THE PRESIDENT'S PAGE

By E. E. "Buck" Hilbert President, Antique-Classic Division

(Photo by Ted Koston)

Great News! The Door Is Opened

At the last EAA Board of Directors meeting the decision was made to allow membership in the Antique-Classic Division without mandatory EAA membership. Now how about that? This will open the door for the guy who can't really shell out that extra money, and it'll also ease the mind of a few people who feel that the mandatory membership is against their prin­ ciples. This move, the deletion of mandatory EAA membership; was for our benefit, to give greater freedom to the Division and give a lot more guys the opportunity to participate. This will break down some walls, for sure, and allow for people to participate without the feeling of taint. In talking to people over the past couple of years, I was often beleaguered for a reason why the prospective member had to join EAA in order to join the Division. The resultant attempt to explain all that EAA is, and is doing, was more than some could understand. I see the opportunity now for one to join the Division and then take time to learn more about EAA and then make up his mind as to whether or not he wants to join. I had mixed emotions about this because in my everyday dealings with EAA Headquarters, I see how important EAA is to the survival of sport aviation as we know it today. I see the rapport that has been built up over the years with other organizations both private and federal. I see the effort to sell aviation, softly or hard as the occasion demands, the meet­ ings at Headquarters to enable all interested parties to discuss and discourse their mutual problems and work out equitable solutions. Putting together all these things that EAA is doing everyday for you and for me, for aviation, makes me feel like I HAVE to belong, and so I do ... and I will ... and I know the majority of you will, too.

HOW TO JOIN THE ANTIQUE-CLASSIC DIVISION

Membership in the EAA Antique-Classic Division is open to all EAA members who have a special interest in the older aircraft tJ:tat are a proud part of our aviation heritage. Membership in the Antique­ Classic Division is $10.00 per year which entitles one to 12 issues of The Vintage Airplane published monthly at EAA Headquarters. Each member will also receive a special Antique-Classic membership card plus one additional card for one's spouse or other designated family member. Membership in EAA is $15.00 per year which includes 12 issues of SPORT AVIATION. All mem­ bership correspondence should be addressed to: EAA, Box 229, Hales Corners, Wisconsin 53130.

2 Photo by Ted Koston VOLUME 3 - NUMBER 2 FEBRUARY 1975 TABLE OF CONTENTS

Cantilever Cessnas .. . Gar Williams ...... 4 Four And A Half Days ... In A 50 HP Cub?? . . . Robert G. Elliott ...... 10 Reminiscing With Big Nick . .. Nick Rezich ...... 15 Antique Treasure Hunting .. . J. R. Nielander ...... 20 Around the Antique-Classic World ...... 22

ON THE COVER - Willy Benedict's Monocoupe. BACK COVER - Wedell-Williams racer. Photo by Ted Koston Photo by Lee Fray

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

PRESIDENT - VICE PRESIDENT E . E . HILBERT J . R. NIELANDER . JR. 8102 LE ECH RD. P O B OX 24 64 UNIO N . ILLINOIS 60 180 FT. LAUDER DALE. F LA .

SECRETARY TREASURER RI C HARD WAGNER GAR W . WILLIAMS, JR. BO X 181 9 S 135 AERO DR., RT. 1 LYONS. WIS . 53 148 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, N. 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 Whitehall Dr. Northridge, Calif. 91324 Mequon, Wisc. 53092 Indianapolis, Ind. 46234 Dallas, Texas 75229

DIVISION EXECUTIVE SECRETARY DOROTHY CHASE . EAA HEADO UARTE RS

THE VINTAGE AIRPLANE is owned exclusively by Antique Classic Aircraft, Inc. and is published monthly at Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130 and Random Lake Post Office, Random Lake, Wisconsin 53075. Membership rates for Antique Classic Aircraft, Inc. are $10.00 per 12 month period of whi ch $7.00 is for the subscription to THE VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc., Box 229, Hales Corners. Wisconsin 53130 Copyright © 1975 Antique Classic Aircraft, Inc. All Rights Reserved .

3 CANTILEVER CESSNAS

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

Clyde Cessna winds up the inertia starter on his first· Cantilever airplane.

4 THE MODEL I A' a 225 Wright J-5 . With the addition of a closed cock­ pit, this racing version would run along at nearly 150 Engineering progress - it's amazing how many ad­ mph! Further refinements to the second prototype vances have been made with light aircraft in the past added windows in the cabin. The Wright was replaced fifty years. Take Cessna as an example - their sleek new with an Anzani 120 hp engine - the configuration now Skyhawks whizz along at some 130 miles per hour carry­ was that which went into production. ing four people in plastic comfort on some 150 Williams­ Early in 1928 Cessna began in earnest to get the new port horses. Yesterday - many yesterdays ago - the 'A' in production. His major effort was to have the De­ company was producing their Model 'A' which zipped partment of Commerce certify the airplane for com­ through the air with four people - howbeit somewhat mercial production. While a detailed stress analysis was chummy - at 110 on 110. Do I remember right - wasn't being made, Clyde began building and selling the ship that early version of the Skyhawk (the straight tailed with the certificates pending. The first certificate, 172) about a 110 mph airplane on 145 Muskegon horses? Number 65, was issued, after considerable delay, for the Sure, you say - but there have been advances. Just Anzani powered Model'AA'. Several weeks later, Type look at that beautiful training wheel up front - helps Certificate Number 72 was issued on September 7, 1928 so much in snow and mud. And all metal - strong and to the Warner variant - the Model 'AW'. At that time, enduring - but why the struts? Electronics - even the those built with the type certificate pending were made student can navigate from Fort Worth to Dallas pro­ available for modifications to allow compliance with the viding the fuse holds. Yes sir - since 1928 we've come a regulations. This then removed operation restrictions. long way - tailwheels - round engines - cantilever The most popular version of the 'A' was the 110 Warner wings - pilotage - just memories to most - unknown powered version. Production began in August 1928 and to many! ran through 1929 with April of '29 peaking at a reported One must spin back through years of yesterdays to rate of 18 per month. This didn't hold for long for the get to the Cessna Model A. Late in 1927 Clyde Cessna A W was phased out in favor of the new larger DC-6 figured he could do as well as any Dutchman and build series and subsequent 'Chief and 'Scout' versions. A a wing without struts. Clyde's analogy was to compare total of 48 of the A W' s were built between 1928 and 1930. his wing to the Creator's tree limb - "You don't see Other versions of the A included the previously men­ struts or wires on that!" His first cantilever monoplane tioned Anzani 'AA', the Siemens-Halske 125 hp AS, the carried a favorite name - the Comet. Many years earlier 130 hp Comet 'AC', and the 150 Axelson powered 'AF'. another monoplane - with wires - was designed, built Production counts on these totaled 14 AA's, 3 AS's, 1 AC, and named by Clyde - the Comet of 1917. His new and 3 AF's. Comet carried four with impressive performance. An in teresting varian t of the 'A' model was type Impressive enough to interest investors in forming a certificated on December 16, 1928 as the ' BW' . The BW company to build more copies of this 120 horsepower was intended to be a 'beefy' version of the 'A' series Anzani speedster. Always the experimenter, while with the 'beef' coming from the installation of a 220 the new factory was being built Clyde continued work hp Wright J-5 . Problems in certifying the ship arose due on a second design, similar to the Comet, powered with to an intended higher gross weight. The CAA wouldn't

(From Cessna Guidebook) The first cantilever Cessna - simply designated "Cessna DeSign No. 1". It was completed on August 10, 1927. Power is a 90 hp Anzani. That's Clyde Cessna in the cockpit.

