be the ultimate test of the do was shout, "Pan American! Pan American!" No one ever Culver's performance for it involved crossing the very heard of a light plane being able to fly from Rio into Bahia backbone of the Andes, past 23,834 feet peak of Aconcagua, and only needing 30 gallons of gas! tallest mountain in South America, and through Uspallata By now the oil radiator had recilly developed a super Pass. This involved the little over-grossed Cadet climbing bad leak - and there were no facilities to fix it. The flying to 17,000 feet for safe passage through the pass. The Uspal­ dentists took off anyway, oil leak and all. Two hours out lata is probably the windiest and roughest pass in the world over Pernambuco state at 6500 feet - over the jungle - the - test balloons have recorded winds to 200 mph. engine started to go. Twenty minutes later it froze . The Smith and Lorenz received a weather report from Pan­ ocean was too distant, so the doctor headed for the jungle Am that the pass was clear but winds up to 50 mph were and its head hunters. Frantically looking for a clearing, they blowing and were predicted to increase even more. They spotted a sand bar in the distance that looked promising were advised not to go. The two were anxious to try it, and headed for it, wheels up for max glide. As they ap­ however, so they fired up the "Twerp" and were on their proached the clearing, it looked like they could put it in way. wheels down - so they tried it. After circling the field to 10,000 feet, they headed the The Cadet sailed over the edge of the dearing by a mere Cadet for the pass. The ride through was one Smith and 35 feet and settled in on the sand. The wheels dug a 4 inch Lorenz will never forget. It was slam! bam! all the way, but trench for about 50 feet before the left strut broke and the they made it. The Culver Cadet was one of the first produc­ left wing dug into the sand bringing the bird to an instant tion light planes to cross the Andes and undoubtedly the halt. first ever to make the crossing in a "touring" configuration, Smith and Lorenz sat for a few minutes dazed but un­ that is, with a full load of gasoline, baggage and both seats hurt. Finally, Dr. Lorenz said, "I believe we have arrived". occupied. When they landed at Mendoza, the Cadet was When they climbed out, natives appeared from everywhere awarded a free hangar for the night in recognition by the - no, not head hunters, but friendly natives. Next came local people of the awesomeness of their feat. the sign language which eventually resulted in the doc­ At noon on March 4, the Cadet zipped acrosss the Rio tors spending the next several days on horseback and nights de la Plata headed for Porto Alegre, Brazil. After 5 hours of in native huts until they reached Barreiriwha, where a char­ bucking 60 mph headwinds, however, they landed at the tered plane flew them back to civilization. Air France field at Pelotas, Brazil for the night. The next Today a monument of wood and fabric lays on a sand 15 bar in South America - a tribute to a great airplane, the Culver Cadet. Up to the point of the forced landing the doctors had covered some 12,000 miles, averaging 30 miles to a gallon and at a total fl ying cost of $300.00! HEY! PIPER, BEECH, CESSNA-CAN YOU TOP THAT ON 75 HORSEPOWER?? PROGRESS? BAH!! Al Mooney . .. genius!! How about you Culver owners in the Bay area trying to see if these two fin e pilots are still around and invite them to the next Culver Club get together. I promise two most interesting speakers. In fact, I'd like to see som e sort of recognitio n for these two men ... maybe in the form of a plaque. I would be willing to throw in 20 bucks toward it ­ how about it, Culver O wners? Remember, there are th ose that have and those that haven't . . . yet! - Big Nick

(Editor's Note: If Big Nick has any of you Culver enthusi­ asts stirred up as a result of his article, you might want to join the Culver Club. Write: International Culver Cadet Club, c/o Vic Schroeder, P. O. Box 22125, Dallas, Texas 75222 for further information.)

(Courtesy Nick Rezich) Big Nick poses in front of his Culver and a friend does likewise with his Monocoupe 90A in the back­ ground. All the photos are from the 1940-44 era.

(Photo Courtesy Nick Rezich) Big Nick, left, and Larry Low, present owner of Nick's old Culver Cadet. Larry has done a super restoration on the bird. The registration number is now N-281W rather than NC-20926 as when new.

