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being the nucleus, and the Florida Sport Aviation and to get it to you soo ner. Our goal is for you to Antique and Classic Association, the EAA Antique/ receive it during the first week of the month. We shall Restorers Classic Division's Florida Chapter, presided over by Pres­ not be satisfied until we accom plish this. Our other goal ident Ed Escallon. The Sun 'n Fun corporation itself is is to double our Division membership. This we cannot Corner under the direction of President Len McGinty. Len is do alone. We need your support and help. Please use the $11 ably assisted by a long list of officers and chairmen, memb ership applications, which we have been sending to including John Shinn, E. M. Avery, Betty Jones, Graham you with the magazine, to sign up your friends who are .J. R. NIELANCER .JR. Gates, Billy Henderson, Rocky Sawyer, Duffy interested in the Antiques and Classics. You will be the Thompson, and many, many more. greatest beneficiary of our increased membership. This is the month of the big one down south. It is the If you are wondering about accommodations, there In closing, I would like to thank all of the officers, month that "yo'all" are invited to "unfreeze your bird" are 18 motels and two camp grounds in the Lake land directors, advisors, convention chairmen, co-chairmen and go down to the Sun 'n Fun Fly-I n at Lakeland, area, plus camping facilities at the fly-in site for tents, and volunteers, and particularly your Editor of The Florida, from the 17th through the 23rd. motor homes and travel trailers. There are many more Vintage Airplane, AI Kelch, who helped to make my job This year marks the 3rd annual event, and the Sun 'n hotels and motels within a few miles of Lakeland. so much easier and more enjoyable, and I would like to Fun is getting bigger and better each year. From a begi n­ Special events at the Sun 'n Fun will include the thank each of you members for all of your efforts on ning three years ago, when it was a large regional fly-in display of the completely restored Laird Super Solution, behalf of the Division. We have a great organization, and, spread over a long weekend, it has now become what its with Matty Laird on hand to answer your questions, and with the help of each one of you, we shall make it even backers boast to be a "Mid-Winter Oshkosh", complete the "Gathering of Eagles" (those who flew before 1935). greater. with a leased and beautifully prepared fly-in site, a full Your EAA Antique/Classic Division willI be holding its r-----,------. week's program including forums, workshops, aerial winter Board of Directors meeting at Lakeland, on EDI~OR S. N.OTE . " demonstrations, commercial sales, an aviation novelty Thursday, the 20th. So if you'd like to sample some of With this Issue we. start a new ~ear. With this Issue ~e market, and an aircraft parts flea market. Add to this a that famous southern hospitality, "yo'all" come to the also have a new ~nnter, ~raphlcs of Cedar?urg WIS. 'F They are a convenient 5 minutes from the Vintage of­ corn roast on the field every evening and an awards ban­ S quet at Lakeland's beautiful new convention complex, un nun. f'Ice. We we Icome t h em to our f'Ie Id 0 f act..ivity. A great and you have a great week ahead of you. It has been just one year since your Board of Direc­ word of thanks is extended to Ray Scholler and the ' If mama and the kids aren't quite as enthusiastic tors elected me to fill the unexpired term of president of gang at Times Publishing for their fine work, they have about airplanes as you are, there are 25 famous Florida your Division. Many wonderful things have happened to expertly printed Vintage since its inception. attractions close by, including Disney World, Circus me during this past year, including your demonstration We have increased the base page content to 24 pages World, Cypress Gardens, Sea World and Busch Gardens. of confidence by electing me to a full term as President from 20. Many of last years issues were large r when we You may want to visit the J FK Space Center and the last August. I shall certainly do my best to live up to had the material. We will continue to add pages as we Piper Navajo aircraft factory yourself. your expectations. gain members and materi al. Should anyone have sent in The Sun 'n Fun is the result of a regional cooperative As I reflect back over the year, I see that, while we an article that is now not published please contact me as effort, backed by the SESAC (Southeastern Sport Avia­ have accomplished much in many respects, we have a double check that it was not lost in transit. Happy tion Council) EAA chapters, under the directorship of fallen short of a-couple of our goals. We have just taken New Year and good flying. Bill Ehlen, with the Tampa and Lakeland area chapters new steps to speed up the publication of this magazine AI Kelch OFFICIAL MAGAZINE ANTIQUE / CLASSIC DIVISION of Editorial THE EXPERIMENTAL AIRCRAFT ASSOCIATION

Staff JANUARY 1977 VOLUME 5 NUMBER 1 Editor Assistant Editor AI Kelch Lois Kelch

Associate Editor Associate Editor Robert G. Elliot! Edward D. Williams 1227 Oakwood Ave. 713 Eastman Dr. Daytona Beach, Florida 32014 Mt. Prospect, Illinois 60056

Associateeditorswill be identified in the table of con­ The Restore's Corner .... _ . _ .. _...... 1 tents on articles they send in and repeated on the Cessna .. _ . . .. _.. . . _ .... _... . , ...... _...... 3 ar ticle if they have written it. Associate editorships will be ass igned to those who qualify (5 articles in 1976 Ryan Reunion ...... ____ ...... _.. _.... ___ . ... _7 any calendar year). Gee Bee Airplanes _. __ .. _... _... ___ . _ ...... _.. _ . _ ... . _ ...... 8 Vintage Album. __ . .. _ . _ . _ . , . __ . __ _...... , ___ . _ . _. _...... 11 Directors Bellanca __ .... _ . _ . ____ ... , _ . ____ . __ ..... _...... __ ...... _ . _ .13 Shannon Air Museum. _.. _. _ . _.. .. ___ . ______. _____ . _____ . _ . ___ .17 ANTIQUE AND CLASSIC Claude l. Gray, J r. AI Kelch 9635 Sylvia Avenue 7018 W. Bonniwell Road DIVISION Northridge" 91324 Mequon, Wisconsin 53092 OFFICERS James B. Horne Evander M. Britt 3840 Coronat ion Road Box 1525 PRESIDENT Eagan, Minnesota 55122 Lumberton, North Carolina 28358 EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIP J,R. NIELANDER, JR.

P.O_ BOX 2464 0 George E. Stubbs M. C. "Kelly" Viets FT_ LAUDERDALE, FL 33303 Box 113 RR1,Box151 Brownsburg, Indiana 46112 Stillwell, Kansas 66085 o NON-EAA MEMBER - $34_00_ Includes one year membership in the EM Antique/Classic Division, 12 VICE-PRESIDENT William J. Ehlen Morton Lester monthly issues of THE VINTAGE AIRPLANE; one year membership in the Experimental Aircraft Associa­ JACK WINTHROP Route 8, Box 506 P.O . Box 3747 tion, 12 monthly issues of SPORT AVIATION and separate membership cards. RT_l,BOXlll Tampa, Florida 33618 Martinsville. Virginia 24112 o NON-EAA MEMBER - $20_00_ Includes one year membership in the EM Antique/Classic Division, 12 ALLEN, TX 75002 monthly issues of THE VINTAGE AIRPLANE; c;ne year membership in the Experimental Aircraft Associa­ , Advisors tion and separate membership cards. SPORT AVIATION not included. SECRETARY W. Brade Thomas, Jr. Dale A. Gustafson o EAA MEMBER - $14.00_ Includes one year membership in the EM Antique/Classic Division, 12 monthly RICHARD WAGNER 301 Dodson Mill Road 7724 Shady Hill Drive issues of THE VINTAGE AIRPLANE and membership card. (Applicant must be current EM member and P_O_ BOX 181 Pilot Mountain, North Carolina 27041 Indianapolis. IN 46274 must give EM membership number. LYONS, WI 53148 Robert A. White Roger J. Sherron TREASURER 1207 Falcon Drive 446-C Las Casitas E,E_ "BUCK" HILBERT Orlando, Florida 32803 Santa Rosa, CA 95401 8102 LEECH RD_ Mau nce "Sonny" Clavel Stan Gomoll UNION, IL 60180 Box 98 104290th Lane, N.E. PICTURE BOX Wauchula, F L 33875 Minneapolis, MN 55434 ON THE COVER (Back Cover)

THE VINTAGE A IRPLANE is owned usively by Antique Classic Aircraft, Inc. ana is published monthly at Cessna 79SA formerly owned by Factory picture of Cessna 790 Hales Corners. Wisconsin 53130. ~ Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130 and PoSt Office . Wisconsin 53201. Membership rates for Antique Class Aircraft, Inc. Bob Wilson see story page 3. showing crosswind landing con­ at $14.00 per 12 month period of 0.00 is for the publication of THE VINTAGE AIRPLANE. Membersh ip is open to all who are interested in avia . formation.

