~~- ~ ~ .. ¥J1I. ..THE RESTORER'S CORNER by J. R. NIELANDER, JR.

Beginning with this issue your officers and directors are asking for This is the last issue of The Vintage Airplane before Oshkosh '76. your help in inaugurating a Division membership drive. You probably We would like to again take this opportunity to invite each of you to have already noticed the new member applications in the envelope with attend "the world's greatest aviation event", and, while you are there, to your magazine. Please give them to your friends, acquaintences, and visit with us at the Antique/Classic Division Headquarters Barn which EAA chapter members who are interested in antique and classic air­ is located about one quarter mile south of the Oshkosh airport control craft. We all know aviation enthusiasts who are interested in a par­ tower. We would very much enjoy meeting each of you personally. ticular organization and who even borrow a copy of its publication to As we mentioned a couple of months ago in this column, your Divi­ read whenever they can, but just do not join because no one puts a sion committees all need help during the convention. Please stop by the membership application in their hands. Here is your opportunity to con­ Division Headquarters Barn and volunteer your services for a couple of vert these individuals from bystander status to active status. three hour shifts on one of the committees. Your help is sorely needed From now through December each of your envelopes containing The and will be very much appreciated by your officers, chairman and fellow Vintage Airplane will also contain several new member application members. blanks. This means that each of you will receive a total of 18 or more new While on the subject of Oshkosh, we would like to clarify the remarks member applications. Your officers and directors ask you to help them do in the "Hot Line from Headquarters" column in the May issue of SPORT a little missionary work and distribute these applications to those whom AVIATION and Tom Poberezny's " Whistling in the Rigging" column in you know to be interested in vintage aircraft. Tell them what you think the May issue of this magazine concerning antique and classic display of the Division and the magazine, and point out to them the benefits of aircraft registration and the awarding of trophies. The EAA Board of Direc­ membership. If each member will only get three of these applications tors has found it necessary to limit display aircraft registration and into the hands of sincere enthusiasts who will join the Division, we shall eligibility for championship awards and trophies to those homebuilt air­ have the largest organization dedicated to the preservation of antique craft which are owned by EAA members. Your Antique/Classic Division and classic aircraft in the world, and the loudest voice in Washington Board of Directors, facing the same problems, are in complete agreement to help preserve our form of flying. We do not mean to imply that we only with this policy. Due to the definite limitation of space in the Antique/ want you to use three of these new member applications. On the con­ Classic Display Aircraft Parking Area, they have determined that only trary, we would like to see each of you get all of them into the hands of those antique and classic aircraft owned by Antique/Classic Division mem­ sincere enthusiasts. bers and/or EAA members shall be eligible to register as display aircraft The benefits of increasing our membership by eighteen or more times and thus be eligible to be awarded championships and trophies. its present size would be unbelievable. For instance, we could more than This does not mean that we do not want the non-member to attend double the size of this magazine each month, and we could have many and to bring his show-quality antique or classic aircraft. Quite the con­ more color photos in it. We could increase the scope of our activities at trary, we cordially invite the non-member to come to Oshkosh, to join the Oshkosh Convention. We could possibly sponsor annual regional the Antique/Classic Division and/or the EAA on his arrival, to register conventions for those who could not get to Oshkosh. The horizon is his aircraft for judging, to display his show-quality antique or classic in almost limitless if we have enough members to help and enough money the Antique/Classic Display Aircraft Parking Area, and so hopefully take with which to work. So you can see that with each of you receiving home one of our coveted prizes. eirhteen or more applications over the next six months and using them SEE YOU AT OSHKOSH! where they will do the most good, your Division membership potential is almost unlimited. OFFICIAL MAGAZINE EDITORIAL STAFF ANTIQUE / CLASSIC DIVISION of THE EXPERIMENTAL AIRCRAFT ASSOCIATION

JULY 1976 VOLUME 4 NUMBER 7

Publisher Editor Assistant Editor Paul H. Poberezny AI Kelch Lois Kelch The Restorer's Corner...... 1 The Flight Of The "Lone Eagle" ...... 3 ANTIQUE AND CLASSIC DIVISION OFFICERS Centributing Editors H. N. " Dusty" Rhodes Open, NASM ...... 7 PRESIDENT VICE-PRESIDENT Evander Britt Vintage Album ...... 13 J. R. NIELANDER, JR. MORTON LESTER Jim Barton P. O. BOX 2464 A Silver Eagle ...... 15 P. O. BOX 3747 Claude Gray FT. LAUDERDALE, FL 33303 MARTINSVILLE, VA 24112 Ed Escallon AntiquelCiassic Activities Schedule, Oshkosh '76 ...... 23 Rod Spanier Calendar Of Events ...... 24 SECRETARY TREASURER Dale Gustafson Whistling In The Rigging ...... 25 RICHARD WAGNER E. E. " BUCK" HILBERT Henry Wheeler The U.s. Mail ...... " .. 26 P. O. BOX 181 8102 LEECH RD. Morton Lester LYONS, WI 53148 UNION, IL 60180 Kelly Viets Directors Bob Elliot Term expires August '77 Term expires August '76 Jack Lanning Bill Thumma ---I Claude L. Gray, Jr. AI Kelch Glenn Buffington I 9635 Sylvia Avenue 7018 W. Bonniwell Road ADVISORS EDITOR'S NOTE: Northridge, California 91324 Mequon, Wisconsin 53092 W. Brade Thomas, Jr. James B. Horne Evander M. Britt S.o.S. 30t Dodson Mill Road 3840 Coronation Road Box 1525 Pilot Mountain. North CArolina 27041 Eagan, Minnesota 55122 Lumberton, North Carolina 28358 Send Old Stories George E. Stubbs M. C. " Kelly" Viets Robert A. White LET'S ALL LEND A HAND TO DIG OUT HISTORY THAT WILL Box 113 RR 1. Box 151 1207 Falcon Drive Brownsburg, Indiana 46112 Stilwell . KS 66085 OTHERWISE BE LOST IN TIME Qrlando, Florida 32803 William J. Ehlen Jack C. Winthrop Route 8, Box 506 3536 Whitehall Drive Tampa, Florida 33618 Dal13s, Texas 75229

THE VINTAGE AIRPLANE is owned exclusively by Antique Classic Aircraft, In c. and is published monthly at Hales Corners, Wisconsin 53130. Second class Postage paid at Hales Corners Post Office, Hales Cor­ ners, Wisconsin 53130 and Random Lake Posf Office, Random Lake, Wisconsin 53075. Membership rates PICTURE BOX for Antique Classic aircraft, Inc. at $10.00 per 12 month period of which $7.00 is for the publication to ON THE COVER THE VINTAGE AIRPLANE. Membership is open to all who are interested in aviation, (Back Cover) The Spirit of St. Louis " The Spirit Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc., Box 229, of Flight" painted by Ralph Steele. Matty Laird"s Bone Shaker see The Hales Corners, Wisconsin 53130 Silver Ealge page 15.

Copyright " 1976 Antique Classic Aircraft, Inc. All Rights Reserved. 2 The Flight Of The "Lone Eagle"