(Courtesy Nick Rezich) Right - Chud Hanell, a race driver who worked at How­ ard Aircraft, and Big Nick in his Culver. 16 (Photo by Gar Williams) Left - Mel Hef/inger of Redondo Beach, California restored this beautiful Harlow and has won a room­ ful of trophies with it in the past couple of years.

(Photo by Gar Williams) Above - Watsonville 's Grand Champion award for 1974 went to Jim Ricklefs of San Carlos, California for this beautifully restored S.P.A.D. VII.

(Photo by Gar Williams) Ben Con aster of Huntington Beach , California gets some wing walking assistance to the runway for his Fokker Dr. I Triplane. EAT YOUR HEARTS OUT, ANTIQUERS!

By Gar Williams 9 S 135 Aero Dr. Rt. 1 Naperville, Illinois 60540

Watsonville - How can one convey the excitement, grew slowly until the decision was reached for several describe the setting, detail the airplanes, or give full jus­ chapters of "Antiquers" to band together to support the tice to the hospitality without overusing adjectives like gathering - the "National West Coast" fly-in. The rest FANTASTIC! of the story is history - steady growth with an excellent Watsonville - Undoubtedly known to those who enjoy example of teamwork between the sponsors and the con­ apples for the product of its many orchards is also known tinuing efforts of many individuals. For those of us who by those of us who fancy old airplanes as one of THE f1y­ attended the show for the first time this teamwork as well ins. This year the annual Watsonville gathering, spon­ as individual effort was readily apparent. Registration, sored by the Northern California Chapter of the Antique parking, policing, contests - all very smoothly done. Airplane Association and the Watsonville Chamber of The fly-in officially opened at noon Friday, May 17, with Commerce, enjoyed clear, cool weather and an accumu­ a good number of aircraft - Antiques, Classics and Cus­ lation of Antique, Classic and Custom aircraft that rivals toms already in attendance. Actually, Airmaster Airlines even Oshkosh both in quantity and quality. The coverage had arrived late the previous day and we were quite sur­ here will specifically be for the Antiques and Classics prised at the turnout that early. Travel Airs, Stearmans, with the hope that we will see the Customs reported on Luscombes, Ryans - quantity and quality already had ex­ in SPORT AVIATION. ceeded the turnout of what could be considered a typical The history of the Watsonville Fly-In goes back some three day show. Opening day saw the expected influx of ten years to a point where members of the Northern Cali­ more ships. This year the weatherman came through with fornia Chapter of the Antique Airplane Association were continuous severe clear although the winds off the bay interested in developing a local fly-in. This small start nearly made whitecaps on the asphalt runway at times. 