Editorial For The Vintage Airplane

By Paul H. Poberezny President, EAA

Fellow Antiquers and Classic Airmen, you will have we own a homebuilt, an antique, a warbird or a rotary to excuse our delay in getting Vintage Airman off on wing aircraft, or even a fac tory built aircraft, all of our schedule. It is quite challenging for the small staff here problems in using air space, airports, licensing fees, and at EAA Headquarters, especially at this time of the year, other costs are the same. If we expect to continue to to produce three publications for the Divisions plus our enjoy the freedom as we now know it, we must be united normal SPORT AVIATION. Many of us were very in­ and present good recommendations, suggesti ons and volved in putting together a most successful annual fly­ alternatives to government. The meetings that we have in at Oshkosh and as a result of so much aviation en­ held here a t EAA H eadquarters over the years, with thusiasm, we fell behind in some areas. representatives from our Divisions, other avia ti on groups There have been pro and con opinions as to why we and the FAA are proof that all of us being united can should have an An~ique/ Classic Division. Some feel that lessen government regulation a nd be heard on all mat­ it all should be included under one name, Sport Aviation, ters. Each of us attempting to do this alone, would not and under the parent organization, EAA. While others be as successful and I dare say we would not draw the would like their separate ide ntification, separate pub­ attention or catch the proper ears to be heard. lication and activities. The Divisions of EAA were formed When any group becomes large, it certainly becomes with the thought in mind that those within EAA, whose more effective, but with bigness comes problems. Opin­ interests were in a particular area of aviation could offer ions on what course to take will vary and even at fl y-ins a great deal to the EAA staff in handling the affairs of, or the annual Convention, logistical problems, people for example, the Warbird enthusiast, AntiquelClassic problems, etc. must all be looked at in a different light. enthusiast and the Aerobatic enthusiast. This was to be Many of us look back to the good old days - a less hec­ especially helpful at the annual Convention, when it tic pace - which all of us really desire, I am sure. On one seems birds of a feather flock together. This was proved hand we would like to see aviation even more successful over the years, with each of the Divisions taking care of and stronger, but this again involves more people. I parking of the aircraft of their interest, holding forums, would like to look at EAA as having assumed a natural judging, etc. This has lightened the load conSiderably on growth and if it has attracted a great many people then those of us whose responsibility it is to insure that the it must be a credit to all of those in EAA who believe in overall convention runs smoothly. However, in between its principles, philosophies and what it can do for all of times, we find that getting publications out and answer­ us. in g additional correspondence generated by Divisions Putting out a publication is not easy. It takes the help is a bit challenging and takes more manhours than was of many. I am personally appealing to each of you to anticipated. We would very much Like to have your opin­ help us make Vintage Airplane an interesting and educa­ ions and recommendations on how we keep our ident­ tional publication. Give us guidance and direction. Send ities of our particular love at the moment, and yet be us material. There has been so much printed on aviation successful as a business. We have made a number of that one wonders if there can be something new. steps in that direction for each of the Divisions are armed We will be looking forward to hearing from you and with their own patches, decals, pins, buttons, etc. How­ I would like to take this opportunity to thank the Of­ ever, we all must recognize that unity and numbers are ficers and Directors of the AntiquelClassic Division for certainly to be considered when it comes to dealing with their loyal support and unselfish giving, not only to EAA government matters pertaining to all of our welfare. If but to aviation as well.

2 VOLUME 3 ­ NUMBER 7 and 8 I~f ~ ~IAbf ARPlA~f JULY and AUGUST 1975 COVER PHOTOS . .. (Photo by Lee Fray)

(Top Right) This beautiful American Eagle. owned by Ed Wegner of Plymouth. Wisconsin , was this year's Antique Grand Champion at Oshkosh. Nicknamed " Tempus Fugit" - or " time flies " in Latin - this aircraft is known to have been in the Milwaukee area since the mid-1930's. Flown by none other than EAA President Paul Poberezny, the aircraft was owned at that time by Paul's close friend. Fred Matson. who later lost his life ferrying an aircraft over the Atlantic in World War II. Ed Wegner obtained the aircraft in Tomah. Wisconsin and restored it to mint condition. (Lower Right) (Left) The Crites brothers (see Page 4) . Whittenbeck in the " Speedwing" (see Page 8) .

TABLE OF CONTENTS Editoria l .. . Paul H. Poberezny .. Barnstorming ... Edward D. Williams . 4 A Silver Eagle in Retirement . . Robert G. Elliott ...... 8 The Bates Monoplane. 13 A Visit to Blakesburg . . . Paul H. Poberezny 14 Bringing Home the Ryan STM ... Mitch Mayborn . 15 The Saga of STM -S2 . 18 Downers Grove Squ adron .. . Maj. Florence We st holm . 19 Air Currents . . . Buck Hilbert 21 It All Happened in July of '69 ... Norbert Binski ...... 21 A H idden Haza rd . .. Buck Hilbert ...... 22 Waco Aircraft Corrosion Inspec tion 23 Ford Tri-Motor Found in Jungle ...... , . . . 24 3rd Annual Cub Fly-In . .. Gar Williams ...... 25 Oshkosh Fl y-In Statistics...... 27 That Same O ld Ques tions and a Tragic A nswer .. • ...... 27 Washington Offi cia ls Visit Oshkos h ...... • . . . 28 EAA Honors " Grea ts of Aviation" ...... 29 CAP Cadets Help at Oshkosh ...... 30 The Jaycees and EAA Do It' ...... 31 M ystery Airplanes...... 31 Aerobatic Co ntes t at Fond du Lac . 32 Minutes of Mee tings. 33

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

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

SECRETARY TREASURER RI CHARD WAGNER GAR W. WILLIAMS, JR. BOX 181 g S 135 AERO DR .. RT. 1 LYONS. WIS . 53148 NAPERVILLE , ILL. 60540

DIRECTORS

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

CLAUDE L. GRAY, JR. AL KELCH GEORGE STUBBS JACK WINTHROP 9635 Sylvia Ave. 7018 W. Bonniwell Rd. Box 113 3536 Whitehall Dr. Northridge, Calif. 91324 Mequon, Wisc. 53092 Braunsburg, Ind. 46112 Dallas, Texas 75229

DIVISION EXECUTIVE SECRETARY DOROTHY CHASE . EAA HEADQUARTERS THE VINTAGE AIRPLANE is owned exclusively by Antique Classic Ai rcraft, Inc. and is published monthly at Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners. Wisconsin 53130 and Random Lake Post Office, Random Lake, Wisconsin 53075. Membership rates for Antique ClassiC Aircraft, Inc. are $10.00 per 12 month period of which $7.00 is for the subSCription to THE VINTAGE AIRPLANE. Membership is open 10 all who are interested in aviation. Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc., Box 229, Hales Corners. Wisconsin 53130 Copyright © 1975 Anlique Classic Aircraft, Inc. All Rights Reserved .

3 De::ran~~0~~:~~cir7t:; ~tl~s b!1~;:~~ n;~i~;~~J~~n;a~~ kesha, WisconSIn. SA HSTD M!HG Since last May, the 68-year-old Crites twins have been n n selling rides in a 1928 Waco ASO at Waukesha County Airport in just about the same way they did almost 40 By Edward D. Williams (EAA 51010) years ago. And they have found that the rides, at a bar­ 713 Eastman Drive gain rate of $5 a person, have stirred tremendous inter­ Mt. Prospect, Illinois 60056 est and are more popular now than they were in the late 1930s when they flew passengers in two Waco ASOs at the same airport. But their barnstorming days go back fa rther than that - to 1928, in fact, when they were numbered among the few pilots in the whole state of Wisconsin. Dean and Dale can be seen with their beautifully restored Waco almost every weekend at the airport from 9 A.M. until evening. On occasions they take the three­ place, open cockpit biplane to other Wisconsin cities and into Illinois for fairs and fly-ins, and it was one of the attractions at the Experimental Aircraft Association's annual fly-in at Oshkosh July 29 - August 4. The ASO, in fact, was awarded a large plaque at Osh­ kosh as category champion for the Golden Age era of 1923-1932. Dale also won the category champion award for the Wright Brothers era for his replica of a 1911 Cur­ tiss Pusher. Dale is well known to EAA members for restoring and then flying an original 1911 Curtiss Pusher named "Sweet­ heart", which was a familiar sight at air shows until Dale donated it to the EAA Air Education Museum at Frank­ lin, Wisconsin five years ago. "In order to give me a project to work on, Paul Pober­ ezny (EAA President) gave me the remains of the Waco which had been laying around the Museum," Dale said. Dean and he did not get right to it, though, as Dale wanted first to build a replica of the retired "Sweet­ heart". The replica was finished two years ago and was View not seen by usual aircraft passenger. seen last year at the fly-in at Oshkosh.

