a prep school, and completed one year in college before the advent of World War II attracted my at­ tention. Volunteering into the Army Air Corps cadet program, I reached Maxwell Field, Alabama to be transferred into British Flying Training School #5 in Clewiston, Florida, earned both Air Corps and RAF STRAIGHT AND LEVEL wings; was then moved to Great Falls, Montana as a ferry pilot with the Air Transport Command, flying fighters, twins and multi-engine aircraft throughout the World War II period. Following the war period, I returned to North Carolina, married, completed college, and established a hosiery manufacturing business in Pilot Mountain, By Brad Thorn as North Carolina, where I continue to reside with my family. Aviation is my hobby, beginning in the early thirties with model building and progressing to the present, with my spare time devoted toward EM, our Division, and maintaining my homebuilts, single engine "tra­ With the excellent guidance available from the Offi­ velling" aircraft, and my most recent project, a 1937 cers, Directors, and Advisors of our Division, we will D-17R Beech Staggerwing. My interest in aviation con­ strive to serve the membership, EM and all aviation tinues to increase throughout the years. The fellow­ with the expertise available to fulfill the purpose of ship, fly-ins, local EM Chapter #8, our Antique Chap­ this Division: ter #3 (NC-SC-VA), our EM Antique/Classic Division 1. to encou rage and aid the retention and restora­ - all contribute to my high regard for those whose tion of antique, historical and classic aircraft; interest lies in aviation. 2. to establish a library devoted to the history of After serving the Division as Chief Classic judge aviation and to construction, repair, restoration, for the Oshkosh International Convention, as Advisor maintenance and preservation of aircraft, par­ and member of the Board of Directors, the Division ticularly antique, historical and classic aircraft Secretary, and now as President, I pledge to serve our and engines; Antique/Classic Division with the best of my ability 3. to hold and conduct meetings, displays and edu­ and with the effort expected of me. cational programs relating to aviation with em­ phasis on restoration, maintenance and care of antique, historical and classic aircraft and en­ gines; 4. to improve aviation safety and aviation educa­ tion. WILLIAM EHLEN The Vintage Airplane has been acclaimed by many March 24, 1913 - February 11, 1979 to be the best publication available - devoted en­ tirely to the functions and history of antique and clas­ We were saddened to learn of the death of sic aircraft, historical events of aviation interest, res­ our friend Bill Ehlen. Bill was active in the for­ toration and maintenance of antique and classic air­ mation of the Antique/Classic Division, had a craft, and a library of useful information. We plan to hand in the development of Sun 'N Fun, took The Antique/Classic Board of Directors, following expand and add to the Vintage Airplane new and ex­ an ambitious role at Oshkosh, and was seen fre­ the resignation of J. R. Nielander, Jr. as President of citing items of interest to antique and classic buffs. quently at fly-ins around the country with his the Division, has appointed me to serve as your Presi­ This is your publication and we solicit your thoughts Aeronca Chief. Bill's interest in vintage air­ dent for the unexpired term. The hours and hours of and suggestions about it~ contents. craft and his contributions to the sport aviation time, thought, preparation, planning, and execution As your new President, I feel you should be given movement as a Director achieved a level of ac­ by J. R. throughout the past years are obviously planted a brief background, so I introduce myself as a hosiery complishment that will be deeply missed. and the seeds have grown into the expansion of our manufacturer by trade, who soloed in 1938 at the age Division. It is my utmost desire to increase this growth. of sixteen in a J-3 Cub - as so many have - attended TIl~ VI""TAC7~ AIl?VLA""~ Editorial OFFICIAL MAGAZINE Staff EAA ANTIQUE/CLASSIC DIVISION INC. Publisher of THE EXPER IMENTAL AIRCRAFT ASSOCIATION Paul H. Poberezny P.O. Box 229, Hales Corners, WI 53130 CopyrightO 1979 EAA Antique/Classic Division, Inc., All Rights Reserved. (Dave G ustafson Photo) Editor 1949 Bell 47, a Classic belonging to Patricia's Heli­ MARCH 1979 VOLUME 7 NUMBER 3 David Gustafson copter Service. The Co ver . .. Grand Champion Classic Aeronca Chief a t Sun ' N Fun belongs to AI Na se - story next month. (David Gustafson Photo) Associate Editors: H. Glenn Buffington, Edward D. Williams, Byron (Fred) Fredericksen

Readers are encouraged to submit stories and photographs. Associate Editorships are assigned to those writers who submit five or more articles which are published in THE VINTAGE AIR· TABLE OF CONTENTS PLANE during the current year. Associates receive a bound volume of THE VINTAGE AIR· PLANE and a free one·year membership in the Division for their efforts. POLlCY·Opinions Straight and Level by Brad Thomas ... , ...... _...... , 2 expressed in articles are solely those of the authors. Responsibility for accuracy in reporting Sun 'n Fun '79'by Paul Hopkins , . . . , . . " .. .. . , .. , ...... ". ,., ...... ,. 4 re sts entirely with the contributor. Directors Cantilever Cessnas The " World's Most Efficient" by Gar Williams. , ...... , ...... , , ...... , , , , . .. , , ...... 8 PRESIDENT Claude L. Gray, Jr. AI Kelch National Stearman Fly-In by Thomas E. Lowe, . . . , . , , , . . , . , . . ,. , , .. , ... , 20 W . BRAD THOMAS, JR. 9635 Sylvia Avenue 66 W , 622 N. Madison Avenue 301 DODSON MILL ROAD Northridge, CA 91324 Cedarburg, WI 53092 Borden's Aeroplane Posters From The 1930's PILOT MOUNTAIN, NC 27041 213/349~1338 414/377-5886 Home by Lionel Salisbury ...... , ...... , , . .... , , ... _... 23 919/368-2875 Home Dale A. Gustafson Morton W. Lester New 15 Passenger 1933 CurtiSS-Wright Condor Transport ...... , . . . , .. _.. 24 919/368-2291 Office 7724 Shady Hill Drive P.O . Box 3747 Watkins Skylark X-470E by Cedric Galloway ...... , . , ...... , .. , . , , .. 25 VICE-PRESIDENT Indianapolis, IN 46274 Martinsvillf>, VA 24112 Letters To The Editor . . .. . _...... , .. , . , , ...... , ... 26 JACK C. WINTHROP 317/293-4430 703/632-4839 'Home Calendar of Events ...... ,.,', ...... , ...... ,., . . . , .. , .. ... 26 ROUTE 1, BOX 111 Richard H. Wagner 703/638-8783 Office EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIP ALLEN, TX 75002 P.O. Box 181 Arthur R. Morgan 2141727-5649' Lyons, WI 53148 3744 North 51st Blvd. o NON-EAA MEMBER - $20.00. Includes one year membership in the EAA Antique/ Milwaukee, WI 53216 Cla ss ic Division, 12 monthly issues of THE VINTAGE AIRPLANE ; one year mem­ SECRETARY 414/763-2017 Home 414/763-9588 Office 414/442-3631 bership in the Experimental Aircraft Ass ociation and separate membership cards. M . C. "KELLY" VIETS SPORT AVIATION magazine not included. 7745 W . 183RD ST. lo hn S. Co peland Advisors Dan Neuman STILWELL, KS 66085 9' Joa nne Drive 1521 Berne Circle West o EAA MEMBER - $14.00. Includes one year membership in the EAA Antique/Classic W estborough, MA 01 581 Robert E. Kesel Minneapolis, MN 55421 Division , 12 monthly iss ues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD. 913/681-2303 Home 617/36&- 7245 455 O akridge Drive 6121571-0893 Ro ches ter, NY 14617 (Applicant must be current EAA member and must give EAA membership number,) 913/681-2622 Office Jo hn R. Turgyan Ro nald Fritz 7161342·3170 Ho me 1989'Wilson, NW 1530 Ku se r Road TREASURER 716/325·2000, Ex t. Grand Rapids, MI 49504 Trento n , NJ 08619 ' 23250/23320 Office E. E. " BUCK" HILBERT 6161453·7525 609/585-2747 8102 LEECH ROAD Stan Gomoll Gene M o rris Ro bert A. White UNION, IL 60180 104290th Lane, N E 27 Chandelle Drive P.O . Box 704 815/923-4205 Minnea polis, MN 55434 Hampshire, IL 601 40 Zellwo od, FL 32798 6121784-1172 3121683· 3199 ' 305/88&- 3180

THE VINTAGE AIRPLANE (ISSN 0091 -694 3) is owned exclusively by EAA Antique/Classic Division, Inc.. and is published m onthly at Hales Co rners, Wi sco nsin 53130. Seco nd class Postage paid at Hales Corners Post Office, Hales Corners. Wisconsin 53130, a nd additional mailing offices. Membership rates fo r EAA Antique/Classic Divisio n , Inc., are $14.00 per 12 month period o f which $10.00 is fo r the publicatio n o f THE VINTAGE AIRPLANE. Membership is o pe n to all who are interested in aviation. Page 4 Page 8 Page 20 3 ••••••••