17 Antique group and EAA Chapter 62 began the presenta­ tion of the many plaques and trophies. Somewhere along the way our attention was drawn to the main entrance ­ in bounded three people clad ever so neatly in helmets, goggles and . .. NOTHING ELSE! In true California tra­ dition Watsonville '74 was streaked by three beautiful young women! Eat your hearts out, Antiquers. Once the insuing riot quieted down, the awards con­ tinued with additional presentations being made by Paul Poberezny from EAA Headquarters and Doug Rounds representing the National AAA organization. The culmina­ tion of the awards program was the presentaton of the Grand Champion Trophy to Jim Ricklefs for his beautiful restoration of an original SPAD. (Photo by Gar Williams) Sunday again dawned clear and cool and by 7 A.M. The Ryan line at Watsonville. You can see more Ryans the dew-drenched benches at the "Lumberjack" break­ here than at the national events. Those Californians are fast in Corralitos were being dried by the britches of many guilty of a clear case of hoarding! hungry people. Set in the redwoods several miles north of the airport, the breakfast site alone was worth a long trip to visi t. In spite of the winds, the fly-bys continued and only one As with many weekend fly-ins, the Customs and An­ case of a scraped wingtip was reported. tiques started to depart early during the day, many not Friday evening after all the activity on the flightline staying for the fly-bys and air show. It was with great quieted down, the Civil Air Patrol removed their "police" reluctance and a tear in the eye that Bob Zilinsky and I bonnets and donned white chefs hats for a CAP Hangar cranked up and headed south towards San Diego, start­ Feed in the Armory - a short walk from the flightline. ing the 2200 mile trip home. Truly this was one fine week­ This little walk was rewarded with an inexpensive chicken end with many new friends left behind. dinner sprinkled with the fellowship of the many an­ For you who missed it - eat your heart out - and tiquers in attendance. Following the dinner the exodus was don't miss it next year! directed to the Hotel Resetar and the "Early Birds" drink­ fest. Activity along the flightline started shortly after sun­ rise the following morning with the takeoff and fly-bys of Champs, Taylorcrafts and less quiet ships like a Mustang MAJOR AWARDS - WATSONVILLE '74 and a Hellcat. The early morning air was perfect for for­ GRAND CHAMPION - SPAD VII, N-1916S, James mation flying, low passes down the runway as well as Ricklefs, San Carlos, California. trips along the beaches of Monterey Bay. Clear cool air MAYOR'S AWARD - Stearman C3R, NC-8828, Jack was the order of the day. Fly-bys - air show - fly-bys­ Greiner, Boulder, Colorado . what a miserable way to spend a weekend! BEST HOMEBUILT - Starduster Too N-5464 Chuck The Saturday night awards banquet was a real bust. The Tyler, Long Beach, California. , ., usual happy hour began at 6 P.M. at the County Fair­ NATIONAL AAA AWARDS - Fox Moth DH-83, ZK­ grounds. Again the well organized approach was readily ASP, Myles Robertson, Takapuna, New Zealand; New apparent with a neat pattern of tables, decorations con­ Standard, N-155M, George Dray, Novato, California; sisting of helium filled balloons with small gondolas simu­ Harlow PJC-2, N-18978, Mel Heflinger, Redondo Beach, lating the popular hot air balloons and other table decora­ California; Cessna Airmaster, N-25485, Gar Williams, tions in the motif of antique airplanes. The Armory was Naperville, Illinois; Stearman N2S-2, N-68324, Gary and quickly filled, the happy hour refreshments downed and Terry Woy, San Jose, California; Porterfield, N-17029, the buffet lines began for a delicious meal. Soon the awards John Innes, Studio City, California. time came and members of both the Northern California