The ASO touching down at Waukesha County Airport. 4 Dale Crites is the pilot. "With the replica flying, we were able to concen­ The ASO always attracts a crowd. Dale Crites discusses trate on the Waco," Dale said. "We had considerable the plane with this group while Dean Crites is the pilot help, both in labor and ideas, from a lot of friends." getting ready to go on flight. Stamped with the quality craftsmanship of the two men, the Waco was finished and got its certification from the Federal Aviation Administration on May 9, 1975. "We flew it immediately at Waukesha and it was quite an attraction, and so many people asked us how they could get a ride that we decided to carry passengers," Dean said. The response was amazing, Dale added. "Old and young alike have been thrilled by the rides, and no one has ever told us he was dissatisfied. Most of them get out of the plane, shake our hands and say it was the best ride they ever had. One old man told us that "I've been waiting a long time to fly in one of these'." Dale said that people call them all week long asking about the ASO. The airport management also is happy with the Waco flights from its field as it is good promo­ tion for the airport, Dale added. There is no age limit to the interest. "We've had a 65­ year-old couple go up and then rave about it, and we've

had kids as young as two or three go up sitting on their (photo by Le!l Fray) parents' laps," Dean said. "That's O.K. as long as they Left to right: Dean Crites, Dale Crites, and Philippe Van are under five years of age." The front seat was de­ Pelt, check out the engine of the Brown racer, "Miss signed to hold two adults easily, and the Crites twins Los Angeles". The Brown is on loan to the EAA Museum try to make four flights an hour, for a maximum of eight by Bill Turner of Belmont, California. passengers an hour. The rides last 10 to 12 minutes. Each passenger gets to wear an old cloth helmet to keep his hair from being windblown. "At the Waukesha County Fair in July, we flew so often that we used four helmets," Dale said. "Two people waiting their turn to go up put on their helemts ahead of time so we wouldn't waste time," he explained. The fair was held on the grounds adjacent to the airport, and on one day the Waco was in the air more than eight hours. "We couldn't take all the people who wanted to go and had to turn many of them away," Dean recalled. "This is the greatest sport there is," Dale stated. "Remember that it was the old biplane that first got people into flying years ago." He added that many of the young people who have flown in the Waco since Engine View on Take-Off. 5 May have expressed an interest in learning to fly , "just and it got widespread publicity. like 40 yea rs ago when barnstormers gave people the The Crites Waco ASO came out of the Advance Air­ fl ying bug". craft Co. factory at Troy, Ohio, as serial number A14 on Dale said that there are repeaters of two types who July 21, 1928. Since it had a blue fuselage with red trim come back for a second ride - those who flew in a bi­ dnd sil ver wings, the Crites brothers made sure that that plane many yea rs ago and want to recapture the nostal­ is how it looks today. The Waco model ASO started out gia of years past and those who flew in the Waco for the in 1927 at the "Ten-W" or " Waco Sport" and also was first time this year and come back again. He added that known as the "J5 Waco", the "Whirlwind Waco" or the they even had passengers who flew in their own two "J5 Straight-Wing" (to distinguish it from the "J5 Taper­ ASOs back in 1937 and 1938. "But the cost was cheaper Wing"). It also was known as the "220" and finally as the in those day," Dean recalled. For example, at the Elk­ ASO. horn (Wis. ) County Fair in 1937, a ride in a Crites ASO The factory fr esh ASO was a handsome plane with cost $1 a passenger. simple lines. It had an upper span of 30'7" and a length Dean and Dale were Mukwonago, Wisconsin farm of 22'6" . It had a useful load of 1,050 pounds, a maxi­ boys in 1927 w hen they started taking flying lessons mum speed of 125, a cruise speed of 105 and a range of from another farm boy, Robert E. Huggins of Honey 575 miles. Price at the factory in 1928 was $7, 215. Power Creek, near Burlington, who had attended an Illinois was supplied by a nine-cylinder Wright Whirlwind J5 fl ying school. At that time, pilots, instructors and stu­ of 220 horsepower. " People are amazed that the en­ dents did not need flying licenses. gine is the same type that Lindbergh used on his famous In a story printed in The Milwaukee Journal on May solo fli ght to Paris," Dale reported. 19, 1929, headlined " From Plows to Airplanes, Crites Al thoug h the Crites brothers are experienced air­ Twins Turn From Fanning to Flying", the paper reported craft restorers a nd have re-done a number of aircraft how the boys overcame their father's objection to their over the years, they hope now to spend more time on fly­ flying. "The sons cured the fa ther," the paper said, ing, their first love. "Buck Hilbert wanted us to restore "by havi ng the mother go aloft, and she twitted the dad his Swallow, but we just don' t have the time," Dale into taking a flight." After that, the father was enthusi­ said. as tic about flying. E. E. "Buck" Hilbert, President of the EAA's Antique The twins originally had ambitions to be aviation and Classic Division, has arranged for the restoration of mechanics, and fl ying not only was rare in Wisconsin at the only fl yable Swallow in the World (SPORT AVIATION, that time but it was expensive. "We carried passengers August, 1974). A Swallow made the first commercial at Honey Creek just to get money for gas and oi!, " Dean airline flight in history on April 6, 1926, for a predecessor said . But by 1936, barnstorming had become their main company of United Airlines, and Hilbert, a United DC-8 source of income as they made their base at Waukesha captain, plans to have his plane ready to celebrate and flew an OX-5 Waco 10. United's 50th anniversary next year. " We flew out of Waukesha even before there was a In addition to the Waco and " Sweetheart" replica, hangar here," Dale recalled. In 1934, the twins toured the Crites stable consists of a Davis D-I-W, Piper J-3 the state in a Stinson Trimotor finding passengers where Cub and Piper L-4 military version of the Cub. Dale used they could, but their affinity for the Waco ASO goes th e J- 3 in his "Flying Farmer" comedy routine at air back to October, 1938 when they got their first one. In shows, and the Civil Air Patrol is using the L-4 in its work. May, 1941 , they got their second, and hundreds of per­ But it is the Waco that is the star in their eyes, and they sons flew in the two Wacos. The brothers formed the said they are h appy to have the opportunity to provide Spring City Flying Service at Waukesha in 1941, but World " another piece of nostalgia". War II found them giving flight instruction in Piper "We try to give people their money's worth," Dale Cubs for the military under co ntract, a nd their barn­ said. "A lot more than they got in the post-World War I s torming ended. " We were much too busy with fli ght days when they paid $10 just to go up and come right training for the Ferry Command," Dean said. down again in a Jenny." " People say the flight is just However, they kept the Wacos for a few more years. short of breathtaking," Dean added, " and many of them Finally, one was sold in 1944 and the other a year later. pose with us for pictures afterward. I've never seen so The fir st one crash ed later in Arkansas, but the other much film shot up." is still flying as a crop duster at Orlando, Florida. For people who don't have their own cameras along, Dale stayed with the business continuously until he the two pilots give them a 3" x 5" picture of the Waco sold the Spring City Flying Service, then an established as a souvenir. fi xed base operation, in January, 1970, and retired. At Sometimes, before the passenger-carrying flights th at time he also retired as airport manager, a post h e begin, Dale's daughter, Barbara, gives a sky-diving dem­ had held since 1945. Both men have amassed more than onstration to draw interest. Barbara, 25, has about 80 20,000 flight hours each and have flown just about every parachute jumps to her credit. She has not jumped yet type of general aviation airplane ever built. Dean, who from the Waco but hopes to soon. " Years ago, Harrison had interrupted his service with Spring City Fl ying Ser­ Rice jumped from one of our Wacos in the Waukesha vice in 1942 to work with the FAA in Milwaukee and then area," Dale recalled, and Barbara hopes to duplicate as manager of the Manitowoc, Wisconsin airport, re­ that feat. joined Dale in 1963 as the FBO plant manager, and he In addition to being a workhorse, the Crites ASO is also retired in 1970. a show horse. At an antique airplane fly-in at Harvard, Dale located his famous "Sweetheart" Curtiss Push­ Illinois the Waco won three trophies. "It took the oldest er in a barn at Lake Mills, Wisconsin in 1951 after many plane, best restored biplane and clean sweep awards," years of storage. He bought it for $500 and completed Dale said. Dean and Dale plan to take it to more county restoration in 1966 at a cost of about $5,000. Built in fairs and air shows "to show people that there still is 1911, it was purchased in 1912 by John Kamensky of Mil­ an opportunity to fly in a 1928 biplane" while other bi­ waukee, and it was the first aircraft in Wisconsin. Kamen­ planes are brought in for viewing only by their owners. sky flew it in the Milwaukee area at many public events Throughout the coming winter months, the Waco 6 probably will rest in a hangar as the Wisconsin winter weather is not conducive to open cockpit flying. "But we may take it throughout the South the following win­ ter," Dale said. The two retirees plan on flying the Waco as long as they can, with no plans to hang up their hel­ mets. At 68, the Crites brothers - and at 47, the Waco (Photo by Lee Fray) Dale and Dean Crites (left and middle) work on the ASO - are going strong, and there still are a lot of willing "Spirit of St. Louis" replica prior to its being taken to people who have never had the chance to fly in a 1928 Oshkosh. Dave Jameson later flew it during the Con­ airplane. Where will the Waco eventually end up? The vention for the enjoyment of thousands of EAA mem­ EAA Air Museum - of course. bers.