By Paul Hopkins that usually passed during the nighttime hours; leav­ of tho,. that d;d make th9.how -'-- mo,. about that 1617 South Florida Avenue ing the days mostly clear and not too cold. Only one later. Lakeland, Florida 33 803 day of forty knot gusts threatened to wreck havoc on The fenced Sun 'N Fun compound was a week long (Photographs by David Gustafson, Editor) our tent city. The most damaging weather for many beehive of aviation activity. The OX-5 Club sponsored happened hundreds of miles to the north. Record a tent for aviation pioneers which provided a gather­ snowfalls, ice storms, and just plain unflyable (or ing place for these honored guests, as did the Fri­ Sun 'N Fun 79 is history, and as usual, "Old Man driveablel winter fare kept a great number of con­ day evening "Gathering of Eagles" hosted by the Winter" had a bag full of tricks to keep us on our toes. vention bound guests far from their destination. Florida Sport Aviation, Antique and Classic Associa­ In past years, we have run the gauntlet of everything Registration statistics proved the effects of the tion. Our beloved pioneer, Jessie Woods, aided and from tornado alerts and line squalls to snowstorms. elements fury. The camp grounds counted 399 units abetted by Roger Don Rae, Big Nick Rezich, Dave Fox, This year brought pre-convention low pressure cells sheltering 889 people, and the total of 15,103 conven­ and many others made these two activities stand­ that tried to funnel the Gulf of Mexico onto the Florida tion participants were both up conSiderably from last out attractions. The names of the famous fliers, de­ peninsula. This left the site a near swamp, and created year. The FAA traffic controllers also totaled a sub­ signers, and scientists who were in attendance would the week's most common diversion: tractor pulls of stantial increase in aircraft movements. Many air­ fill this magazine. autos, motor homes, and anything else that found craft flew into the convention site for each afternoon's Thursday evening's "Ground Loop" party, dance, less than sure footing - the stuck aircraft were all aerial demonstration, and the fly-by pattern was more and fash ion show as always, was a winner; providing extracted by hand by our fast moving repair and emer­ active than in past years. The big loss in numbers due a chance to unwind and warm up. In this same vein, gency crews. By mid-week though, most everyone to winter's attack upon sport aviation was in the show the "Ladies Pavilion" proved to be a focal point. The knew " where the high ground lay", and the weather plane category; only 262 aircraft were on hand. This AOPA "Pinch Hitter Course", special luncheons, gour­ had settled into a pattern of fast moving cold fronts certainly did not detract from the quality or variety met cooking demonstrations, and ev~n EAA Head-.

Grand' Champion Antique: Dolph Overton's Command Aire from Orlando, Florida. Restoration work was dohe Ernie Webb of Charlotte, North Carolina. Air show time in th e Antique/Classic area. Note th e short sleeves and bare grass! quarters' Airspace Action presentation. On the edu­ Also of great interest was the "Flea Market" where cational level, four days of forums and workshops many articles of use to aviators changed hands. This had something of interest for everyone. The quality was rivaled by the huge commercial circus tent with of content and the caliber of the lecturers, too nu­ over one hundred vendors of aeronautical ware, and merous to mention, are a tribute to the EAA, and to the EAA Headquarters merchandise tent with a beauti­ John Shinn and lyle Flagg who put the forums to­ ful red blimp tethered high overhead . The EAA also gether. manned membership huts near the registration points for individuals desiring to join our organization . A new Sun ' N Fun Headquarters building combining staff coordination, FAA Flight Service, announcing stand, and fly-by briefing functions proved its worth even before the convention began. Also new this year was a much needed convenience store for camp­ ers. located in the rear of the shower house, which itself sported a new and unseen, but most necessary, overload drain field which can accommodate con­ stant maximum usage, the " Country Store" packed an amazing variety of camping needs into a small area. artin Propet of Ja cksonville, More of note was the food service. located in a large -airchild 24 . centrally located tent, this " Boy's Club" concession served good food in a comfortable, sit-down environ­ ment. Not once did this writer hear a complaint con­ cerning quality or pricing. We have not mentioned many names so far dur­ ing this narrative because over eighty chairmen with their hundreds of co-chairmen, judges, and volun­ teers would fill a book, and we don't want to show any partiality. Fly-In Director, Bill Henderson, and Sun ' N Fun President, len McGinty have put together a smooth, well oiled operation. To them, and to all " who got involved", ou r hats are off. And now (you were about to give up hope?) a few words about the aircraft that drew us all to the EAA in the first place. As mentioned earlier, the afternoon aerial demonstrations provided spectators with some of the finest air show acts in the world: EAA President Paul H. Poberezny, with an ultra smooth performance in the P-51D, ACA President Ron Cadby in the new 260 hp Pitts S2S doing impossible vertical maneuvers, concluding with a six revolution torque roll, Bud Judy, Vice-President of the lAC, in the two place Acro Sport, making the whole event look so easy, Jim Stanton with the S1S Pitts, doing likewise with the little red hor­ net, Maurice Seree, factory demonstration pilot, mak­ ing the STOl RalLye do the impossible, and many, many more. They're always a high point of the fly-in day. On the flight line, and in snow fence protected ~ompounds within the spectator area, we found a great abundance of rare and unusual craft. The grounds and fly-by pattern seemed overrun by ultra light craft Cockp it area of Bill Dodd's shiny Buhl Pup res toration. of many types - John Moody surely started some­ Note the w ing window s. (H ow about a story on th at re­ thing. Quite a number sported twin power sources build, Bill?) which seemed to cut down on noise. Class ics from Headquarters: President Paul's P-5 1D and 5 f AA 's "staff hauler" DC-3. In the Antique/Classic sphere, the aircraft ran the are the only two airworthy craft of this type in opera­ The classic area was also equally graced with beauti­ gamut from DC-3's to a Buhl Bull Pup and C-3 Aeronca. tion and both turned up. Side by side they brought ful machines. Deadlines prevent us from connecting The beautiful EAA DC-3 which brought the Headquar­ back many a memory, no doubt. On this same row more aircraft with their owner's names. The Ercoupe ters crew to Florida, and a machine owned by Haw­ could be found john Dekel's 220 Travel Air from (Aircoupe-Alon-Mooney) line drew 17 aircraft at one thorne College way up in Antrim, New Hampshire, Thomasville, Georgia, an immaculate machine, Dick count. The always plentiful Swifts showed a trend and boasting of over 84,000 hours in the log books, Durst's Fleet 9; another "only surviving" type pow­ toward highly polished metal and stock appearing sort of gave an overall perspective to the show planes. ered by a 160 hp Kinner, and Bob White's UKC-5 Waco cowling - sometimes even stock engines - fine air­ Bill Dodd's Continental powered Buhl, and Dan Araldi's Cabin. Bob test flew the ship the first morning of the craft. The 170 Cessna population was sort of low, but 1936 C-3 represented the low powered antiques, while fly-in and finding that everything worked, continued several nice 120-140-140A craft were counted. The Morton Lester's red DGA-15P Howard and Bob Allen's on to Lakeland from his Zellwood, Florida airport. 190-195 contingent took up where the 170's left off Lockheed 12A showed the class of aviation from forty Rounding out the notable antiques was a fantastic though - thank goodness for airline pilots. A very years ago. Even older were the great names in bi­ 1936 90A Monocoupe fitted with a big four cylinder well finished Fairchild 24W made a brief appearance planes. Dean Tilton's beautiful OX-5 Travel Air, I'm Lycoming for aerobatic work, a handful of Stearmans, from St. Augustine. Several excellent Pipers, PA-11, sure caused many a throat to choke up as it made its Beech Staggerwings, T-50 Cessnas, and j-3 and -4 Cubs. PA-12 , PA-17, PA-20 and PA-22 were scattered through daily flight around the patch from the hangar it calls Merle jenkin's newly restored Aeronca L-3 in full war the parking area, as were a few Luscombes. home on the north side of the field. Ken Rickert's '41 time regalia was an attention getter, and a couple of It was a successful Sun 'N Fun. A great excuse to Aeronca Chief, Red Smith's 108 Stinson, joe Araldi 's homebuilts were of interest to older airplane buffs. bring a lot of fantastic people together, and a chal­ Command Aire, and son Dan's C-3 and Stampe SV4 C Dick Durst's Redfern-built, Ranger powered Great lenge to make next year's event even better. Y'all covered similar mileage. The 220 Continental pow­ Lakes was flown in an air show by Dave Fox, and the come back real soon. ered Command Aire and another Warner equipped first machine to arrive at the fly-in was Fred Quinn's Woody Pusher, dressed up to resemble its Curtiss ship from Dolph Overton's reincarnated "Wings and Most people come to fly-ins to look at airplanes, some junior ancestor. Wheels" museum in Orlando International Airport, show up to play in the mud. Mike Turner's 1947 Navion was flown down from Frank­ enmuth, Michigan. It won the Best Custom Classic Award and clearly deserved it.