Copyright ~ 1976 Antique Classic Aircraft, Inc. All Rights Reserved.

2

By Bob Wilson Rt. 3 Box 2758 Ocala, FL. 32670 (All Photos Courtesy of the Author)

One of the best ot the Classic airplanes today is the Cessna 195. Here's a nice big, comfortab le, all metal bird that hauls five people in comfort with 120 Ibs. of bag­ gage, and over five hours fuel range. It has great perform­ ance, even today with a good 160 mph cruise at about 14 GPH, depending on engine installation, which stil l puts out a reasonable 12 MPG. Now if you're obsessed with fuel costs, have no use for radial engines and tail­ wheels scare you, then a 195 is not your bag, and you'd better stay with your Mooney. Some of us older folks like round engines that sound like a real airplane should sound, and don't mind the poor visibility on the ground. Taxiing is similar to any taildragger, and requires some S-turns to see where you're going. If you've ever driven your car with the hood up, you'll get the idea. It has great visibil­ ity in flight, and a good solid feel like a bigger airplane. It has good slow flight performance, slips nicely, and Cessna 795A, formerly owned by the author, with a "Shakey jake". does beautiful wheel landings. 3 point landings are a breeze, as long as you pay attention. Over the years, the 195 has acquired a reputation for ground looping it does not deserve. I would like to defend the old girl once and for all, by stating that a 195 does not ground loop. However, a pilot will occasionally allow it to ground loop. It takes a firm hand and two active feet to control it on the ground. It is no better or worse than a Stearman, AT-6, or similar round engine tail dragger. It is completely predictable and controllable in the hands of a competent pilot. You want to be sure you have good brakes and stay alert until it is parked. Once you have accepted that fact, it is a real pleasure to fly. The original 195 development started about 1945 with the experimental P-780, which was sort of a cross between an Airmaster and 195 with metal wings and tail, but fabric covered fuselage. The engine was the 245 HP Jacobs, cowl and propeller from the Cessna multi­ engined trainer UC78 "Bamboo Bomber". Total pro­ duction of the 190/195 series was 1,085, of wh ich 204 were 190's with the 240 HP Continental Engine. All 195 's had 7 cyl inder "Shakey Jake" engines of various sizes. Like many older airplanes, some were modified with different engines, such as the 330 HP Jacobs, 450 P & W, and would you believe even a 6 cyl. opposed.

4 Above. Experimental P780, 5 place with 245 HP "jake".

Left. A full house Cessna 790 panel looks very impres­ sive even ifyou don 'f need it.

The most recent, and probably the best 195 engine is the R-755-S Jacobs that puts out 350 HP through an Airesearch Turbocharger. The beauty of this "Jake" is that it's a new production engine from Jacobs-Page of Yukon, Oklahoma and is the same size and displacement as the original Jacobs. It fits the same cowling and en­ gine mount, with only a few extra pounds additional weight. The only clue to look at a Turbo Powered 195 is the exhaust stacks coming out the side, rather than the single pipe at the lower left. Now we have an airplane that will true out over 200 MPH at 20,000' for under $20,000 and that's a pretty hard combination to beat. The blue book price for a 195 today shows about $7,000 to $16,000, although you'll see a few jewels in Trade-A-Plane up to $20,000. If you own a 195 you'll probably want to join a club

5 Above. A brand new Cessna 790 leaves the factory for its first home. , Left. The only thing I can say good about this Flat 6 conversion is that the workmanship was outstanding. to share your needs with others. They put out a News­ letter, have social events and fly-ins. Contact Eastern 195 Association, 25575 Butternut Ridge Road, North Olmsted, Ohio 44070, and The International 195 Club, P.O. Box 737, Merced, California 95340. The Cessna factory has few 195 parts left, but between the 195 clubs and people like John Van Sant of Erwinna, Penna., and a copy of Trade-A-Plane, you can find most enything you'll ever need. Every year the price of 190/195's are going up, but are still an excellent buy for the guy that needs a 5 place fam ily airplane with good performance. You also have a handsome classic machine you can be proud to take to the local fly-in and dazzle all the tricycle drivers. After all, you must be something special to fly such a bear; with a round engine and a tail wheel.

6 A discouraging crosswind on the small runway and a busy air tanker force working from the main runway almost cancelled the rest of the contests. But the airport 1976 manager, Division of Forestry, and all interested parties worked out -a safe operation. Winners in the competition were Bill Mette - Short Field Takeoff, Bill Allen and R11'AN REUNION Bob Laughlin - Flour Bombing, Alan Buchner - Spot By: Chris Matthews Landing. Participation and performance points total gave 204 Rodonoran Dr. Bill Mette the Best Overall Contestant trophy. Santa Clara, CA. 95057 The city of Paso Robles presented red, wh ite and blue rosettes to all present at the Saturday night banquet. Paso Robles, California - - -- - The sixth annual gath­ John Gokchoff captured the Best Hangar Flyer trophy. ering of West Coast Ryans, their owners, their restorers, Oldest Rayn (belonging to one owner) was won by Bob and their fans was a fabulous success ...thanks to Mike Yates, for 31 years of TLC. I n an interview at the Chris Matthews and her father, Bob Yates Sullivan, Julie Walter, the John Gokchoff family, Mike Watsonville Fly-In, Bob was asked if he loved his air­ Wing, Archie Dean, and many other Southern Califor­ plane more than his wife, to which he replied, "Well, I nians who put it together. love my wife, but I had the airplane first!" The Oldest Northern Californians congregated at Hollister on Fri­ Unmodified Ryan trophy was awarded to Fred Homan's day June 18 and took off for what may well be their Serial Number 1 001 . favorite weekend of the flying season. One pass over the Best Dressed Pilot and Co-Pilot were Mike Sullivan town announced their 'arrival' and, by the time everyone and Julie Walter, who wore bright red, white and blue was tied down at the airport, a total of 23 Ryans were in jumpsuits of unmistakably bicentennial motif. Dave attendance. The most dramatic entrance scene was stol­ Masters' STM was the Best Overall Civilian Marked en by Milo Tichack's dog 'Prince' who popped up out of Ryan. Best Overall Military Marked Ryan was Ron the front cockpit (on command)! In addition to twenty Chapel's and Jim Firanzi's PT-22. PT-22's, one STM, one SCW, and one NR-1, six visiting Furthest Distance Flown went to Bob Laughlin and aircraft joined in, one of which brought Ole Fahlin who Bill Allen of San Diego...they are partners, and Bill had built most of the propellers there. An 'Honorary Ryan' been getting ready to solo for awhile. So, he received a sign was taped on Don Carter's Bucker J ungmeister Ryan pin for soloing in a Ryan and had to earn it Sun­ because he had one of his Ryans there, too. Norris day mor ning. Audrey Schutte received honorable Norsigian flew his beautiful Stearman, as guest of Alan mention for soloing the family Ryan, and flying husband Left to Right. Bill Allen, julie Walters, Bob Laughlin, 'Shiny Ryan' Buchner. Long Beach was well represent­ Ray to Paso Robles. Other loyal pilots and co-pilots Mike Sullivan ed: Don Burkett in a PT-22, Elton Burkett, Elsie and son attending were Ellen and Jay Hayes, Jack Olson, Mae in a PT-19, Wanda and Ted Brownell in a Cessna 195, and Pete Stru m (and daughters Jeannie and Margaret), Dave Master's STM Ryan. and, Dan Redden in a Stinson 108. Rose and Dick Burgess, Frank Corbit, Stan Jorgensen, Friday evening's program was strictly hangar flying Don Carter's daughter Kim, Fred Homan's son Larry, over barbecued hamburgers and a keg of beer. Buddy John Gokchoff's wife Joan and son Chris, Bill Ahern's rides and hot and cold engine starting contests led Sat­ friend Rose, Don Burkett's friend June, and Bob Yates' urday's events. Next, the ladies judged the formation daughter Chris Matthews. Ryan restorers George flying contest - four groups of four made three passes: Boreham, Norm Justice, and Janice and Rick Loomis diamond, echelon and trail, won by Bill Ahern, Bob came, too. Laughlin, Ray Schutte and Mike Sullivan. Ray Schutte An early Ryan factory film, home movies of prior also won the "Loop, Spin and Roll" contest. Prior to Reunions and a few other fly-ins, interspersed with talk that contest, Bill Richards (winner of the Best Overall of upcoming flying events and invitations, followed the Ryan trophy) had a glorious moment: Vance Parker, awards. In the company of others who share a love of newest Ryan owner and former Blue Angel, asked Bill, the old airplanes and flyi ng by the seat of your pants, "How do yOU roll one of these things?" one feels assured: This era isn't past!!