Dale on wing - Dean is pilot. 7 By Robert G. Elliott Daytona Beach, Florida

IN RETIREMENT The anxious voice of Hugh Thomason, announcer for the Fordon-Brown National Air Show, directed the eyes of every person in the bleacher stands towards the rapidly growing dot ... low ... low .. . on the horizon. Although a stand of maple trees on an adjoining farm had caused the fast approaching dot to rise slightly, it still snarled closer and closer, trailing a little smoke. Just over the extremities of the fi eld, the small aircraft dipped even lower, and as one ... the crowd rose to their feet, because the little biplane was upside down, barely six feet above the turf. It scooted across the field, with not an engine sput­ ter nor a waver of the wings and gradually rose ... way (Photo by Robert G. Elliott, Daytona Beach, Fla.) out there to the left. Some thirty to forty feet above the Clem Whitten beck and Jessie Woods laugh about old ground, it slowly rolled upright. Momentum carried it times in front of a present day Great Lakes. Clem worked even higher so that the pilot turned the plane in his for the Flying Aces Air Shows back in the late twenties favorite crowd-thrilling landing maneuver, the power and early thirties, a traveling air show owned by Jessie slip, and before anyone was aware of it, the Great Lakes and her late husband. had turned 180 degrees about and was landing on the same runway over which it had just flown inverted. ing Curtiss Pusher, and perform all kinds of low level Without hesitation, the Great Lakes turned off the stunts before the crowded stands, making it appear as runway and taxied to the reviewing stand ... the cheers though he was completely out of control. of the crowd overcoming that staccato rhythm of the But the show stopper was always Clem ... with his 100 hp upright Cirrus engine. Before the prop had ticked inverted aerobatics. Clem would perform anything in­ to a stop, out climbed Clem Whittenbeck ... undisputed verted, that other pilots would perform upright. inverted aerobatic flying showman. Visiting with Clem at his mobile home alongside the I saw Clem perform this feat that day, and another Withlacoochee River near Bushnell, Florida several weeks time at the old Amboy Field, Syracuse, New York, during ago, Clem made the observation to my wife, Muriel, and July of 1936. Luckily, early arrival had afforded me an I that during those early days, from the late twenties opportunity to pick an excellent spot with no-one sitting to the late thirties it became more and more difficult to before me. Announcer Hugh Thomason had presented attract the crowds. Many would come to the field for the the Stars of the Fordon-Brown National Air Shows in performances, but would park outside to avoid paying. their respective order. As I recall, there was Harold It was for this reason that he decided " to perform Johnson stunting at low level, the tri-motor Ford. A par­ so low that the cheap skates would have to pay for a seat ticular maneuver which always astounded the crowd was in order to see". the loop, immediately after becoming airborne. Roger Only seven years after the Wright Brothers made Don Rae, retired now and living in Lakeland, Florida their flight at Kitty Hawk in December of 1903, Clem and would stunt his Waco Taperwing. Buddy Batzell would a gang of neighbor kids made their first glider. They col­ thrill the crowd with his parachute jumps while Charley lected bamboo strips, pine strips, wire, tin and from their Abel performed glider aerobatics with silent precision. mothers closets, many sheets. After much figuring, wir­ Joe Jacobsen and his Howard Pete gave the crowd a ing and nailing, they were ready to attach the fabric. taste of speed in the many low level passes at times rac­ They had no knowledge of nitrate dope in those days, ing with the Laird Sport, owned by Harold Johnson. so they covered the fabric with clear varnish, which Every air circus of those days had a comedian, in this they borrowed from their fathers work shops. In view of case it was Dick Granier, who, dressed like a real country the fact that Clem's father had a large barn with a high bumpkin, stumbled down from the stands, ran onto the hay loft, he was elected to be test pilot. So, after much field yelling that he too, could fly a plane like anyone huffing and puffing, the kids got the glider up on the else. Without further ado, he would climb into a wait­ roof. Clem climbed in the glider, and they waited for a 8 .."

(Photo Courtesy of Clem Whittenbeckj (Photo by Robert G. Elliott, Daytona Beach, Fla.) Clem Whittenbeck in his 100 hp upright Cirrus during The 1930 Cirrus powered Great Lakes flown by Clem an inverted low level pass over the Amboy Field at Whittenbeck during his Fordon-Brown National Air Syracuse, New York during the summer of 1937. He Show performances, circa 1935-1937. This particular had changed the paint job from light blue and white model was made in 1930, the second Great Lakes owned to black and white for the 1937 appearances with the by Clem. He had souped the engine from 90 hp to 100 Fordon-Brown National Air Shows. During a cross­ hp for greater power in his inverted flying act. The site country pass such as this Clem was usually about 6 of this photograph was the old Amboy Field, Syracuse, feet above the ground. New York. June, 1936.

(Photo Courtesy of Clem Whittenbeckj Fordon-Brown National Air Shows performers, circa 1936-1937. Seated, left to right: Clem Whitten beck, in­ verted flying in Great Lakes; Capt. Dick Granier, erratic flying of Curtiss Pusher; Harold Johnson, stunting Tri­ Motor Ford; Roger Don Rae, aerobatics in Waco Taper­ wing. Standing, left to right: Hugh Thomason , an­ nouncer; Buddy Batzel!, parachute jumper; Charley Abel, glider aerobatics; Joe Jacobsen, racing Howard Pete.

;\hkc ~Iurph\' I.UlJi",~ lnd ukin}l. of( from the top of ;t mavin;.: aUlomobik· WJS one of th.: thrill fc.ltul't'<; lb;n cnh'rt,Uiwd the c.trniv,11 crowd .1t the )'lunicip,\1 Airport. Mike ~'Cm5 to han,: concclHratcd ('vt:ry c{(Oft on :u:.­ Cllml"'ll~IHn)! t wo tl-tin~~ whilt' in Birl1lingha~n. One was to pl...:tS(.· the brgc audience with hi'> ,11;1<;, the vilier hi put Jm'w.l rd hi .. bc~r Il);tlllwr) hf pk',l'>C Mi <;~ Glori;t Icvmgc, offici.11 ho,t\..,·~ of til(" Air Carni\'.ll. A ~ cYhJcnccd l~y the

{rc~lut.·nc}' the tWO -we re "<.'t:11 lO~L·th c r .It the numerous pMtic<; ,md the LI\'or:tbiL· comment" from the \pt'cl,lt1)r), ~1i"'c W.li J bif; ~UCCC\t dlJrin~ hi, ,hl1rt 'l.l)' in the "MJSic City." Murphy\ wedtl ,let (>~Ch JAr with HQbb~ I up~ t()n'~ R y.1Il ill ~pecd ,wrohJ;(ic .. W.l~ cqu,llly ,1<; thrilling Jnd thcr~ I~ litlle doul'-t that <:.1rni\-a1 nf(ici:tl.. wjll be ('X· ("mlm}: .lnuthe( !!H'it.lIion for him to .lppc.U· on the prQjtf.un (If imurc ~hu\v\ h~'rc. ~ loon .'X '. \\" 'hittcnbt'ck wid, hi .. up"de d(~wn f1 yi,,:.; to r .u,~' dw a

n'ta. Punin th\' 1,IJ;nt· Ih rou~h ~V{f)' known m,I!ll'UYt;r willi" h,II'hin~ on hi, qjct, belt provJdt'\1 the .....'11\.1

tiona! .let of thi.' \hnw. Invl..'ned lotll)\' inverted spit"', In f.Kt cH'rphin~ \\ ;(<; 111 ,\1'1 i!l\t'rtl' ~t ro~\tllm unul lhr