William T. Gorman of Cape Coral came to Sun 'N Fun This beautiful Cabin Waco UKC-5 belonging to Bob White in his Ranger powered Fairchild 24. of Zellwood, Florida was completed just prior to the fly-in. ANTIQUE AWARD WINNERS GRAND CHAMPION ANTIQUE - Command-Aire, N970E, Dolph Overton, Wings and Wheels Muse­ um, Orlando ANTIQUE CHAMPION - GOLDEN AGE - Travelaire 2000, NC6117, Dean Tilton, Lakeland ANTIQUE CHAMPION - PLATINUM AGE - Waco UKC-5, NC15214, Bob White, Zellwood, FL ANTIQUE CHAMPION - WW " ERA - Stearman PT-17, NC57917, Ted Andros, Coral Gables BEST ANTIQUE BIPLANE -American Eagle, Jack Brown, Seaplane Base, Winter Haven BEST ANTIQUE MONOPLANE - Lockheed 12A, NC­ 25628, R. R. Allen, Fayetteville, NC BEST ANTIQUE - OPEN COCKPIT - Travelaire 4000, NC4952, John Dekle, Thomasville, GA BEST ANTIQUE - CABIN - Cessna UC-78, NC69072, J. Cramer, Boynton Beach BEST CUSTOM ANTIQUE - Monocoupe LADIES CHOICE ANTIQUE - Aeronca C-3, NC17449; Dan Araldi, Plant City MERITORIOUS AWARD - Taylorcraft BC 120, NC­ 39222; Aeronca L-3, NC46924, Merle Jenkins, Lake­ land; Aeronca Chief, N33731, Ken Rickert, Lake­ land CLASSIC AWARD WINNERS GRAND CHAMPION CLASSIC - Aeronca Chief, N85829; AI Nase, Rehoboth Beach, DE BEST CLASSIC RESTORED - Up to 100 hp - Piper PA-17, N4699H, George Bickel, Raleigh, NC BEST CLASSIC RESTORED - 101 to 165 hp - Fairchild F-24, N81222, Martin Probst, Jacksonville BEST CLASSIC RESTORED - Over 165 hp - Cessna 195, N3484V, Donald Sutherland, Miami Lakes Ah-h-h-h .. . BEST CLASSIC CUSTOM - Up to 100 hp - Ercoupe, N24AP, Don Stretch, Fallington, PA BEST CLASSIC CUSTOM - 101 to 165 hp - Swift, N10SS, Bill Shepherd, New Orleans, LA BEST CLASSIC CUSTOM - Over 165 hp - Navion, N4043K, Mike Turner, Frankenmuth, MI CLASSIC BEST OF TYPE - Ercoupe, N3081H, Fred Best, Safety Harbour CLASSIC BEST OF TYPE - Aeronca Champ, N2300E, Bill Bond CLASSIC BEST OF TYPE - Swift, N46GS , Joseph Ran­ son, Hollywood, FL CLASSIC - LADIES CHOICE - Cessna 140A, N9476A, Dave/Linda Grow, Gloucester Point, VA MERITORIOUS AWARD - Ercoupe, N 94806, Marvin Funk, Peachtree, GA; Aeronca Champ, N3408E, Charles Hughes, Pansy, AL; Bellanca, NC86748, Tom Leahy, Brooklyn, OH 7 Cantilever Cessnas The "World s Most Efficient"

By Gar Williams The Airmaster story has its beginnings many years as far back as 1911 - not having a biplane hanging 9 5 135 Aero Drive earlier - in fact, it all started in Iowa in 1880 with the in the family tree! That actually is the case for the Route 1 birth of Clyde Cessna. Apparently, Clyde quickly be­ Cessna Aircraft Company. Cessna went "fully canti­ Naperville, Illinois 60540 came quite a mechanic for early reports indicate he lever" in 1927 and regressed to " struts" , eighteen was known for his repairman abilities on farm ma­ years later with the introduction of the 120/140 series. chines. And (eventually) automobiles. Clyde's interest Design evolution of the Airmaster series goes very How many homebuilders and even aircraft manu­ in mechanics quickly led to airplanes and, at 31 , he obviously back through the DC-6 and the "A" series facturers would like to lay claim to such a title! Un­ decided that he should join the ranks of the home­ to Clyde's 1927 "design number one" - the second doubtedly one airplane could have earned that reputa­ builders. In the late spring of 1911, Clyde started to " Comet" . The catalyst for the transformation of the tion. Push time back to 1936 and you'll find such a learn to fix - and to survive crashes. After many les­ details of these earlier designs into the sleek new title bestowed upon an airplane design that won so sons in the rebuilding of his homebuilt, Clyde made four place C-34 was Clyde's son Eldon. Eldon 's in­ many contests for speed and efficiency that it was one successful take-off and landing - and promptly terest in racing led to a number of design improve­ declared the "World's Most Efficient Airplane" . Cess­ went into the air show business! Many years and origi­ ments on his personal AW - " Old 99" - NC7107. na, with good justification, capitalized upon this title nal designs transpired with Cessna's interest pinned Various photos show improvements in the windshield and soon this slogan accompanied their advertising on the monoplane. It's hard to imagine an aircraft - cowling - and finally wheel pants specifically for for their very popular "Airmaster". designer and current day company - with records the reduction of drag. Clyde and Eldon Cessna con­ 8 tinued updating the AW design and quickly emerged lications, 3164 Whitehall, Dallas, Texas 75229 .) ward front and rear cabin doors. "Fully cantilever" with the C-3 late in 1933. This was a rebuild of a model These two ships - "Old 99" - and the C-3 obvi­ on the C-34 applied to everything - the main and AA (serial 124) and included a fully cowled 125 Warner, ously had considerable influence on the C-34 design. tail gear became internally sprung cantilever struts an enlarged cabin, and the incorporation of a DC-6 The basic fuselage and wing design of the AW were - the steel tube strut braced AW tail surfaces were series gear neatly faired with wheel pants. Early Cess­ used with rather minor changes. The C-34 wing in­ designed to be a " strutless" wooden structure. na publications indicate this ship was the first pro­ corporated a built up solid spar and trailing edge wing As with many famous designs a great deal of con­ duct of the late 1933 reorganization while Bob Pickot flaps whereas the earlier wing had a very complex troversy has surrounded the Airmaster regarding the and Mitch Makburn's excellent book Cessna Guide­ box spar with no flaps. The airfoil was changed from design responsibility for the C-34. Obviously the over­ book Volume One points out conclusively that this a modified M-12 to the NACA 2412 and the wing span all design and construction was a team effort although was actually the fourth and last product of the C. V. was shortened six feet. The remaining portions of there is no question in the author's mind that the Air­ Cessna Company - formed by Clyde while the Cess­ the wings are identical in detail design and construc­ master series was primarily the result of Eldon Cess­ na Aircraft Company was dormant. (Author's Note ­ tion. The steel tube fuselage on the AW was widened na's engineering expertise. Cessna literature credits This book, Cessna Guidebook is an excellent his­ and deepened to enlarge the cabin area. One right the design to other individuals. The author has per­ tory of Cessna's early years. It's a must for every an­ hand entrance door giving access to both front and sonally reviewed the original "Cessna Company Scrap­ tiquer's library. The book is number 2 in the American rear seats was substituted for the AW's rather awk- book" which includes pictures and newspaper arti­ Aircraft Series published by Flying Enterprise Pub­

C-165's in formation. Cess na Airmaster Reunion, 1975, Wich ita, Kansas. NC237E - Ken Cole, Pleasanton, CA; 25485 - C. Williams.