5 (Photo by Jack Cox) West Wind III, A Cessna AW owned by Skeeter Carlson of Spokane, Washington . buy the gross weight increase without a complete Or speak to an Antiquer about the Chief in your hangar recalculation of the stress analysis. Unwilling to do this, and he'll immediately think Aeronca. Considering the pop­ Cessna decided to remove one of the front seats. Twelve ularity of Cessna, it's somewhat amazing to find how copies of the three place BW were built. little is known of the ancestory of the current tin whizzes. Construction of Clyde's cantilever monoplane The DC-6 series was derived from the popular Model embodied no materials or features unknown to the industry 'A' and an almost one of a kind six place Model CW-6. at that time. The wing was the impressive part of the While the AW production was going strong during 1928, structure in size as well as design detail. The heart of Clyde Cessna's interest turned to a larger more comfort­ the wing was a fairly simple box spar very much like the able design and the result rolled out on November 1, Dutchman's Fokker D-VII which was produced to clear 1928 as the six place Model CW-6. The white and red the skies of Nieuports eleven years earlier. The ribs were cantilever monoplane was powered by a 225 Wright J-5. built up of plywood with spruce diagonals and cap strips. This 43' 6" span ship had a rather colorful career. After The leading edge was completely covered with plywood being displayed at the 1929 automobile show in Detroit, to produce the 'D tube' structure so effectively used on the ship was confiscated by the Mexican Government many airplanes built since then. The airfoil of the 40 foot while on a demonstration tour through Mexico. Although span wing was a modified M-12. No dihedral was used eventually paid for the airplane, Cessna's CW-6 prototype and the wing was bolted directly to the top of the fuselage was gone forever. An interesting sidelight was that the with zero incidence. The fuselage was built up of welded ship was reportedly converted to a bomber by the Mexi­ steel tubing and used a very minimum of stringers to can Air Force and helped crush the Revolution. From this shape the sides. The gear was simple and included a design emerged the first production DC-6, a 170 hp Curtiss shock cord mechanism which was carefully recessed into Challenger powered four place monoplane. The DC-6 the belly. With a tread of over seven feet and large received Type Certificate Number 207 on August 19, 1929. wheels it must have been a gentle ship on the ground. An interesting development of the CW-6 airframe. evolved in 1929 as the CPW-6. In May of 1929 Cessna PERFORMANCE built a two place endurance racer for the winner of the Powerplant ...... 110 Warner San Francisco to Honolulu Dole Air Derby - Art Goebel. Maximum Speed ...... 130 mph The Goebel Special utilized a CW-6 airframe and a 420 Cruising Speed...... 110 mph horsepower Pratt & Whitney Wasp. This impressive Landing Speed ...... 42 mph cantilever monoplane spanned 43' 4", was slightly over Cruising Range ...... 650 miles 30 feet long and grossed at 4250 pounds with over 600 gallons of fuel in the modified CW-6 fuselage. The fuse­ lage had been rounded out to streamline the fully THE 'DC-6' cowled P&W and enclose the monstrous fuel tanks. The one race that Art Goebel entered the ship in - a cross Talk to a modern Cessna dealer and casually ask the country race between San Francisco and New York ­ gentleman if he could possibly find a parts book for the was aborted due to leaky tanks. The airplane was sub­ Cessna DC-6 you are restoring. Often that gentleman will sequently returned to Cessna and converted back to the turn to you and politely (possibly) tell you to go see Douglas! second CW-6 only to be destroyed a short time later in 6 The DC-6A "Chief" powered with a 300 hp Wright R-975. This was a big hoss of an airplane and was impressed into military service in WW /I as the UC-77. a hangar fire. Test flights of the prototype DC-6 indicated that more PERFORMANCE horsepower would be helpful for the slightly over 3000 No. Built Engine pound airplane so two additional models were developed. DC-6 5 Curtiss Challenger The DC-6A 'Chief' received Type Certificate Number 243 DC-6A 22 J-6-9 Wright on September 30, 1929. The Chief had a 300 horsepower DC-6B 22 J-6-7 Wright J-6-9 and grossed at 3180 pounds. The 'Scout', an 80 pound lighter version, was labeled the DC-6B and had Gross Cruise Top Speed a J-6-7 Wright up front. It was identical to the Chief 2988 105 mph 130 mph except for the engine installation and received it's type 3180 130 mph 155 mph certificate - Number 244 - on the same September day. 3100 120 mph 145 mph Behind Cessna's interest in turning out these new four place ships was a contractual agreement with Curtiss Flying Service signed back in February of 1929. ELDON'S 'BABIES' Curtiss had approached Cessna with the offer of buying the entire Cessna production of up to fifty aircraft per During the time that Clyde Cessna was building and month. Since their current production was under five selling the popular Cessna AW's and the DC-6 series aircraft per month, the offer and accompanying picture and Scouts, his son Eldon had thoughts centering on painted by the Curtiss representatives was quite attractive what is now considered the 'ultra' light market. As the to the Cessna Board of Directors. Their enthusiasm Cessna Aircraft Company began struggling throug h resulted in the construction of a new plant on an 80 the problems associated with the market crash in 1929, acre site which is the current location of the Cessna Eldon was at work designing and building his first 'light' Commercial Aircraft Division. The new factory began cantilever Cessna, the FC-I. building the DC-6A's and DC-6B's in earnest during the The FC-1 was a 90 horsepower Cirrus powered high summer of 1929. We all know what was forthcoming wing cabin monoplane. The one of a kind Cessna carried late in October of that year - after building 32 of the two side by side and apparently did very well for the series that year the bankruptcy of the Curtiss Fl ying power. As many aspiring aircraft manufacturers found in Service - and many others - left Clyde and his Board 1930, there was not much of a market for any powered of Directors with capacity - but no market - and debt. airplane. Cessna kept bread on the table that year by The following year (1930) saw production down to a building fifty-four of their primary gliders, the CG-2. meager 17 copies of the DC-6 series. Although records Eldon's next attempt at an 'ultra' light was a con­ show that some were made as late as 1935, the new fac­ version of one of those primary training gliders to a tory was in fact practically through with building aircraft powered single place aircraft. Really more than a conver­ for a few years. Cessna reportedly never did go bankrupt sion, the new ship - unlabeled - sported a fully canti­ although during the period 1931 through 1933 did not lever wing, stubby landing gear, and a roaring 25 horse­ build any aircraft. powe r Cleone for power. This ship was also built in 7 ---­,

...