(Page, Courtesy of Clem Whittenbeckj I- crowd hl'~Jn to wooder if \Vhittenbcck could .ll,tu.lll) fly In, pl.lOe right ..ide up, Typical page from a National Air Shows catalogue with ~<;()I1W n·.l..on dw flicr~ tiUI p.trticip.lh" in the. N.HiOll.ll .\ ir C.trni\".tl~ \('l'lll to NHt!I) 'hnnwhl" wllh-thc:ir description of the inverted flying of Clem Whittenbeck. tlwn tnd..~. \\'l,h: lhcr it i'l bt.'C,l\Ix' till' \110\\' is fret: t(l the puhlic PI'" lx'C~tU'>I: of the friendi} r~'~t'IHioo rill'\ rl'c('i\'C tll,il n)Jke~ them .1-:1\(' th~'ir \'('ry lxH .Il Binnin!;:iunl, i~ not knov.'I1. Some h,Ht: willingly :ldillith' lhul tllt·y pcr ~ (orm ix-th" !Wfl' .lnJ Ih,.. ,t,ltl'metH ;, ,ub,t.lI11i.ttt·d b) m,l1l)' (If lho~' lb,l( hJh' \1,'\,'0 tI;t'm III t!'e \.Jilt\' ,I\:t~ :It nth(-r air ~how~.

9 good Oklahoma prairie breeze. When it did stir the hot the Cirrus from 90 to 100 by then to assure a greater re­ air, Clem jumped off the roof ... and went straight down serve for his inverted aerobatics. into the farm yard manure pile. In the period of time from about 1931 to 1932, Clem It was a lot later in 1919, while living in Oklahoma, went to White Plains, New York and bought a Gee Bee that a friend of his, Bill Hale, a hardware dealer, bought to be used while performing with the Flying Aces. Clem an old WWl IN-4. Another mutual friend who operated attributes his many hours in racing and tricky planes a feed business, John Stouffer, who had been a flight in­ plus his aerobatic knowledge as a major factor to his structor at Kelly Field during WWI, was asked to give fly­ many successful and relatively safe flights in the Gee ing lessons to Bill Hale . . . and as time went by Clem Bee. also got some flying time. Clem soloed the Jenny that Clem's aerobatic fame caused the Army Air Corps to same year, 1919. Not long afterwards, while in Tulsa, he approach him in 1939. Nine contract flight schools were encountered Jimmy Hazlip who gave him further fly­ being formed and Clem was asked to teach aerobatics to ing instruction. potential flight instructors. The program began in Lin­ Soon after his solo flight, Clem became an operator coln, Nebraska, all cadets having had a refresher course of a small single runway field in Miami, Oklahoma, with at Randolph Field. As the Army Air Corps had no suitable a 1450' north-south approach. aircraft for aerobatics at their disposal in Lincoln, Clem During those early years, there was no such thing as was allowed to use his old 1930 Great Lakes. It was during a flying license nor did many pilots keep logs, but Clem's one of these instruction flights that a serious accident accumulation of air time by then was close to four or almost ended his career. five hundred hours as near as he can recall. At about 3500' above the field, with a student in the When the first inspector of the newly-formed Aero­ front cockpit, Clem rolled right out of an Immelman turn, nautics Branch of the Department of Commerce came and his right rudder pedal jammed full down. He in­ to Clem's field , he of course found neither pilots nor stinctively put the ship in a vertical power slip and yelled planes licensed. Clem was out on a trip at the time, and to the student to jump. Clem kept kicking the left rudder when he returned he was told of this new regulation. to no avail and it was while the student in front was Realizing the importance of this restricting regulation, squirming about that the rudder pedal came free, the he flew to Tulsa to see Jimmy Hazlip again for a brush­ student's toe having hit one of the rudder control rods. up course, as Hazlip was well informed of the new flight At about 150' from the ground, Clem rolled the Great rules of the time. Clem studied navigation, mechanics, Lakes level, cut the throttle and landed. His first gesture meteorology and shortly afterward took the test and after climbing out was to touch the student on the passed easily. For his effort he was awarded what was shoulder and say, "Son, let me shake your warm hand". called a Transport License in those days. Clem recalls During his aerobatic exhibitions he never had the front that when he retired from flying in 1947 he had a total controls active, so had not been aware of the fact that a of between eleven and twelve thousand hours ... a broken spring caused a joint in the control rod to travel huge portion of which had been recorded during aero­ past its center, thus causing the locked pedal. batic performances. He has said that one of the most In July of 1939 the first class of Cadets had formed, but monotonous periods of flying for him, was that of flying because of inclement weather the school was moved to from one air show field to another. The routine of Air Lakeland, Florida in 1940, Clem going along with the Line flying never had any appeal for Clem, though his first group. activities over the years included that of aircraft sales­ Later, an instructor school was started at Carlstrom man, demonstrator, flight instructor, stunt pilot and Field in Arcadia, Florida and Clem was named Director professional racing pilot. Spotted in there along the of Training. way were hours of charter work, carrying passengers After WWII, Clem and his wife moved to Tampa. Fre­ for sight seeing rides, and testing new aircraft deSigns. quent visits to the area over the years had created a de­ Clem spent many hours giving flight instruction dur­ sire to retire in the countryside nearby. In the early ing those early days, and perhaps one of the better known years shortly after WWII however, many towns began personalities he gave instruction to was the late Wiley their annual air shows again, so Clem decided to make Post. Wiley had lost an eye working in the oil fields of one more tour to see his old friends. For the purpose he Oklahoma, and from the cash settlement he received borrowed a plane and was booked into several shows from the accident he purchased an old WWI Standard. with huge success. The crowds so loved his thrilling per­ Wiley, however, was not as interested in aerobatics as formances that he decided to get his own plane again. he was in straight and level cross country flight. His pro­ Harry Porter, a friend in Chattanooga, had an old ficiency in this, together with his knowledge of naviga­ Laird which Clem remembered so he called Harry to see tion and aircraft were proven later with his two flights if it was for sale. "Of course it is," said Harry, "but, around the world. Of course, Wiley also became a pio­ Clem ... it'll take a lot of work to make it fly." neer in high altitude flight research with a pressure suit With a mechanic friend and helper, Clem drove to of his own design, using the famed Winne Mae modified Chattanooga, bought the basket case Laird Jr. Speed­ for high altitude flying. wing, piled the wings on top of the car, and towed the In 1930 Clem joined the Flying Aces Air Shows, which fuselage all the way back to Tampa. was owned by a husband and wife team. Jessie Woods, When completed, the Laird was a beauty. (Accord­ the surviving half of the team, still resides in Sarasota, ing to Ed Escallon, President of the Florida Sport A via­ Florida, and it was at a fly-in at Lakeland, Florida in the tion, Antique and Classic Association, the Laird of Clems spring of 1975 that Clem and Jessie met once more after was first flown by the designer-builder, Matty Laird. many years. He had been a contract pilot for the Flying It had been built in 1930 for a race at Curtiss-Reynolds Aces during the period of 1930 to 1932. Airport. The registration number is one 'N' number The first Great Lakes used by Clem during his Fly­ less than the Laird Solution, which was NX10538 .) ing Aces performances was a 1929 model, while the plane Clem had the 300 hp Junior Wasp replaced with a 250 he used for his performances in the Fordon-Brown shows hp Continental with fuel injection, which he considered was a 1930 model. He had increased the horsepower of more reliable for aerobatics. A while later, Tampa offi­ 10 (Photo Courtesy of Clem Whitten beck) The Laird Jr. Speedwing, restored under the super­ vision of Clem Wh ittenbeck about 1947. Clem was in­ vited to come out of retirement and after much thought of the amount of work necessary versus the pleasures of fishing on the Florida rivers near Tampa , he decided to make one more swing around the country seeing his old friends in the flying game. The Laird was a typical basket case when he found it up north, but after truck­ ing it back to Florida serious restoration work made it blossom into the beautiful ship below.

(Photo Courtesy Clem Wh itten beck) Clem performs a low level high speed pylon turn in the Laird Jr. Speedwing.