,cessna C-165 (NCI13) sin 484 and C- 145 (N Inset picture taken 1927. 85 for c.A.A. September, 1939. ' 9 des relating to Eldon Cessna's new design. Eldon per­ sonally test flew the prototype in the fall of 1934, sig­ nificantly earlier than the June 1, 1935 manufacture date warranty recognized by the Cessna archives. The background on the title of the " World's Most Efficient Airplane" is interesting although somewhat misleading. As Eldon Cessna relates the story, air racing was not necessarily the road to glory, just one of the better ways in the Depression Years to keep the family from starving. One of the Detroit News Trophy events used a formula of load capacity, speed, take­ off and landing distances, as well as fuel consump­ First Cessna C-34, cln 254, Ju/y, 1935._ tion as parameters for determining efficiency. Eldon's prototype/of series still f/y/ing - owned by W pilotage and "Old 99" agility easily garnered the Ken Mux ow, Mmneapo IS , Minnesota. Notice deep cowl, Detroit News Trophy. Cessna Aircraft Company entered their second pro­ fin and rudder. duction C-34 series number 301, NC15462 in the same event at the 1935 races . With George Hart at the con­ trols, the new monoplane brought the trophy home for the second time. The following year Dwane Wal­ lace swept the efficiency event with serial number 320, NC15852. Since a Cessna Monoplane had won the event three times, the decision was made to be­ stow the title of the "World's Most Efficient" upon the cantilever creation of Eldon Cessna. Of course, the factory applied the title to their current produc­ tion C-34's although "one third" of the award actually belongs to an AW and in reality should have credited the designer as well. Prior to the award, Clyde and Eldon Cessna had given up control of Cessna Aircraft with Clyde retiring to farming and Eldon moving to Northrup Aircraft in Los Angeles so in reality the de­ signer was no longer associated with Cessna Aircraft. The "World's Most Efficient" slogan was used t)1rough­ out the six years of Airmaster production. During the forty plus years that have passed since the Detroit News Trophy was won for the third time by a "cantilever" Cessna the three airplanes that "brought the bacon home" have gone their separate routes into oblivion. The AW, "Old 99" NC7107, serial #146 eventually found its way into Oklahoma where it appears to have been destroyed in a windstorm. At this writing there is only rumor as to its disposi­ tion - it has been struck from FAA's records and the number 7107 was assigned to AW serial #196 which is currently being rebuilt by a very ambitious young antiquer - with a project like that one must be young at the start - Dave Rawlings of Rio, Wisconsin . If the real "Old 99" ever turns up, its existence would be easy to prove. During the construction of the ship, Eldon Cessna had the fuselage lengthened to com­ pensate for the lighter Warner Engine . This airframe was the only one so modified. Hence, easy identifica­ tion. 10 The second winner of the coveted Detroit News Efficiency Trophy has returned from oblivion at the capable hands of Clyde Boureois, Santa Ynez, Cali­ fornia. Clyde's rebuild of this ship has been recog­ nized as superb by judges at Watsonville, Oshkosh and many fly-ins between those points. It's beauti­ fully preserved for posterity. The third capture of the contest was made by serial number 320, NC15852. This ship eventually went to Canada as CR-BDI. On April 13, 1952, serial 320 was forced down by reasons unknown on Mcinnis Lake, near Sioux Lookout, Ontario, Canada. As far as is known to date, the ship is still there. Either in the lake or on the shore. There must be a fisherman/ antiquer that visits that area of Canada. Just remem­ ber, antique airplanes aren't beirig made anymore. Have at it! To fully understand the development of Cessna's cantilever airplanes one must first examine the model designations assigned to their first production air­ plane, serial #113, through the last single engine pre­ war ship, serial #591 . Clyde Cessna's first ship was a model A equipped with an Anzani Engine (which made it an AA). Engine variants in the A generated the AC, AS, and AW. The second design, the model B, was a model A with heavier spars and gear. The 13 model B's were all produced with the J-5 Wright and ap­ propriately called " BW's". The third model - the " C" - was an enlargement of the NB series. Several were built but not type ce rtificated. Appropriately the fou rth Cessna design was labeled the D series. All of the D models were actually labeled DC-6 Cur­ tiss Challenger Engine. A majority of this series was built with the Wright J-6-9 and J-6-7 as the DC-6A and DC-6B. The next design produced by the Cessna Air­ craft Company was the C-34; the prototype of the Cess na 's first cantilever wing! A series prototype wing on October, 1927. Airmaster series. A number of aircraft were designed and built by Eldon Cessna between the DC and C-34 series. These experimental aircraft contributed to the Airmaster paint shop. C-37 production. virtues of the C-34 but were products of the Clyde V. Cessna Company, a Kansas partnership between Clyde and Eldon. The C-34 model number was simply Cessna, 1934. This was the production year of the prototype design of which 43 were built between late 1934 and January 1937. Re f inements of the de5ign resulted in the C-37 (Cessna 1937) first produced December 8, 1936, the C-38 (Cessna 1938) produced from October 11, 1937 through August 31, 1938, the C-145 (Cessna 145 horsepower) built from September 24, 1938 through April 28, 1941 , and finally the C-165 (Cessna 165 horse power) which was built from April 22, 1939 through August 12, 1941 . Production of this " World's Most Efficient Air­ plane" totaled 184 copies. The breakdown is 42 C-34's; 11 . . • --.. . . ~ ..... - .. ,- ...... ,'J 'u ...... u finish on the Airmaster. C-7 45/C-7 65 wing production. 7939- 7940. 46 C-37's; 16 C-38's; 42 C-145's; and a total of 38 C-165's. ;;;. '!M!iiiiIiir Over the years, engine changes have been made up­ dating the 145 powered ships to the more reliable 165 horsepower Warner, but by far the majority of aircraft (146) were built with the 145 horsepower War­ ner as standard equipment. Only one factory installa­ tion of an engine other than a 145/165 Warner was made - in 1940 General Motors ordered one C-165 .. ..­ to be built with their experimental 175 horsepower, liquid cooled, 2 cycle engine for power. This ship (serial #568) subsequently was converted to the 165 Warner and even later to a spring steel gear: Both conversions were accomplished by the Cessna fac­ tory. The design and production of the Airmaster series can logically be broken into two phases. Th e straight or narrow gear versions include the C-34's and 37's. In January of 1938, the C-38 was introduced which featured the wider, "bowed" gear - the name "Airmaster". Although all versions now carry that label, technically the C-34's and C-37's are not "Air­ masters". A number of other changes were incor­ porated into the C-38, enough to make a definite break .in the description of the details of models produced from 1934 through 1941 . Th e early versions of the C-34 included several features that added to the rather delicate ground handling qualities of these ships. The narrow gear was placed well forward of the center of gravity which made directional stability marginal. Add to that a set of Johnson bar brakes, a non-steerable tailwheel held centered by a shock cord, a very small fin and rudder and you have all the ingredients for head spinning horizontal reversements. A number of the early ships that have survived have been modified to steerable or at least locking tailwheels as well as hydraulic brakes. Only a few of the C-34's are now flying with Static test of Cessna AW cantilever wing. February 1928. the original small fin and rudder. The first few production C-34's had crank operated flaps. This method was quickly modified to a chain and cable system powered by an electric motor. Through the end of production in 1941, Cessna re­ tained electric operation of the flaps except for the 16 C-38's which utilized a hydraulic belly flap. All the C-34's and C-37's had wooden structu re trailing edge flaps. The flaps were hinged on the bottom surface and worked in principle similar to the post-war 120/140 and 170/170A flaps. With the advent of the bowed gear C-38, Cessna engineers developed a large hy­ draulically actuated belly flap quite similar to the Rutan VariEze mechanism. Starting at serial number 450 ­ the first C-145 - and through serial number 591 ­ the last Airmaster - Cessna built the Airmaster with a third type of flap assembly. This was a drag flap mounted on the underside of the wing just forward of the rear spar and inboard of the ailerons. This flap design was carried forward to the post-war 1901195 series airplanes. The reason for Cessna's flap variations are ap­ parent once you fly the ship. The airplane has a very flat glide. Once in ground effect, airspeed bleeds off slowly causing a " float" that reminds you of a Tay­ lorcraft. The trailing edge flaps of course added drag and steepened the approach . Unfortunately, these flaps also added significant lift which in turn did not help decrease the tendency to float. What the air­ plane really needed was pure drag. To accomplish that, Cessna engineers deleted the trailing edge flaps and added a large hydraulic hand pump actuated belly flap to the C-38 series. The aerodynamic purpose was well served but the operation added another hand operation to the pilot's duties - stick, Johnson bar, Cessna C-37, sin 346, April, 1937. and hydraulic pump. The extra handle cluttered an Still licensed and flying in Spokane, already cramped cockpit. The advent of the under­ Washington. wing drag flaps starting with NC14464, the first C-145, was the ultimate solution. Plenty of drag, steeper ap­ proaches, no floating, as well as a simple, lightweight operating mechanism. Except for the landing gear change to the 12 inch wider "bowed" gear with the introduction of the 1938 C-38, the other variation between the first C-34 and final C-165 were subtle and should be considered minor in nature. Many minor changes occurred in -~ the cabin to facilitate pilot and passenger comfort. .. The C-37 featured a four inch wider cabin than the predecessor. With the C-38, the structure support­ ing the instrument panel was moved forward four inches giving the appearance of a larger cockpit. This change caused the size of the windshield and for­ ward side windows to vary. The size and shape of the other cabin windows were also noticeably dif­ Cessna panel. October 1938. ferent. Factory records indicate improvements in C-145 cabin upholstery with the later copies being fur­ nished with plush mohair and bedford cord wools. Other mechanical changes included a locking tail­ wheel on the C-37 and subsequent models and shock mounted removable engine mount. Starting with the C-38 the welded, non-removable mount of the earlier series, and hydraulic brakes introduced on the first C-145. Options available to the customer on all series Airmasters include either: wooden or Curtiss Reed metal fixed pitch propellers and variations of fuel tankage for 35, 45, or 52 V2 gallon capacity. Exterior and interior colors were also left to the customer's

Bob Cummings and his C-37. sin 36 9. This is Bob 's first A irmas ter. Currently owned by Bill Koelling, Grea t Bend, KS. Bob's second Airmas ter w as SN588 NC32455 w hich is still flying in th e Northwest.

Second winner .of Detroit News Trophy sin 307 C-34. Restored by Clyde B. Bouozgeois.

Bob Cummings in his C-37 " Spinach // ". discretion and resulted in a veritable rainbow of old birds have survived the ravages of time, incom­ er, a very competent engineer, feels sure that his ship colors. Many Airmasters were outfitted with the lat­ petency and neglect. Airmaster owners have loosely represents one of the finest combinations of airframe, est in electronic equipment and were often navigated bonded themselves together through the Antique engine and propeller ever produced. On the oppo­ by the beeping A-N ranges through the worst of weath­ Airplane As sociation sponsored Airmaster Club. This site side, one currently popular aviation writer had er. All of these "World's Most Efficient" airplanes club offers social and mechanical support for the the audacity to suggest that the airplane flies like a came normally equipped with electric starter, gen­ survival of the breed. A majority of Airmaster owners truck. We Airmaster owners know he would say a erator, and night flying equipment. are fiercely proud of their possessions and, as a re­ Corvette rides hard! At this writing, approximately fifty of these fine sult, the ownership turnover is quite slow. One own­ 16 SPECIFICATIONS