(Photo by Gar Williams) This fine example of the ever popular Waco RNF is owned by Sam Haley of Union City, California. NATIONAL EAA AWARDS- Best Custom Built - Starduster Too, N-5464, Chuck Tyler, Long Beach, California. Best Antique - SPAD VII, N-1916S, James Ricklefs, San Carlos, California. Best Classic - Spartan Executive, N-17605, Don Dickenson, Santa Paula, California. NATIONAL STINSON CLUB CHOICE - Stinson SR-8, NC-16190, Ernest Fillmore, Los Gatos, California. NATIONAL WACO CLUB CHOICE - Waco VKS-7 N-31656, Dale Miller, S. Pasadena, California. ' STEARMAN RESTORERS ASSN . (BILL ADAMS ME­ MORIAL TROPHY): Vaughn & Jean Lamb. Books for Buffs from HISTORIC AVIATION o Amphibian The Story of The by Loening Biplane Grover Loening Complete history of the "flying shoehorns." Photos so good, text so detailed and the book a work of art. You 'll have to have it for your library. 10" x 10", 250 photos. o Water Flying ­ by Franklin T. Kurt ~ 'If you own a float plane or are just interested in (Photo by Robert F. Zilinsky) III water flying you will want this book. It's the first Z all-inclusive book about flying boats, float planes, Irv Perlitch's Ford Tri-Motor. and amphibians. Covers operating techniques and history of seaplanes. It is masteriully written by a former Grumman engineer from a lifetime of testing, designing and instructing in water craft. 100 photos, 15 draWings. $8.95 o The Ford Air Tours 1925-1931 by Leslie Forden ~ A complete story in text and III photos of the seven cross­ Z country " Reliability Tours" Pro­ fusely illustrated, incorporating much collateral material and an interesting " whatever hap­ pened to ...?" section in the back relating capsule histories a> of Tour participants. A must for ..... the enthusiasts reference lib­ o rary. 8V2X 11 . $11.00 E o They Call Me Mr. Airshow ..... by Bill Sweet o More than an autobiography of THEY CAll ME Mr. Sweet, this book is a lively '- MflARSHOW N account of Bill Sweet's associa­ tion with the greats of the air c show circuit from the 20's on. o (Photo by Robert F. Zilinsky) The book is exciting, informa­ tive and in places riotously tf2. If a Ryan has to be modified . .. then let it look like this! humorous. Once you start read­ LO ing you won't be able to put it .--t down. $9.95 o Cessna Guidebook ~ Mitch Mayborn and Bob Pickett o Complete like predecessor Stearman Guidebook . o Contains photos of every single engine model ..D built through the Airmaster series and WW I I Bobcat, three view drawings of the most signific­ ant versions, reprints of old advertising and com­ plete serial listings for military Bobcats. Anyone c who has ever flown or admired Cessna will want o this one. $6.95 tf2. U.S. Civil Aircraft , o by Joseph Juptner --- I .--t The antiquers bible. Ency­ .. clopedia of ATC planes giving a complete description, history, . ~ production data, periormance, specifications with excellent photo coverage. Coloriul narra­ X -----' tives are woven throughout tell­ ing of successes, failures and little-known anecdotes. Each vo'lume covers 100 ATC's. 300 + photos & 300 pages...... (Photo by Robert F. Zilinsky) Q) Ted Holman's American Eagle. o Vol. 1, ATC #1 thru #100, 1927-29 ... $9.95 ..D o Vol. II, ATC #101 thru #200, 1929 ... $9.95 o Vol. III,ATC #201 lhru #300, 1929-30 $9.95 E o Vol. IV, ATC #301 thru #400, 1930-31 $9.95 Q) o Vol. V, ATC #401 thru #500 1931-33 $9.95 o Vol. VI. ATC #501 thru #600 1933-35 $11.95 E (Photo by Robert F. Zilinsky) Vol. #6 covers sucn golden age classics as « . What is happening here??? ~ the DC-2, Ryan ST, Luscome Phantom, Taylor « ~ "Silver Club" and some of the great Stin­ w sons, Fairchilds and Waco models, and more. HISTORICAVIATION prints and books for the collector 3850-8 Coronation Rd . Eagan. Minn. 55122 Enc.$ (Minn. res. add 4 % tax) Name ______