Charles Lindbergh, "Slim" to his friends, "Lucky Lindy" to the press, and finally "the Lone Eagle" to the world, set out to make the first nonstop flight from New York to Paris. Aside from the financial help of a few friends, he had only himself to rely on. It was one thing to get the idea that he could fly froni New York to Paris and quite another for Lindbergh to do it. First, he had to raise the necessary money. He wasn't rich, he wasn't famous and he didn't have wealthy friends. Second, he had to find a plane that could stay in the air long enough to make the flight. That wasn't a simple matter of contact­ ing an airplane manufacturer and offering to buy his longest range plane. There were no stock model planes with such a range. Third, he had to get the money and the plane and take-off before anyone else. Several other pilots with qualifications better than Lindbergh's (at least on paper) were already raising funds and having planes built for them. Raising the money - $10,000 was Lindbergh's first estimate - turned out to be the easiest of the three tasks. Lindbergh himself had saved $2,000. He went to Major Lambert, who ran Lambert Field in St. Louis, and got a quick promise of another $1,000. Then, after being turned down by the St. Louis Dispatch, Lindbergh went to Harry Knight, president of the St. Louis fly­ ing club. Knight eventually introduced him to Harold Bixby, of the State National Bank. Bixby listened to Lindbergh, considered the publicity value of the flight to the city of St. Louis and to avia­ ,.-.---."--,..~..-.-----.-.-..-.-----.-..--..-.--""""",-.-.-."--."""""--",,,,,,,,-.-..""'".-.~ tion, and weighed the $25,000 in prize money that a successful flight would bring. After a few days, he told Lindbergh he'd guar­ ~ Between May 20 and June 29, 1927, three small planes flew the Atlantic nonstop from ~ antee the rest of the money. ; New York to the European continent. No solo flight had ever done that before. The ; On Feb. 23, Lindbergh arrived by train in San Diego to see • first of them, and the only one with just one human aboard, was the "Spirit of St. ~ B. F. Mahoney, president of the Ryan Company. Here he found l Louis" a single/engined Ryan monoplane flown by Charles A. Lindbergh, Jr. { a friendly atmosphere. Together with Donald Hall, the firm's i His flight electrified the world, created an enormously favorable climate for the i chief engineer, Lindbergh figllred out how to modify an existing , primitive science of aviation, and gave humanity a genuine hero. Lindbergh's at- ~ Ryan design to meet his needs - larger gas tanks, bigger wings, : tempt to avoid the status of hero only added to the worship that was heaped upon 1 a set back cabin, etc. They agreed on a total price of $10,000 . :I h'1m. It Meanwhile, his competitiors were gaining on him Rodman I • Wanamaker announced he would finance a New York-Paris trip by :~...... --.--..--...... -...... --..~--.-..-..--..""""' ...... --.--..-..-...... - ...... -..-..--.....-...----.--..--.. -.--.--~ Lt. Commander Richard E. Byrd, to the tune of $100,000. Igor Sikor­ sky was building another plane for the Frenchman, Rene Fonck. 3 The American Legion made it known it would spend $100,000 to sponsor Commander Noel Davis, who would fly a Keystone Pathfinder biplane dubbed the"America n Legion". There was competition on the other side of the Atlantic, too. On March 26, Capt. Charles Nungesser, one of France's top aces in WWI, announced he would pilot the French "White Bird" across the Atlantic, aided by Lt. Francois Coli. But bad luck struck his competitors, one by one. On April 16, Byrd's plane crashed, injuring three out of the four crew members. On April 24, the Bellanca had a minor crackup. Two days later, the " American Legion" crashed on take-off, killing Commander Davis and his copilot. On April 28, just two months after construction had begun, the "Spirit of St. Louis" was finished. On May 8, the newspapers were filled with reports about Nungesser and Coli. On their second take-off attempt, they lofted their 450 hp single-engined plane into the air near Paris and headed for the United States. But nothing was ever heard from them again. On May 10, Lindbergh flew the "Spirit of St. Louis" from San Diego to Lambert Field in St. Louis. Over the Rockies the engine began to sputter. He dropped down low, looking for an emergency field. But the engine smoothed out and made it to St. Louis, while Lindbergh vowed to add a carburetor air heater when he got to New York. On May 12, Lindbergh and his plane left Lambert Field, after he'd picked up his pilots license (a new formality) and refueled. Seven hours later, he was over New York City. Lindbergh flew over Long Island inspecting the game, and again by the guard he'd posted to keep The plane moved ponderously down the sod. Just three airports there - Mitchell Field, the army air­ anyone from awakering him. "Slim," the guard had past the halfway mark, the wheels left the ground for port; Curtiss's landing strip, and Roosevelt Field. He said, "what am I going to do when you're gone?" a moment. The next time the wheels left the ground landed at the Curtiss strip near Mineola, a short dis­ Lindbergh managed to answer politely, but that with a thousand feet of runway left Lindbergh kept tance from Roosevelt Field. ended his sleep for the night. them up. The "Spirit of St. Louis" cleared the tangle The night of the 19th, Dick Blythe, a Wright publicity In the morning, Lindbergh climbed into the " Spirit of telephone wires at the end of the runway by 20 man, arranged for Lindbergh to go into the city and of St. Louis" and revved up the engines. Just before feet. see the hit musical comedy Rio Rita. The young aviator he started his run down Roosevelt Field, Byrd came Officially, the plane took-off at 7:52 on a Friday never made it to the theater. While driving down over to wish him farewell. Byrd's plane still wasn't morning, May 20th. Almost exactly 33 hours and 30 42nd St., he decided to give Doc Kimball a call. The ready, though by July he and Chamberlin both had minutes later, the young American landed his plane weather over the Atlantic was suddenly clearing, and made the crossing neither flight solo. at Le Bourget airport in Paris, at 10:22 p.m., local he resolved to fly out at dawn. The tall (6'3") young Lindbergh buckled his safety time. The party turned around and headed back toward belt, pulled his goggles over his eyes, turned to the Lindbergh himself has twice told the story of that Long Island. They ate in a small restaurant at Queens­ men at the wheel chocks and nodded. flight, first in "We," written in the months that boro Plaza. At a nearby drugstore, they bought five "I brace myself against the left side of the cock­ followed his triumphant return to the United States, sandwiches to go to Paris two ham, two roast beef, pit, sight along the edge of the runway and ease the then, in more detail, in "The Spirit of St. Louis," one hard-boiled egg. throttle wide open . .. The plane creeps heavily for­ published in 1955. Lindbergh returned to the Garden City Hotel ward. Several men are pushing on wing struts to help The flight began uneventfully, with Lindbergh where he was staying and tried to get some sleep. it start, pushing so hard I'm afraid the struts will losing the last of the newspaper photo planes some­ He was awakened once by a noisy newsmen's poker buckle." 4 where over eastern Long Island. He was almost a wheels. "There's no doubt now that a storm area lies Throughout the flight, he was convinced that he'd tourist, admiring the "great landscaped estates of ahead. I keep climbing, slowly, higher and higher ..." have to notify his friends of his ultimate landing! Long Island," marvelling at "how these northeastern It wasn't soon enough. Soon, Lindbergh was As the 32nd hour began, Lindbergh hit the coast states are crowded together." among the clouds. In moments, he found himself fight­ of France, Cape de la Hague. He reached Cherbourg As the third hour of flight began, the coastline of ing not only his own almost overwhelming desire to as the sun set, exultantly aware that he'd made the the United States faded out of sight. An hour later, he sleep, but also ice on the wings. first nonstop airplane flight between the continents was feeling drowsy. At noon of the first day, 400 miles Fortunately, he soon located enough clear air to of America and Europe. from New York and averaging 102 mph, Lindbergh stop the icing. What he couldn't find was an antidote For a time his attention turned to what lay ahead sighted Nova Scotia. If fog had covered the coast, he'd to his sleepiness. More and more, he was flying in a of him in Paris. He planned first to cable news of his planned to turn back. But there was no fog. He sort of daze. success to the United States, to make arrangements for weathered a brief Nova Scotia thunderstorm with "Am I alive, or am I really dead, a spirit in a spirit his plane, meet with the press, buy a new suit and relative ease - all the while nervously scanning the world? Am I actually in a plane boring through the air, a toothbrush, then tour the city. ground below for a good landing spot. This was a habit over the Atlantic, toward Paris, or have I crashed on He flew over Deauville. "People come running out of all the early fliers. some worldly mountain and is this the afterlife?" as I skim low over their houses - blue-jeaned peasants, As the eighth hour began, Lindbergh hit a thin "I cup my hands into the slipstream, diverting white-aproned wives, children scrambling between strip of fog hovering above the shore of Cape Breton a strong current of air against my face ... I let my them." He ate the first of his drugstore sandwiches, Island and Newfoundland. Now the drowsiness was eyelids fall shut for five seconds, then raise them part of another. He never touched the last three, for really beginning to get him. against tons of weight. Protesting, they won't open suddenly he spotted what must be Paris on the hori­ " .. . This is only afternoon, yet I'm experiencing wide until I force them with my thumb." zon. "Gradually, avenues, parks and buildings take symptoms I've never known in the past until dawn was For hours, Lindbergh went on like this. By sheer outline form; and there, far below, a little offset from closer than midnight. If sleep weighs so heavily on me force of will, he strove to stay awake. The clouds and the center, is a column of lights, pointing upward, now, how can I get through the night, to say nothing fog vanished and reappeared, as did his conscious­ changing angles as I fly - the Eiffel Tower. I circle of the dawn and another day, it's night, and possibly ness. once above it and turn northeastward toward Le even the dawn after?" Time and again, the "Spirit of St. Louis" drifted Bourget." He decided to alter his course a bit to pass over off course. But the plane - flying at between 90 and For a few moments, Lindbergh wasn't sure he'd St. John's, Newfoundland, so that people would know 100 mph - was running smoothly, presenting no found the airport. There were no great beacon lights he'd come that far. mechanical difficulties whatever. (few airports had them in that day), but there were About 6:30 he came on it, " .. . after skimming Lindbergh noted the moment when he'd been aloft many smaller lights bunched up around what ap­ over the top of a creviced granite summit - flat-roofed exactly 24 hours. peared to be runways. He decided it must be Le Bourget houses and stores, nestled at the edge of a deep har­ He discovered a small St. Christopher medal in his (while telling himself any Parisian airport would be bor ... There's no time to circle, no fuel to waste. It pocket, put there by someone unknown. fine). takes only a moment, stick forward, engine throttled, He was almost fooled by a low patch of fog into He dropped down for a landing on the small corner to dive down over the waves (men stop their after­ believing that he'd reached land - far off course. of the field that was lighted. supper chores to look upward) over the ships in the Nearly 27 hours after he took-off, "it catches my Carefully, Lindbergh touched down in the lighted harbor (a rowboat's oars lose their rhythm as I pass) eye, that black speck on the water two or three miles area. He swung the plane around and started to taxi and out through the gap, that doorway to the Atlantic southeast. A boat! A small boat! Several small boats back toward the floodlights and hangars. "But the . . . North America and its islands are behind. Ireland ... I couldn't be wider awake or more keenly aware entire field ahead is covered with running figures." is 2,000 miles ahead." if the engine had stopped." "I had barely cut the engine switch when the first In Yankee Stadium that night, two heavyweights, At the beginning of the 28th hour of his flight, people reached my cockpit. Within seconds my open Jim Maloney and Jack Sharkey, were set to fight. A Lindbergh spotted Ireland. "I can hardly believe it's windows were blocked with faces. My name was crowd of 40,000 filled the stadium. John Lardner, true. I'm almost exactly on my route, closer than I had called out over and over again ... I opened the door the sportswriter, described the scene. hoped to come in my wildest dreams .. . " and started to put my foot down onto the ground, but "Joe Humphreys, a little announcer with a bow Now, the young aviator was only 600 miles from dozens of hands took hold of me - my legs, my arms, tie and a voice of brass, arose in the pool of light in Paris, no more than a round trip on his mail route. The my body." the center of the darkness and called for silence and rest of the trip was downhill. Lindbergh was fully "After the lapse of minutes whose number I can­ prayer. He said that Lindbergh was now 300 miles at awake now, convinced that every major obstacle was not judge, I felt my helmet jerked from my head. sea, past Newfoundland. The entire place went silent behind him. Firmer hands gripped my body. I heard my name and everybody stood with bared heads." The "Spirit of St. Louis" flew over Ireland, over more clearly spoken. And suddenly, I was standing At sea, Lindbergh was headed for trouble. He was England, across the English Channel, over Normandy, on my feet, on European ground at last." moving into a gathering haze, with thick, heavy clouds toward Paris. Despite the publicity he'd had in New York, Lind­ ahead. He climbed to get over them. "Judging from my nose tank, I have enough fuel bergh hardly thought of himself as famous. Even in The fourteenth hour found him not yet halfway to to reach Rome. How surprised people back home would those final minutes of his flight, as he'd circled over Paris, with clouds within a few hundred fe et of his be if I ca ble them from Rome instead of Paris." the Eiffel Tower, he was, in his own, mind at least,