-----C-145 LANDPLANE----­ Curtiss Fixed Pitch Metal Propeller. Propeller Spinner. PERFORMANCE: English Metric Eclipse, Type Y-150, Direct Electric Starter. High speed, at sea level . 162 m.p.h. 261 k .p.h . Complete Set Pressure Type Cylinder Cooling BafHes. 'Cruising speed, at optimum alti­ Gasoline Fuel Strainer. tude (8,200 ft.) ...... 151 m.p.h. 243 k.p.h. 'I Complete Engine Tool Kit. 'Cruising speed, at sea level . 14 3 m.p.h. 230 k .p.h. I NACA Cowling. Landing speed, with flaps extended 49 m.p.h. 79 k.p.h. I Inner Motor Cowl. Climb first minute ...... 1,000 feet 305 meters I Engine Crankcase Cowl. Cruising Radius (with 521/ 2 U. S. 1 Mixture Control. gallon capacity) ...... 785 miles 1,263 kilometers I Spark Control. Cruising Radius (with 4 5 U . S. gal­ 1 Engine Primer. lon capacity) ...... 675 miles 1,086 kilometers I Throttle. Cruising Radius (with 35 U. S. gal­ 4 Lord Rubber Engine Mount Bushings. lon capacity) ... 525 miles 845 kilometers Stainless Steel Firewall. Gasoline consumption at cruising Steel Exhaust Collector. speed (sea level) ...... 9 1/ 2 gal./ hr. 36 liters/ hr. 'I Engine M anual. Air mileage per gallon at cruising speed (sea level) . 15 miles 24 kilometers ELECTRICAL EQUIPMENT: Service ceiling ...... 18,000 feet 5, 486 meters Exide, Type 6-TS-7 -1, Electrical Storage Battery (19 Ampere 'Cruising speeds at 75 % Horsepower. Hour Capacity). I Cessna Electric Master Switch. WEIG HT DATA: I Cessna Ignition Switch. Gross weight 2,3501bs. 1,066 kilograms 1 Wind Driven Generator (3 112 to 8 Ampere Capacity). 'Empty weight ...... 1,380 Ibs. 626 kilograms 1 Instrument Light Rheostat. Useful load ...... 970 lbs. 440 kilograms 3 Grimes, Type C, Navigation Lights. Pay load ...... 574 lbs. 260 kilograms Complete Set Airplane Wiring. Wing loading . 13 lbs./ sq. ft. 63.4 kilo./sq.m. Complete Set Airplane Conduiting and Junction Boxes. Power loading . 16.2 lbs./ h.p. 7.35 kilo./ h .p. Complete Set Electrical Switches. 'Empty weight guaranteed not to exceed this figure by over 2 %. Starter Solenoid Switch. Complete Set Airplane Bonding and Shielding. AIRPLANE DATA: Type . ... 4-place Cabin Monoplane INSTRUMENTS: Number of engines . 1 1 Compass. 2 Fuel Quantity Gauges Length . 24 ft. 8 in. 7.5 meters Altimeter. (Electric). Span (wing) . 34 ft. 2 in. 10.4 meters Airspeed. Ammeter. Height . 7ft. 2.1i5meters Airspeed Pitot Static Tube. Oil Pressure Gauge. Wing area .. 181 sq. ft. 16.8 ~q. meters Tachometer. I Oil Temperature .Gauge. ' Not included in standard weight of 1,380. STANDARD EQUIPMENT GENERAL EQUIPMENT: -----C-145 SEAPLANE-----­ Fuselage, complete with Engine Mount, Windshield, Windows and Door (Door Lock and Keys provided). (Pertinent float PERFORMANCE: English Metric Fittings are attached and entire Structure Corrosion Proofed High speed, at sea level 145 m.p.h. 233 k.p.h. for Seaplane use.) 'Cruising speed . 130 mp.h .. 209 k.p.h. Wing, complete with Statically and Dynamically Balanced Landing speed, with flaps extended 50 m.p.h. 80 k.p.h. Ailerons. (All Metal Parts are Corrosion Proofed for Sea­ Climb first minute . 650 feet 198 meters plane use.) Cruising Radius (with 52 112 U. S. 2 Wing Flaps. gallon capacity) . 700 miles 1,127 kilometers I Wing Flap Electrical Operating Mechanism. Cruising Radius (with 45 U. S. gal­ 1 Fin and Rudder. lon capacity) . 600 miles 966 kilometers I Stabilizer and Elevator. Cruising Radius (with 35 U. S. gal­ I Set Longitudinal Trimming Tabs (on Elevator). lon capacity) ... 460 miles 740 kilometers 1 Parking Brake System. Gasoline consumption at cruising I Pilot Individual Foot Brake System. speed (sea level) . 9 1/ 2 gal./ hr. 36 liters/ hr. I Automatic Tail Wheel Locking Mechanism. Air mileage per gallon at cruising I Landing Gear with Oildraulic-spring Shock Absorbing Mechan­ speed (sea level) 13.7 miles 22 kilometers ism, 7:50x10 Goodyear Wheels, Hydraulic Brakes. Service ceiling . . . . 14,000 feet 4,268 meters Tail Wheel with 8-inch Streamline Tire and Oildraulic-spring 'Cruising speeds at 75 % Horsepower. Shock Absorbing Unit. 1 Set 6:50x10 Tires and Tubes. WEIGHT DATA: 1 Pilot Seat with Safety Belt. Gross weight 2,550 lbs. 1,159 kilo grams I Co-pilot Seat with Safety Belt. ' Empty weight . 1,635Ibs. 74 3 kilograms I Rear Passenger Seat with Safety Belt (2 Passengers). Useful load . 915 lbs. 4 16 kilograms 4 Cabin Ventilators (all adjustable from Pilot's Seat). Pay load . 574 1bs. 260 kilograms I Fuel System with two Wing Tanks - total fuel capacity Wing loading . 14. 1 lhs./ sq. ft. 68.8 kilo./ sq. m. Tanks, 35 gallons. Power loading . 17 .6 lbs./ h.p. 8 kilo./ h.p. Oil System complete with 3 112 gallon Tank. ' Empty weight guaranteed not to exceed this figure by over 2 So . Qua!'t Pyrene Fire Extinguisher. 'I Bauer & Black First Aid Kit. AIRPLANE DATA: I Set Cabin Wall Upholstering (Laidlaw). Type . 4-place Cabin Monoplane I Set Cabin Seat Upholstering (Laidlaw). Number of engines 1 1 I Airmaster Styled Instrument Panel. Length, overall . 26 ft. 5 in. 8.0 meters 1 Set Dual Controls. Span (wing) . 34 ft. 2 in. 10.4 meters I Complete Set Tie Down Lugs. Height (from water line) 7 ft. 6 in. 2.28 meters 'I Engine Log Book. Wing area 181 sq. ft . 16.8 sq. meters 'I Aircraft Log Book. 'I Airplane Manual. STANDARD EQUIPMENT GENERAL EQUIPMENT: POWER PLANT AND ACCESSORIES: Fuselage, complete with Engine Mount, Windshield, Windows Warner 7-Cylinder Radial Air Cooled Engine, 145 H .P. (it 2050 and Door (Door Lock and Keys provided). (Pertinent float r.p.m. '-I Fittings are attach..d and entire Structure Corrosion Proofed WEIGHT DATA: for Seaplane use.) Gross weight...... 2,350Ibs. 1,066 kilograms 1 Emergency Exit, left side cabin. *Empty weight ...... 1,400Ibs. 635 kilograms 1 Pair Edo Model 2425 Floats, complete with Water Rudders. Useful load . 950 Ibs. 431 kilograms 1 Water Rudder Lift Control. Pay load ...... 5741bs. 260 kilograms 1 Complete set Water Rudder Control Cables and Rudder Lift Wing loading... 13 Ibs./ sq. ft. 63.4 kilo./ sq.m. Cables. Power loading . 16.2Ibs./ h.p. 7.35 kilo./h.p. 1 Complete set Float Attachment Struts and Wires. *Empty weight guaranteed not to exceed this figure by over 2 % . 1 Set Strut Steps. 1 Complete Float Strut Fairing Assembly. AIRPLANE DATA: 1 Auxiliary Seaplane Vertical Fin. Type ...... 4-place Cabin Monoplane 1 Wing, complete with Statically and Dynamically Balanced Number of engines . 1 1 Ailerons. (All Metal Parts are Corrosion Proofed for Sea­ Length . . .. . 24 ft. 8 in. 7.5 meters plane use). Span (wing) . 34 ft. 2 in. 10.4 meters 2 Wing Flaps. . Height . 7 ft. 2.125 meters 1 Wing Flap Electrical Operating Mechanism. Wing area . 181 sq. ft. 16.8 sq. meters 1 Fin and Rudder. 1 Stabilizer and Elevator. STANDARD EQUIPMENT 1 Set Longitudinal Trimming Tabs (on Elevatoc). 1 Parking Brake System. GENERAL EQUIPMENT: 1 Pilot Individual Foot Brake System. Fuselage, complete with Engine Mount, Windshield, Windows :t Automatic Tail Wheel Locking Mechanism. (For auxiliary land­ and Door (Door Lock and Keys provided). (Pertinent Float plane use.) Fittings are attached and entire Structure Corrosion Proofed 1 Landing Gear with Oildraulic-spriag Shock Absorbing Mechan­ for Seaplane use.) ism, 7: 50x 10 Goodyear Wheels, Hydraulic Brakes (for auxiliary Wing, complete with Statically and Dynamically Balanced Landplane use). Ailerons. (All Metal Parts are Corrosion Proofed for Sea­ 1 Set 6: 50x 1 0 Tires and Tubes (for auxiliary Landplane use). plane use). 1 Tail Wheel with 8-inch Streamline Tire and Oildraulic-spring 2 Wing Flaps. Shock Absorbing Unit (for auxiliary Landplane use). 1 Wing Flap Electrical Operating Mechanism. 1 Pilot Seat with Safety Belt. Fin and Rudder. 1 Co-pilot Seat with Safety Belt. Stabilizer and Elevator. 1 Rear Passenger Seat with Safety Belt (2 Passengers). Set Longitudinal Trimming Tabs (on Elevator). 4 Cabin Ventilators (All Adjustable from Pilot's Seat). Parking Brake System. Fuel System with two Wing Tanks - total fuel capacity both Pilot Individual Foot Brake System. Tanks, 35 gallon. Automatic Tail Wheel Locking Mechanism. 1 Oil System complete with 3 1/2 gallon Tank. Landing Gear with Oildraulic-spring Shock Absorbing Mech­ 1 Quart Pyrene Fire Extinguisher. anism, 21-inch Hayes Streamline Wheels, Hydraulic Brakes. "I Bauer & Black First Aid Kit. Set 21-inch Streamline Tires and Tubes. 1 Set Cabin Wall Upholstering (Laidlaw). Tail Wheel with 8-inch Streamline Tire and Oildraulic-spring 1 Set Cabin Seat Upholstering (Laidlaw). Shock Absorbing Unit. 1 Airmaster Styled Instrument Panel. ** 1 Pilot Seat with Safety Belt. 1 Set Dual Controls. *' 1 Co-pilot Seat with Safety Belt. 1 Complete Set Tie Down Lugs. * * 1 Rear Passenger Seat with Safety Belt (2 Passengers). "I Engine Log Book. 4 Cabin Ventilators (All Adjustable from Pilot's Seat). "I Aircraft Log Book. Cabin Hearer. "I Airplane Manual. Set Camera Floor Apertures (Arranged to Customer's Speci­ fications). POWER PLANT AND ACCESSORIES: 1 Cameraman's Seat. 1 Curtiss Fixed Pitch Metal Propeller for Seaplane use. 3 Auxiliary Pilot Vision Windows. (Other Power Plant Accessories same as C-145 Landplane.) 1 Fuel System with two Wing Tanks and one Auxiliary 171/ 2 U. S. gallon Gasoline Tank - total capacity 52 liz gallons. ELECTRICAL EQUIPMENT- (Same as C-145 Landplane.) Oil System complete with 3 1/2 gallon Tank. INSTRUMENTS - (Same as C-14 5 Landplane.) Quart Pyrene Fire Extinguisher. *1 Bauer & Black First Aid Kit. "Not included in standard weight of 1,635. 1 Set Cabin Wall Upholstering (Laidlaw). 1 Set Cabin Seat Upholstering (Laidlaw). 1 Airmaster Styled Instrument Panel. -----C-14S PHOTOPLANE----­ 1 Set Dual Controls. PERFORMANCE: Eng/ish Metric 1 Complete Set Tie Down Lugs. High speed, at sea level...... 162 m.p.h. 261 k.p.h. *1 Engine Log Book. "Cruising speed, at optimum alti­ *1 Aircraft Log Book. tude (8,200 ft.) 151 m.p.h. 243 k.p.h. *1 Airplane Manual. "Cruising speed, at sea level. 143 m.p.h. 230 k .p.h. POWER PLANT AND ACCESSORIES-(Same as C145 Landplane) Landing speed, with /laps extended 49 m.p.h. 79 k.p.h . Climb first minute ...... 1,000 feet 305 meters ELECTRICAL EQUIPMENT - (Same as C145 Landplane) Cruising Radius (with 52 1/2 U. S. INSTRUMENTS: 1,263 kilometers gallon capacity) ...... 785 miles Compass. 2 Fuel Quantity Gauges Cruising Radius (with 45 U. S. gal- Altimeter (Kollsman Sensitive, Type (Electric). 1,086 kilometers Ion capacity)...... 675 miles 176-01,TemperatureCompensated). Tachometer. Cruising Radius (with 35 U. S. gal­ 1 Airspeed. Ammeter. 525 miles .845 kilometers lon capacity) ...... 1 Airspeed Pitot Static Tube. Oil Pressure Gauge. Gasoline consumption at cruising Oil Temperature Gauge. speed (sea level) ...... 9 liz gal./ hr. 36 liters/ hr. Air mileage per gallon at cruising **A complete set of standard passenger seats are provided to facilitate speed (sea level) . . . . 15 miles 24 kilometers immediate conversion back to a standard 4-place airplane; thus Service ceiling ...... 18,000 feet 5,486 meters fitting the airplane for other varied purposes. "Cruising speeds at 75 % Horsepower. *Not included in standard weight of 1,400 SPECIFICATIONS