(Photo Courtesy of Clem Wh itten beck) Th is Laird Jr. Speedwing was just one registration num­ ber less than the Laird Solution. Matty Laird had been the first owner and pilot of the plane, as well as the de ­ signer, and it was flown in an Air Race in 1930 at Curtiss­ Reynolds Airport. Clem stands proudly before the newly restored Laird at Tampa, Florida. 11 cials decided to have an air show, so they engaged the services of Steadham Acker, who supervised the annual Binningham National Air Carnival. Steadham of course knew Clem very well, and when he hea rd of the Laird being rebuilt, he insisted Clem be on the show program. Quite a bit of engine trouble was being experienced at that time and Clem didn't wish to fl y, but the persistence of Steadham made him change his mind, so the me­ chanics were instructed to find the trouble fa s t a nd make necessary corrections. During this modification period, the fuel wasn't fl owing properl y to the combus­ tion chambers, which caused it to quit now and then. The show date arrived, and Clem after having been promised that the repairs had been made, took the Laird up for a check fli ght. He went north of Tampa over an abandoned auxiliary fi eld, just in case he had more en­ gine failures. He tried every trick he had, and the en­ gine functioned perfectl y. When his afternoon performance time arrived, Clem was in the ai r almost before the announcer had fini sh ed describing what the crowd should expect. South of the field he went into a Split-S for his inverted dive across the field. A smoke generator had been installed for visual effect a few days earli er. Just as he leveled out, inverted near the ground, the engine quit. He had pl enty of speed, so he pushed up . .. rolled out and looked around, all the while trying to start the engine. To the right was the (Photo by Robert G. Elliott, Daytona Beach, F/a.) crowd ... ahead were houses and stores ... so he elec­ Clem Whittenbeck probably recalling some old times ted a 180 degree to the left to return over the west side while flying his Great Lakes back in the early thirties, of the field . All this w hile he was low in the cockpit try­ at the Fly-In, Lakeland, Florida in April 1975. ing to restart the Continental. As he took a quick look ahead though, there they were ... power lines . . . and he smashed right through them. ness. They had decided to settle in a mobile home earlier Regaining consciousness the next day in the hospital, . . . so that's w hat Clem has done. He lives in such an standing at his side was Margie, his wife. When he asked abode, a stones throw from his fi shing boat, securely about his plane, she said "Oh, it's fine". Four or five ti ed to a dock in a cove at the Wynn Haven Fishing Camp, months later when released from the hospital he knew on the Withlacoochee River, Bushnell, Florida. how cl ose it had been because the wreckage was still Vi sitors are always welcome, made so by this wonder­ piled in a storage area. full y warm, kind Oklahoma man, who will be eighty His wife Margie died a year or so ago after a long ill­ years young this December.

A Visit To Blakesburg ­ Home of AAA Antique Airfield

By Paul H. Poberezny fAA President

The annual Antique Airplane Association's Fly-In Convention at Blakesburg was deemed a success. This year wife Audrey and I went to Blakesburg to spend a few days with fellow airmen, antiquers and aviation enthusiasts. Though we would liked to have flown over with the Stinson SM8A, we had another trip after leaving Blakesburg, to travel to Rochester, Minnesota to pick up daughter Bonnie who was undergoing some tests at the Mayo Clinic. With bad weather forecasts and night flying being anticipated, we went over with Dick Wagner's Aztec. Our flight over was uneventful and upon landing at Blakesburg we were met by one of Bob Taylor's sons. After tying the aircraft down, we were taken over to Bob's office. We spent an hour and a half just remini­ csing and discussing problems facing all of us who love old airplanes and general aviation as well. Bob and I have worked together over the years for the cause of the antique airplane, and we can well remember our joint EAAlAAA fly-in at Oshkosh back in 1956. At that time, not only did the weather turn bad, but upon arrival we had found that a local civic organ­ ization had turned our combined annual convention into a local money making airshow. I took the M! Baby Ace that I built that year and I can well remember the four times that I was tossed off the field by local guards and police men, for not having proper identification, that was issued by the local civic organization. I am sure we both learned that we should take nothing for granted and be more definite about our plans and arrangements for the annual event. We saw many of our good friends we had just seen previously at Oshkosh, and it seems birds of a feather flock together. We only wish that there could be a large event everywhere throughout the United States, within a geographical location of most of us. It does take a lot of time, patience, dollars and planning to do these things. When we look back we find that there are cer­ tainly a lot more of these activities, which are fostered by AAA and EAA throughout the nation. Aviation is richer for this and any of these activities allowing peo­ ple to fly more frequently are a credit to aviation safety for one's proficiency improves through more frequent use of his airplane. While walking down the line we spotted Jack Win­ Bob Ta ylor, President AAA, left, and Paul H. Poberezny, throp, who along with Kelly Viets and others were very President fAA, at Antique Airfield, Blakesburg, Iowa. busy handling the antique and classic parking at Osh­ kosh. Jack immediately said - "Paul, how about flying my Waco UPF". Before he knew it, I whipped my helmet and goggles out of my pocket and was in the cockpit to shoot a half dozen touch and go landings at Antique Airfield. We moved to the campground and talked with old friends and it was a real treat. Meeting two Air Mu­ seum Trustees, Morton Lester and Evander Britt who car­ ried us to town, was a pleasant surprise. We would like to take this opportunity to thank Bob for his hospitality and the courtesies shown us, and taking us to every nook and cranny to see old airplanes and the fine people who make up AAA.