5 a tourist - a nd one without a visa, at that. He had letters of introduction with him, and a bank check for $500 to cover his expenses. He was totall y unaware that the eyes of the whole world were riveted on him. His notion that he needed introduc­ tions or that he must wire news of arrival was wholly superfluous. He was spotted, as he had hoped, over St. John's. He was almost immediately identified when he hit the coast of Ireland. Once again, as he passed over England, he was recognized from the ground. He was seen as he flew over Deauville and Cherbourg. And, on each occasion, newspapers the world over reported his progress in bigger and blacker headlines, while radio announcers cried the word in countless languages to a tuned-in earth. A lot happened to Lindbergh after that fa mous flight. He met his future wife Anne Morrow, daughter of Dwight Morrow, U.S. Ambassador to Mexico, when Lindbergh visited Mexico, with the "Spirit of St. Louis". They lost a son in the most famous kidnapping of all time. As a result, kidnapping was made a federal offense in the "Lind­ bergh Law". He got involved in isola­ tion politics as WWII approached, just as his father had during another war. Yet he also served in the Pacific during the war, flying combat missions in Xe4£d ·. P-38 fighters with the 475th Fighter Group, in New Guinea and elsewhere. OFF/(;/AI- PH"r" In the Pacific theater he proved that 8" FI2IC/c!$fNV. it was possible to greatly reduce a plane's fuel consumption by throttling back at altitude, increasing manifold pressure and propeller bi te. These techniques allowed the P-38's to fly cover for bombing missions hundreds of miles farther than the Japanese ex­ I~ There have been greater achievements since Lindbergh's flight, but his may have been the pected. Lindbergh 's fligh t stirred the world last great solo adventure of mankind. The moon-landing astronauts, for al/ their skill and more than Colu mbus' voyage had stirred courage, were mainly daring passengers on missions backed by thousands of experts and it in 1492. A lone man, guid ed almost the resources of the world's richest nation. When one says " the Lone Eagle," anyone who entirely by faith in himself and his ship, was alive in 1927 knows that there was only one - Charles A. Lindbergh. had opened up one of the last fro ntiers on earth - the air frontier. 6

When one thinks of the new National Air and Space Museum in Washington, D.C., the picture that comes to mind is one of a large collection of space vehicles, rockets, jets, modern commercial jets and warbirds, helicopters, balloons and airships, but that is not the full story. General aviation also is well represented, and antique and classical aircraft are anything but forgotten. The new three-block-long museum of the Smith­ sonian Institution on the Mall opened to the public July 1, and the collection of aviation and space exhibits is almost breathtaking. Former astronaut Michael Collins, who rode to the moon on Apollo 11 and who now is NASM director, estimates that 50,000 people a day will visit the museum and, he said, they won't be able to see it all in just one day. Members of the Experimental Aircraft Association can take pride in the fact that the EAA and a number of its members had a direct part in some of the exhibits of 65 historic aircraft. Remember the beautifully re­ stored Al Williams' "Gulfhawk II" that was one exhibit at the EAA's Air Education Museum at Frank­ lin, Wisconsin? Well, it's hanging now in a prominent place in the new NASM. The Grumman G-22 "Gulf­ hawk II" had been on temporary loan to EAA while the $40 million NASM was being built. And the next time you visit the Air Education Museum, take special notice of the Bell P-39Q still there. That plane is on loan from the Smithsonian and someday in the future will take its place with other aircraft in the NASM. Collins said that the 6S aircraft in the NASM do not constitute the entire national collection by any means. Two hundred more, like the P-39Q, are either on temporary exhibit in other museums in the country or are in storage at the NASM's facility at Silver Hill, Maryland. Also at the EAA museum, for example, are NASM's Helio HeJioplane No. 1, Laird Super Solution, Nakajima " Oscar", North American XP-51 prototype, Phalz D. XII, Stits SA-2, and S.E. SA. Collins said that all aircraft, except those "firsts" Tail of inverted Spad VII in view above Fokker. in the main Milestones of Flight Gallery, will be Antiques and Classics are well represented. rotated anywhere from six months to a year or every four or five years because the NASM has so many more But if the old planes are what give your spine a Paris on May 20, 1927, to become the first man to aircraft deserving of public view. chill, along with those sophisticated space and super­ fly solo, nonstop across the Atlantic Ocean. Antique The untouchables in the main gallery range from sonic vehicles are Samuel P. Langley's Model 5, his airplane buffs can be proud of that fact that Collins space vehicles to antiques and include the Apollo 11 1896 pilotless aircraft, the Wright Brothers 1903 Kitty said that the small Ryan NYP easily will be the most command module which brought man to the moon, Hawk Flyer and Charles A. Lindbergh's "Spirit of popular aircraft in the museum. John Glenn's Friendship 7 in which he became the St. Louis". In the Gallery of Air Transportation, devoted to first American to orbit the earth, the Bell X-I, first Orville and Wilbur Wright and the Flyer started airline development, the old planes again get the stop­ aircraft to fly faster than the speed of sound, and the it all at Kill Devil Hill in North Carolina on Dec. 17, light, and in two of them the EAA figured prominently. North American X-IS, first aircraft to fly at four, five 1903, and Lindbergh gave aviation a tremendous The hall contains a 1927 Pitcairn Mailwing PA-S from and six times the speed of sound. boost when he flew the "Spirit" from New York to Eastern Air Lines, a 1929 Fairchild FC-2 from Panagra, 8 Above left: Lindbergh's Ryan NYP Above: Army Air Service nonstop coast proudly hangs in its New Home. One to coast is still faintly visable on the of the most historic planes in any side. Note the three unusual windows. museum. (Fokker T-2 to the right and Curtiss R3C-2 racer on floats in background.) Left: Backer Jungmeister, " Bevo" Howard's familiar plane. Many of us have fond memories of the old pro and his mount. Bevo favored this plane to his last ride.

a 1937 Douglas DC-3 from Eastern ,Air­ NCllY operated on the East Coast for lines, a 1929 Ford 5-AT-B Trimotor from a while and then was returned to Kan­ American Airlines, a 1930 Northrop sas City, Kansas. Then it vanished. Alpha from TWA and a 1934 Boeing Foster Hannaford, Jr. of Winnetka, 247D from United Airlines. Illinois, acquired NCllY and another The EAA participated in the eventual Alpha in the late '40s or early '50s with exhibition of the Northrop Alpha in the intention of restoring them and the NASM. stored them on his farm. He died in 1971, Records show that the Northrop, and his will stipulated that they go to NCllY, the third Alpha built, was first EAA. The two planes, in poor condition, delivered to National Air Transport, a were stored at the EAA's Burlington, predecessor company of United Air­ Wisconsin, facility. lines, in late 1930 as an Alpha 2. United When the Smithsonian in 1973 learned on Nov. 30, 1931, sold it to TWA in of the existence of the Alphas, it asked Kansas City and TWA in 1932 converted the EAA if it could restore one for the it to an Alpha 4-A, cargo only version. NASM. But, since it didn' t have the It was sold by TWA in 1935. Alpha facilities for the job, it was turned over

',' J Above: Turner RT-14 Racer. Turner's Above right: Lindberghs' Lockheed trade mark the lion was forever with Sirius. The plane the Lindberghs flew him. One of his racers had a painting of to the Orient. He pioneered the air route the lion on the wheel pants. now used.