(From Cessna Guidebook) The EC-2 powered by a 30 hp Aeronca E-107A. Two were built. Some of you replica builders ought to consider this slick little airplane as your next project. 1930 and encouraged Eldon Cessna to develop the design further - although the Cleone engine had to go ­ eventu­ ally. 1930 continued as a busy year, in spite of the econo­ mic climate, for Eldon and his baby Cessnas. Records show the next version - the EC-1 ­ to be another single place - this time built from scratch with a 25 hp Cleone - possibly the engine from the converted CG-2 - for power. The evolution of detail design between the con­ verted CG-2 primary glider and the EC-1 speaks highly of the aeronautical genius of the Cessna family. In one short step, Eldon had gone from a crude, ungainly ship to a very attractive single place ultra-light of which three were built. Design development didn't stop there for by early 1932 Eldon had designed and added - this time another seat - and built two Cessna Model EC-2s. This was in the Aeronca C-3 class with the C-3's 30 horsepower engine as a powerplant. Unfortunately, the Board of Directors felt that no airplanes should be pro­ duced and as a result, the present antique and classic world has no examples of what must have been a great - fully cantilever - light aircraft.

Several of the photos illustrating this article are from the CESSNA GUIDEBOOK, Volume 1, by Mitch Mayborn and Bob Pickett. This excellent publication covers the history of Cessna from Clyde Cessna's first modified Bleriot in 1911 through the ubiquitous 150. Extremely rare pictures of the early models are themselves well worth the price of the book. A section on Cessna magazine ads dating from about 1928, reproductions of some Airmaster flight tests from the Sportsman Pilot, three views of most of the important models (including the Cessna racers) and tables of complete specifications of all the various models covered in this volume make the book a valuable research tool for aviation historians and a collector's item for any aviation enthusiast. Cessna Guidebook, Volume 1, is available for $6.95 from Flying Enterprize Publications, I 3164 Whitehall, Dallas, Texas 75229. . 8 BOOK REVIEW I TAUGHT AMELIA TO FLY ­ By Neta Snook Southern, Vantage Press, Inc., New York. 169 pages. $6.95

Neta Snook learned to fly in 1917 - no small feat for the operator of a small airport owned by a budding a young red haired schoolgirl from Illinois. Arriving at aviation designer named Bert Kinner. It was here that her first flying school in Davenport, Iowa, she was shocked Neta Snook met and taught Amelia Earhart to fly . to learn that she and her fellow students would first Aviation was a very small world in the five year have to build their airplane before their flying lessons period in which Neta Snook carved out her flying career. commenced. Unfortunately, before Neta could solo, the Aviation history buffs will recognize a number of familiar school's lone plane crashed, putting all involved out of names among those with whom Neta crossed paths ­ business. Eddie Stinson, Bert Kinner, Glenn Curtiss, Barney Old­ Riding the rails to Hampton Roads, Virginia, Neta field, Waldo Waterman, Donald Douglas. In August of then enrolled in a Curtiss school (where one of her 1922, a now married Neta Snook Southern stepped out instructors was Eddie Stinson). Just before she was to of her Canuck and has never flown since. She lives in solo, the government closed the school by banning civil very active retirement in California today and has pro­ flying in the area because of the troopships disembarking vided us present day aviation enthusiasts with an impor­ daily - those aviators might be spying for the Kaiser, tant documentation of what flying was like in the early you know! 1920s. The fact that Neta was a woman and, therefore, Trasfering to another Curtiss school in Miami (where had to get all her training on her own, as opposed to men she met Curtiss himself one day), Neta was again of the day most of whom were trained by the military, just ready to be turned loose when the government banned provides some new inSights. all civil flying for the duration. Much of the book is devoted to Neta's brief association Undaunted by these almost unreal near-misses, Neta with Amelia Earhart, of course, but I found her own eventually purchased a wrecked Canuck and had it experiences just as interesting ... a delightful little shipped to Iowa where her parents now lived. After the morsel of aviation history from the pre-FAA days when war, she rebuilt the plane and proceeded to solo herself! you got your license through the mail! After a summer of barnstorming, Neta had her -Jack Cox Curtiss shipped to Los Angeles where she shortly became

GRIMES' GOODIES Rare old aviation photos from Don Grimes of Atlanta, Georgia. Right, a Curtiss TS-1. Below, the Navy's C-7.

9 FOUR AND A HALF DAYS • • • IN A 50 HP CUB?? • ,

(Photo by Robert G. Elliott) Refueling of the Cub and the pilots was via a hand-over-hand rope hoist method . .. from a speeding 1937 Ford Convertible. Merrill and Allen had a radio but it rarely worked, causing them to resort to dropping notes. The flight was in conjunction with the New York State Fair so a part of each circuit was over the fair grounds. There a hugh checkerboard was laid out on the ground and pretty girls in bathing suits acted as checkers. Phoenix and Allen played checkers with local champions by dropping notes indicating where they wanted the girls to move.

Editor's Note: Endurance flights were the rage of the flights and were soon sponsoring all sorts of record late 1920s and 1930s .. . until ominous war clouds began attempts. Newspapers and the budding new medium, rolling in to bring a halt to such aerial masochism. radio, could be counted on to give front page coverage Though most flights were conceived as shortcuts to to such flights . . . anything to counter the usual fare of instant fame and, hopefully, fortune for the pilots in­ numbing depression news. volved, they did have some practical value. Having The late 1930s saw a quickening of the pace of record endured a decade of the OX-5's recalcitrant Dixie mags, endurance flights in the lower horsepower classes. This leaky water pumps and brittle rocker arms, the average was the heyday of the Cubs, Taylorcrafts, Aeroncas, et pilot and his potential passengers were understandably al . .. the days when hard times dictated that the average unenthusiastic over the durability of aircraft engines of Joe fly on 50 to 65 hp or forget it. Pilots used to big the 20s. Lindbergh's 33 hour flight across the Atlantic rip snorting Wrights, Pratt & Whitneys, Shakey Jakes was a sensation to pilots accustomed to being forced and round Continentals didn't exactly lovingly clasp the down in every other cow pasture in their Standards and little four-bangers to their busoms, however. Continental, Jennies, and overnight the Wright engine became the Lycoming, Franklin, Menasco, etc. had a selling job to do new standard of reliability. Other engine manufacturers to gain acceptance of their products - so were more were quick to see the publicity value of endurance than willing to underwrite an endurance flight . . or two. 10 In 1937-38-39, the ink certifying one record was hardly FLYING BACHELORS dry before someone else had broken it. The story below tells of one such record enduro flight. Sept. 10, 1938 -Starting May 17 of this year the The story was written in September of 1938 by world's endurance record for flivver pla nes was hung up Robert G. Elliott (EAA 85145), 1227 Oakwood Ave., Day­ by Messrs. Kress and Englert. O n Sept. 2, also of this tona Beach, Fla. 32014. He was living in Syracuse, N. Y. year, NX-20261 , a stock model J-3 Cub, took off from the in those days and worked as a photographer, never infield of the New York State Fair Grounds to hang up a missing a chance to cover an aviation event. I think all record of 106 hrs., 3 min., and 10 sec. Prof. Harold Allen of you will agree the photographs accompanying the and Merrill Phoenix, both of Syracuse, N. Y. , were the two article are spectacular. Also, the story is unedited so that pilots who accomplished this feat. The boys were a little you can enjoy the terms (" flivver planes", etc.) and foresighted, and so they constructed a collapsible bed in phraseology common to the late '30s. Bob Elliott is the rear of the fuselage. The forward part of the bed today an audio/visual specialist for General Electric formed the rear seat when nobody was taking a snooze. in Daytona Beach. Also installed was a two way radio and a few extra instru­ - Jack Cox ments. For a powerpla ne they used one of the new Franklin engines, rating 50 hp.