7 Helping to build an airplane was probably a long way own competitive repair business on the same field. At from my mind back in the summer of 1928. I was a first, his shop was a 10'x20' room built on a large white young man, working at any job I could find in my home truck chassis. It was equipped to handle all sorts of field town of Madison, N.H . work and had its own power source. This was a large On July 4th, 1926, I had taken a ride in an OX-5 generator powered by the truck motor. Next he built a powered Waco at North Conway. Other than that ship, I truck out of a 1923 Cadillac. This could go anywhere had hardly seen an airplane fly. The pilot was P. H. and carried a full component of tools, welding equip­ Spencer who has since become a famous designer of ment, etc. It had wing racks and if the airplane couldn't S amphibians, his latest being the Spencer Air Car. My be repaired enough to fly back to Boston, the wings and AIAP..A,,6 eldest brother Zantford , usually called "Grannie" was tail could be removed and the ship towed back. Of ru nning Granville Air Service at old East Boston Airport. course, it was necessary that the landing gear be whole in He had hired Spencer to bring his ship to New Hamp­ order to do so. By: Robert H. Granville, R.F.D. No.4 Box J76 shire and hop passengers over the holiday week end. Before I joined him, Grannie had a couple of ex­ Skowhegan, ME. 04976 Spencer had all the passengers he could haul. I was cellent mechanics and that spring he had also taken on (Photos courtesy of the Author) able to help out some and I enjoyed it very much. Look­ my two younger brothers Mark and Ed. Mark was about ing back over fifty years, I realize I was hooked for life. 17, and Ed about 16. Grannie was making a top notch In 1928, Grannie's repair business was rapidly welder out of Ed, and Mark was to become our expert expanding and he needed more help. About September engine installation and repair man. Now we were all L 1 st I received a telegram , offering me fifty cents per together, the five Granville Brothers. hour to work for him and I could hardly wait to go. The Also, prior to my coming, Grannie had rented most following Sunday, I headed my 1921 Studebaker touring of the first floor of the Engel Cone shoe factory. Th is car south and arrived at Grannie's home in Malden, Mass. was on the corner of Porter and Orleans St., and not far before dark . I started work the next morning. from the field . Here he could handle major repair and Grannie had left Madison at a very early age and by overhaul jobs, and that fall it was overflowing. 1920 or '21, he was running h is own garage in Arlington, East Boston Airport was small and made of Boston's Mass. He also had the Chevrolet Agency and sold 490's accumulation of coal ashes dumped in the marsh. and F.B.'s although he wasn't of age yet. He was a nat­ Skyways Inc. and Boston Airport Corporation had most ural born designer and mechanic and was always building of the airplanes, but there were also several private sh ips. something new or making improvements on other Ships kept in repair and flying by Granville Air Service designs. One such was his new type front springs, which were Skyway's Stearmens, K-Rs etc. and some private was a great improvement over the factory springs on the ones, A Buhl Air Sedan, Waco's, Travel Airs etc. 490 models. Another item was his cone clutch oiler. The Pilots on the field that I remember best were Charlie clutch could be oiled by turning a pet cock on the dash Emerson, Jack Langley, Tom Croce, Wiley Apte, Fred with the engine running. There were many others and Ames, the Kenyons and Harold Moon. Of course there business was very good, but his constant dream was to were others, also students, like Dannie Dugan who get into aviation. ferried some of the big ones across the Atlantic during Around 1922 or '23, Grannie added my oldest World War II. brother Tom to his one man garage staff. Tom learned This was all heaven to me, but my first job was to very fast and after a year or so, he found himself in man the desk at our shop, and take care of nearly a years complete charge. Grannie went to East Boston and got a neglected bookkeeping. There was a state income tax to mechanics job with Boston Airport Corporation. By this deal with on the first of the year. I also learned to do the time he had a family to support, but with the garage buying, and run the stock room which was getting to be profit too, he managed to take part of his pay in flying the one place in New England where one could buy all time. Solo came in less than five hours, and with ten kinds of airplane materials. Part of my time was spent

1A additional hours, he had his private license. working on OX-5cylinders for a while. We traded a lot of Grannie was never one to take orders from others for them, both new and second hand. My job was to grind in very long, so he now left the company and set up his new intake and exhaust valves and install new guides and

8 springs. These were oiled up well and carried on our shelves ready to slide on. As I remember it, our exchange price was about $12.00 each. One big job we had on the floor that fall, was the building of a two place amphibian for a branch of Skyways called Skyways Synd icate. Their engineers were designing it right in our office. These were three young graduate aeronautical engineers, fresh from col­ lege, and with me, there were four guys working in one office all named Robert and called Bob. They were Hall, Ayer & Dexter. Later, in Springfield they all worked for Gee Bee on the early Gee Bee sh ips. The amphibian was designed around a Velie M-5 en­ gine which was hoped to be about 80 Hp. When the rating came out it was around 45. This would never do, so the design had to be changed to install a . Although the ship was more than 50% complete, this made a huge delay and we never did finish it. However it was completed by others, and flown a year or so later. Also on the floor, were seven crackups to rebuild and we were assured of a busy winter. These were three American Eagles, a Whirlwind Woodson, an Argo and the other two were Wacos. Grannie now had a fine crew and an excellent reputa­ tion. He had even been lucky enough to handle the Grannie lifts Genet powered Gee Bee £-1 from Conn. River for its first flight on "Friendship" job in 1927. This was the Fokker Tri Motor pontoons Summer of 1929. which Bill Stultz flew to Europe with Amelia Earhart. I didn't see it, but I think Grannie painted it yellow and orange, and also installed the pontoons on it, at the First it was to be a two place, side by side biplane Unlike most light ships of that period, this ship would water edge of the field. with a lot of stagger, and using a Clark Y wing curve. have 26"x5" Bendix brakes, operated individually from He had been dreaming about his own ship and now Power plant would be the Velie. Landing gear, with the rudder pedals and together when stick was pulled all decided the time was ripe to build it, so he started mak­ seven inch oleo travel would have universal joints at all the way back. ing a few drawings. A conference was called, and a deci­ attachment points. This would save the fuselage tubes in One of the best features of this ship was the horizon­ sion was made. Grannie would design the airplane. Any case of landing gear wash out. It would also have a swiv­ tal dual control sticks. These came back from under the of the boys who were interested could participate in the eling hard rubber tail wheel. With welded steel tube fu­ instrument panel and turned down about five inches for construction without pay. We would build it, evenings selage and spruce and mahogany wings, it would be very a hand grip. I n and out motion gave you elevator control and Sundays, with no interference with regular work. strong, yet light. Tail group would be something entirely and moving right and left gave aileron control Iike any The brothers all agreed to this, and there were one or different than others, thick streamline sections made other stick. However, two people could sit on the fine two others. One was AI Axtman, Grannie's oldest mostly of one quarter inch tubing and brazed. leather cushions with nothing in the way. Even a lap employee, and right hand man. AI also put up a $500.00 Another feature was to be interchangeability. Top robe could be used in cold weather. loan to purchase the surplus Velie M-5 from Skyways. I and bottom wings were identical with full length ai­ Some time in December 1928, work got underway in do not have a 3 view drawing of the original sh ip as none lerons. Bottom set to be used as flaps. (Flaps in 1928?) the construction of Gee Bee Model E-1. Gee Bee stands was ever made, but do have one of the Model P, which Left and right stabilizer could be interchanged as could for Granville Brothers. We would work our regular nine followed it and was similar in most respects. Grannie felt rudder with left or right elevator. Stabilizer would have a hour day, go to town for food and then work until 10 he could improve on many things he had not been happy vernier control from the cockpit. Fin could be adjusted P.M. on the ship. Most of the steel tubing used was with on other ships, and he started his design as follows. on the ground only. S.A.E. 1020 and was purchased locally. We had Sitka