Right: Grumman G-22 " Gulfhawk /I". This was on loan to the EAA during construction of NASM.

to TWA fo r a volunteer re stora ti o n The Smithsonian had wanted it for pro ject a t TWA's Technical Se rvices the NASM becau se the 247 was the C e nte r a t Ka n sas City Inte rna ti o na l world 's fir st mode rn a irline r, but the Airport. S mithsonian did not have the funds for The United 247D is in the NASM be­ its resto ration. (See The Vintage Air­ cause o f the p e rs uasive qualities of plane, April, 1975.) E. E. "Buck" Hilbert, former preside nt One would expect the NASM's war­ of the Antique and Classic Division of birds - Curtiss P-40E, S upe rma rine EAA . Hilbe rt, of Union, Illino is, a Spitfire, North America n P-51D, Mes­ United Airlines DC-8 captain, hea ded serschmitt Bf. 109, Mitsubis hi A5M-6 a committee of a ntique expe rts, in­ Ze ro, Douglas SBD, G rumman FM-1 cluding Michael X. Drabik of Chicago, Wildcat, and Macchi C. 202 Folgore ­ which inspected the re mains of the 247D to dra w considerable inte rest, but the a t Silve r Hill a year and a ha lf ago. ve ry old warbirds a re the re, too. In a Based on a strong recommenda ti on by World War I diora ma ca n be seen Billy Hilbe rt, United officials mad e a gra nt Mitchell 's Spad XVI as well as a Spad of $27, 000 for the old plane's restoration. \ \ \ \ \ \ \ \ \ \

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Above left: Douglas World Cruiser Above: Ford 5-AT-B Trimotor (Ameri­ "Chicago". Flying under the colors can), Douglas DC-3 (Eastern), Boeing of Air Service USA made the first world 2470 (United), Northrop Alpha 4-A flight. (TWA). Left: Cessna 180, Schweizer J-22, Beechcraft Bonanza, Fulton Airphi­ bian (car section only). VII and a Fokker 0-VII, and there also 2-22 with names of their> own. are a 1933 Boeing P-26, a 1932 Boeing The Model 35 Bonanza, "Waikiki F4B-4, and a very, very old "warbird", Beach", was piloted by Bill Odom on the 1909 Wright Military Flyer. two record-breaking flights, including In the gallery devoted to air traffic the 1949 Honolulu to Teterboro, New control is Amelia Earhart's 1932 Lock­ Jersey, flight in 36 hours and one heed 5B Vega in which she became the minute. The PA-12 "City of Washington" first woman to make a nonstop solo was flown around the world in four flight across the Atlantic, and, in the months in 1947 by two Air Force reserve flight testing gallery is Wiley Post's officers, Major Clifford V. Evans and Lockheed 5C Vega "Winnie Mae," Major George Truman. And the Cessna which completed two around-the-world 180, "Spirit of Columbus", was the record flights. plane flown by Mrs. Geradine "Jerry" But not all the "name" airplanes are Mock when she became the first woman in exotic galleries. The "little guy" in to pilot an aircraft around the world in aviation will get particular pleasure out 1964. of the general aviation gallery, which And there are other names familiar features a Beechcraft Bonanza, a Piper to general aviation enthusiasts. The PA-12, a Cessna 180 and a Schweizer Schweizer 2-22 was made famous by Above: Douglas DC-3, Fairchild FC-2 Above right: Pitts Special. As an ex­ (partly hidden), Boeing 2470, Northrop ample of the wide spread of coverage. Alpha 4-A. This is some kind of first and an honor to sport flyers al/. Right: Schweizer 2-22. The old familiar Schweizer Tanor looks like it is moving. Note the realistic pilot. A Bonanza is rehearsing a near miss. the late Scotty McCray, who flew it in viewing are the 1931 Lockheed Sinus aerobatic demonstrations. The NASM's "Tingmissartoq" flown by Charles and Bucker 133 Jungmeister was willed to Anne Morrow Lindbergh, the 1924 the Smithsonian by the late Bevo Ho­ Douglas World Cruiser " Chicago" ward, and J. Dawson Ransome do­ which flew around the world, the 1924 nated his Pitts Special to the museum. Army Fokker T-2 which flew the first Igor Bensen presented his Gyro-copter nonstop transcontinental flight in the to the Smithsonian in 1969. U.S. and the 1911 Wright EX "Vin Fiz" Racers are well represented, the which was the first airplane to go most beautiful being Howard Hughes' coast-to-coast between Sept. 17, to 1935 H-1, and the most unusual is Dec. 10, 1911. Jimmy Doolittle's 1925 Curtiss R3C-2 And there are still the jets, rockets, on floats. But there, in the exhibition space vehicles and other modern hard­ flight gallery, is Steve Wittman's "Chief ware to be seen in the National Air and Oshkosh"/Buster! Wittman's plane had Space Museum, but if it weren't for the the longest and most successful career early aviation development exemplified in air racing history from 1931 until its by the antiques, there would have been retirement in 1964. It was also flown by no jets or space vehicles in the first Bill Brennand and Bob Porter. place. Other historical antiques worth _t:~__.Vin t~n~~i ~"""~2" ...... ,.....-:..-.., ---~~ J~" . ~ ~ .", , """"""- L: .-- - • ...-- ~..:fii Photos By Jack Rose designer has contributed these I from WWI Era. T, photos previou:

When the last flight is over And my altimeter tells me th I'll swing her nose for the s D I'll open her up and let her And the great God of flying As I stow my crate in the ha Then I'll look upon his face Whose wingspread covers t Taken From MAR Album it(

the happy landing past crack-up's come at last nd I'll give my crate the gun m for the airport on the sun will smile at me sort of slow r on the field where flyers go almighty flying boss ky from orion to the cross IELD 1918 History A '. ,ILVER E "Bgle

A BIOGRAPHY OF E. M. 'MATTY' LAIRD By Robert G. Elliott Ed Escal/on 1227 Oakwood Ave. & 335 Milford Dr. Daytona Beach, FL 32014 Merritt Island, FL 32952 In September of 1910, a fourteen year old lad of Scottish desent stood with a crowd of other curious spectators overlooking the Grant Park area of Chicago. Soon, Walter Brookins, an early Wright Brothers­ trained civilian pilot took to the air in a Wright Flyer giving the 'Windy City' its very first aeroplane de­ monstration. Intently watching the flight, Emil Mat­ thew 'Matty' Laird tried to take in every motion and sensation of the biplane as it roared slowly across the city's skyline. The flight ended, but its impact would profoundly affect Chicago. From the early pioneering develop­ ments of its local citizens through both historic air

Above: Matty Laird sat for Robert Elliott in his home at Boca Raton, Florida on March 20, 1976. He had been sorting through files making a selection of his photographs to be used in the illustration of this article. Behind, on a mobile stand, is his old engine from the Baby Biplane. Left: Young Matty Laird's mind was forming the shape of things to come while watching a Wright Flyer Model B give Chicago its first look at man in the air.