(Phoro by Robert G. Elliott) Harold Allen, left, and Merrill Phoen­ ix with their record breaking 50 hp Cub. Note the belly tank and the sliding panel in the windshield. The wheel pants and tailwheel were not installed during the record flight.

(Ph oto by Robert G. Elliott) Merrill Phoenix leans out through the sliding hatch built into the wind­ shield. Spark plugs were changed and other engine maintenance was ac­ complished in flight in this manner. Unleaded Sun Oil auto gasoline and automotive spark plugs were used on the record flight . . . probably why it ended in a lake.

11 (Photo by Robert G. Elliott) In this spectacular sequence of photographs, Bob Elliott, riding in the Ford convertible, caught Phoenix and Allen as they eased in for another can of fuel. Wonder what Allen is yelling in the last picture?

12 13 From the very start the boys had trouble. In the first The most etficient ground crew is to be praised for place they had not started to prepare for the flight in their excellent cooperation. They should be given credit time. The takeoff had been slated for the middle morning for making the flight as well carried out as it was. It of Sept. 2. As it was, the takeoff from the Fair Grounds might be noted here that they experienced a tougher time was not until 11:29:50. Original plans were for a takeoff than the two pilots. Circumstance made it necessary for with a full load of gas and supplies, but as the engine was these fellows to always be at the beck and call of Harold not turning up just right the boys just got out with five and Merrill. Whenever the ship flew over the field, they gallons of fuel. At once they headed for the airport where would drive out on the runway and wait to see if the boys they picked up a full capacity of gas, clothing, blankets, upstairs wanted anything. As this got troublesome, they and also their two way radio. The radio, by the way, had were informed that if they wished anything, to fly low not been tested until just before leaving for the fair over the hangar; otherwise, to stay up around a thousand grounds and, as it happened, was a small trouble maker. feet. After this method was installed, things clicked more One specific time that it nearly caused disaster was smoothly. when it went dead. Harold had two ropes with which he To acquire access to the motor to change plugs and hauled up the cans of gas, so he tied the radio up in the to make any necessary minor adjustments, Charles blankets with one of the ropes, and when they came in to Flaherty, a mechanic at the Ward Air Service Hangar, refuel, the ailing radio was lowered to the car. That installed a sliding front windshield. With this the boys maneuver left only one rope in the plane. On the next could easily gain access to the motor, approach the rope fouled on something and as a result A domestic touch was lent to the whole flight by was lost. With only a very few gallons of gas in the tank, Merrill. According to Harold, Merrill would borrow both fellows were indeed required to think fast. Out came Harold's comb to comb his curly blond hair just before a spare coil of safety wire. Onto this was tied some of every refueling. Also, he shaved nearly everyday. the radio wire. Added also were belts, shoe laces and Food was sent up in a large duffle bag along with finally on the end a couple of wrenches as weights. By their liquids. All was packed in waterproof containers. flying low enough, Merrill was able to place the ship so Incidentally they had the best of eats. Some of the time that one of the crew could tie another rope on the end of they would go as much as a whole day on but ice cream. their makeshift affair. These occasions were warranted by those days spent As it was the two boys had every reason in the world battling downdrafts and motor trouble. The difficulty to come down then, but with some gift or other they with the motor was nothing against the engine itself, stayed up. After the first contact was made, every suc­ however, but was just caused by lack of time before the ceeding one seemed to be just routine. Everyone was flight began to iron out all minor ailments. just like clockwork. Downdrafts were another thing that It was the changing of the plugs that brought the whole caused many a headache. Several times it looked as if flight to an end. Tuesday night, Sept. 6, a contact was "Miss Dairylea", as the ship was named, would not rise made at about nine o'clock. The radio went up that time. over the hill to the west of the airport. At one spot were Around again they came for five of gas. Then again for two trees. Because of the difficulty that the boys had in another five . As Merrill gave her the gun to rise out of the getting around, through, or over them as the case happen­ field, it was noticed that the engine was missing badly. ed to be, they jokingly named them Mike and Ike. A change of plugs was in order for the occasion. Up they Frequently, the two innocent trees were cussed for their went over Onondaga Lake where the plugs were always delightful position. When the radio went out of the ship, changed. Formerly this act had always taken place in the the note system was adopted. This proved to be very daytime, and no trouble had been experienced. This time, effective. however, different conditions prevailed. It was necessary for Merrill to hold a flashlight in his teeth, and with his FLIGHT FIGURES two hands then went about changing the bad plugs. Be­ New World's Record ...... 106 hrs. 6 min. cause he was standing up, it was impossible for Harold Previous Record ...... 63 hrs. 54 min. to see the instrument panel. Being dark over the lake Time added to old mark ...... " 42 hrs. 12 min. also made it hard to see their altitude. Finally, the water Engine used ...... Franklin 50 hp Model 4AC-150 was seen. The ship was given full gun, but she would not Ship used ...... Cub Model J-3 take. Harold guided it around the yacht basin and set her Distance covered (Approx.) ...... 7214 miles down about fifty feet from the end of the breakwater. Gas consumption (non-lead regular 70 Octane) .. 287 gal. She hit the water with a small splash and began to settle. Average gas usedlhr...... 2.707 gal. The impact had sent Merrill through the windshield, and Average miles per gal of gas ...... 25.09 miles Harold had dived through the window. At once they began Oil consumption ...... 2 qts. to tow the ship in towards the shore. The boys called the Average oil consumption/hr...... 018 qt. field and were taken over by the police. A roaring fire, Refueling contacts ...... 60 dry clothes and hot drinks were waiting them. The ship Contacts for food, supplies, etc...... , ...... , ...... 25 was not damaged to any extent, and the boys were not Engine run on block directly before flight ...... 35 hrs. hurt in any way. They later stated that they had planned 'Engine run on block directly after flight ...... 25 hrs. to dry the ship out, and fly it back to the airport, but when they went back that night the mechanics had removed the wings and opened the fabric to let it drain faster. Harold's watch stopped at 9:33:20 Sept. 6. The flight was called a huge success, in view of the fact that numerous difficulties arose,

(Photo by Robert G. Elliott) Miss Dairylea after her dip in Lake Onondaga. Wonder whatever happened to 20261? - she's no longer carried on the FAA 's records. 14 REMINISCING WITH BIG NICK Nick Rezich 4213 Centerville Rd. Rockford, III . 61102