9 spruce in stock, also 1/16" mahogany plywood, so we used it for the wings. Money was found by Grannie to buy a wood propeller, some S.A.E. 4130 tubing for the landing gear, Dartmouthtex fabric, and a set of Stewart Hartshorn tierods, landing and flying wires. Dope and thinner was in good supply. Ed, who was getting real sharp with the Smith torch, did the welding and with our good crew, the work progressed quite rapidly. Grannie found time to make some drawings during the day. As I was not one of the regular mechanics, I could often spend some time at either wood working or cover and doping also. Sundays were busy days at the airport in summer, but in winter we could spend most of our time on the ship. Tom, who ran the garage all week, was also with us on Sundays. About May 1st, all assemblies were finished and the fuselage landing gear, engine and tail surfaces were all together, and it was ready to go to the field. Colors were Genet powered Gee Bee £-7 at Boston Airport early 7929 bright red and silver, with scalloping on wings and fu­ selage, which later became very familiar on all Gee Bees. after he disappeared toward Revere. time, it was powered by a 125 HP. Chevrolet 0-4, which The cowling was burnished with a cork and valve grind­ The moment of truth had arrived, and we were scared gave it grand performance. ing compound about the same as was done on the Amer­ stiff. Still blowing and raining and not yet showing day­ As time went on, our biplane plans were redesigned ican Eagles. A Gee Bee trade mark designed by Grannie light, his chances looked pretty slim, at least to me. In to meet federal specifications, and it was put into small and used on all our aircraft, was on both sides of the perhaps fifteen minutes, we heard him coming in, production at Springfield, Mass. E-1 was used to exper­ rudder plus the license number Mass. 31-3086. It looked although we couldn't see him. He set it down just as a iment with various engines and was flown with an very nice. fresh deluge hit, but our crew was on his wing tips as Armstrong-Siddley Genet, Kinner K-5, upright Cirrus, On the 2nd evening of May, we were ready to move soon as he hit the field. With plenty of man power, we and an inverted Chevrolet 0-4. It was also flown on Edo out, but the weather was very bad. A wild storm was in soon had it behind the hanger and tied down. floats, and skiis which were Grannie's own design. In fact progress, with gusts of wind and sudden down pours. Grannie was a very happy young man on that morn­ it flew around New England until 1938 or '39, when all Grannie had hoped to make the first flight at daybreak ing of May 3, 1929, as were we all. With no technical state licensing was discontinued. As it could not be li­ to avoid spectators. We waited until after midnight. training, little flying experience, but a lot of common censed under existing rules, it was finally scrapped some­ There was no improvement, but we took the ship over sense, he had designed, built and flown a brand new type where in Vermont. What a shame. to the field anyway. Between blasts of wind and rain, we of aircraft. He had also flown it under the worst cond i­ Little did we realize, that rainy night in 1929, that our got the wings on and rigged, still hoping for a break in tions imaginable, and won. little Model E would be followed by the Kinner powered the weather at daylight. Grannie ran over to the watch­ Weather conditions did not improve all day long, and P series, then the high performance Gee Bee Sportsters, man 's tower to get a parachute which had been promised no other airplane got off the field. Even the airline Fords the 200 M.P.H. Senior Sportsters, the 300 M.P.H. Super him. However, it was locked up, and he came back emp­ did not come in or go out. Sportsters, and finally ships which did not carry the Gee ty handed. It was now almost daylight, but no better As soon as the weather cleared, Grannie made several Bee trademark, such as the "O.E.D." of 1934, the weather. Grannie decided to run up the engine and try a more short fl ights. He was satisfied with the way it han­ "Moonship" and also Frank Hawks' "Time Flies" and little taxiing, so he pulled on his hel met and goggles, and dled, but felt that more power was needed . However he the "MAC". These last two ships both had high speeds Mark pulled the prop for him. was now ready to try a flight with a load. Looking of 375 M.P.H. Apparently, he had made up his mind to fly it regard­ around for a light weight, he decided I was it. (120 Ibs. However, each of these is another story, stories less of the weather or lack of parachute. Before we re­ in those days) We got off O.K. so it was my luck to including days of triumph and happiness, days of alized what he was up too, the Velie came up to full receive the first ride in a Gee Bee. It was also my good extreme saddness, days of near hunger, but always deep throttle, and he was off the ground and gone into the fortune on May 30, 1930, to be the first person to have pride in design and workmanship. These standards were darkness. We could hear the engine for a few seconds a first solo flight in this same airplane. However, at that never lowered on any Gee Bee aircraft.

10 Vintage Men and Their _ ..=-r-

THE GRANVILLE BROT Dear Mr. Kelch : As per your note of 10/6/76, I am enclosing an article which I hope you will find of general interest. If th is article seems to be of interest to the gang, I will try to get out one on the Gee Bee Sportsters. Gee Bee Model P, New 'fork Aviation Show, 7929. Album tage ~achines

~-i;S

~s AND THEI R GEE BEE

I have just received my first copy of Vintage Airplane and enjoy it very much. A friend has loaned me several older copies howeve r. Yours truly, Bob Granville Kinner K-5 powered Gee Bee £-7 Springfield Airport - Christmas Day 7929.

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.. . - -. 7..-.~ --­ - !;. BELLANCA Part IV 1938-1950

By: john Mc C. Morgan, (EAA No. 836947) Summit A viation Inc. Middletown, Delaware 79709. Part I was in Vintage issue April 7974, Part /I was in October 7974, Part /II was in December 7974. (Photos courtesy of the Author) My first memories go back to 1938 when G. M. Bellanca talked of building a smaller airplane for the private owner. My brother and I were Stinson dis­ tributors and his company, Air Service Inc., had been since 1930. We knew Stinson was building a three place small airplane and we became concerned with what G. M. might think of the competition right on his airport from '" C.