-----C-165 LANDPLANE----­ WEIGHT DATA: English Metric PERFORMANCE: English Metric Gross weight ...... 2,550lbs. 1,159 kilograms ** H igh speed, at sea level...... 165 m.p.h. 266 k.p.h. *Empty weight ...... 1,655lbs. 752 kilograms *Cruising speed, at o ptimum Useful load ...... 895lbs. 407 kilograms altitude (8200 ft .) ...... 157 m.p.h. 253 k.p.h. Pay load...... 549 lbs. 2 50 kilo~rams *Cr uisi ng speed, at sea level...... 149 m.p.h. 240 k.p.h. Wing loading ...... 14.1 lbs./ sq. ft. 68.8 kilo./ sq.m. Landing speed, with flaps extended 49 m.p.h. 79 k.p.h. Power loading ...... 15.45lbs./ h.p. 7.03 kilo./ h.p. Climb fi rst minute ...... 1,125 feet 34 3 meters *Empty weight guaranteed not to exceed this figure by over 2 %. Cruising radius (with 52 11z U. S. AIRPLANE DATA: gallo n capacity) ...... 72 5 miles 1,161 kilometers (Same as C-1 4 5 Seaplane) Crui sing radius (with 4 5 U. S. gal- Io n capacity) ...... 6 20 miles 1,000 kilometers STANDARD EQUIPMENT Cruising radius (with 35 U. S. gal- Io n capacity) ...... 485 miles 777 kilometers GENERAL EQUIPMENT: Gasoline consumption at cruising (Same as C-1 4 5 Seaplane) speed (sea level) ...... 10.8 gal./ hr. 41 liters/ hr. POWER PLANT AND ACCESSORIES: Air mileage per gallo n at cruising speed (sea level) ...... 13.8 miles 22.2 kilometers 1 Curtiss Fixed Pitch Metal Propeller for Seaplane use. Service ceiling ...... 19,300 feet 5,885 meters 1 Warner 7-Cylinder Radial Air Cooled Engine, 165 H.P. @ *Cruising speeds at 75 % horsepower. 2,100 r. p. m. ** Placarded Vv actual high speed 169 m.p.h. (Other Power Plant Accessories same as C-14 5 Landplane.) ELECTRICAL EQUIPMENT: W EIGHT DATA: (Same as C-1 4 5 Landplane) Gross weight...... 2,350 Ibs. 1,066 kilograms *Empty weight ...... 1,400Ibs. 635 kilograms INSTRUMENTS: Useful load ...... 9501bs. 430 kilograms (Same as C-1 4 5 Landplane) Pay load...... 574 Ibs. 260 kilo~rams Wing loading ...... 13 Ibs./sq. ft. 63.4 kilo./ sq.m. Power loading ...... 14.2 Ibs./ h.p. 6.45 kilo./h.p. -----C-165 PHOTOPLANE----­ AIRPLANE DATA: PERFORMANCE: T ype ...... 4-place Cabin Monoplane Number o f engines ...... 1 1 (Same as C-165 Landplane) Length ...... 25 ft. 7.62 meters AIRPLANE DATA: Span (wing) ...... 34 ft. 2 in. 10.4 meters (Same as C-165 Landplane) Height...... 7 ft. 2.125 meters W ing area ...... 181 sq. ft. 16.8 sq. meters WEIGHT DATA: English Metric STANDARD EQUIPMENT Gross weight...... 2,350Ibs. 1,066 kilograms *Empty weight...... 1,420 Ibs. 644 kilograms GENERAL EQUIPMENT: Useful load ...... 930 Ibs. 422 kilograms (Same as C- 145 Landplane) Pay load...... 5741bs. 260 kilo~rams POWER PLANT AND ACCESSORIES: Wing loading ...... 13. lbs./ sq. ft. 63.4 kilo./ sq.m. Power loading ...... 14.2 Ibs./ h.p. 6.45 kilo.jh.p. 1 Warner 7-Cylinder Radial Air Cooled Engine, 165 H.P. @ 2100 "Empty weight guaranteed not to exceed this figure by over 2 %. r. p. m. (Other Power Plant Accessories same as C-145 Landplane.) STANDARD EQUIPMENT ELECTRICAL EQUIPMENT: GENERAL EQUIPMENT: (Same as C-145 Landplane) (Same as C- 145 Photoplane) INSTRUMENTS: POWER PLANT AND ACCESSORIES: (Same as C-145 Landplane) 1 Warner 7-Cylinder Radial Air Cooled Engine, 165 H. P. @ 2,100 r. p. m. -----C-165 SEAPLANE----­ (Other Power Plant Accessories same as C145 Landplane.) PERFORMANCE: English Metric ELECTRICAL EQUIPMENT: High speed, at sea level ...... 151 m.p.h. 24 3 k.p.h. (Same as C-1 4 5 Landplane) *Cruising speed ...... 135 m.p.h. 217 k.p.h. Landing speed, with flaps extended 50 m.p.h. 80.5 k.p.h. INSTRUMENTS: Climb first minute ...... 730 feet 222 meters (Same as C- 145 Photoplane) Cruising radius (with 521/ Z U. S. gallon capacity)...... 650 miles 1,04 5 kilometers Cruising radius (with 4 5 U. S. gal­ lon capacity)...... 560 miles 900 kilometers Cruising radius (with 35 U. S. gal­ lon capacity) ...... 4 30 miles 693 kilometers Gasoline consumption at cruising ---e--­ speed (sea level) ...... 10.8 gal./ hr. 4 1 liters/ hr. Air mileage per gallon at cruising speed (sea level) ...... 12.5 miles 20.1 kilometers Service ceiling ...... 15,000 feet 458 meters *Cruising speeds at 75 % Horsepower.

CESSNA AIRCRAFT co. WICHITA KANSAS U. S. A.