and the "Gone Flying" sign evolved. The two daytime barkeepers were mail carriers from THE PYLON CLUB the post office one block west of the club and the night PART II crew came from the Midway Control Tower. I'll skip over Roy and Milo, the daytime help, at this time because The Pylon Club opened officially on Valentine's Day they are a whole story by themselves. The tower guys with Bob Babb, the aluminum welder from Howard Air­ were watch supervisors at MOW who loved to fly and craft, serving as Chief Mixologist and my brother Frank enjoyed the company of other pilots. I would like to name and myself assisting behind the timber. Opening night them but, with all but one of them still being with the was gang busters - we were wall to wall in people and FAA, I don't think it is ethical at this time to remind they were standing five deep outside trying to get in. some chicken --- - supervisor about their activities The Club was an overnight success. Word about the Py­ some 25 years ago. lon Club spread like fire throughout the aviation indus­ The "Gone Flying" sign saved a lot of explaining as try and auto racing fraternity which resulted in every to my whereabouts. When I was away flying an air show, night being New Year's Eve. we would hang the air show poster under the sign and The Pylon Club started out as a saloon but it wasn't if I was out on a non-sked trip we would hang a strip long before it also served as an employment agency, with my destination and return date with the sign. I a ground school, flight training center, aviation con­ don't know where " Flying" picked up the idea of their sultant service, a charitable institution, EAA recruiting, "Gone Flying" sign, but BELIEVE YOU ME it was the aircraft sales, blood donors center and marriage and Pilot Club that originated and popularized it. divorce counseling. The Pylon Club's success and world wide notoriety The club also introduced many "firsts"; the first public was not a result of my sole efforts or popularity but that use of the now popular " Gone Flying" signs was incor­ of the people and happenings that were a part of the club. porated by the club. Many people were responsible for the success of the The "Gone Flying" sign came about due to my absence club, but I must single out a great humanitarian who while I was flying weekend air shows or flying for the played a major role in the club and my well being. non-skeds. About 4 months after the club was opened The late " Dan" Clark was the president of his family's I signed on with several non-skeds to fly and supply firm in Chicago and resided in a modest home close to the flight crews out of Chicago on a demand basis. What I club. Dan was a very close friend of Benny Howard and mean by demand basis is that a flight would leave Bur­ it was through Benny that I met Dan while working bank for New York with stops in Kansas City and Chicago for Howard. Dan was an avid auto racing and air racing with only a crew of two pilots and the required stewardess fan and a guy that the whole world loved and he in turn who would be out of time by the time they reached MOW. loved the world of people. During the fifties the FAA was riding herd on all the non­ It was Dan Clark who introduced the club to the world skeds and checking papers and logs at every stop. Nine of business which included such names as the Rothschilds times out of ten, when a flight would arrive at MOW, of European banking fame, Sherman Brothers Furniture, the airplane was legal but the crew illegal to go on to and numerous other world figures of industry. As a regular La Garbage, so a fast phone call to the Pylon Club was in club member Dan knew everybody who came through the order to furnish a fresh crew for the New York leg. It doors and visa-versa. He was as much a part of the club was during this time that I hired the extra barkeepers as I was. 15 Our first annual picnic was a result of a bragging con­ test we had over who could build and fly a kite higher than the other. The more we bragged how good we were the l110re the customers encouraged us to have a contest. What started out as a private boasting affair now turned into a full blown contest with everybody wanting to wit­ ness the outcome. This tickled Dan and he agreed to the fly-off with the stipulation that the kites would be home­ built and no box kites allowed. The sight of the contest was to be the Bailey Airport in Lowell, Indiana where Dan kept his BT-13 in a hangar along with my Travel Air. The Bailey Airport was a private airport operated by the Bailey brothers, Charly and Don, on their father's farm and it was best thought that we should obtain approval of the Bailey family before we drug all the saloon people down to their peaceful and quiet farm. The following Saturday Dan and I drove down to the farm to seek permission for our wacky contest. During the hour and half drive to the farm, we concluded that we were defeating the purpose of our boasting - mainly (Photo Courtesy Nick Rezich) that kids today don't build their own kites as we did in Dan Clark holding his winning kite, the Pylon the yea rs past. It was then decided to open the contest Club Special No. 43. Number 43 was the racing to all the Pylon Club members and their families. We now number for the Rezich Brothers Goodyear racer. had a program - a special fly-off between me and Dan and an open contest for all. When we announced our lead a six car auto caravan up to race driver Bob Muhlke's crazy program to the Baileys, they were overjoyed and "Clover Club" in Skokie, Illinois. This was a two level suggested we hold the contest on a Sunday so that they wall-to-wall carpeted saloon that was the gathering place could participate by furnishing fresh sweet corn for a corn for all the "500" drivers and owners. The six car caravan boil and making lemonade for the thirsty. Hence, the contained the members and friends of the Pylon Club idea of a picnic. Driving back to the club Dan suggested band that was invited to perform at Muhlkes during we send invitations to all of the out of town members the "Indy 500 Week". Muhlke had arranged to have and make it a huge gala affair complete with an air show, Merle Bellenger's Indy 500 winning race car on display an air lift, parachute jumps, etc. - the works!! along with owners and drivers of the rest of the field. The Our little private kite contest was now taking on the evening was quite festive with most everyone being shape of a major event that would require funding and pretty well bent out of shape by 2:00 a. m. When it was much help. time to go home, Dan lined all six cars behind his new I called on club member and old time EAA favorite, Hudson and cautioned all of us not to race or pass him " Pete" Myers, to join me in the Travel Air and the Bailey and that he would lead us home without getting pinched. Super Cub for the air show portion 'and Mike Burson for I must say here that Dan loved to drive at high speeds so the chute jumps. We now had an air show not much it was hard to believe that we would make it back to the different than a regular weekend show. We recruited Pylon Club without a race with Dan. Nevertheless we Walter Brownell, former test pilot for Howard, and John

Murray as pilots for the air lift. We printed official kite (Photo Courtesy Nick Rezichj contest rules and entry forms, ordered trophy's, lined Dan Clark and his BT-13. This BT is now fAA up a panel of judges, cooks for the spare ribs, official Museum property. Big Nick flew this aircraft starter, and my brother, Mike, for the beer. to Hales Corners when it was donated - full Another trip to Bailey Airport was necessary, this time story on this later. to obtain permission to bring beer on the premises. Permission was granted with the mutual agreement that no beer would be served until after the air show and all airplanes put away for the day. We adhered to the agree­ ment religiously, however, we learned a thirsty lesson the first year we flew until sundown giving rides in the "Clark Airlines" BT-13. By sundown many tongues were hanging long and dry, including yours truly. The following years we made some modifications to the air lift by adding more airplanes and pilots so we could get to that beer sooner. The kite contests were good for business due to the publicity gained from the annual event. We had contest­ ants come from all over the country just for the contest and picnic. I still get letters to this day inquiring when and where the next contest is going to be held. The fly-offs between Dan and myself were always won by Dan. He proved his point every year - he was the better kite builder! I could tell stories about Dan Clark for the next 10 years and never run out of material ... like the time he 16 Big Nick at the drums back in the Pylon Club days (left) - and he's still at it (right). If you've seen him fly the Travel Air, you've seen only half the show . .. he doesn't walk on cars too much anymore, but he still plays a mean set of drums!