14 Bringing Home The Ryan STM

By Mitch Mayborn

~.:. - - --, - ~.~ :., -- ~ ~ -- '. ~ .I': .. - ~ .,; - -. Studebaker's and Ryan airplanes have been together a long time. Here 's the Spirit of St. Louis being towed by T. Claude Ryan's 1925 Studebaker roadster. That is what was called a dumb question. I tried several alternate carriers, and several differ­ ent ideas. The only economical way to get the airplane home would be to go get it myself. About 10 years ago I decided that there was just one I have a 1961 Studebaker Champ l/2-ton pickup truck airplane for me - the Ryan S-T. Small, mostly metal it that I bought several years ago for $300. It was in good was a classic American design of the 1930's. Plus if I working order though, and before leaving on the trip I was lucky enough to find a PT-20 or Dutch STM I would scrounged up an extra water pump, starter and genera­ also have a genuine Warbird. tor. I had an extra fan belt, the tires were good and the Since I made the decision 10 years ago about the front end was freshly aligned. When I first got the truck Ryan, I've had a Tri-Pacer (great fun and a good trainer), I changed the fuel pump, water pump, overhauled the a Cessna 182 (good for an instrument rating) a Fair­ carburetor, and had the wheels repacked. We had a spare child 24, 1937 model (a good way to get into antiquing), tire mounted and another spare unmounted. and spent a lot of time in a corporate Gulfstrea m G-159 We planned the trip carefully. The airplane was 20 and a Convair 240. ft. long, so we arranged for a 25 ft. tandem wheeled For years I've had a photo of one or another S-T trailer. I was able to get it from a filling station friend in posted on my wall - I always knew "someday" I would trade for rigging lights to it - something I wanted to find my Ryan, but didn't have the slightest idea when. have anyway. I installed 2 x 12 boards for the wheels, This past January, DOff Carpenter called to say that my and put down some composition boards for a floor. Rya n - the one I really wanted - was available in Ca l­ I found a friend willing to go, a gentleman with ifornia. I ca ll ed the owner Mike Cuddy, and aft er a couple aviation and mechanical experience, H . G . (Andy) Ander­ of weeks of negotiations over the telephone, Ryan STM­ son . Andy bought the food for the trip - the plan being S2, cl n 476, ex-VH-AGZ was mine. It came with a run­ to drive straight through from Dallas to Los Angeles to out C4S installed and an ex tra 04-87 freshly overhauled pick up the airplane. Stops only for gasoline, since we and in a cra te. The wings and fl ying surfaces had just were carrying our own food. We would pick up the air­ been recovered. All I had to do was get it back to Dallas. plane, return to the east side of Los Angeles and spend Bekins (bless their heart) had said they would bring a short night, then drive straight through to Dallas. it to me for a paltry $450.00. OK, let's do it. Contract We left Dallas at 4:30 a. m. March 7, 1975. The trip to signed, I sat back to await its arrival. A week la ter Los Angeles (1500 miles) was made in 28 hours. We Bekins called. " Is the plane here," I asked in all inno­ averaged 59 mph for the trip. Only two small problems cence. "No," they said, " the price is $1600.00 not $450.00. occurred - near Van Horn, Texas we blew a hole in the Do you still want us to pick it up. " exhaust line just ahead of the muffler which I cured by 15 wiring a tomato juice can around. At Bowie, Arizona as dark approached we noticed a tire going flat and did a precautionary change. The change went fast, but it took 30 minutes in Tucson to get a new tube installed. We had dry roads and interstate highway all the way except for one 60 mile stretch in Arizona south of Phoenix. However we arrived in LA at 6:00 a.m. in a driving rain and dark. The truck brakes would get wet and wouldn't work and I would have to ride them to steam out the water. We lost an hour (lost) when a free­ way on the map wasn't a freeway on the ground. In any event we arrived at Thousand Oaks just as the rain quit at 8:00 a. m. and spent the rest of the afternoon loading the airplane on the trailer and truck. Now, the fun started! The airplane was at the man's home - high on a very steep hill. When we started to leave the truck was point­ ed so it would drive out straight (I had earlier decided to not "back" out of the driveway - one of the better decisions of the trip) but it was uphill. We were going to go up hill, do a U-turn and creep downhill. I pulled Fuel stop - California Desert. out across the street, uphill and got nothing but a smoking and slipping clutch for my efforts! CANCEL THAT! I backed up into the driveway, and after several careful back-and-forths maneuvered so we could head out downhill. There were several side streets all going uphill which I planned to use in case the brakes failed. I hated to do it but I rode the brakes all the way to the bottom. In low gear and riding the brakes we went downhill at a walking pace. It was a couple of miles to the LA freeway and imme­ diately I knew we would not make it to Dallas! On board was a 600 lb. engine (on the truck), all of our supplies, a 1000 pound trailer and 1500 pounds of airplane. On the freeway we had to force it uphill and got pushed down­ hill. HELP! I immediately considered what we could do to lighten the load and knew the extra engine had to go. It was Saturday afternoon, the truck lines were closed ­ that was out. I thought of a cou pIe of aviation minded friends in Los Angeles and one in Glendale. Aha! I left East of Indio as the sun comes up. the engine with John Underwood in Glendale and made arrangements for him to ship it later. OK, ready to go once again. Hop in the truck and drive off. GOSH, it won't pull at all! Andy says, "Wait a second" and hops out with a sheepish grin on his face. Seems he left the trailer post still on the ground. That solved the problem. But by now it was raining again and we had lost two more hours. The truck was working good, the load was trailering well now and I felt once more more optimistic about our chances. We'll make it to Dallas. We drove to Indio for the night. Indio was 44 hours into the trip with no sleep. Except for the time loading the airplane, the truck had been working constantly. It rained on us hard all the way through Los Angeles to Banning Pass and after that we saw the dry desert and were much relieved. One interesting note - we drove past every point of the trip at least once in daylight. Went to bed about 10:00 with a 6:00 a.m. wakeup. On the road east of Indio in the desert as the sun came up. At the Arizona border a zealous guard making sure no contraband oranges go through the state takes one look at our "grapes of wrath" load and says we have to see someone about a "permit". However the guy in the office takes pity on us, "inspects" the load at about 100 feet and says, "get moving" which we do with great happiness. Glendale - where we got rid of the extra engine. 16 was snow along the road. The truck heater did not work (never has). The holes in the floor (the cab is rusted through in a couple of places) let copious amounts of cold air in - it keeps the driver awake and the guy try­ ing to sleep uncomfortable. At Monahans, we stop for gas and to change drivers. It is 4:00 a.m. 80 percent of the trip is behind us, the weather is good, it will be the last day soon and the sun will be up. WE'VE GOT IT MADE! 10 miles east of Monahans we hear a strange noise. We check the chain. It's ok. I pull up a few feet and we know the problem - the left rear wheel bearing is ... you g uessed it. (NOTE: This shouldn't have happened either. When I first got the truck three years ago I knew it had been standing idle for several years so the first thing I did was have the rear bearings repacked. You guessed it again ... I paid for a repacking I never got!) The promising day evaporates. It is dark. It is cold. We are broken down 10 miles out of town. Nothing to do but put emergency plan A into effect. Unhitch the trailer, bundle Andy up against the cold in the Texas Moving in my Ryan STM-S2 9N476. Our desert desert at dawn, pump up the Coleman lantern and stick a portrait - the truck, me, the airplane. pistol in his belt to guard the load. I head back to Monahans. I push as hard as I dare go, but that terrible GRING, GRUNG, GRIND, GRIIIIND! holds me back. I go to the filling station and talk the attendant out of his truck. I hop back in it and go get Andy and the trailer. It's only a moment's work to hitch the load up, do a U-turn across the highway and back to Monahans as dawn approaches. We stash the load in an open lot between the service station and the highway patrol's office. We jack up the rear end but without a puller, we can't get to the bear­ ing. On foot at 6:00 a.m. in Monahans. This is the low point of the trip. We'll never get that *&?//% truck fixed . Already I'm wondering how we'll ever get home. Andy takes charge and we walk around to s~veral places (by now it is 8:00) and finally locate a guy \who thinks he can do the job. We locate a bearing the first parts house we call. It still takes 3 hours to get the job done. We eat one of our everlasting roast beef sandwiches out of our grocery store and sleep on the garage floor. Andy said he talked to me for three minutes while I sat in the sun on a truck tire, before he realized I was asleep. On the road once more - $30.00 shorter and 6 hours lost time. But on our way. Nothing can stop us now. Nothing can stop us, but a load of bad gasoline sure The Ryan neatly tucked in for the long trip home. can slow us down. Got the gas in Monahans (the god of bad luck and Ha Ha - we got through with two oranges too! We challenge really stuck us there!) No way to use the over­ were so far ahead of schedule that we took out an hour drive. Had to keep rpm up to get any power. Creeping at Tucson to visit the Pima County museum. along C}t barely 65 (yes, we know, but it was a long, At Las Cruces, New Mexico just after dark, we de­ 3000 mile trip in 4-days and if the truck would pull the cided to put in some of our extra gasoline and not make load we would push it). a formal fuel stop until El Paso. We pulled off onto a We nurse the truck the rest of the way into Dallas. "scenic overlook" and amidst all of the lovers viewing We add gas more often to try to dilute whatever problems the scenic overlook proceeded to refuel the truck. 1'm we have. We use "extra" instead of regular. It gets better, certain we disturbed several of the cars with our bang­ but never good. ing around fueling the truck, checking the airplane and We finish the trip, arriving before sunset on the 4th getting moving again. day of the trip. We have met and exceeded all goals. We Our first problem occurred at El Paso. The generator returned with the airplane in perfect shape thanks to quit. I noticed the lights going dim as we hit the out­ Andy's careful loading. We went 3000 miles - a real skirts of town. PANIC! Well we got off the freeway to a endurance run - in four days with the '61 truck doing a lighted station before the lights quit. We did. I had super job. I still don't know the cost but it was less than "oiled" the generator bearings at the gas stop at El Paso Bekins $450.00 estimate and certainly lots less than the '(moral- if it is working - leave it alone) and I guess $1600.00 quote. We crossed desert, mountain, big city this did it. Anyway, no problem, whipped out the spare and through day and night. generator and were on our way in 30 minutes. But, we got the airplane home and that's what It was a dark night south of El Paso. And cold. There counts! 17 THE SAGA OF STM-S2 C/n 476

~ STM-S2 c/n 476 starts its journey in December ~ Flying the 1300 mile trip from Melbourne to 1940, leaving San Diego and the Ryan factory for Rosedale, the engine quits and No. 476 ground loops shipment to the Netherlands East Indies (Java). on landing at Charleyville. A new left landing gear Arrived February 1941 and used by the Dutch Marine is fitted and on March 5, 1964 it arrives at Rosedale Air Arm (MLD) out of Soerabaja as STM-S2 No. S-40. (Jerico Station) Flights include trips to Kensington, Long Reach, ~ By February 17, 1942, only 34 of the original Blackall and Barcaldine. 108 STM airplanes are left. These are shipped to the Royal Australian Air Force. No. 476 is one of these planes. It was delivered to the RAAF August 21, 1942 at Mascot Aerodrome and flew as ASO-30.