Address ______City ______:t:I: State ______llp ______« Postpaid 14 day Money ·ba ck Guarantee « 75¢ Handling on Orders Under $10.00 w Mail in plain brown wrapper 19 IN RETROSPECT

OLD LADY WIND-IN-THE-FACE

By Lee S. Thomas P. O. Box 1166 Pittsburg, Pennsylvania 15230

So she went to Ohio to learn to fly. The Depression and life, and aviation, were unstable, at Bettis, in those was just barely started. Barr Peat had a little airport called days. Ask Karl Voelter. Ask Kenny Sholter. (He first found Issouden, in honor of the Lafayette Esquadrille (but the his way to Bettis age about 12. As it turned out later, he French wouldn't recognize the pronunciation). She soloed could fly anything.) in a little over five hours, like it was in those days. Al Her own love was her Monocoupe. I hear it's still fly­ Litzenberger (you recognize these old names) taught her ing, over in Ohio somewhere, and that's 35 years later, or in a Bird (smaller than a Laird, but a honey of a plane to more. (It has a new paint job, though.) She took it down fly). Melba Beard has a nest of Birds, even today, out in to Uniontown (there isn't any airfield at Uniontown, now), Arizona, I hear. to tell the Rotary about the new self-starter. Everybody Why do people do these things? Cliff Ball's pilot used went out to the field, to marvel. Wouldn't start. Had to be to drop her mail over the field - it was only a little detour, hand-propped. between Pittsburgh and Cleveland. Maybe that tells you She took it over to Greensburg (there isn't any airfield something. Never heard of Clifford Ball, Inc.? Where you at Greensburg, now), to pick up a passenger. Turned out been? Ever hear of Capital? Ever hear of United? to weigh about 220. There used to be a ditch at Greens­ Besides, maybe the pilot was lost, and just happened burg. A good thing to avoid, what with the passenger's to have her mail on his lap. ("You don't need a map to get weight pulling the plane around, and the baby. The baby? to Cleveland!") Radio? Instruments? You kidding? Every­ The baby was not only on the way, she was almost there. body got lost. You had to cut the engine to hear what the (The doctor told her she could keep flying as long as she other guy was shouting about. ("What's Pittsburgh's felt like it.) Of course, she avoided the ditch. Cathedral of Learning doing in downtown Akron?") And you can feel sorry for these tricycle, kiddie-car She flew Wacos, too, and Aeronca C-3s. They built a types, with their radios and instruments and runways, Standard at Bettis Field (shopping center? housing devel­ and innocence of forced landings. What she knew they'll opment?), to fly Cliff's mail route, and she flew the Stand­ never know. What she felt they'll never feel. Well, a lot ard. It was sort of like a Standard Mailwing, but the wing of these older types, ladies or gentlemen, ask you to sit was different. A mite unstable, some said. on this side, or that side, of them. One ear bad, it seems. Must of been in the light of hindsight. The whole world, Don't feel sorry for them . 20 "

(Oshkosh Daily Northwestern Photo) " ASFTRSOA8P"

(Translated: "AS SEEN FROM THE REAR SEAT OF A BIPLANE")

By AI Kelch 7018 W. Bonniewell Rd. Mequon , Wisconsin 53092

To Weldon Ropp, everyday is a holiday since he has Friday, May 24, 1974 retired from 27 years of flying for National Airlines. He Clanton - 8 :45 a.m. Starkville, Miss. -10:20 a.m. 1 :35 15.7 1 ql. Notes: Starkville has a grass field started many years ago. The son showed me flies that little 16E Travel Air and has the kind of fun we pictures of his dad's Great Lakes with a Cirrus engine that he bought plus all dream of (a long trip in a bipe with no time schedule an Aeronca C-3. The ' Lakes, N-308Y, is still flying. Said they lost track of it after it left Florida. and no flight plan, ala gypsy). His home base is an antique Starkville - 10:55 a.m. Grenada - 11 :45 a.m. :55 8.7 0­ airdrome in Delray Beach, Florida. There he has his home Grenada - 12 :10 p.m . Clarksdale, Miss. ­ 12:55 p.m. :45 8.7 0­ and hangar on a mile long grass strip, along with several Notes: Went to Clarksville to help Chapter 27 (Memphis) with their lAC Contesl. other airplane buffs. There is no need for anyone of these Contest May 25 and 26. Sunday's contest day called off due to rain and low ceilings. I spend day pulling push rods out and greasing them - a five hour guys to ever go to Heaven - they're already there. job alone , but with plenty of help we did it in two hours plus pull the cowling to Willie, as most everyone calls him, decided to take that see that all the screws and bolts are still in place ,