followed. All went well and legal for the first ten miles tell me his schedule and check to see who would be when, suddenly, Dan puts his foot into it. As we are flying the trip. His favorite airline to Miami was Delta going through Cicero, Illinois, a place no Chicago driver and they would do anything to please Dan. should get pinched, sure enough, the race la sted about When I found out what flight Dan was going on, I two miles when a squad car pulled all of us over to the called the Delta station manager and told him I would curb. As the two burly cops approach Dan's car, Dan gets like to bring my band from the saloon out to Midway out and tells the copper that all the cars belong to him and and set up on the ramp alongside the loading ramp to he will take care of all of them. About now I knew we give Dan a surprise send off. The manager said it was were all going to spend the night in the pokey and that it O.K. with him if it was O.K. with the airport. The airport's was going to cost a bundle to get out of this one. Dan O .K. was no sweat because John Casey, the airport and the No. 1 copper exchange some words then drive manager, was an old friend of mine and a club member. off in Dan's car while the No. 2 boy watches over the We put the band between the DC-7 and the terminal out rest of us. About ten minutes later Dan and the copper of sight from the waiting lounge. When they called the return and Dan gives us the crank up signal. As we start flight and Dan walked out of the terminal, we started up, I notice the squad car pulling in front of Dan's car with by playing "Danny Boy" followed by " Moon Over Miami" the red fla shers on. I knew it - we were going to the and the Pylon Club's signature song, "When the Saints slammer!! Damn you, Dan! Damn me for following! Sud­ Go Marching In"! denly, we are running at 50 mph again. With the police Ole Dan damn near fell off the boarding ramp with car in front and last car doing 60. I don't know to this day surprise. The captain met Dan at the doorway and advised what Dan said to the copper or what he paid ... if he paid him that he was Delta's first celebrity to be boarded with ... but I do know that we were escorted at 50 mph to an orchestra. When they finished boarding all the passen­ the Chicago city limits a nd turned loose!! gers, we went into our Dixieland show number. This When we all arrived back at the club, I asked Dan brought the whole plane load to the door and the captain was leaning out of the cockpit for a better look and listen. how did he do it and how much did it cost ... he laugh­ ingly told us to be careful driving home. All the colored porters were on the ramp doing a jig Then there was the time we all were driving to my saying, "Mr. Clark sho' goes first class!". By this time brother Frank's wedding reception. I had just purchased the whole terminal converged on the Delta ramp. We kept a new Dodge and was driving at 30 mph to break it in when playing waiting for the skipper to start the engines, but Dan pulled up behind me and started pushing me. We unbeknownst to me, he was waiting for us to stop and went through the busy intersection of 79th and Ashland leave the ramp. Ave. doing 55 mph - Dan pushing and laughing, Jo Anne, After about 40 minutes the station manager advised my wife, was screaming, "Stop! Stop!" ... and I am steering me that he had to release the flight because an incoming like hell hoping and praying nobody pulls out in front of flight needed the gate. The Delta flight was over an hour me. That gutless Dodge would never have out accelerated late getting off but not one passenger complained. Dan Dan's Hudson, so I rode it out. spent the whole trip explaining the band and telling the passengers about the Pylon Club and Crazy Nick. I have We turned the tables on Dan one night. He had a home always wondered what the captain and station manager in Miami and would visit his mother regularly. Before filed as the reason for the one hour delay in departing going on his visits he would always stop in the club and MDW. 17 I don't know why they called me Crazy Nick ... sure, would lead the band out of the saloon playing the "Saints" stopped street cars and invited the passengers for a and would march up the back of my car, over the roof drink, and I walked on automobiles, drove sports cars and down the hood banging the drums. We then would through other's saloons and flew under bridges (with my march down to the corner and back - all the while Culver Cadet), but I wasn't crazy. playing the "Saints". My new Dodges were a huge mass During the 50's Chicago was still operating two man of dents that would have been on someone else's car if street cars on 63rd Street which ran in front of the club, they parked in front. and whenever I felt devilish and generous I would run out People would come from all over the continent just to front and flag down a street car and invite everybody see that march and I didn't dare disappoint them. on board in to the saloon for a free drink, play them a A friend of mine had a saloon down the street, and fast number on the drums and send them on their way. most times I would march the band through her saloon The first few times I pulled that stunt I damn near got run and back and in doing so, I would clean out all of her over by the street car. But after the motorman got to customers who would follow us back to my place. Her know the spot and the word was passed on, they would place had a large set of doors, so one night I jumped slow down and stop right in front of the place and inform into an M.G. that my bass player owned and drove it into the riders it was O.K. to leave the car. I drove the coppers and out of her place before anybody realized what had nuts! happened ... Crazy Nick? No way!! We had some crazy First time customers could never figure why I parked customers also like Merle F. Buck who played a piano my own car out front instead of leaving the space for cus­ concert in the rain on the street in front of the club. Yes, tomers. The club was opened during the Mardi Gras and the piano belonged to the club. to mark the occasion the band adopted the song, "When I'm late again - gotta run. Next month I'll tell you the Saints Go Marching In" as our signature number. about Crazy Bart ... the blood run . . . the python lady Sooooo!! when we would open the night's first show I ... Pylon Club and EAA.

(Photo Courtesy Nick Rezich) This is a series of ~,hots of the Rezich Racer taken during its construction at Midway Airport ("Chicago Muni" to all the old hands). The aircraft is presently in the EAA Museum in much the same state as you see it here,-except that the wings are nearly completed. As you can see, this job was hell for stout. We think Big Nick must have REALL Y intended to put an Allison in it for competition in the Thompson rather than a Cont. C-85 for running the Goodyear races!

(Photo Courtesy Nick Rezich) Big Nick behind the timber at the Pylon Club.

18

exported to Argentina. One is located at Merlo Airport Antique Treasure Hunting a few miles northwest of Buenos Aires. It is hangared and is airworthy, but apparently has just been continuously PART II maintained and never completely restored. There are also at least six more of these aircraft at airports in the By J. R. Nielander, Jr. interior of Argentina. Box 2464 As with other aircraft in Argentina mentioned pre­ Fort Lauderdale, Florida 33303 viously, any antiquer interested in acquiring one of these aircraft would be wise to make the acquaintance of a Pan Introduction American or Braniff pilot who regularly flies to Buenos Aires, and enlist his aid in making arrangements for pur­ Last month we presented the first of a series of articles chasing and exporting it. on Antique Treasure Hunting. This month we have infor­ mation on the location of more rare old birds. With the Caudron C.635 Simoun formation of the Antique-Classic Division of EAA, the search for unrestored antique aircraft can gain new In 1934 Rene Caudron introduced his Simoun line momentun. Being an international organization with of four place single engine aircraft at the Paris Aeronauti­ members in all parts of the world, the EAA, through its cal Salon with his showing of the model C630. This was Antique-Classic Division, is in a unique position to dis­ a full cantilever low wing monoplane powered by a seminate information on the location and condition of Renault 6Pdi six cylinder inline engine of 180 horsepower. rare unrestored antiques so that persons interested in The wings were constructed of wood using the two spar restoring an antique may have a better opportunity to design planked with plywood and covered with fabric. acquire the aircraft of their choice. However, there can The fuselage was wood and metal construction having be no success in this effort without the help and coopera­ flat sides and rounded top and bottom with fabric tion of you, the member, and particularly you, the foreign covering. The landing gear consisted of a single unbraced member. Please address all correspondence either directly unit with strut fairings and wheel pants very similar in to this writer or to EAA Antique-Classic Division at Head­ appearance to those of the Ryan SCW. Refinements were quarters. You alone may be responsible for helping to made to the design and the horsepower was increased to get a very rare antique aircraft back into the air. 200 by using the Renault Bengali Six, a six cylinder inverted inline air cooled engine. Production ran several Curtiss-Wright Travel Air Sport years with the model designation evolving through C631, C633, C634, and C635 and the engine models Curtiss-Wright introduced its Travel Air Sport Trainer varying back and forth between 6Q-0l, 6Q-07, and 6Q-09 2 Model 12 in early 1931. It was available as -Q, -K, or -W There is a restorable Caudron C635 Simoun available with the difference being Wright "Gipsy", Kinner 85, or in Portugal. It is owned by Dr. Crespo de Carvalho, whose Warner "Scarab" engines respectively. The Model 12 was address is Rua de Santiago, Covilha, Portugal. Dr. the two place version. Later in 1931 a three place version, Carvalho has owned the aircraft since World War II. the Model 16, was introduced, and it was available as lt is located at the Aerodrome Municipal De Covilha which either a -K or a oW, again with the difference being the , is about one hundred and fifty miles northeast of Lisbon. engines mentioned above. Production of these models for More detailed information is available from Dr. Carvalho. civilian consumption was short lived and ceased about the end of the year. However, the Model 16-W was later Douglas DC·2 modified into a military primary trainer for export. By 1932 the Travel Air had evolved into the Curtiss-Wright While everyone who has ever heard of or seen air­ "Sport" Model 16-E which was powered by a five cylinder planes is familiar with the venerable old Douglas DC-3 Wright R-540 engine of 165 horsepower. This model was many are completely unfamiliar with its predecessors, still being produced in 1935. It, too, was slightly modified the DC-l and DC-2. To the casual observer the DC-2 and exported as a military trainer. 1 looks very similar to the DC-3, but there are many differ­ Numerous Curtiss-Wright Sport Model 16-E's were ences. The most obvious are the smaller wing span and (Pho to by Dick Stouffer) Curtiss Wright Travel Air 16E.