~ On June 12, 1946, the 26 surviving STM airplanes are sold surplus to Brown & Dureau of Melbourne. No. 476 has accumulated 170 hours of military flying and is overhauled at this time. Registered as VH-AGZ, No. 476 flies from Moorabbin (Melbourne) and makes two trips to Tasmania (over 200 miles water!) and back. Also flies to Berwick, Kerang and Yarra­ wonga. On August 3, 1957 she hit high tension lines at Corowa and wrecked. Total time is 402 hours. ~ ~ First flight test after repairs, on December 25, p­ 1959. New tail cone (from c/n 448, Dutch Navy S-12) NORTH is fitted and front cockpit reskinned. Owned by Mr . AMERICA ~ B. Buchanan, Seymour, flights include Warranambool, Benhalla, Ballarat and Broadford. Sold in 1964 to 1l ,~ Mr. E. R. D. Mackay with 555 hours. Pa c I f I o Q -.-('!L~ At lantic )----+----- .0·----+------'''---1------\ -- .. ~ ASIA =-----. ~

~~-+_---~----_4------20·----+~__~~ ___~--~

. o·

SOUTH " AMERICA " o· 20'

-t.:.:..:'c:---+------,..",f- 40' ---+----+-----+----1-----1---.

~ Dorr flies No . 476 between July and October 1969. At that time it is sold to Jeff Cannon and shipped to ~ January 1969, Dorr Carpenter goes to Australia him in California via United Airlines DC-8 freighter. and buys No. 476 with 597 hours total time. Dorr It is shortly sold to Mike Cuddy of Thousand Oak s who flies it from Jerico to Sydney via Roma, Cliffton takes it out of service with 630 hours total time for and Scone. January 20, 1969, Rex Aviation (Banks­ a major overh~ul in December 1971. town) crates No. 476 for shipment to the USA .

~ Shipped via the Australian Gem steamship from Sydney t o New York City, No. 476 returns home after 29 years in the Far East. From New York to Lake Bluff is via truck . Dorr Carpenter checks her over and relicensed No. 476 as N288Y with 613 hours time.

~ STM-S2 No. 476 remained stored from December 1971 through January 1975. During this time the wings and flying surfaces are recovered. Purchased by Mitch Mayborn in January 1975 and hauled from California to Dallas, Texas via truck. Restoration to flying status should be complete by fall 1975 and as N7779, No. 476 should be flying once more. Downers Grove Squadron, By Major Florence Westholm Civil Air Patrol Auxiliary (All Photos by Jack Signorelli) Of The United States Air Force

Major Florence Westholm explains svmbols on a Chicago sectional to cadet members of the unit.

Sandy Clock with Ca det over Naper Aero.

The Downers Grove Squadron, CAP, has put the "air" and fifteen 140's with an 85 hp Continental engine. As it back in Civil Air Patrol. . The unit placed ninth nationally was used it became apparent that it was, indeed, a very in the 1974 competition among more than two thousand nice aircraft and the project of restoring it became as cadet and composite squadrons. important as flying it. During 1974, some 300 hours of instruction was Three years ago cadets and Seniors of the unit began accomplished in powered aircraft and gliders. Two stripping off the paint. Eight coats of paint covered most classic airplanes are used to provide all of the powered of the control surfaces. Arrangements were made to have flight instruction. A neighbor, Mr. Gar Williams, pur­ it painted according to the original Cessna scheme. chased a J-3 Cub, N92227, to be used as a primary train­ Photos in books, the original owner's manual, a nd an er, that is, to take the student pilot through solo in a original parts manual were used to determine the origi­ simple taildragger before advancement into the Cessna nal markings. Since it was confirmed that some 140A's 140A which in addition to being more difficult in ground were completely painted, it was decided that N9682A handling also has a full gyro panel. would also become a completely painted craft. Dupont The other trainer is a 1950 Cessna 140A, N9682A, Imron was used in the colors matching as closely as which was purchased three years ago by three unit mem­ possible that used originall y on the aircraft. The interior bers for flight instruction. It is only one of one hundred is yet to be completed. Only recently the material for the 19 headliner and the rest of the upholstery was found to success of our unit can be summarized as: GAP is FUN, match that being produced by a company that makes FLYING and following the CADET PROGRAM, and fabrics for restoring model A Ford's. The fabric shop at FLYING TAILDRAGGERS (CLASSIC AIRPLANES). Cessna still has the patterns and the plan is to purchase the fabric and restore the interior to its original state. The only changes made to the aircraft were the addi­ tion of dual brakes, the IFR panel with gyros, a 360 channel radio and the STC'd strobe installation. With regard to flight instruction, those CAP cadets and Seniors receiving instructions in both of the aircraft have a rigorous training program provided by CFI's Al Freedy, Stan Tonkin, Art Arnett, Nick Selig, and Sandy Clock. First of all, all students receive spin training (Look at your girl friend's house spin and look at your friend's girl friend's house spin, that is, both left and right spins). Then, of course, each student must become proficient in making wheel landings as well as all other flight maneu­ vers required by the recent changes in the FARs. Thus cross countries are a real challenge in this aircraft. We also have an FAA certified ground school for both in­ terested cadets and Seniors to prepare them for their private pilot written examination. Two cadets have obtained their licenses in the Cessna 140A: ClLt. Col. Ed Powers and ClSSgt Greg Reese. Re­ cent soloes include ClWO Mark Stodola, ClLt. Col. Mark Left to right. FAA designee examiner AI Signorelli, ClWO Rich Wolf, and ClA-lC John Quinn . check ride with CAP Cadet Joel Signorelli. Cadets who received their licenses in tricycle gear air­ craft are, of course, challenged to solo the Cessna 140A. So far three cadets, ClLt. Col. Boyd Bender, CWO-STP Bob Castle, and ClCapt. Steve Puis have ac­ cepted the challenge. ClWO Mark Stodola earned his license in a Cessna 150 as the Cessna 140A was being annualed at the time. Cadets who are too young to solo a plane but are challenged by fl ying are sent for glider training to Hinckley Soaring Enterprises headed by Mr. AI Freedy and his team of flight instructors and two pilots. ClLt. Col. Greg Augst soloed in a glider before he moved to Arizona; ClLt. Col. Robert Haddick soloed and ClLt. Col. Joel Signorelli earned his glider license (they were 15 and 16 years of age, respectively). (jesides a strong flying program, we also have a strong Civil Air Patrol cadet program which is ad­ ministered by our cadets under the guidance of com­ petent Seniors. The program emphasizes a general Seniors also receive flight instruction in the Cessna knowledge of aviation: its past history and current 140A. Pictured above is SM Melania Wilson who is impact on our lives and leadership: effective people receiving flight instruction in the squadron plane. SM management. In addition, to the rewards of flying 6 Wilson is the third member of her family to join the cadets and 1 Senior over the years have spent time in unit. Her husband, Ron, is currently the squadron foreign countries as part of the International Air Cadet operation officer and her daughter Wanda is a squad Exchange (lACE), toured the FAA academy in Okla­ leader. homa City and have been guests at the Arnold Space Center in Huntsville, Alabama. These activities were sponsored by the Air Force through our National Head­ quarters. To add impetus to our program on a local level, regular field trips are planned. The unit has toured the local FSS, ARTCC, control towers, airline hangars, Air Guard facilities as well as the EAA museum and the AF museum at Dayton. Thus our unit prepares cadets for careers in engineering, aerospace science, general avia­ tion, and all related fields . Cadets from the unit are at the Citadel, the AF Academy, in schools of aviation at Southern Illinois University, and the University of Illi­ nois, and various engineering programs. One cadet is currently a CAP reCipient of an AFROTC scholarship at Purdue University. Two recent past commanders of the Cadets are Air Force pilots: 1st Lt. Raymond Schlanser, USAF and 2nd Lt. Larry Larson, USAF. Both earned their Cadet Wanda Wilson tries her hands on the controls licenses while members of the unit. Lt. Schlanser also while Cadet Dave Haak looks on. Both cadets look for­ earned his glider pilot's license. In conclusion, the real ward to the day when they, too, will solo in the glider. 20 AIR CURRENTS