15 meets and aircraft that were buit there, Chicago be­ came a hub for the growing airline industry of this nation. Among those who would bring lasting contribu­ tions to the aviation industry was young Matty Laird, .. . who decided on that September day to follow in the footsteps of the Wright Brothers and Mr. Brookins. For someone of his age, background and resources, it wasn't an easy path to follow. Matty's father had passed away in 1909, and to support his mother, two younger brothers and a sister, Matty had gone to work in the First National Bank of Chicago as an office boy. Consequently his formal education had terminated with the eighth grade. . Based on a few pictures available and his vivid memory of that flight he had witnessed, he made a model of Brookins Wright Flyer. Through a slow series of methodical progressions, he was able to achieve a stable flight from a hand launch with a smooth glide to a landing. Fortunately for aspiring enthusiasts, Chicago soon blossomed with aviation activity. Businessmen such as Charles Dickinson of Dickinson Seed Company and Harold McCormick of farm implement fame, backed the formation of the Aero Club of Illinois. The Aero Club served to concentrate interest and efforts in developing flying machines. Octave Chanute became its first President. The enthusiastic Secre­ tary, Harold Robbins, secured the services of Bill Stout (later of Ford Tri-Motor fame), to father the Illinois Model Aero Club. Here, young people like Matty were encouraged to learn and compete in aero­ nautical endeavors. One of the Aero Club activities was sponsorship of the Great Chicago Air Meet of 1911. Aviators were attracted from throughout the United States and Europe to compete for over one hundred thousand (Photo Courtesy E. M. 'Matty' Laird) dollars in prizes. The Meet was a great success, with A mockup of his first monoplane was assembled in the street in front of Matty's home several world's records established and well over two with the help of friends. Matty's sister made the photo with her last exposure of film. hundred hours of total air time logged. The Meet also served to highlight the successes that early pilots were having with their aeroplanes. Ole Flottrop (the propeller manufacturer), Charles Umbrella Plane, which hopped about like a kangaroo, Young Matty was among those viewers of this activity Day, Matty Laird and his model Aero Club friends attempting to become airborne. Then too; there was during every moment possible, trying to learn every­ Buck Weaver, Charles Arens and later arrivals Otto Pop Keller's Multiplane, nicknamed "The Golden thing he could from the participating aviators and their Timm and Eddie Stinson, as well as many others. Stairs to Heaven", which structurally collapsed early aeroplanes. Consequently, with activity everywhere on the in its attempted take-off run, leaving venetian blind­ Chicago's first airport, Cicero Field, was also spon­ field, as well as competitive events such as the Air like sections strewn about. In this early stage of avia­ sored by the Aero Club. Cicero included a core of Meet of 1911, a challenging environment developed, tion development however, credit is due all who people who would later become leaders in the industry, which proved to be most perfect for the course Matty stuck with it. Their efforts enriched the base from including: Lincoln Beachey, Glenn Martin, Max Lillie, had chosen to follow. which successful ideas could be drawn. DeUoyd Thompson, Katherine Stinson (the first of Not all the creations coming out of Cicero were Through model work and knowledge gained from the Stinson family to learn to fly), Chance Vought, successful. Some were monstrosities, . . . like the his contemporaries, Matty's aeronautical knowledge 16 By late 1912, Matty had begun construction of a 1915. This exhibition was to pay him more than he powered monoplane. He located a 12 hp Franklin would make in the First National Bank by working automobile engine which had been converted for several months, so he took a leave to make the flying aircraft service by Al Hofer. (AI later became one of date. Chance Vought's expert assistants.) With very little Matty has been on that leave of absence until this to offer AI, except the promise of an aspiring young very day. man, Matty negotiated the purchase of the engine, Flying engagements soon took Matty and his without the assistance previously offered by Charles friend-mechanic Buck Weaver all over the Central Dickinson. and Rocky Mountain states. Aerial photography, The cost of a flying lesson was out of the question, night flying with flares on the aeroplane, loop-the-Ioops so Matty set out to teach himself to fly in the diminu­ ... all soon became a standard part of his repertoire. tive monoplane. His first lessons involved the use of The Baby Biplane was modified three times in the rudder control. Previous experience in bobsledding successive years, with small improvements added had taught him reverse reactions to what was required to the wing design and engine's systems. Interestingly, in a normally rigged flying machine. After a series of this ship was built to be dissassembled into sections ground runs, Matty finally decided that the time had which could be packed into shipping crates for rail­ come for a flight. He released the blip switch on the road shipment between exhibition sites. This design engine and the small craft accelerated smartly. When was among the first to be offered in plans for home­ things began to feel right, Matty, having little idea of builders through Popular Mechanics Magazine and the sensitivity required ... hauled back on the wheel others . . . making Matty one of the very early people abruptly and was surprised when the little mono­ to pick up the EAA theme. Basic information packages, plane leaped into the air. With the end of the field, followed by more detailed plans were sold . . . just and power lines coming up fast, he wisely avoided as many of today's designs are marketed. attempting a turn, but his subsequent overcontrol In 1916, the Baby Biplane was succeeded by a on touchdown ended the flight somewhat uncere­ larger two-place biplane design called the 'Bone­ moniously as the flying machine went over on its back. shaker', intended primarily for exhibition acrobatics. In later flights Matty taught himself the basics of A noteable feature was the automatic massage that controlling the aircraft by its attitude and the use­ occupants received from the Anzani radial engine. duration of the engine blip switch. Performance was outstanding however, and it was in Towards the end of the season Matty lent the this craft that Matty instructed the first loop-the-Ioop (Photo Courtesy E. M. 'Matty' Laird) monoplane to a friend, who made the same mistake in the United States. Matty Laird on the left prepares to launch a rubber­ with the rudder control as Matty had initially. Sub­ Matty loaned the 'Boneshaker' to Katherine Stin­ band powered model airplane while his friend looks on. stantial damage was caused by the ground loop which son for the first tour of an aeroplane in Japan and ended this last flight, and the winter months follow­ China, and his creation became an International ing found Matty and his friends rebuilding the salvaged Thriller overnight. parts into a new aeroplane called the 'Baby Biplane', Success followed young Mr. Laird from one engage­ progressed rapidly. In short order his efforts began a slab sided simple looking craft, whose lines belied to show real promise, as he began to win the model its excellent efficiency. competitions. Even in the Bank, his designs didn't go Those more experienced fliers who had been very unnoticed. An embarrassing incident of a rise-off-the­ doubtful as to the 12 hp monoplanes' ability to fly, ground model airplane launched in the lobby, landed were quite surprised when the performance of the upstairs near one of the Corporate Officers. This 'Baby Biplane' exceeded many of their own aero­ model flight netted him cash orders for twenty more, planes with three times the power. As a mark ot ex­ to be used as Christmas presents, rather than dis­ cellence even by today's standards, this craft's weight, ciplinary action. when empty, was only 375 pounds. Its outstanding When Matty felt he'd gathered sufficient knowledge performance was a foreteller of things to come with from his models to know what was involved in manned the later Laird 'Baby Biplanes' .. . named 'Solution flight, he set about building a glider to be mounted and Super Solution'! about his bicycle. Using a ramp for the launch, it wasn't Matty flew the Baby Biplane in Chicago Meets, (Photo Courtesy E. M. 'Matty' Laird) long before he was making brief flights down the and his aeronautical capabilities attracted enough The Baby Biplane lifts off the ground with Matty at the Chicago streets . .. much to the distress of the nearby acclaim to draw him into the field of exhibition fly­ controls. This was his first version of this Baby Bi­ school principal ... who couldn't get his students ing. Lincoln Beachey's booking agent set him up for plane, with the squared off wing tips. back into class following these demonstrations. his first engagement at Sebring, Ohio on September 6, 17 ment to another, as his fame as a youthful aviator was broadcast by the newspapers of the day. Head­ lines featured him as "The Fearless Scotch Aviator". Tragedy struck in San Antonio, Texas during March of 1917. Matty was test flying a tractor biplane Walter Brock had designed for Katherine Stinson. The aircraft went into a spin that became flat. Spin re­ covery techniques were just being developed at the time, and flat spins are not within the normal con­ trollability of aircraft. Matty was unable to regain control and the plane spun down to a crash, seriously injuring him. Upon his release from the hospital at San Antonio some months later, Matty filled a few exhibition dates with the 'Boneshaker' which had just returned from the Orient following Katherine Stinson's tour. Soon after these flights the government placed a ban on all civilian flying due to the United State's involvement Interior of early construction area showing in World War I. Matty returned then, to Chicago, to Matty's shipping crates for the Baby Bi­ enter St. Luke's Hospital for further corrective sur­ plane stacked in the right corner. gery to correct deficiencies resulting from the San Above: Matty seated proudly in the cockpit of his Baby Antonio crash. Biplane. Note the oil tank he mounted directly above After this release from this second hospitalization, Below: The third version of the Baby Biplane. Outer the engine, allowing controlled amounts of oil to be Matty concentrated his efforts to build the Model "S" wing tips and stabilizer surfaces were now curved. In fed into the engine, thus helping to prevent exces­ Sport Plane he had designed in 1916 after the close of addition, near where his hand is resting was the bolt­ sive oil from flooding the upper cylinder areas and his exhibition tour. He sold several of them, including ed coupling which allowed the fuselage to be divided fouling the spark plugs. one to Bill Burke, a Buick-Franklin dealer from Okla­ for shipment in crates to various exhibition sites. homa. Bill was so pleased with the aeroplane that he talked his friend Jake Mollendick, an oil man from Wichita, Kansas, into offering a financial arrange­ ment in order to establish manufacturing facilities in Wichita. The offer was attractive to Matty, so he packed up and moved, bringing h~ Y0l!nger brother Charley and

Matty flies his 'Boneshaker' at- the Cham­ paign, Illinois meet in 1916.

18 1·I ,

Above: Walter Beech photographed in a relaxed mo­ ment beside a Laird Swallow. Left: The famous Anzani-powered 'Boneshaker'. This early exhibition plane proved most successful and permitted Matty to build a respected name for himself through his exhibition flights. Below: The Laird Swallow which was flown by Shorty Schroeder on a nation-wide tour for the Underwriters Laboratories in 1921 to promote the registration of aircraft. This Laird was the first registered aircraft in the U.S.A.