20 the more narrow fuselage. The DC-3 originally seated As with other aircraft in Argentina mentioned pre­ twenty-one passengers, seven double seats on the left viously and above, any antiquer interested in acquiring side of the aisle and seven single seats on the right side. this aircraft would be wise to make the acquaintance The DC-2, however, only held fourteen passengers in of a Pan American or Braniff pilot who regularly flies to seven rows of single seats on each side of the aisle. The Buenos Aires, and enlist his aid in making preliminary DC-2 fuselage and flat sides having a race track shaped arrangements. cross section as compared with the DC-3 which had a round fuselage cross section. The DC-2 was powered by two 700 horsepower Wright Cyclone engines.3 Introduced in January, 1933, one hundred and ninety-one DC-2's Bibliography were built before introduction of the DC-3 in December, 1935. 4 1. Juptner, U.s. CIVIL AIRCRAFT, Vol. 5, pp. 9-10, There is a Douglas DC-2 complete and in apparently 21-24, 35-36, 87-88, 185-187. good condition parked in front of the Cessna dealer's 2. Stroud, EUROPEAN TRANSPORT AIRCRAFT SINCE hangar at San Justo Airport located a few miles north­ 1910, pp. 88-89. west of Buenos Aires, Argentina. The outer wing panels 3. Rolfe, Dawydoff, Winter, Byshyn, Clark, AIRPLANES and the tails have been removed and are standing against OF THE WORLD, p. 197. the wall inside the hangar, but all of the parts seem to 4. Shamburger and Christy, COMMAND THE HORIZON be there. p.318.

HELP!! These three pictures are from the collection of Robert G. Elliott, 1227 Oakwood Ave., Daytona Beach, Fla. 32017. Can any of you provide him with details concerning the aircraft? The shot to the left is a Waco JYM and the name on the headrest is " Roger Don Rae." How about this, Rog? (The picture was taken at Syracuse, N. Y. in 1935.)

This is an exceedingly rare Douglas 0-2H powered with a 400 hp LiMr..ty. The picture was taken at Rochester, N. Y. in 1935. The legend on the fuse/age reads, " U.S. Department of Interior/National Park Service." What was its mission?

This trim little Commandair 3C3 was snapped at Syracuse in 1935. The "N" number appears to be NC234E ... ring any bells for anyone?

21 Around The Antique/Classic World

Le Blond Engine Info as replacements - or repair those you have. and the fin will be as effective as original Look carefully for cracks around the tip of the The following letter appeared in the January/ and expansion is same as original cast iron. February issue of The Little Round Engine Flyer valve guide bosses in the parts. Bosses are If you find valve guide cracks on otherwise very skimpy. Also some early cylinders have edited by Ken Williams of 331 E. Franklin good cylinders, they can be silver soldered thinner boss flanges. That's the big advantage St., Portage, Wisconsin 53901 . also, unless hard to reach. In any case the of the 70 type cylinders. Not only inside valve new guides can be silver soldered to the end " Dear Ken : gear but much heavier base flanges and alot of the cracked boss. Per your questions in the latest Little of meat in the valve guide bosses - no pro­ Some I have found cracked and even with Round Engine Flyer, concerning the 7 cylinder blems in those areas. pieces broken out of the tip edge. The cast substitutions. AS FAR AS I KNOW there never Also, as I think I mentioned earlier (and iron is very thin there - as little as 1/6 in. was a 7 cylinder model using the improved assuming similar problems in the 7 cylinder in places. YOU CAN REPAIR MOST. cast iron cylinder as on the 70 hp 5 cylinder 90 as in the 5 cylinder 65), the spark timing Don 't try arc welding with nickle rod . Too engines - probably because by that time the is called out as 25 degrees in the 70, and 30 much warpage. early 5 cylinder 85 (5-DF85) developed almost degrees in the 65 on the engine nameplates. I've never cracked one in the soldering pro­ as much power and was 12 to 15 Ibs. lighter I have to assume they had a detonation prob­ cess, iron seems quite ductile. and simpler. lem and were occasionally blowing jugs, I don't have any parts, just a lot of words." However, there was a 7 cylinder model that which is why they retarded the spark 5 degrees Yours truly, used the 85 hp steel/aluminum cylinder, but and heavied up the cylinder base flange on the Frank Luft was an early engine without thrust bearing 70's. 1631 McGregor Way and was a companion to the 5DF85. My info If you run either the 65 or the 70 hp San Jose, Calif. 95129 shows it as the 7DFll0. Remember, all the 0 cylinders on that engine, use the 25 degree models, 5 or 7 cylinders, were two bearing advance setting. If you run the 85 cylinders Culver Cadet Addendum you can turn it faster mainly because the shaft engines. From my experience with my 5 In the September 1974 edition of " Reminisc­ cylinders cool better. Set spark as for any 85, cylinder models, you can put any cylinder on ing With Big Nick" , the Great One extolled the 30 degree max. A couple degrees retarded won't any case since all the cases and insides are the virtues of one of his favorite airplanes, the same. And it follows that since the flange hurt it, say 27 or 28 degrees. But, to sum it up, any of the 65, 70 , or 85 Culver Cadet. Nick followed his own exper­ areas and cylinder skirt diameters (outside) iences with the little speedster with the story type cylinders will fit that engine and there are the same, any cylinder should go on your of two California dentists who attempted to should be no problem. Go which ever way is 7 cylinder case. Should be just as capable a fly completely around South America in their easiest. But take a good look at old cylinders performer as the 5DF85, except that I think Cadet in February of 1941. He concluded with - you have to be sure they are O.k. first. that here was where they probably ran into a an appeal to EAAers in the San Francisco area Are you sure the two cylinders you don't like marginal situation on the crank shaft which to attempt to locate the two, Drs. Cecil are not repairable? I've repaired a lot of caused the development of the three bearing Smith and Joseph Lorenz. broken cooling fins, etc. on those cylinders ~ngines. Probably more marginal on the 7 It didn't take long for the word to come in. with silver solder (if that's what it is). cylinder than on the 5's. A letter from Mrs. Lorenz revealed that Dr. 1. Sand blast cylinders. Even though there never was a legal engine Smith had been killed in an airplane crash 2. Grind or sand areas that you expect silver with the 70 hp iron cylinders, I'm sure they between Redding, California and San Francisco solder to flow on. will fit and you'll end up with a superior shortly after the South American adventure. His 3. Make replacement pieces out of mild engine without any other problems, since wife died shortly afterward. Dr. Lorenz died steel sheet, 1/ 16 thick, and sand or grind power would be only marginally increased a number of years ago, also, but his widow Similar areas. by virtue of slightly higher rpm, assuming it was pleased to know that her husband and 4. Warm up entire cylinder with torch and would be the same as the difference between his friend were still remembered and admired using any suitable clamps, wedges, etc., to hold the 5 cylinder 65 and 70, 1910 versus 1950 by aviation enthusiasts of today. She sent pieces in place and with plenty flux all over, rpm bore and stroke, pistons and valves, along the two pictures that appear here - of solder them on. etc., all the same, balance the same. the flying dentists preparing to depart on their 5. Grind off excess solder lumps, etc. But I would not be above running it as epic South American adventure. it was if you can find two better cylinders You'll never see it after cylinders are painted