One of the last known pictures of G.M. Bellanca beside either a Cruis­ master or earlier model. Probable date - The early '50's. a company which was a tenant of his. He used to tease us about making us drop Stinson, but problems with his Junior, as the first Cruisair was called, soon put an end Three 14-19 Cruismasters in front of the author's to the heckling. The Stinson 105 of course was out and to run this dive. My brother and I, across the field from hangar at Bellanca Field, New Castle, Delaware. (Pro­ in big production in the summer of 1939. the factory, got a phone call that an aircraft, believed to bablyabout 1953-54) A picture accompanies this article showing the first be the 14-9, had crashed across the Delaware River in 14-9 Junior, While plans called for a retracting gear, it New Jersey. We jumped in a Stinson Reliant - a 1938 first flew "stiff legged" with a 90 HP Le Blond Engine. SR10 Gull Wing - and flew the few minutes to a strip G.M. Bellanca with a happy customer (anybody know The cab in door did not have the fuselage cut-out that and then were driven a mile or so to the scene. Sure who it is?) With a 14-19 Cruismaster. Early 1950's. production models incorporated. This was not done enough, there it was. It had hit quite flat, barely nose until the late Bert "Fish" Hassell took it to the down and was relatively intact although badly damaged. Show, probably before certification. I am sure. prior to This wing, unlike all built later, was fabric covered. Only approval, as the first aircraft was lost in test flights killing the leading edge was plywood. Fabric had stripped from the pilot. More about that later. The aircraft was so the wing, and the tips were sort of shredded, as if flutter difficult to get in and out of, that "Fish" said it was there or in the ailerons had been the problem. Cecil had dubbed "The Photographic Bellanca" because of the been fatally injured, but I well remember that he was comments the men made as ladies got in and out of the still seated in the pilot's seat looking only as if he had aircraft. been terribly bruised. Some later conjecture thought the Dates are hazy after al most forty years, so I have just flutter had caused such violent stick oscillations, that he checked CAA and FAA Specs to get precise ones. The was almost beaten to death. 14-9, first of the long series, dates back to an August 24, At this point, after careful study, it was decided to 1939 approval. This approval came after a long period of cover the cantilever wing with plywood. While the lost testing lasting probably more than a year. The aircraft airplane had passed all spin tests, even for the CAA, this had progressed well and the CAA had passed the airplane new plywood covered wing model did not want to recov­ with few problems - that is almost. If I recall correctly, er per CAA requirements. By this time Holger Hoiriis, it was all but done when GM wanted a higher do not who flew the Bellanca Liberty to Denmark in 1931, was exceed speed and Cecil Hoffman, the Bellanca test pilot the pilot. He seemed to spin it every day for months for a good many years, went to altitude one afternoon with no success. Airflow was changed around the engine A one of a kind experimental trainer built for a Wright Field Air Corps competition. The Fairchild PT-79 of course won. It was Franklin powered and is still owned by August Bellanca. Was damaged in a fire and has not been repaired. Last known flight was 7947 or '42. Wings were right off the Cruisair.

cowling, the wing root and all other thinking was done it. I do remember the engine presented many problems, ing the airport with unsold aircraft. Production was with no success. Finally the large fins were added on the but the purchaser wanted the additional 5 HP, and I either stopped or slowed way down at that point, outboard ends of the stabilizers and the up elevator think a lighter engine. Bellanca then bought some facilities or rented same at restricted mechanically when the landing gear had been Just prior to Pearl Harbor, a big change was made, Cape May County Airport in New Jersey, and in order to retracted. They then ended up with an al most spin proof and the Cruisair became a pretty good machine. It had make the Cruisair more saleable, it was decided to set up aircraft, and it went into production. I have checked my always - from the start - had beautiful flight char­ a mod center there and install outside baggage compart­ log book, thinking I flew it before approval, but the only acteristics. However, as was the Stinson, it was un­ ments, repaint exteriors which had been exposed to the entry I could find was May 5, 1940 - nine years to the derpowered, especially with a full gross load of 1750 Ibs. weather in outside storage at Bellanca Field, and add day after my solo flight on the same airport. which included three people. The Franklin 120 became equipment to customers' specs. For months, my brother Believe it or not, but in December of 1940, approval available and was approved in December 1940. The en­ Dick and I, plus Jack Keaveney, factory test pilot, was received from the CAA for the 14-9L - the same trance by the USA into the War brought things to a halt, shuttled the airplanes back and forth the fifty-sever, aircraft with a different engine, this time, the unheard and Bellanca went into war work. miles to Cape May. It was a great sport, but in our of Lenape 95HP. This approval was run for a Statesville, Of course, the largest number built of one model, was exuberance, it is a wonder we did not become a cropper. N. C. gent who planned to run an intrastate airline with the 14-13 series started after the war, and incorporating The route was all over swamp and the edge of the Del­ three of them. They were built, went to Statesville, and I the new Franklin 150 HP engine. This was approved in aware River, and further south the Delaware Bay. I very have no further recollection of their success, or lack of September, 1946, and the plant went full bore,overflow­ seldom remember any of us being over 50' in a rag tag

15 formation or race, to see who could get there first and get landed while cutting the other out of the pattern. When it was all over, we had lucked out and had fun besides. Of course 1946 saw the advent of the Bonanza and the much less successful Navion. The Bonanza, while priced somewhat higher than the Bellanca, but still at the present day values, a ridiculous $7,000, give or take a few bucks, cut drastically into demands for the Cruisair. In 1949, Bellanca flew th is aircraft with 190 HP Lycoming, and it was approved as the model 14-19 in September. Several years later, G. M. Bellanca went out of the airplane business - selling the Cruisair rights to a company that has been known as Northern, Downer and currently the old name - Bellanca Aircraft Corporation. As we all know, the nosewheel was added and different powerplants and turbocharging became a part of the latest models. It is not known, the changes in structure of fuselage and wing, which were required to bring the gross weight in 1960 to 3,200 Ibs. from the 1,750 Ibs. of 1939. To the writer's knowledge, there was precious little change in the wing, once the plywood was added in 1938 or 1939. It is a shame after al most forty years, that drain holes on a wing were either not installed or became clogged, allowing a spar to rot and cause an inflight fail­ ure. Other than thunderstorm induced failures, I know of none other. One last thought. All of you readers who can go back to having flown the 75HP Stinson 105 in 1939, will remember their take-off performance, or rather their Above. Another view of the early Cruisair mod­ lack of same. That summer our company, Air Service, ENGINE ified with large span stabilizer, small fins and Inco across the field from the Bellanca factory, had been MODEL YEAR HORSEPOWER WEIGHT outside baggage compartment. The latter fea­ most successful in selling the little Stinson - much to ture avoided much wrestling of luggage in and 14-9 Bellanca's chagrin. Probably through a challenge by us, 1939 Rearwin LeBlond or 1750 out over the seats, a feature still used today. Ken Royce 90 HP or the factory, we ran some take-off tests with these two 14-9L 1940 Lenape Brave 95 HP 1750 The overall appearance has taken on a clean aircraft competing - the Junior as it was know then, and 14-12F-3 1941 Franklin 120 HP 1900 look, accentuated by the simple paint job. Stinson 105. I remember well, as I flew the Stinson, the 14-13 1946 Franklin 150 HP 2100 Junior jumped out in front with its 90HP, but the 14-19 1949 lycoming 190 2600 Below. One of the later basic models of the Stinson was in the air sooner after a shorter run. Of 14-19-2 1957 Continental 230 HP 2700 14-13 about 1948. The baggage compartment course the climb and speed were no contest. 14-19-3 1959 Continental 260 2700 had been added along with larger span stabilizer CAA and FAA approval dates and other information 14-19-3A 1963 Continental 260 HP 3000 and smaller fins plus a steerable tai/wheel. The are listed on right: 17-30 1966 Continental 300 HP 3000 overall finish, upholstery and neat simple eli­ 17-31TC 1969 lycoming Turbo 3000(3200 I hope none of the loyal Cruisair owners pick this gance of the Bellanca, is reminiscent of the fine 290 HP with Kit) automobiles of the era. article apart too badly. An effort has been made to be 17-31 1969 Lycoming 290 HP 3000 factual, but as mentioned too many times already, the years do take their toll of one's memory.

16 Ifredricksburg Virginia

ON DISPLA Y Standard E-7 7976 Spad VII Pitcairn Mailwing 2000 Aeronca C-2 }-3 Cub and other aviation memorabilia

Robin and Piticain at Shannon in March 76

By P. B. Sullivan 1­ Rt. 3, Box 466-D !; Fredricksburg, VA 22407 ! ( (Photos Courtesy of the Author) 1/ 1 Fredericksburg, Virginia is a pleasant small city of some 17,000, situated on the Rappahannock River and saturated with history. Although not as widely known as 1,1 t J Williamsburg, Fredericksburg claims to be America's 'L : J most historic city, with any number of famous sons sent t-­ to Washington in the late 18th and early 19th centuries. Sadly, it was also in the bloody center of at least five l\ -I key battles of the Civil War in which there were 1 combined casualties of 100,000. Now Sidney L. Shannon Jr., a Fredericksburg busi­ nessman and aviation enthusiast has put the city on the map for historians of aviation with the opening last summer of his Shannon Air Museum. The museum, located at Shannon Airport on state Rt. 2 about a mile south of the city, houses the eight gems in Shannon's collection, including: A World War I Stand­ ard E-1 fighter, a 1916 Spad VII, a 1927 TravelAir 2000, a 1929 Curtiss Robin , a 1932 Aeronca C-2, a 1927 Pitcairn PA-5 Mailwing, a 1938 Stinson SR-10G (Gull wing) and a 1945 Piper J-3 Cub.