Walter Weber with him. Both Charley and Walter were employed in production of the Model "S". At Wichita, Matty set up the first aircraft manu­ facturing concern in the United States devoted solely to non-military production. He began fabrication of the first three-place design introduced in this country ... the Laird Swallow. The E. M. Laird Company's efforts literally opened the door for the huge aircraft manufacturing complex that later developed at Wich­ ita. lt is difficult to place in proper perspective the obstacles encountered in the Swallow's production. Specialized aircraft material was not available in that locality and aircraft building talents were hardly com­ monplace among the local citizens. Matty's new factory was described as being the largest west of Buffalo, New York. His initial facility consisted of space obtained within both a grain grader and a wheat show building. To highlight the new com­ pany, a Model'S' was placed on display in the Forum Municipal Building during the annual Wheat Show. During this initial growth period there were several personnel transitions. Bill Burke returned to Oklahoma to take charge of his automobile agency. Buck Weaver was hired as a demonstration pilot. Then, during the 19 most of his subsequent efforts on his farm in Rego, Kansas. His interest in aviation was re-awakened by the purchase of a Laird Swallow in the fall of 1923. He later combined efforts with Walter Beech and Lloyd Stearman in the Travel Air Company. Very central to the development of the aviation business growing up at Wichita was Matty's partner, Jake Mollendick. Jake was nuts about flying and thoroughly sold on it. He was willing to put his money into fostering it also, but unfortunately, Jake's busi­ ness methods reflected his background as a well digger. He just wasn't happy unless he was hammering away at something in the airplane business, and un­ happily he didn't always know how to go about it. One by one, through those early days in Wichita, the aviation greats left Laird. Matty's problems began during the period when he was in California on the tour. Jake had hired a group of not very experienced pilots and within a short time, these individuals washed out a number of airplanes. Sales were somewhat depressed at the time, and for Matty's portion of the partnership, these accidents were very costly. For Mr. Mollendick, these accidents didn't represent quite the hardship, as he had other sources of income. Mr. Laird sold his interest in the Company in 1923, taking with him two Laird Swallows, as part pay­ ment for his business interest. Leaving Wichita, he flew them down to St. Louis for the National Air Races. Entering several events, he then carried pas­ A Laird Model'S' was displayed in the lobby of the wheat forum in Chicago, sengers at the conclusion of the Meet. to call attention to the aircraft manufacturing activity of the Laird Company. He sold the Hispano Suiza powered Laird, and flew the OX powered airplane back to Chicago. There, he operated it commercially, carrying passengers and flying photographers to special events. Through summer of 1921 when Matty and Buck had taken a Many interesting historical developments occurred couple of Swallows out to the West Coast on a pro­ during the production of the 43 Swallows built. The motional tour, Walter Beech was engaged as a demon­ Company trademark was a diamond with L-A-I-R-D stration pilot. Additionally, Lloyd and Waverly Stear­ across the upper edge and P-L-A-N-E-S acro~s the man became employed in the Swallow production. bottom, while the city of manufacture, in this case, Business had become a little slow in 1921 due to Wichita ... appeared in a band dividing the diamond the post-war recession, but the E. M. Laird Company horizontally. The spacing of the 'L' and the 'D' in continued to keep their fine product in front of the LAIRD was pretty wide-set at first, causing people public. This was accomplished with the help of the to read the insignia as L. D. AIRPLANES. While this enthusiastic and cooperative newspapers in that was undesirable as a trademark, it may well have been region, and such projects as the nation-wide tour the beginning of the word AIRPLANES, because prior Shorty Schroeder completed for the Underwriters to that era (and still so in England), flying machines Laboratories, flying a Laird Swallow. This particular were referred to as AEROPLANES. ship had been marked with the registration letters Among the many people to leave a lasting contri­ N-ABCB, to promote the idea of registering aircraft. bution to aviation history while with Mr. Laird was (Photo by Robert G. Elliott) Thus the Laird Swallow became the first registered Clyde Cessna. Clyde had done some very early pio­ The well known Laird Trademark. airplane in the country. neering work in the 1910 era, but had concentrated 20 it had come at a bad time ... just when business was really in the growing stages. It did nothing for the manufacturers, other than providing them with orders for a couple of aircraft. To comply with these regula­ tions cost the industry many thousands and thou­ sands of dollars. Particularly exasperating for all the factories was the requirement to submit a stress anal­ ysis on airframes, as there were only few persons out­ side the Bureau, or within the military manufacturing complexes, capable of performing the analytical work involved. Matty had long been a believer of testing sub­ assemblies of his aircraft with various loading tests. He had personally flown each ship upon completion, taking it up and wringing it out in his excellent acro­ batic style, a portion of its acceptance test. Now, how­ ever, finding someone in the Chicago area to per­ form the stress analysis work was difficult. Two engi­ neers, Messers. Green and Heinrich were engaged on the stress analysis work until Mr. Green left to work at Ford's plant. Raoul Hoffman, an early aero engineer had previously been brought in to assist, but had left when there were some objections to his calculation

Below: Aerial view of two Lairds. On the Above: Laird-Whirlwind, Place, open 3 left is a Laird Speedwing, LC-R-200, at cockpit. Wright Whirlwind J5 220 hp engine. right, slightly behind a Laird Whirlwind, LCB-200. these efforts he was able to capitalize a new manu­ facturing plant in Chicago. Here, he produced a new line of commercial planes, starting with OX-S power plants and progressing through the larger Wright and Pratt & Whitney radials, synonymous with Laird Air­ planes in succeeding years. After Matty left Wichita, Walter Beech and Lloyd Stearman remained with Jake Mollendick to bring out the single bay Swallow. They continued on this pro­ ject for about a year and then left to join Clyde Cessna in forming the Travel Air Company. Matty"s younger brother, Charles, later headed up Jake's Company with not altogether satisfying results in bringing out the 'Super Swallow'. Poor Jake went through a long series of partners before finally becoming insolvent. He passed away some years later in a sanitarium. A sad end for a man who had been such a key in the early formation of the aircraft manufacturing and air travel industry. The late twenties brought many changes to the aviation business. Among them, and most significant, was the Air Commerce Act of 1926, requiring certi­ fication of pilots, aircraft and manufacturers. Reflect­ ing the thoughts of most in the industry, Matty felt 21 by the Department of Commerce's Engineering De­ partment. Finally, Heinrich was able to learn enough from the others to complete the job and satisfy ATC requirements for the LCB's, LC-R and other special models. The late twenties brought racing and record setting activities into prominence as thEa barnstormers strove for new sources of income and notoriety. Matty's airplanes, including the Junior Speedwings, Speed­ wings, Solution and Super Solution, were consistently among the fastest airplanes of the day. Excellent pilots who flew them . were such personalities as E. E. Bal­ lough, Speed Holman, Bill Brock, Jimmy Doolittle, Red Jackson and Matty himself. Characteristically, Laird planes were known for their ruggedness, light weight, high speeds and out­ standing finishes. Consequently, they were widely copied in the industry. Many of the people who later started their own manufacturing concerns found their

(Photo Courtesy of Clem Whittenbeck) Clem Whitten beck standing beside his restored Laird Junior Speedwing NX10537 at Tampa, Fla., in 1947. His Laird was just one registration number less than the Laird Solution. Matty flew the original version of this plane during the National Air Races of 1930 in Chicago at Curtiss-Reynolds Air­ Above: Laird-Speedwing (STD), 3 Place port. open cockpit, powered by Wright Whirl­ wind 330 hp engine.

interest stimulated ... one of whom was Major Alex­ ander de Seversky. Matty's company capitalization did not permit be­ coming involved in quantity production. His airplanes were largely custom built to order, with an arrange­ ment that provided him a partial payment for the air­ craft through several stages of completion. His cus­ tomers were largely oil men, publishers, and indus­ trialists who were interested in owning "The Thorough­ bred of The Airways". When Charles Dickinson se­ cured the contract for the Chicago to Minneapolis mail, he placed an order for Lairds. Billy Brock, Speed Holman, and E. E. Ballough flew this route initially, an activity which led to the formation of Northwest Airlines. Unfortunately, due to the economic depression of 1929, the bottom fell out of Matty's market. Many of his customers began to loose their interest in flying, being diverted by worries of tending their fading busi­ ness enterprises. TO BE CONTINUED IN AUGUST ISSUE (Highlights of 1930) 22 , <~~7~~~~~

ANTIQUE/CLASSIC DIVISION CONVENTION ACTIVITIES SCHEDULE

FORUMS AND MEETINGS ANTIQUE/CLASSIC FORUMS TENT NO.3

SATURDAY, JULY 31, 1976 9:00 A.M.-10:15 A.M. Meyers OTW ...... Richard K. Martin, Meyers Restorer 10:30 A.M.-ll:45 A.M. Piper Cubs ...... Clyde Smith, Sr., and Clyde Smith, Jr., Test Pilot, Piper Aircraft Company 12:00 Noon-12:45 P. M. 1:00 P.M.- 2:15 P.M. Early Bellanca Ai rcraft ...... August T. Bellanca, President, Bellanca Aircraft Engineering, Inc. 2:30 P.'v1 .- 3:45 P.M. Monocoupe ...... Harold C. Maloy, Federal Aviation Agency and Monocoupe Restorer 4:00 P.M.- 5:15 P.M. Fail Safe Flight Instrument Installations ...... , J. R. Nielander, Jr., President, Antique/Classic Division