Cable Address : CESSCO. Wichita co By Th omas E. Lowe Stearman Res torers Association, In c. 823 Kingston Lane Crys tal Lake, IL 60014 natlona Stearman The 7th National Stearman Fly-In was held at Gales­ burg, Illinois during September 6-10, 1978 and enjoyed the greatest success since its inception with a total of 64 Stearmans attending from all corners of the U.S. In addition, numerous other antique, warbird, home­ built and modern aircraft swelled the ranks to help provide an interesting and diverse fly-in for every­ one. All previous Stearman Fly-Ins had been three day affairs, but since a larger number of Stearmans always seemed to arrive one or two days early each year, it was decided to expand the 1978 event to five days. However, this year was no different as the (Photo by Kenneth D. Wilson) first arrival was John McCormick and John Hooper Stearman PT-27, N66442, restored to Canadian markings from New Orleans, Louisiana who landed their Stear­ b y Charles Andreas and Byron Fredericksen received the man N2S-5 at Galesburg on Saturday, September 1, a SRA award for the Best Stearman PT. . full five days before the fly-in officially opened. They later flew to Harvard, Illinois to spend some time at Dacy Airport, the home of numerous Stearmans and other antiques, and then returned again on Tuesday. By Tuesday evening ten Stearmans were already at Galesburg getting the fly-in off to another great early start. Wednesday was the first official day of the fly-in , however, no special events were scheduled except for whatever flying anyone cared to do. There was quite a bit of local flying, buddy rides, formation flights and throughout the day more Stearmans arrived in­ cluding several groups of Stearmans that had flown into Galesburg together. By that evening 21 Stear­ mans were lined up in the grass. Thursday morning was spent in local flying and in renewing old friendships and making new ones. At noon most of the Stearmans flew the short distance west to Monmouth to eat lunch at the Prime Beef Festival in progress on the airport grounds and to watch or participate in the first Stearman aerobatic contest scheduled for that afternoon. The Stearman aerobatic contest was planned to be a low-key, fun affair not restricted by the usual requirements of a formalized lAC type contest. It was to be a free style event, the pilot flying whatever combination of ma­ neuvers that he wished, with the only requirement being to remain above 1500 feet AGL. Only five pilots could be talked into displaying their skills, John M c­ Cormick, Jack Ruhlin , Dick Baird, Jim Leahy, and Tom Lowe, three of which had never before flown in any kind of aerobatic contest whatever. The airplanes 20 (Photo by represented the entire range of Stearmans, stock Con­ Kenneth D. Wilson) tinental and Lycoming powered models, plus a 300 Custom 300 Ly­ hp and 450 hp modified Stearman. Several Stearman coming powered pilots volunteered to se rve as the judges and each Stea rm an N2S-5, pilot put on an interesting display of aerobatics. It N77636, was turned out to be a fun event and hopefully more pilots flown from New will participate in the future. Orleans, LA by At 6:00 P.M. ten Stearmans flew a formation flight Harry Thomas. over Galesburg and by sundown 39 Stearmans were present. Later that evening a cocktail party was held at the Holiday Inn where the socializing was en­ hanced by wild flying stories that grew more unbe­ lievable as the evening wore on. Movies and slides of previous Stearman Fly-Ins were shown and en­ joyed by all. The beautiful weather that had graced Galesburg and most of the re st of the country continued on Fri­ day and the day was filled with local flights, fly-bys, (Photo by Kenneth D . Wilson) formation passes, photo sessions and all the associ­ Stearmans in flight ated activities that normally ensue during a fly-in. over the Galesburg By evening, the grass area of the airport was vir­ countryside include tually overflowing with Stearmans and when the last Dick Schlegel's Stear­ prop swung to a halt, 57 Stearmans were counted man PT-17, N59737, reposing together in the grass. That evening all the Tom Lowe's Stearman fly-in participants enjoyed a fine fish and chicken N2S-3, N66417, and dinner at the Galesburg American Legion Post. Gary Austin's Stea r­ Saturday began bright and early with the tradi­ man N2S-3, N4GA. tional dawn patrol flight to Monmouth, Illinois for breakfast at the airport compliments of the Mon­ mouth Pilots Association. In the cool, damp dark­ ness of pre-dawn pilots and passengers alike strug­ gled to shake off the effects of a too short night's sleep as they removed cockpit covers, pulled props through, added oil, and hunted for the gas truck. Soon the intermittent sputtering of a radial engine broke the silence as it was coaxed into life and quickly settled into a quiet, smooth rumble as all the cylin­ ders began working together. One by one the en­ gines turned over and precisely at official dawn the (Photo by Kenneth D . Wilson) Stearmans began rolling down the runway into the Sam Saxton and Don cool air to be pleasantly surprised at the warm air Dickert flew their all inversion that was encountered just a few hundred white Stearman PT­ feet above the earth. In all, 45 Stearmans circled over 130 from Allentown, Galesburg and flew to Monmouth. What a sight to Pennsylvania. see numerous groups of four or five Stearmans wing­ ing together forming a larger gaggle that seemed to darken the sky against the bright orange glow of the rising sun. The return flight to Galesburg was made in small flights of several airplanes together and in somewhat of a hurry as early morning haze and fog was begin­ ning to thicken and there was concern that the con­ trol zone at Galesburg could possibly go IFR. How­ 21 ever, the visibility remained VFR and on the flight The evening was completed with dinner and awards the attendance to 64, an all time high. That afternoon back AI Stix earned for himself and his Stearman PT-17, presentation in the Galesburg Aviation hangar. Guest a fine professional air show was presented for the N5521 N, the unwanted Hard Luck Award when his speakers were Brigadier General John Conaway, Dep­ public featuring Frank Price, Pete Myers, Jim Leahy, engine began throwing oil all over and the oil tem­ uty Director of the Air National Guard , and Jessie Bob Heuer, Dick Willetts, J. T. Hill and Darwin McClure. perature went sky high. He landed safely at Gales­ Woods, who with her husband owned the Flying Aces By evening most all the Stearmans had departed, burg and subsequent inspection found that the front Air Circus during the 1920's and 30's which was the but a few diehards remained for a couple more days. bearing on the crankshaft had failed, necessitating an longest continuously operating barnstorming air show Five days had been spent having fun and in paying engine overhaul. During the afternoon the flying con­ in history. homage to the history and contributions made by tests were conducted and almost all the Stearman Sunday again began with a dawn patrol, but only one of the greatest airplanes of all time. Ex-WW-II pilots participated. At 4:00 P.M. another mass flight ten Stearmans were blessed with pilots who would Stearman pilots, students and instructors alike, were of Stearmans was made over Galesburg and at 5:00 struggle out of bed so early in the morning two days reunited with the airplane that had meant so much to P.M. the airport was closed for a mini-air show fea­ in a row. Another warm air inversion greeted them them during man's greatest conflict and a lot of new turing Stearmans only. A good exhibition of low­ shortly after becoming airborne and after touring the friends had been made. The 8th National Stearman level aerobatics was given by Dr. Art Lindquist in his Galesburg area they joined the others for breakfast Fly-In is scheduled for Galesburg, Illinois on Sep­ 300 hp 1937 Stearman, Jim Leahy in his stock 220 Con­ in the hangar. Throughout the morning many of the tember 5-9; 1979. Anyone with any interest whatever tinental N2S-3, and Bob Heuer in his 450 hp custom Stearmans departed beginning their long treks home, in Stearmans is cordially invited. Stearman. but one new arrival did land Sunday morning to bring 22 BORDEN'S AEROPLANE POSTERS FROM THE 1930'S

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Article Number 2, Poster N umber 2, Series Number 1 The New 15 Passenger Curtiss-Wright Condor Transport Wright Condor Transport offered its passengers in Collectors obtained their posters by submitting By Lionel Sa lisbury 1933. proofs of purchase of tins of Borden's Malted Milk. 7 Harper Road This is poster number two, from series number A total of 19'photos were offered. Reprinted through Brampton, Ontario one, of the Borden Company posters, that were pub­ the courtesy of the Borden Company. Canada L6W 2W3 lished in 1936. The three-view drawing is reproduced full size from the back of the poster. The description Imagine! A passenger aircraft that includes a lava­ reproduced is also from the back of the item. The NEXT MONTH - Poster number 3, of series number 1 ­ tory complete with mirror, hand basin with running originals were printed on a stiff card , approximately Captain Frank Hawks' Northrop Gamma Th e Texaco Sky­ water and a vanity case! That's what the Curtiss- 19" x 11 /1 , and were published in black and white. Chief. 23 NEW 15 PASSENGER 1933 CURTISS-WRIGHT CONDOR TRANSPORT