17 Electra. In World War II he flew in C-46 cargo aircraft for three years in a supply operation in which hundreds of planes were lost. Even after his retirement Merrill couldn't stay out of the cockpit. In 1966 he, and two other pilots set 21 world records in a globe-circling flight in a Jet Commander. And it's only been about three years since he set a Palmdale-to-Miami mark ferrying Eastern's first Lockheed L-101l. Merrill's Fredericksburg headquarters is a new brick and steel museum measuring about 120 by 130 feet. In addition to the large display area there is a theater for movie and slide shows, two rooms for display of models and artifacts, a Iibrary and gift shop. In a corner of the immense display hall there is a replica of an early avia­ tion machine .shop, which Shannon calls a monument to the guys who kept those early planes in the air." Shannon acquired his Standard from a florist's shop in Dayton, where it had been used as a business advertisement. He likes to joke about snatching the E-1

Below. , OX-5 engine

Above. jack Moos flies the Pitcairn, 3/76

The condition of these aircraft is outstanding, and all but the Standard, of which but two remain, are occa­ sionally flown. Curator of the museum is Capt. H. T. "Dick" Merrill, who with more than 45,000 hours logged (and he didn't log any until the 1930's) is probably the world's most experienced pilot. He's a young 82, still holds all his licenses, even though he retired from Eastern Airlines at age 60. Merrill taught himself to fly in 1920 in a Jenny, way down in Mississippi. He barnstormed the next seven years, then took a job flying mail in a Fokker for St. Tamany Gulf Coast Airways on the New Orleans- route. In 1928 he joined Pitcairn Aviation and flew the night mail from Richmond to New York. When Pitcairn became part of Eastern in 1932, Merrill flew Curtiss Condors and DC-2's on the New York-Miami run. He has dozens of records, "firsts" and awards, includ­ ing the for the first commercial two-way crossing of the Atlantic in 1937 in a Lockheed

18 The Shannon PA-5 is one of four of that model remaining, including one in the new National Air and Space Museum. It is believed to be the only one still flying and is licensed to haul 500 pounds of mail in the front compartment. The plane was originally purchased from Pitcairn Aircraft, Inc o of Bryn Athyn, Pa. by Colonial Western Airways, Inc. The aircraft has been flown cross-country in recent years, includ ing a trip to Ottumwa in 1972, and has garnered its share of show hardware. Yet it was bought from a dusting pilot as a basket case and totally rebuilt by Shannon's mechanic, Francis Clore. Flying alongside the Pitcairn today, it is easy to imag­ ine the early mail pilots, bundled against icy winds in the open cockpit, totally relying on the faithful Wright engine and on the ruggedness of the airframe to get in and out of unimproved strips. Navigation aids were non-existent, and at night the only light for landing was the two big ones outboard on the lower wings. The TravelAir 2000 is also a beauty, but has a dif­ ferent personality, one that says "come fly me" on from under the nose of the Air Force Museum (which sunny summer days. And it promises a great trip. nevertheless managed to find the only other one). The Shannon acquired this aircraft in 1973 from Max Walton Above. 7932 Aeronca C2 "Razorback" little machine has an 80 horsepower Le Rhone and can of Wichita, the original owner. It is silver and blue with reach 103 miles per hour and 14,500 feet - or it could, Below. The}3 restored by Shannon Museum personnel. red upholstery, and its OX-5 mill swings a huge prop, if it were still flown, but due to its rarity it is grounded, curved like a scimitar. One look makes any enthusiast the only plane in the collection that doesn't stretch its wings from time to time. Shannon acquired the E-1 in 1956 and spent eight years restoring it. It was his first antique, and he was hooked. The Spad is a masterpiece, purchased th is year from James Ricklefs of San Carlos, California, who spent three painstaking years rebuilding it, complete with 150 horse Hisso engine. It has been flown twice this year in Virginia by Jack Maas, who reports that it handles beau­ tifully. The plane, purchased by Ricklefs from J. B. Petty of Gastonia, N.C. in 1969, was one of 120 Spads originally built by a British firm under license from Societe Anonyme Pour L'Aviation Et Ses Derives (SPAD). Shannon's Pitcairn, with barking 200-horsepower Wright J-5, is finished in the markings of Eastern Air Transport, Inc., a forerunner of Eastern Airlines. This PA-5 is identical to the ones in which Shannon's father, Sidney Sr., and Dick Merrill flew the mails. Shannon Sr. later rose to become vice president of operations for Eastern Airlines, a position he held for many years.

19 wonder why they don't build planes like it anymore. Shannon has a clipping from the May 21, 1928 edi­ tion of The Free Lance-Star, the daily newspaper in Fredericksburg, telling about the arrival of his father's new TravelAir in the city. The article reports that the new plane "reached here yesterday afternoon from Wichita, Kansas. The ship is a biplane, powered with a Curtiss OX-5 ninety horsepower motor, and can carry two passengers in addition to the pilot .... The plane is known as the Travel Air and is one of several models now being made to sell at prices ranging from $3,000 to $3,500. It is capable of a high speed of about 100 miles an hour under full throttle and cruises at from 70 to 80 miles an hour. "The plane was flown here from the fac­ tory in Wichita, Kansas by Mr. Shannon (this was Sid's father, and a different aircraft from the one in the muse­ um) in fifteen hours' flying time. the air line distance from Wichita to Fredericksburg is about 1,200 miles." Douglas Corrigan earned his "Wrong-Way" nickname in a Robin similar to Shannon's orange and yellow ma­ chine . The three-place ship, with 165 horsepower Wright J-6 is in pristine shape, right down to its wicker seats, and still cruises at 95. Shannon has owned th is J-1 model Above. WWi E 7 Standard, found in a florist's shop Aeronca C-2, with its 36-horse Aeronca twin power­ Robin since 1955, and it underwent total restoration in in Dayton, Ohio. plant, open-air cockpit and parasol wing. The 700-pound 1969. plane cruised at 70, was pooped out at 85 and still sets Few planes have more personality than the little Below. 7929 Curtiss Robin down at 36 miles per hour. Shannon has owned it for many years, and it is regularly exercised, always pleasing the crowds at the annual summer fly-in and airshow at Shannon Airport. Last summer Shannon acquired a Gull-Wing Stinson SR-10G from George Stubbs of I ndianapolis, who had restored it to immaculate condition with the markings of American Airlines. The five-place craft is powered by a 300 horsepower Lycoming radial; it has a 155 mile per hour maximum and a 130 mile per hour cruise. This particular aircraft was featured on the cover of the March, 1974 edition of The Vintage Airplane. The most recently built of Sidney Shannon's ma­ chines is a classic Piper J-3 Cub built in 1945. It is com­ plete in original Cub markings and the powerplant is, of course, the 65 horse Continental. It was thoroughly re­ novated in Fredericksburg by Shannon personnel. Sidney Shannon's museum is believed to be the only civil aviation museum in Virginia, and it is certainly an outstanding one. He foresees no immediate additions to the collection, but there is plenty of space available in the museum, and he is always on the lookout for in­ teresting aircraft and aeronautical memorabilia.