SUNDAY, AUGUST 1, 1976

9:00 A.M.-10:15 A.'v1. Aeronca Chief ...... George S. York, Classic Aircraft Judge 10:30 A.M.-ll:45 A.M . Stearman Aircraft ...... Thom.as E. Lowe, President, Stearman Restorers Association 12:00 Noon-12:45 P.M. International Cessna One-Seventy Association Meeting ...... George M. Mock, President 1:00 P.'v1.- 2:15 P.M. Curti ss OX-5 Engines ...... Leslie C. Miller, Developer of "Millerized" Conversion of Curtiss OX-5 2:30 P.M.- 3:45 P.M. Stinson Reliant and SM's ...... George E. Stubbs, Past President, National Stinson Club 4:00 P.'v1.- 5:15 P.M. Stinson 10, 105, 108 Series ...... Rowell S. Weilert, Stinson Res torer

MONDAY, AUGUST 2,1976

9:00 A.M.-10:15 A.M. Aeronca K ...... Edward H. Schubert, Chairman, Aeronca Club 10:30 A. M.-ll:45 A.M. Mooney Mite ...... Lawrence P. Dale, Mooney Mite Restorer 1:00 P.M.- 2:15 P.M. Travel Airs ...... Nick Rezich, Air Show Performer, Announcer, and Travel Air Res torer 2:30 P.M.- 3:45 P.M. Cessna 1201140 ...... J. R. Nielander, Jr. , President, Antique/Classic Division 4:00 P. M.- 5:15 P. M. Cessna 1201140 Type Club Organizational Meeting ...... Tom Williams and Kennedy Dwight

TUESDAY, AUGUST 3, 1976 9:00 A.M.-10:45 A.M. Rearwin-Commonwealth Aircraft ...... George T. Williams, Chairman, Rearwin Club 10:30 A.M.-ll:45 A.M. Howard DGA Aircraft ...... Richard K. Martin, Howard Res torer 1:00 P. M.- 2:15 P.M. World War I Aircraft ...... Charles Woerner, Builder of World War I Replica Aircraft 2:30 P. M.- 3:45 P.M. European Antique Aircraft ...... " Harold Best-Devereux, Director, European EAA Regional Office 4:00 P. 'v1.- 5:15 P.M. Airframe and Engine Electroplating ...... William J. Ehlen, President, Electro-Lab., Inc.

23 WEDNESDAY, AUGUST 4, 1976

9:00 A. M.-10:15 A. M. Aeronca 7 and 11 Series ...... C. L. "Buzz" Wa gner, Developer of Aeronca Supplemental Type Certificates 10:30 A. M.-11:45 A. M. Antique/Classic Division Annual Business Meeting 1:00 P. M.- 2:15 P. M. Cessna 170 ...... Gene L. Collins, Past President, International Cessna One-Seventy Association 2:30 P . M.- 3:45 P. M. Ercoupe ...... Fred E. Weick, Ercoupe Designer, and M. C. "Kelly" Viets, President, Ercoupe Club 4:00 P.M.- 5:15 P.M. Bourke Engines ...... , ...... , ...... ,. John S. Hendricks, Bourke Engine Experimenter

THURSDAY, AUGUST 5, 1976

9:00 A. M.-10:15 A. M. Mooney Mite ...... Dr. Earl G. Sanderson, Mooney Mite Restorer 10:30 A.M.-11:45 A.M. Swift Aircraft ...... Charles E. Nelson, President, The International Swift Association, Inc. 1:00 P.M.- 2:15 P.M. Cessna 195 ...... Daniel J. Kindel, III, M.D., Clifford C. Crabs, Paul W. Terrell, M.D., President and Past Presidents of the Eastern Cessna 190/195 Association 2:30 P. M.- 3:45 P. M. Beechcraft Staggerwing ...... James C. Gonna n, President, Staggerwing Club 4:00 P. M.- 5:15 P. \II. Spartan Executive ...... Dr. James Patterson, Spartan Restorer

FRIDAY, AUGUST 6, 1976

9:00 A. M.-10:15 A.M. Waco Aircraft ...... Ray Brandly, President, National Waco Club 10:30 A. M.-11:45 A. M. Ryan Aircraft ...... Dorr B. Carpenter, Co-Author, Ryan Guidebook 1:00 P.M.- 2:15 P.M. Fairchild Aircraft ...... Donald L. Coleman, M.D., Secretary, Fairchild Club 2:30 P. M.- 3:45 P. M. Taylorcraft ...... Dorothy Feris, Vice-President, Taylorcraft Aviation Corporation 4:00 P.M.- 5:15 P.M. Porterfields ...... Charles E. Lebreckt, Chairman, Porterfield Club

SATURDAY, AUGUST 7, 1976

9:00 A.M.-10:15 A.M. Piper Va gabond ...... Cecil Ogles, Editor, Vagabond News 10:30 A. N,-11:45 A. M. Early Beechcraft Bona nzas ...... J. Norman Colvin, Retired Execu tive, Beech Aircraft Corporation 1:00 P.M.- 2:15 P.M. Laird Super Solution ...... E. M. "MC!tfy" Laird, President, E. M. Laird Airplane Company, and Eduardo C. Escallon, President, FSAACA, and Chairman, Super Solution Restoration Project 2:30 P. M.- 3:45 P. M. Northrop Alpha Project ...... Daniel McGrogan, Director, TWA Northrop Alpha Restoration Project 4:00 P.M.- 5:15 P.M. Luscombe Aircraft ...... Richard Lawrence, Luscombe Association

July 3-4 - Gainesville, Georgia - 9th Annual August 29-September 6 - Blakesburg, Iowa ­ Cracker Fly-In. Sponsored by North 6th Annual Invitational AAA-APM Fly-In. Georgia Chapter of AAA, Antiques, Classics, August 30 - September 3 - Fond du Lac, Wisconsin -11th Annual EAAIIAC Homebuilts and Warbirds welcome. WANTED: Stinson Reliant SR 5 or SR (straight Contact Bill Davis, 2202 WiUivee Place, International Aerobatic Championships. Spon­ wing). Will pay good money for a Calendar Decatur, GA 30033. sored by International Aerobatic Club. rebuildable with all parts present. Tom Rench, September 17-19 - Georgetown, South July 10-11 - Annual EAA Chapter 62 Fly-In, 1601 Circlewood, Racine, WI. Hollister, CA. Contact D. Borg, 6948 Carolina - Second Annual Spirit of '76 Fly-In at Burning Tree, San Jose, CA 95119. Georgetown County Airport, South Carolina. July 10-11 - 17th Annual AAA Fly-In, DuPage Sponsored by Chapter 543 Antiquel of Events County Airport, West Chicago, Illinois. Classics, Warbirds and Homebuilts. For infor­ Phone 312-763-711 ~ mation contact Herb Bailey, P.O. Box luly 31 - August I - Oshkosh, Wisconsin ­ 619, Georgetown, SC 29440. (803) 546-2525 24th Annual EM International Fly-In days; (803) 546-3357 nights and weekends. Convention_ Star1 making your plans NOWI 24 OSHKOSH~__ '76==~ EXPERI.....ENTAL AIRCRAF T A S SN.

is the establishment of a Flight Scheduling office. Headed by Verne Jobst, this committee will be working with representatives of all the divisions as well as various EAA'ers on the scheduling of flight activities for the Convention. This should allow us to schedule special events and flights in coordination with the daily fly-bys and air show. Numerous other events will be featured at Oshkosh '16. The world famous Canadian Snowbirds will highlight the evening air show on July WHISTLING IN THE RIGGING 31 and August 1 and 2. This nine-plane jet team is one of the finest in the By Tom Poberezny world. You won't want to miss their performance. Last year's Interview Circle was very well received. 1976 will see a much At present, I am on my way to Tullahoma, Tennessee to attend the expanded program with many designers, EAA'ers, and well-known pilots Annual Staggerwing Beech Convention. Travelling to Tullahoma got me and aviation personalities interviewed. to thinking about the hard work and preparation that I am sure went into Many changes have been made at the Convention site itself. A new this event, as well as the hundreds of other events that will be taking walk-in area has been developed which will accommodate foot traffic more place throughout the United States this year. readily. A new shopping mall and shower have been added to Camp Having been involved with the Annual EAA Convention as well as Scholler as well as expanding the area for camping. various other flying events, I can appreciate the amount of time and effort All in all, Oshkosh '76 will be the world's greatest aviation event. I hope (as well as money) needed to make any fly-in or air show a success. If you you can plan to be there. are planning a future event, a few words of caution. On Friday, June 18th, we had a number of top ranking FAA officials visit Number one ... be sure that your sponsoring organization is incor­ your Headquarters and EAA Air Museum facility. This was a very im­ porated. In today's society, talk of liability and lawsuits has become un­ portant meeting for it provided the opportunity for them to gain further fortunately commonplace. I can't stress enough the importance to you as insight into the activities of the Experimental Aircraft Association and its an individual to be sure that the sponsoring organization for any aerial divisions. Lines of communication and understanding must be main­ event is incorporated. If you haven't read the article of incorporation that tained between government and your organization. It is important that appeared on page 32 of the May issue of SPORT AVIATION, please do so. we continue to demonstrate our ability to self-police and use sound judg­ Also important is insurance. Be sure that you have proper coverage ment so that unnecessary and constraining regulations do not appear in the for your event. Your Headquarters staff has been accutely aware of the future. problems of insurance . . . proper coverage at a reasonable cost. After Meetings such as this are just one aspect of what your dues provide much investigation and review, EAA Headquarters has obtained a Master for you and all aviation enthusiasts. We have received many fine comments Policy that is available to EAA Chapters and Divisions. For more infor­ on the quality and content of The Vintage Airplane. This publication pro­ mation, contact Mr. Harry Hanisch, P. O. Box 2424, Oshkosh, Wisconsin vides the cohesiveness and means of communication that is so important 54901, 4141235-1980. to the success of the Antique/Classic Division. Unfortunately, the planning and labor that goes into any event falls on But please don't look at your dues only as a subscription for The Vintage the shoulders of a relatively few people. If everybody pitches in, the job Airplane. This is but one benefit. Your dues support your organization becomes a lot easier and much more enjoyable. If your chapter is sponsoring so that it can help insure a healthy future for aviation. We want to be an event, be sure to give a helping hand. sure that the editor of The Vintage Airplane has something to write about The 1976 EAA Convention is fast approaching. One new innovation 20 years from now!