long trip this spring. He built a false floor for the front Monday, May 27, 1974 cockpit and proceeded to pile it full of almost everything Clarksdale - 10:05 a.m. Hayti, Mo. - 11 :45 a.m. 1:40 16.0 1 ql. Hayti - 12:50 p .m. Sparta, III. - 2:20 p .m. 1:30 15.2 1 ql. he owns - two suitcases of clothes, two boxes of spare Sparta - 3 :00 p .m. Lincoln, III. - 4:30 p.m. 1 :30 15.0 0­ parts, such as piston rings, exhaust valves, exhaust guides, Notes : RON at Holiday Inn - good place to stop intake valve and guides, rocker arms, gaskets, pliers, 1 Tuesday, May 28, 1974 gallon of grease, a grease gun, several gallons of Marvel Lincoln - 8:22 a.m. Lincoln - 8 :52 a.m. :30 4.5 0­ Notes : Ceiling too low to even follow roads! Mystery Oil, plus a battery charger and tools enough to do Lincoln - 12 :30 p.m. DeKalb, III. - 1:45 p.m. 1:15 12.0 1 qt. a major overhaul. With all that, and 27 gallons of gas, the DeKalb - 2:10 p.m. Bill Dodd 's - 2:40 p.m. :30 Notes: Airplane placed in Bill Dodd's hangar. Spend May 29 with my son from old Travel Air lifted from his home strip and headed north. Wonder Lake, III. - about 20 miles from Dodds. Son flies for United. The following is Willie's personal log of the trip. Thursday, May 30, 1974 Bill Dodd's - 10:30 a.m. Burlington, Wi s. -11 :OOa.m. :30 AN ANTIQUER'S FLIGHT LOG Burlington - 11 :30 a.m. Hales Corners - 12:00 :30 14.0 0­ Notes: Was shown th e red carpet here. Bill Hodges happened to see me fly over Thursday, May 23, 1974 the EAA Museum and alerted Mike Heuer and Gene Chase who crossed paths with me as the airport manager drove me to the Museum. Bill showed me the Flying Museum , the work shop and the warehouses. One cannot believe they build Depart Arrive Time Fuel Oil airplanes in a work shop so clean. One should have a whole day to spend at the Delray Beach· 8:15 a.m. Lake Wales· 9:45 a.m. 1:30 14.4 O· EAA Museum - there is so much to see and read. This is a must for everyone. Lake Wales· 9:55 a.m. Ocala· 11 :00 a.m. 1:05 11.0 1 qt. Hales Corners - 2:15 p.m. AI Kelch 's - 2:40 p.m. :25 Ocala· 11 :55 a.m. Perry, Fla .. 1 :15 a.m. 1 :20 12.0 1 qt. Perry· 2 :00 p.m. Ozark , Ala. - 3:55 p.m. 1 :55 19.0 1 ql. Friday, June 1, 1974 Ozark - 4:40 p.m. Clanton, Ala. - 6:00 p.m. 1:30 15.0 1 qt. Notes: With AI Kelch to Waukesha to see Dale Crites and his Curtiss Pusher and the Waco restoration. Had a ride in the 1924 Chevy touring car. Back to AI' s. Notes : Overnight at Holiday Inn. A good stop. Airport Manager took me to the Took off for Oshkosh so as to be able to say I put the old Travel Air on the motel - an old timer, OX-5 man. runway there. This was th e second time that I used the radio since leaving

21 (Photo by Dick Stouffer) Willie Ropp at Oshkosh - taking a couple of lucky friends up for a joy ride.

(Photo by AI Kelch) Willie Ropp of Delray Beach, Florida.

Florida. The other time was at Clarksdale. EAA had a work crew painting. plant­ Saturday afternoon had been scheduled for a visit to ing flowers. etc. Back to AI 's. Oshkosh. At the last minute I couldn't go, so Willie went Saturday, June 2, 1974 alone. He was much impressed with the activity and the Notes: To West Bend to put the Travel Air in the hangar with AI 's Franklin Sport. Flew the Travel Air 22 hours and 20 minutes . . . never missed a beat! enthusiasm of the volunteer help and came back raving about the organizational ability of the whole staff at EAA. Sunday was filled with visits to local airports and pri­ vate strips, plus a few rides to the onlookers. On a Thursday afternoon I got a call at my office. He Monday, after an all too short visit, I saw Willie off to had found my home strip, landed and hitch-hiked to town. Florida via commercial. He left his Travel Air in my hands He was having a late lunch when I caught up with him, and returned several times this summer to continue his and Willie was wearing that silly smile that is typical of meanderings and visit the local fly-ins. His agenda has in­ all aircraft drivers and is seen often on pilots immediately cluded attendance at La Rue, Oshkosh and Blakesburg. after solo flights, for pictures with their newly restored Then he will no doubt meander south again with the birds, aircraft and other achievements. I spent the rest of the visiting along the way, causing me to turn green, when afternoon enjoying his trip second hand. Friday and the everything else is turning brown. Just being able to share rest of the weekend was a visiting fireman type of affair. Willie's experience second hand, gives me a thrill and We flew over to visit Dale Crites at Waukesha Airport something to remember during next winter's long no-fly to see his newly built Curtiss Pusher, which many of you spell. Shared experiences with others is a good part of later saw at Oshkosh, and we also saw Dean Crites' in the glue that holds our organization together and makes process Waco Straight Wing and got in on the run up of it such an exciting one. The adventure that rubs off at that wonderful J5 engine - a sound to delight the soul one Oshkosh Fly-In is probably more than the average and fill the nostrils with perfume (carbon monoxide to civilian type can stand in a year. Look Willie up at the other than airplane buffs). next fly-in - he is a fun type "O.F." (Old Flier). 22 Around The Antique/Classic World