20 My plane, the one th at you owned, was a straight 2000 with the not completely so. We are more inclined to tal k things over now than OX-S engin e_ I have included a picture of it that was taken about 1938 to fight it out on the battlefield, an d as time goes on, within the scope or so, some ten years after you owned it. It was still in original of yo ur life time, I am quite sure people of the world will eventuall y configuration at that time but was soon after converted to a Comet live with each other peacefully. God willing' engine. When I got it, it had a Lycoming R-680, 300 hp. engine with it The area of was th e seed bed largely of what has taken and it was apart with many parts missing. I have had so me luck assem­ place to date in aviation. Back in the early 20's there were the Black bling parts but we have not yet begun serious restoration. Cats that included such peopl e as Leo Thomic, Frank Clark, Earl Both my brother and I are dedicated to restoring these pl anes as jones, Reg in ald Denny and a number of others whose names escape close to original as possible. This includes the original instruments, me. These were th e Dare and Do boys who flew the airplanes in the paint schemes and engines, if possible. Once done, we intend to use ear ly mov ies of aviation and probably some of th e best stunt flyers of them. We have located a Wright J-S engine that is somewhat times. In the mid 20's - Wally Ber ry, Ken May nard, Ben Lyons, incomplete but restorable, but have had no luck finding an OX-5 or Clarence Brow n, Ed Deering, Bu ck jones. Mo st movie people lent their OXX-6 engine for my plane. Th erefore, I will probably put the efforts and presence in behalf of avia tion , but become avid flying Lycoming back on unless I can find a Hi sso or Wrigh t j-4 or j-S . enthusiasts and pilots. As old as I am, I simply can't remember even Y. I would be most interested in your remembrances of this airplan e of the old gang. Otto Timm and Wally Timm's names come to mind as and that era around Los Angeles. Also, if yo u know where I can get part of the Bl ack Cats era or thereabouts. You could look over the some original parts, particularly engines and instruments, I could really roster of av iation and find hundreds made their mark in the Los use the information. Angeles area. Walter Waterman. His name now occurs: as I canvas my Thank you again for the nice visit and I wish you success in your memory I suppose I could go on and on picking up a new name each endeavors. hour that I tried. Anyway, it was a great era. Myoid Travelair was one Brian W. Dalton of a number I owned and in which rests fond memories. R. W. Bli ss Army Hospital I have been ask ed by the Antique Classic Division of Experimental Ft. Huachuca, Arizona 85613 Aircraft Association to conduct a Forum on the OX-S engine on Phone (602) 458-3150 Sunday, August 1, at 1 :00 p.m. in the Forum Tent u3 (south of the main gate and just north of Ollie's Woods) at Oshkosh , Wisconsin during th eir convention. So possibly you might be there and if you are, REPLY I would be hap py to meet you personally, as well as your brother, if june 22, 1976 yo u can make it. My dear young Friend, Regarding availability of OX-S parts, it has been 50 years now si nce You can only imagine how delighted I am to receive from you your I wa s manufacturing the Milleri zed improvem ents and everything has nice letter and your compliments to my efforts in the past in connec­ been scattered to the four winds that I had. I do know of a fellow by tion with aviation. the name of johnny Lowe, on Ringling Blvd., in Sarasota, Florida_ For an oldster, which I qualify for, since I am almost 80 years o ld johnny is a real old timer and he did have a complete Millerized OX-S Editor's Note. The picture is of Leslie Miller's Travel Air, now now, it is very difficult to not at times live in the past and to possibly and quite a few parts. It seems to me he had a son-in-law who was an owned by Brian W. Dalton. The following two letters refer to it, talk a little bit too much of th e past to the ex tent that the present airplane pilot, who may have come in possession of this engine. I don't and are self-explanatory. la ymen may misunderstand and consider such conversations as windy know whether it could be pried lose from them or not. I know they AI Kelch indulgence in self aggrandizement. Be th at as it may, to receive a nice prized it highly. Attending the aircraft convention might be profitable letter from a young man who has such evident intense interest as you to you in the line of learning of available parts. It would give you a and you r brother have, in bringing to the present, the story of the past cross section of the effort made by all of them in the procurement of May 16,1976 in aviation, I salute you for your effort and interest. old aircraft materials. Wish I cou ld help you more. As I write, I Dear Mr. Miller: It is of great interest to me also to have the log on what became of remember that Melba Beard out in Arizona somewhere had quite an It was very nice to talk to you today. It is such a pleasure for me to one of myoid ships. It is almost unbelieveable that this airplane is still interest in OX-S parts procurement. talk to people wh o were active during the golden age of aviation and in existance an d the photograph of it will be cherished as long as I live, Lt. Dalton, it has been nich to hear from you. I have written about even more so in your case because you made such a contribution to and no doubt by my fam il y of three sons and a daughter, all of whom as'much as I can remember at this time, and I look forward to hearing bringing the airplane into its own. are flyers, including a number of my grand';Ons who are flyers. of your progress. You asked about me. I am 28 years old and a Lieutenant in the In the old days, I regarded the development of aviation as a prime With very king personal regards, I am Army Medical Department and am presently working at the Army requisite in the safe-guarding of this nation, and even also other Your Friend hospital here at Ft. Huac huca. My home base is Dallas, Oregon where nations with the same value of freedom. It would seem boastful of me Leslie C. Miller my brother is now. with all the airplanes. He is 26 and very much to say that back in th e old days I did envision the great airl ine routes P.O . Box 77 involved with antique airplanes. When we were growing up, th ere was a that lace th e United States and the world, and the development of Warne, NC 28909 duster outfit in town that had four T ravelairs and we got to know and tremendous airplanes and speeds. I felt the effort was well worth whil e (704) 389-6695 love them then. My first contact with aviation was when I was about in view of what we believed we were contributing to humanity. I am 13 years old and I tried to buy one of th e Travelairs. Th e price was firmly of th e bel ief even today, that had we not developed speed of Dear Mr. Nielander: about 100 times what I could afford at the time so I had to defer the transportation between countries, and tremendous improvements in I just want to let you know that yo ur editorial in the August issue purchase. Over the past three years my brother and I have managed to communications likewise in th e radio and TV, many conflagrations of The Vintage Airplane just hit th e nail real square on the head. It buy two basket case planes plus the data pl ate and papers for a third. throughout the world might have otherwise developed into even more looks to me as if the whole future of EAA, and more so, AAA, is tied In addition we have a J-3 Cub that is flying now. than the sad wars we have experienced. up in this matter of something to build that will give the builder some My brother's plane is a Travela ir 4000 that used to belong to Wilber I believe that improved communications and improvement in travel, real sa tisfaction and be a fine pl ane. Your list of possible planes is a May of the May Company department stores in Los Angeles. Of internationally, acquainted people throughout the world with each good one. I have been harping on thi s idea for a long while without course, it was powered by a Wright J -5. other to the extent th at some damper was put on wars even though any success.