25 A Fleet 7 is newly restored here. June, and the article states " Come Join on a regular basis in order to create an I know of a few projects underway - mostly the Fun at Burlington", but it isn't listed awareness of Australian Aviation History. in Ontario - Lancaster Bomber, DH in Vintage Airplane or SPORT AVIATION. The first of the articles to follow Mosquito, several North American Yales (like Well????? deal with Bert Hinkler and his aircraft, fixed gear AT-6 about 450 hpj, several Copies of old ads and brochures would one of which appears on our badge. Tiger Moths, a few Gipsy Moths, Fleet 7, help as " filler" in Vintage Airplane. Two are preserved in the Museum at Bris­ Alexander Eaglerock, Curtiss ­ Aeronca even had a booklet on C-3 series. bane. I'm awaiting some photographs from Reid Rambler (pending), Aeronca 50L and Drawings for the Taylor E-2 Cub are now avail­ around the country to put the articles together. 50C, the Jackaroo, Fox Moth, lots able from the FAA in Jamaica, New I just received the parts for my of Cubs etc., 2 Barkley-Grows (look like Beech 18). York. I wrote to them and they found they Auster J5R, and I am just starting the By the way, my J-2 and J-3 are registered had drawings which could not be released fuselage weld repairs, so I should have as " ultra light" aircraft and as as they were confidential to the some progress soon with some photos. such are treated as homebuilts, even though application for the AIC. However, FAA Well, I had better sign off as I they are factory built. The advantages responded to my request by contacting Piper have another newsletter to complete. of such a registration are remarkable. I have who have now given permission to release the Regards, a little 01 ' project afoot - to get a drawings to the public. I have a list of P. J. Harrington new category of licensing for Antique Aircraft what appears to be about 126 micro­ 35 Leone St. in order to place more of the maintenance, filmed drawings. Lawnton - Brisbane fabric work (but not major structural C. Garth Elliot Queensland 4501 repair) in the hands of the owner who could 2nd Line West Australia himself sign the work out. In the Meadowvale, Ontario Canada LOJ 1KO event of repairs to the major structure, the P.S. Years ago EAA had " status" cards to Editor's Note: We welcome this news and work must I think be inspected. After be completed by members - keep track will be glad to have stories from Australia! For May 30, 1976 all, if a man may build a high powered of projects, etc. It would cost a bit, but might those of you who don't know they are Dear AI Kelch : aerobatic aircraft (Pitts, etc.) and do be an idea to enclose some in Vintage even in attendance at Oshkosh in numbers. 'S. " Some Canadian Scuttlebut". The first thing aerobatics, then why must it be Airplane every 3rd issue??? you will probably note is that I use considered dangerous for an antiquer to May 24,1976 classy paper for writing. do and sign out his own fabric work, etc. ??? Editor's Note: Always glad to hear Dear AI : The next things you may wish to note: Certainly it seems (to me at least) that from far away people - keep it up. I received my May issue this morning are I own (a) Piper J3 SIN 17579 C-FRDX built such a licensing of the aircraft Burlington had to be cancelled this year ­and could not have been more pleased. Frankly, in 1947. It should be at Oshkosh '76­ would be a boon to the antique movement. sorry about that! I am truly impressed with each and military camouflage paint in markings of ITALIAN I find it difficult to find an AME (US - A&P) every issue. It is my every wish that all ARMY. (There will also be an Emeraude who is caring enough to work on an of our members realize that these issues are in Fascist wartime Italian desert camouflage antique. Most just don't want to deal with antiques. May 20,1976 collectors items and will treat them and markings.) I would be most interested in response Dear J. R. : as such and cherish them as I do. (b) Taylor J2 CUb. SIN 1531 1937 C-FRDS. to this concept on the U.S. side. (Above Sorry for the lack of communication, The enclosed is a 5 x 7 color picture It was at Oshkosh '72 with 65 hp Continental. refers to antiques up to say 3,500 pounds). but I have been trying to recruit of our Ryan SCW, which incidentally I purchased it shortly after Oshkosh. Antiquing is expensive enough, I think. a substitute forum speaker to no avail. I couldn't won the Grand Champion Award at the North It is presently stripped for restoration to I had promised Buck Hilbert an organise any leave for Oshkosh, unfortunately. Carolina, South Carolina, Virginia 40 hp and is on display at Harbourfront in article on Cubs in Canada. However, the I'm off for a month in September, and Antique Airplane Foundation Fly-In (EAA Toronto - a public participator deal info I had sought was burned in a couple of am going to the Farnborough Air Show, UK. Chapter 395-2A) held at Burlington, North which now salutes transportation. It is the only fires - still trying though. I could We might call through the USA on our Carolina the first weekend in May. antique aircraft there. Vintage Airplane, write an article on ferrying a J-2 from return from the UK, but I can't promise any­ This is the ship that was covered in SPORT AVIATION and AAA News are Winnipeg to Toronto via the north thing. Well , next year will be a good SPORT AVIATION several months on display also. The J3 (above) will participate shore of Lake Superior. Winds were as high effort as I already have leave approved for ago, and is the prototype SCW which we in a fly-by June 5th. as 60 mph and landings were made no July/August, 1977, and I hope to bring brought out of Mexico about three years (c) Taylor E2 Cub SIN 289 C-GCGE ex brakes on pavement in 35-40 mph 900 cross­ a couple of our Vintage Section people over ago, and was beautifully restored by Pete NC15399, built August 31 , 1935. The aircraft winds way over gross (300 Ibs.) with me. We will begin to plan a series Covington. Incidentally, the print is has not flown since 1939 or so. I Maximum GIS was verified at 137.5 mph - of films and lectures prior to the yours to keep in the interest that you might purchased it in U.S. last year. Have copy of Bungees failed finally and fire trucks end of this year so as to give you early notice have some use for them when convenient. factory production notes and will restore it as chased us alongside runways - being of the presentation to be given at I believe that I had previously it came from Taylor. oblivious, we didn't realize trucks saw us the convention. mentioned that Pete and I have two low-wing I have 10 Continental A-40 engines land with a wing tip in the grass ­ I've enclosed material relevant Aeroncas undergoing restoration, and and intend to keep the E-2 J-2 going indefinitely. we thought that they were possibly sent out to the formation of our Vintage Section I am currently doing a story for you on the In Canada we have 5 J-2 Cubs and 2 E-2s because a JET (I) was in trouble. of the Sport Aircraft Association of history of the Aeronca Low-wings. I have (Mine and one in the National Museum SIN 142 Perhaps an article could be written. Australia. We would like to establish an Official collected a number of excellent pictures used to be in Wisconsin). Oh yeah - all the maps blew out the open affiliation with the EAA Antique/Classic including early factory shots. Currently, Pete I can think of about 6 Aeronca Ks (5 being door - out over the boondocks. One Division if at all possible. I'm the and I are recovering the Travel Air 6000. restored) one on floats. I hear of a tire went flat, the tail wheel bent (springs) Federal Chairman, as well as State Again, many thanks for the May issue, DC-3 going on floats sometime. the aircraft would only taxi in left hand (Queensland), and State Technical Officer and I extend to you my warmest personal regards. A Taylor-Young (early T-Craft) and a circles. for SAAA. Maybe you would like to Sincerely, T-Craft Model A are being restored out west. Don't get me wrong - I don't ever publish an article from the enclosed material. Morton W. Lester There are 3 Bellanca Airbus aircraft extant in expect to make such a flight again. During the last few months I've been Editor's Note: I saw Morton at the Canada - one still in service. DH 80 FLYING - THE BEST WAY TO GET HIGH organising about six articles for Tulahoma Fly-In this week and tagged Puss Moth of Father Mac Gillivray has just been Vintage Airplane has an article March THE VINTAGE AIRPLANE. It is the intention him for an article on the sew. Will save the placed in National Aeronautical Collection. 1976 concerning a Cub Fly-In at Burlington every of our group to try to submit articles picture to use then. Will be anxiously awaiting both stories. 26