(Courtesy Mrs. Joseph Lorenz) Dr. Joseph Lorenz, left and Dr. Cecil Smith pose before climbing aboard their Culver Cadet and heading for South America. The Culver would never see the U.S. again. (That's a Monocoupe visible ahead of the Culver's prop.)

(Courtesy Mrs. Joseph Lorenz) Dr. Lorenz hand props the Cadet's ground adjustable Freedman­ Burnham propeller.

22 CLASSIFIEDS

WANTED - Hisso engine or crankcase. 150 or 180 hp to INFORMATION SOUGHT - Am restoring Lockheed complete a B.E.2 project. Call Mark Spry, 201/327- lOA, Mfg. 4-38, N-241M, to authentic World War 7128, 22 Fabio Dr. , Ramsey, New Jersey 07446. II markings . Any help regarding history, use, pur­ pose, s ervice markings, etc. of the Lockheed 10 series will be greatly appreciated. J. R. Almand, 909 Dalworth St., Grand Prairie, Tx. 75050. FOR SALE - Three low-time 175 and 200 Ranger en­ gines. Elmer Farris, Jr. , 142 Preston Ave., Lexing­ WANTED - One GOOD front strut for a PRE-WAR J-3. ton, Kentucky 40502. Small barrel O .K. Trade late model strut with sib for it. For sale or trade: '46 Chief less engine, struts and tails. Good wings and fuselage w/cowling and windshield. Also 125 Warner open rocker, taper WANTED - Stinson 108-3 in excellent condition. R. W. shaft engine. Removed for 145 in Monocoupe. No Ross, 1700 N . Williams St. No. 48, Valdosta, Georgia logs. Has starter. Dave Workman, 400 South St., 31601. Phone 912/244-3235 or 8332. Zanesville, Ohio 43701. 61 41452-1636.

Calendar Of Events

MAY 23-26 - HAMlLTON, OHIO - Annual National Waco Fly-In. Contact JUNE 12-15 - TULLAHOMA, TENNESSEE - Walter H. Beech Build­ Ray Brandly, 2650 West. A1ex.-BeUbrook Rd ., Dayton, Ohio 45459 . ing Dedication and Invitational Staggerwing and Travel Air Fly­ In. Contact: The Staggerwing Museum Foundation, Inc., P. O. Box MAY 23-26 - WATSONVILLE, CALIFORNIA -11th Annual West Coast 550, Tullahoma, Tenn. 37388. Antique Aircraft Fly-In for antique, classic and amateur-built aircraft. Static displays, flying events, air show, trophies. Friday JUNE 13-15 - DENTON, TEXAS - Texas Antique Airplane Association, and Saturday night get-acquainted parties. Sunday Awards Ban­ Inc. Fly-ln. Contact Myrna Johnson, 2516 Shady Brook Dr., Bedford, quet. For further information contact Watsonville Chamber of Texas 76021. Phone 8171283-1702. Commerce, Box 470, Watsonville, Calif. 95076, or W. B. Richards, JUNE 15 - WEEDSPORT, NEW YORK - 2nd Antique-Classic and 2490 Greer Road, Palo Alto, Calif. 94303 . Homebuilt Fly-lnlPancake Breakfast. Trophies. Whitfords Air­ port. Sponsored by EAA Chapter 486. Contact: Dick Forger, 204 MAY 23-26 - KENTUCKY LAKE, KENTUCKY - 1975 National Swift Woodspath Rd ., Liverpoor, N. Y. 13088. Fly-In. Contact: Charlie Nelson, International Swift Association, Inc., P. O. Box 644, Athens, Tenn. 37303. AUGUST 24 - WEEDSPORT, NEW YORK - Air Show and Fly-In Breakfast sponsored by EAA Chapter 486. Whitfords Airport. MAY 31 - JUNE 1 - CAMBRIDGE, MARYLAND - Potomac Antique Contact Dick Forger, 204 Woodspath Rd. , Liverpool, N. Y. 13088. Aero Squadron Annual Fly-In at Horn Point Airport on the Frank DuPont estate just WSW of Cambridge, Maryland. Beautiful grass runways, no registration fees, free camping - just a super fun f1y­ JULY 29 - AUGUST 4,1975 - OSHKOSH, WISCONSIN - 23rd Annual EAA Fly-In Convention. Sport aviation world's greatest event. It's not too in. Contact Sam Huntington, Fly-In Coordinator, Avery Road, Shady Side, Maryland 20867. Phone 3011261-5190. early to make plans and reservations! FLORIDA SPORT AVIATION ACTIVITIES - The very active Florida Sport JUNE 6-8 - ORANGEBURG, SOUTH CAROLINA - 6th Annual Old South Aviation Antique and Classic Association has a fly-in somewhere in the Hospitality Fly-In, sponsored by EAA Chapters 242 and 249. An­ state almost every month. The decision on the location of the next fly­ tiques and Classics welcome. in is usually made on too short notice for inclusion in The Vintege Air­ plane, so we recommend to all planning a Florida vacation that they JUNE 8 - ZANESVILLE, OHIO - 3rd Annual EAA Chapter 425 Fly-In! contact FSAACA President Ed Escallon, Box 12731, St. Petersburg, Florida Breakfast. Municipal Airport. Contact Dave Workman, 400 South St., 33733 for fly-in details. Join the fun! Zan::sviUe, Ohio 43701 .

Back Issues Of The Vintage Airplane

Limited numbers of back issues of THE VINTAGE AIRPLANE are available at $1.00 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, SEPTEMBER, OCTOBER, NOVEMBER, DECEMBER 1975 - JANUARY 23 ~'t.o't.\..\:.'tH\..LI AMS ~ - RP .... IR SER'JICE C.O .