21 Wag-Ae ro has shown us that the Cuby is possib le. I have hoped that September 14, 1976 September 23, 1976 they would have a real su~ccss with this idea and be encouraged to go Dear AI: Dear Mr. Ni ela nder : ahead with other pl anes. As you pointed out, there are a few planes of Everything is back to normal more or less around Rhin ebeck after Th ank you for the timely concern for th e REP LI CA AIC and their this type that have not been haul ed out of the barns. the Hammond sport Air Show. Curtiss "D" and Bleri ot N have flown owner/builder/pilots. We have been the orphan fringe of the Now the big question is: how do we get this so rt of und ertaking each weekend since in a steeplec hase, sli ghtl y cond ensed from the ones WARB IRDS and ANT IQUE/CLASS IC Divi sion for a long time, but, at activated? It see ms to me th at a good talk with Pau l ought to help out. we did at H-sport. Foxy is having quite a time with Bl eriot as he keeps least, Antique/Cl ass ic made a move of recognition of a problem, which May be an article in SPORT AV IAT IO N req ues ting any information as taking it hi gher and higher each week, wea th er permitting. Each land­ is a definite step towards a so lution. to where these pl anes mdY be hiding would bring out somethi ng_ in g he is more sure about taking it around!. Nearly eleven years ago , at our formation, recommendations had Perhaps the AAA wou ld also run so me sort of article on thi s. Was thumbing through a 1931 Air Tai ls look ing for an art icl e on been made for the members to join th e EAA; World War I Aeroplanes, Now, the othe r way would be to find someo ne who ow ns one of Hea th Parasol's for Herb Ei se n of the Aerodrome Staff and ran ac ross und er Leo Opd ycke; Cross & Cockade Soc iety, as the major organiza­ th ese and to let some engineer use the plane to draw up a set of plans. this ad for Eaglet's. Thought you might like it for your scrapbook or tions that would profit the membership. I suggested that the Antique I suppose there might be leg,!! difficulties about thi s, but probably whateve r. Airplane Association might also be of adva ntage . th ey cou ld be ' resolved so mehow. May be there are other possible I'm st ill tinkering on my '41 5-3, now up at Dick King' s barn, also Rega rding th e latte" no matter how accurate a Replica of an air­ sources for a set of plans. I don't know the answers, but I fee l very still looking for Fleet pam es peciall y model II fuse lage, lower wing craft which either is rare or no longe r exists may be, th ere wa s no st rongly that we shou ld not let yo ur idea drop. It should be activated. panels, logs, and rudder, plus much misc. Any leads appreciated. Pl ease provision for the Rep lica aircraft. For those few owners of Original Maybe another way would be to get some qualified engineer to say hi to Bu ck A. next time yo u see him for me - he has an ex tra WW I aircraft, AAA ca n be a useful group and might be beneficial. de sig n a pl ane ALMOST like one in your lis t, but ju st enough different fuselage doesn't he? Warbird s and Antique/Cl assic Di visions were not operative at the so that it would be a new plane. Th en anyone who had strings on th e I'm pl anning on going to Florida with Col e in December or when­ start of our group, and while I joined both my self, fe lt that until the original designs, that we couldn't cut, wou ld not have any strings on ever. I guess the Dolphin is coming pretty good as And y Keefe has se nt recent Vintage Airplane and th e President's sharp insight, both would the new one. Again, I say, I think your idea is a good one, and I a few pi ctures up already. be more of the sa me in which we would serve their purposes more th an sincerely hope something will come of it. Also I'm looking around for so me type of aircraft like th e Eaglet ­ having a functional ro le of our own. Yours truly, something different that I could use in Cole's show. He wants the Accordingly, I shall recommend future affiliation of our mem­ Howard Holman young types to start getting involved with fl yi ng there own machines bership with A/C Di vis ion, whi ch will be merel y an extention si nce all Way ne, Maine 04284 for "pants races" or other ac ts. I'm espec iall y in terested in a crazy C-3 the members shou ld already be EAA members in good standin g. ac t, so I'm looking, would appreciate any leads, thanks. I should like to see the sa me thing happen with WARB IRDS, und er September 22, 1976 If you ha ve any of those ex tra Antique and Classic mags I would the EAA Bann er, in whic h regard they also consider the sca le ai rcraft, Howdy J. R.: appreciate some. Also who is the guy to se nd th e $ to for memberShip? WW I and WW II, along with the full si Le repli cas, and will th en feel Hey, man! I lik e yo ur Augu st, '76 editorial! Sallright, it is, and I Well good lu ck on whatever yo u are doing? E-2, Eaglet , Travelair fre e to recomm end that we support Warbirds fully in recogn ition of hope you get people thinking and working along "Replica" lines. I or? their support of us. assume you are aware th at: As far as E-2 goes, I can get wings, ai lerons, engine, gear; do yo u Obvio usly the Repl ica Quilders will not be competitive to the "Big 1. R. G. Huggins has put together plans drawings for the Curtiss­ have pl ans fo r fu selage?? any other parts? Thanks a bunch . Brothers ", Both Antique and /or Warbird, but co mpliment each as a Wright Junior. See you in Fl orid a. secondary, ye t au tonomous point of interest and , wh at is more, added 2. John Houser at Aeronca in Ohi o knows of a group of dedicated Sincerely, noses as voters to add clou t as need ed. people working on new drawings for th e Aeronca C-2 & C-3. Joh n Barker Hopefull y th e Warbird Di visio n might jo in th oughts with those you 3. FAA Jamaica, NY has drawings for the Taylor E-2 Cub. Octobe r 11, 1976 have just expressed and I ha ve been trying to form so that we might 4. EAA library has a complete se t of American Eaglet drawings. Dear Mr. Nielander: eac h serve one another. (Someone ought to "tell" the guy who is mark eting an "Amer­ I am the proud owner of a Rearwin Sport ster sin 656D, whi ch is Wonderful thought , and I am ver y gra teful for it. Now to do what­ ican Eaglet" Glider.) An America n Eaglet, is almost completed fitted with Le Blonde K.R . 5 F. sin 1225. My problem is this: I am a ever is needed to mak e it all jei. (replica) at Sault Ste. Mari e, Ontario. prematurely retired Aircraft engineer (hea lth reaso ns), with 37 years Sincerely yours, 5. Drawin gs for various Moth & Avion aircraft are avail able, of practical ex perience, (mos tl y on light aircraft). Stanley L. Morel course, and one gu y is even offering Gipsy Major engines cer­ As I did no t have any data on thi s delightful and rare aircraft, I "Der Zirk usMei ster" tified & converted to run upright - just great for the DH 60 took numerous photos of vital parts, etc., before di smantling the air­ FLORID A CHAPTER LAU DITS Septembe r 21, 1976 Moth replica. frame into its various component s. All this happened seven years ago Dear Mr. Esca llon, Fl a. Chapter Pres. 6. Buch er J UNGMANN draw ings should soon be available from and after a spate of illnesses (including a heart problem that lost me From th e ve ry beginning yo ur associa tion ha s been deepl y involved Montreal, Qu ebec. my pil ot's license) I find myse lf able to work again on Rearwin and has contributed greatly to thesuccess of Sun 'n Fun. Th e working I would love to see McClure or someone do drawings for that Wil ey ZK-AKA. However, the photos taken by me have co mpletely fly -i n at our new site this pas t weekend was a magnificent demonstra­ Post - (Ford " A" engine parts will be ava il ab le for years to come). disa ppeared. On top of thi s, our Department of Civil Aviation has ti on of the dedication to EAA's ai ms and goals possessed by yo ur Now if someone could get a small series of ori ginal radials back into ti ghtened up on the overhauling of old aircraft. As a consequence, I am members. production - eve n at a trickle - we'd really have so mething. Guess we trying to loca te so meone in the USA who can put me in touch with As an officer of Sun 'n Fun I lack th e words to express th e dee p are entitled to dream, eh? another Rearwin 9000KR owner, or a club of Rearwin owners, to feeling of gratitude th at I have for the effort made here. As an EAA I've often wondered about that Kl emm (Antique Treasure Hunting) enable me to find out modifications, repa ir sche mes, availabi lity of member I sa lute the FSAA&CA for it s signifi ca nt contributions to on the junkpile in South America - wonder if it's still there? We don't parts (if any) , data about both engin e and airframe, etc., etc. I have to Sport Avi ation in all its endeavors. As a member of th e FSAA&CA I have Pan Am or Braniff here - tried to get some contacts through start somewhere and after ta lking to numerous av iation people, one of am very proud to be one of you. DeHav iliand here, but no luck. If I had a contact I think I'd maybe try th em came up with your nam e and address fro m the Experi mental Your organization has done much to bring EAA 'e rs toge th er and to to get that Iii' 01 bird. Aircraft Association's maga zine, SPORT A VIA Tl ON, so if yo u coul d giv e them direction and purpose. It is perso nall y a rew arding and sat­ An yway, "Cheers ", find your way clear to eith er pass this letter on or to send me the is fyi ng experi ence to be a part of it. Garth Elliot address of someone who could help me out, I wou ld be extremely Sincerel y, 2nd Line West grateful. Bill y M. Hend erso n, VP Meadowvale Your sincerely, Ivan T. Eas t 34 Ash leigh Crescent, 502 Norfolk Circle Ontari o, Canada LOJ 1KO Miramar We ll ington, New Zea land Lake land , FL 33801

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