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The new Condor has been designed and built to The power plants used consist of two of the new hour and a cruising speed of 145 miles an hour while meet the requirements of transport operators who geared 9 cylinder air-cooled Wright Cyclone R-1820F the landing speed is approximately 10 miles slower today are demanding more speed and comfort for engines, rated at 700 horsepower each at 1900 rpm. than that of current tri-motor transports. the flying public. In addition to supplying additional These engines recently placed on the market weigh Entering the cabin from the side, the passenger speed , the Curtiss-Wright Airplane Company in build­ only 1.22 pounds per horsepower and have a diameter finds the seats arranged in three rows abreast and ing this new Transport have likewise increased the of 53 34 inches. These new lightweight per horsepower five deep facing forward . There is a twelve inch aisle comfort and safety of air travel. engines give the Condor a top speed of 170 miles an between the seats which are high backed and re­ 24 clinable with deep upholstering. Cabin walls are fitted with sockets for tables to be used for serving meals, writing letters, or for businessmen in writing reports, etc., while enroute. Some of the chairs in the cabin may be reversed in order to play bridge or to carry on conversation with greater ease. Safety belts pro­ WATKINS SKYLARK X-470E vided are of a new type adjustable to the girth of the passenger and readily openable. The cabin interior is finished with a combination of fabric and leather. Refinements in passenger accommodations include By Cedric Ga lloway The fuselage is of reinforced shell and steel tub­ a lavatory complete with mirror, hand basin with run­ 14624 Willow Street ing construction, fabric covered. The wings are of ning water and vanity case. Each seat has a call bell Hesperia, CA 92345 the conventional type - two box spars and built-up for steward service, and there are ash trays, coat racks, (Photo Provided by th e Author) truss ribs. The wings are likewise covered with fabric. and magazine racks. Tables for writing or card games The plane has a fuel capacity of 20 gallons and an may be fitted into the wall sockets mentioned pre­ oil capacity of 3 gallons. The Skylark was designed by viously and provision is made for serving meals en­ Wallace C. "Chef' Cummings. route. The pilots' compartment in the extreme nose of A visiting aircraft to any airfield is bound to create WATKINS SKYLARK X-470E SPECIFICATIONS a great deal of interest. When this unusual low wing the ship is entered through the passengers' cabin. Span ...... 37 ft. open cockpit monoplane landed at the Braley School Location and large windows give unsurpassed vision. Length Overall ...... 23 ft. 6 in. Side and front windows slide fore and aft, giving free of Flying field in Wichita, Kansas, I grabbed my brownie box camera and was on hand as he taxied Height Overall ...... 6 ft. 5 in. vision in rain . The instrument board, containing all Chord ...... 4 ft. 9'in. instruments required by the Department of Commerce, up to the flight line. In 1930 such an airplane was not seen very often. Total Wing Area ...... 175 sq. ft. is mounted on rubber to insure vibrationless opera­ Elevator Area ...... 13.8 sq. ft. tion. Blind flying aids include the Sperry artificial The pilot had stopped in for gas and a stretch be­ fore continuing his cross-country flight. Having been Weight Empty ...... 885 Ibs. horizon and direction gyro. The wing area, including Useful Load ...... 465 Ibs. ailerons, is 1208 square feet. Wings are of all metal at the school but a short time, I didn't know that the Skylark had been built right there in Wichita. Gross Weight Loaded ...... 1,350 Ibs. construction with ribs of duralumin spaced about ten Wing Loading ...... 7.7 Ibs. per sq. ft. inches. Mail and baggage is carried underneath the A notice printed in the Wichita Eagle describes the plane: ­ Power Loading ...... 20.7 Ibs. per hp fuselage, not in the wing. Ample space is provided for High Speed ...... 103 mph Another new airplane being produced at Wichita, radio equipment to the rear of the pilots' seats. Ex­ Cruising Speed ...... 80 mph ternal lights include two landing lights and three Kansas, is the Watkins Skylark, a two-place open cock­ pit monoplane manufactured by the Watkins Aircraft Climb ...... 725 ft. per min. navigation lights. Inside lighting comprises both dome Service Ceiling ...... 13,000 ft. lamps and individual reading lights'. Company. This ship, a low-wing land monoplane, is powered with a 5-cylinder LeBlond radial air-cooled Absolute Ceiling ...... 16,000 ft. Fuel Consumption ...... 20 mpg A su mmary of the performance data and character­ engine rated at 60 horsepower at 1,900 revolutions per minute. istics of the new Condor is as follows: It has been stated that about 10 Skylarks were built. Length Overall ...... 48 ft. 10 in . Height Overall ...... 16 ft. 1 in . Wing Span ...... 82 ft. Climb at Sea Level ...... 850 ft. per minute Service Ceiling ...... 15 ,500 ft. Absolute Ceiling ...... 17,500 ft. Top Speed ...... 170 mph Cruising Speed ...... 145 mph Range at Cruising Speed ...... 560 miles Gasoline Capacity ...... 300 gallons Power Plants ...... 2-700 horsepower R-1820F Wright Cyclones Carries 15 passengers, 2 pilots, 450 Ibs. of baggage and express and 200 Ibs. of mail , a total payload of 3200 pounds. 1.. I~rl"I'I~11S Classifieds Officers 8. Members of EAA Chapter 610 FOR THE COMPLETE Good morning: AERONCA 0-58B, 1943 " Defender" 3000TI, Good Con­ It is an accepted fact that the EAA has a most outstanding exhibit of historical aircraft dition, Fabri c Poor. Continental 65 hp recent over­ AVIATION LIBRARY representing the pioneer development of aero­ haul. License d until August 1979. Asking $3500.00. nautics and it would seem most appropriate Call 319-267-2721 days or 319-267-2673 nights and week­ at this period of the EAA in its effort to keep ends or write Jim Shepard, 503 N . Main St., Allison, the history of aviation accurate, to now con­ Iowa 50602. sider the proper recognition of those aviation THE pioneers who truly contributed to the tech­ nical design and construction of the airplane Wanted: 3-D, 35mm slide projector or viewer. Con­ FLYING AND GLIDER MANUAL and its power plant and not neglecting to rec­ tact David Gustafson, EAA Headquarters, Box 229; ognize those who contributed and "spark Hales Corners, WI 53130 (414 /425-.4860). FOR: 1929 plugged" the airplane by the fantastic books which have been compiled covering the tech­ 1930 nical factors of the airplane and its engine 1931 through the progressive development stages. There are many who have noted with much 1932 interest the omission of so many contribu­ tors to the development of the airplane in na­ 1933 tional recognition which surely has been strangely neglected. 1929-1933 MISCELLANY The EAA consists of a strong membership $2.50 Each Post Paid and if perhaps EAA Chapter #610 could pre­ sent to acceptance by the Official EAA that a Calendar Of Events national recognition program on a sophisti­ cated status could be established, then avia­ MAY 4-6 - BURLINGTON, NORTH CAROLINA - Spring Fly-In. Planes tion pioneers could be selected for recogni­ to be judged should be on the field by 2 P.M. on the 5th . Awards din­ tion by those who have a knowledge of avia­ ORDER FIVE ner Saturday evening. Sponsored by EAA Antique Classic Chapter #3. tion contribution. For further information contact Geneva McKiernan, 5301 Finsbury The following names are only a few of the Place, Charlotte, North Carolina 28211. AND GET THE neglected aviation pioneers who greatly con­ MAY 20 - ROMEOVILLE, ILLINOIS - 1st Annual Fly-In Breakfast of the tributed their "know how" to the design and year at the EAA building at Lewis University Airport. 7 A.M . to 1 P.M. construction of aircraft. SIXTH ONE For further information contact J. P. Fish , P.O. Box 411, Lemont, il­ Henery Kleckler, right hand man of G. H. Curtiss linois 60439 : Charles L. Lawrance, Aero Engineer MAY 25-27 - WATSONVILLE, CALIFORNIA - 15th Annual Antique Air­ FREE Alfred Verville, Aero Engineer craft Fly-In and Air Show at the Watsonville Airport. Co-sponsored by Ed Heath , Pioneer light plane designer and the Northern Ca lifornia Chapter, Antique Airplane Association and Total Cost For All Six builder Watsonville Chamber of Commerce. For further information contact $12.50 Charles Kirkham, Aero Engineer Earl Swaney, 525 Saratoga Avenue # 3, Santa Clara, Ca lifornia 95050, L. E. Rausenbesger, Aero Engineer (Designer (415) 645-3709 '(days) , (408) 2%·5632 (evenings). of first 12 avo engine in U.S.) JULY 8 - EASTON, PENNSYLVANIA - 3rd Annual Aeronca Fly-In at the Alfred Lawson, " Spark Plug" behind the first Easton Airport. Any and all Aeroncas invited. 10 A.M. to 2:30 P.M . real for sure airliner in U.S. (Rain Date July 15). Contad Jim Polles, (215) 759-'3713 nights and week­ John B. Rathbon, Technical Books on aviation ends. Victor Page, Technical Books on aviation JULY 14-15 - ROMEOVILLE, ILLINOIS - 19th Annual Midwest Fly-In Edward P. Warner, Aero Engineer and Air Show at Lewis University Airport. Shows theme and feature Holden C. Richardson, Aero Engineer will be W .W. I aircraft. Airport will be re-named to add to the illusion Charles H. Day, Aero Engineer of the era. Sponsored by Chapters 15 and 86. For further information A study would be required regarding the contact J. P. Fish , P.O. Box 411 , Lemont, Illinois 60439: procedure of a proper recognition, placing it JULY 28 - AUGUST 4 - OSHKOSH, WISCONSIN - 27th Annual EAA on a sophisticated basis and recognizing of Fly-In. Plan now - it's the greatest show on earth. aviation pioneers who contributed to aviation's OCTOBER 12·14 - CAMDEN, SOUTH CAROLINA - Fly·ln. All divisions, fantastic development. awards will be presented. For further information contact Geneva Order From: EAA Chapter #610 members' interest in the McKiernan, 5301 Finsbury Place, Charlotte, North Carolina 28211. EAA AIR MUSEUM FOUNDATION recognition for aviation pioneers surely is an Sponsored by EAA Antique Classic Chapter #3. BOX 469 SEPTEMBER 5·9'- GALESBURG, ILLINOIS - 91h Annual Stearman Fly·ln. interest that coincides with the EAA preserva­ HALES CORNERS, WI 53130 tion of yesterday's fantastic aircraft. Anyone with any interest in Stearmans is cordially invited. For further Here is wishing EAA Chapter #610 luck in information contact the Stearman Restorers Association , Inc., 823 presenting the plight of aviation pioneers to Kingston Lane , Crystal Lake, Illinois 60014. the Official EAA Board. SEPTEMBER 27·30 - TULLAHOMA, TENNESSEE - 1st Annual Fly·ln. Plan Best of good wishes, now for the greatest show on ea rth . Ray A. Watkins 26