NORTHROP BETA INFO Kenyon Boocock with the NC lice nse (approval under 2­ 401). At this point 12214 had a total time of 40 hours. Anoth­ In the May issue of THE VINTAGE AIRPLANE we er footnote states that the Wasp Beta bore an incorrect featured the rare Northrop Beta as our Golden Oldie of serial number 1 on its nameplate until May of 1932 when the Month. At the end of the article we requested some Stearman provided Boocock a new nameplate with the assistance from our readers in determining what ulti­ correct serial number 2. mately happened to the two Betas. Member John C. 12214 was damaged in an accident at Hicksville, Long Barbery, P. O. Box 108, Bedminster, New Jersey 07921 Island on January 16, 1933 arid was put in storage. On has provided us with copies of his Aircraft Research January 16, 1933 it was sold to George W. Hard of West Data cards on X-963Y and NC-12214. Sayvill e, Long Island. A t some point in late 1933 or According to Mr. Barbery's records, the C-6 Menasco early 1934 (no date known) the plane was purchased by Buccaneer powered Beta was inspected and approved by Stearman in Wichita, who rebuilt the Beta for experi­ the CAA on March 31, 1931 for experimental li cense menting with various flap configurations (conventional, X-963Y, issued to expire on October 1, 1931. The entry zap, Fowler and Wright types), completing it on May 1, entitled "Fi nal Disposi tion" sim pI y states, "Washed 1934. On May 3, 1934 title was transferred to United Air­ out at Los Angeles, California on August 12, 1931." The ports, East Hartford, Connecticut (apparently for regis­ only listed owner for the aircraft was the factory, North­ tration purposes only) and two days later, on May 5, rop Aircraft Corporation of Burbank. the aircraft was completely destroyed in an accident at The Wasp Jr. powered Beta, NC-12214, lasted a little Wichita. longer. It was initially licensed by the CAA on Septem­ So there you are, antiquers ... it would appear that ber 1, 1931, wi th experimental number X-12214 to expire all hope is lost of finding a restorable Beta in someone's on March 1, 1932. A footnote states that Don Berlin was barn. the chief engineer for this design and that Stearman Air­ Our thanks to John Barbery for making this informa­ craft Corporati on ran the development and flight tests tion available. on the plane. The Beta was sold on February 8, 1932 to - Jack Cox, Editor

ClASSIFIEDS

WANTE D - Two wire wheels for 30x5 tires ; Siemens Halske SH III FOR SALE - Aeronca TAC. civil version of the Defender. 70% restored. 160 h.p. geared rotary engine. Roy Rehm. Box 4832. Stateline. original aircraft of Aeronca Employees Flying Club. Lynwood Nevada 89449. Clark. 8200 Meyers Road. Middleton. Ohio. 422-3417.

Calendar Of Events

OCTOBER 11-13 - TAHLEQUAH . OKLAHOMA - 16th Annual Fly-In spOrisored by Tulsa Chapters of AAA. EAA and lAC. Homebuilts. Antiques and Classics welcome. Contact : Bert Mahon, 3101 South Boston Ct. . Tulsa. Oklahoma 74135.

Back Issues Of The Vintage Airplane

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

1973 - MARCH, APRIL, MAY, JUNE, JULY, AUGUST, SEPTEMBER, OCTOBER, NOVEMBER, DECEMBER 1974 - JANUARY, FEBRUARY, MARCH, APRIL, MAY, JUNE, JULY, AUGUST

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