By Buck Hilbert President, Antique/Classic

Type Club Interest continues to grow. We've had newsletters and inquiries from just about all of them to date. Constant monthly repeaters are the International Ercoupe Association, Carl Bury's Stampe Club, The Cub Club headed up by J. T. " Bucky" McGeoghegan (GAGAN) whose address is Round Tower Ranch at Ojai, Califor­ nia 93023. The Aeronca Club, the Staggerwing Club. The Monocoupe Club and the West Coast Ryan Club job nicely. No fancy manuscripts, just put it down on headed up by Wm. B. Richards at 2490 Greer Rd ., Palo paper. Alto, California 94303. R. O. Cornelius of Chico, Cal. sent some real tough The ever newsey Little round Engine Flyer and the questions and some pictures of instruments that he has Wisconsin Chapter newsletter come from Ken Williams acquired. I couldn't identify them or their origin, but it at 331 E. Franklin St., Portage, Wis. 53901, and the Penn was fun trying. Mike Mandiak, a photographer from a Tri-State Chapter news comes from Charles Stewart Lackawanna, New York, really threw me a curve. He at Coraopolis, Pa. EAA Chapter 260 of Dolton, Ill . always wanted to know why we always parked the airplanes at sends their ca lendar of events and keeps us up to date Oshkosh facing north. After years of attending the con­ on the South Side events around Dolton, Illinois. Chapter vention and photographing them facing in that direction 180 is back in existence down around Sarasota, Fla. and he felt it was time for a change. Howard Holman of Sky the President is Lee Bennett 4462 Maygog, Sarasota Ranch, Wayne, Maine is looking for a pair of original 33581. Wheel Pants for his J-3. Good luck Howard. Sure hope Letters this month are running as high or higher than you can come up with them. They are even more scarce usual. I've been pushing people to put down on paper than Warner parts. anything that might be interesting to all our members to As usual Nick Rezich is hosting the annual OX-5 picnic put into Vintage Airplane. So far we have promises from at the Rezich Ranch near Rockford. Maybe he oughta some of our fortner contributors and some new ones too, invite Chapter 260 to come out there to launch their Garth Elliot of Ontario, Canada is going to do an article Balloons the same day. Chapter 260 has a real novel on Cubs in Canada and old Wally Wingover may come fu nd raising project. They launch helium filled toy bal­ out of hiding and do some of his past articles over again. loons with a message inside at their annual picnic. You And Norb Binski of the Cross & Cockade is gonna write buy the balloon and the return addressed post card from up his Fleet project. How about some of you guys getting the chapter. Then if the post card is returned from some in on this too, a couple pages of explanatory notes and far away place and yours is farthest, you win a portable some pictures, prefe rably 5x7 black & whites will do the TV set. How about that?

New spars were made and every nib was removed, It All Happened In July of '69 disassembled, straightened and repaired. Every nut and bolt or part that could be removed was By Norbert Binski taken off cleaned and repaired. All this work was being I had always dreamed of having a Fleet, but this was done in my garage basement and a small barn I was a fantasy beyond my wildest imagination. Then one day renting. I received a call from a good friend Julius "Rosey" Head. Now came time to assemble. The barn was too small. He had located two Fleets and had to buy both to make The Chicago chapter Antique Airplane Assn. was a deal. Do you want a Fleet? We all know the answer to looking for an airplane to display at a shopping center. that. A perfect place to see if it all fits together. The next time I heard from Rasey was at 2:00 a.m . This was N1929B's first public appearance since its in the morning. He was on his way over with a Fleet on rebirth. The fleet still needed to have instruments and his trailer. control cables installed and covering. Can you imagine the comments when I called a After this I realized that I must have a proper place couple of friends to help unload an airplane at 2:00 a.m. for this bird. in the morning. Well the search started for a farm, airstrip or what Well, little did I know how many more sleepless have you to caIl home. nights that Fleet would bring. Now 3 years later I have finaIly settled on an airstrip, It was a good thing I was half asleep, because you built a home and hangar. can't imagine how I felt when I saw that hopeless With a little luck and a few months of work, the Fleet mess. The only consolation was that it was a model 7 and I will celebrate in the air where we belong. and very rare. Many of the parts were missing including the engine. The wings looked like somebody had walked across them. The upper wing was deliberately cut in half. The only lucky thing that happened was I found a Zero majored B 5 Kinner. I spent the next two years trying to make them bones look like an airplane.

21 A Hidden Hazard

Within recent weeks two of our good Illinois airmen were killed in an accident which was caused by a hidden failure in the aircraft. Shortly after completion of an annual inspection on an old aircraft (antique), the own­ er attempted a loop. One of the wing struts failed near the lower end and the wing separated from the aircraft. Investigation showed that although the strut had a good coat of paint on it, the steel strut had corroded from the inside, and then failed under the added load applied in the loop. While it is true that wing struts and fuselage tubing are treated during the manufacturing process to prevent such internal corrosion, there are times when the treat­ ment does not seem to be eternal in its effects. In some manner or another moisture gets inside this tubing and in time rust thins the tubing from the inside. The result is a weakened structure unable to bear the loads which might be imposed on it. We have seen the same situation show up in the tubing used for longerons in some of the older fabric covered aircraft. We have seen situations where an ice pick could be pushed through the lower surface of every longeron in the aircraft near the aft end of the fuselage. This is often a difficult condition to detect. Even the most skilled mechanics at times have been fooled by the excellent appearance of the outside of the tubing. We have two suggestions. First, if you are rebuilding an aircraft which has such steel struts or a steel tube fuselage, ask the mechanic doing the work to give special attention to detecting such a condition if it exists. Secondly, we suggest you avoid applying sharp, high load factors to these older aircraft unless the integrity of the structure has been recently carefully checked. We like and enjoy the antiques too, but be very sure of their condition before you fly them. FROM ILLINOIS AVIATION Retyped September 4, 1975 DH-82 Tiger Moth, former RAAF Serial Number A17­ 712, as seen before recovery at Tully, Queensland.

watch their various activities. Now we are well into the restoration of the LETTERS I wish I had known you were going to be Tiger Moth and are enjoying this hobby there and I would have flown my J3 down and immensely. There are a number of other given you a joy ride. restorations in our area, most of which are I see Walt Redfern has added another also Tigers. I'm realizing now, the good for­ Fokker Tri-wing to the group at Henley. tune I had in locating these two machines as Hi BUCk : My best to you in all your endeavors. it is extremely difficult to find old aircraft in Just a note to say how much LOis and I en­ Sincerely, Australia, most of them having been bought joyed our stay at Oshkosh. So after nearly Denny Hughes up by prOfiteering exporters or enthusiasts try­ 4,000 miles we are back safely home and our ing to save them from being sent overseas. trailer parked for another year. As a result of this, the enthusiasm has grown, We were very pleased to have met you as Dear Buck: and the number of projects has boomed. this was part of our going to Oshkosh. Please find enclosed a bank draught for Anyhow, I 'll keep you informed of the What I also wanted to say was that I most U.S. $10.00 for this years subs. Tiger's progress. Here are some pics in the certainly enjoyed your article on Henley When I first joined the Antique/Classic meantime. Field in Idaho and your meeting with Skee­ Division, I was looking to buy a Ryan S-T-M, ter Carlson who we have met on several a very scarce item indeed. The Ryan I was occasions. We go to their (Chapter 79) fly-in after was eventually bought by an RAAF, Sincerely, every year and get to make many friends F-III jockey to aid the restoration of his own Graham Orphan from the Spokane Chapter of EM. We were Ryan, UH-RAE. At least this machine is in the 20 Tallaroon SI. down there last weekend to attend their right hands. Jindalee 4074 Brisbane gathering but unfortunately, the weather was I've since bought an aircraft (two in fact) Queensland, Australia right on the deck so they had to cancel their for restoration. As the initial purchase in­ plans. But I did meet a few of the boys there, cluded both a DH Tiger Moth and an Auster F some of whom had flown to Oshkosh. The III , I took in a partner, with the view of re­ rain most certainly didn't dampen their spirits. storing both machines. We've since sold the I think Henley is a perfect spot to relax and Auster to Mr. G. Law of Berwick, Victoria, as you said, enjoy your dinner as well as who is actively rebuilding il. 22 August 15, 1975

WACO AIRCRAFT - CORROSION INSPECTION

Intergranular corrosion was found in the spar crush bushings in all wing fittings of a Waco Model UPF-7 aircraft during overhaul. The corrosion was most prevalent in the lower wing at the root and "N" strut fittings. It is recom­ mended that these areas be examined very closely during inspections. The bushings are a close press fit and can be removed by USing a wooden dowel and a hammer. If they are seized, this is a good indication of expansion caused by intergranular corrosion. When this occurs, the spar holes should be checked for elongation caused by expansion of the bushing. It may be necessary to remove the reinforcing plates to accomplish this inspection. If the spar holes are elongated it may be necessary to replace the entire spar.

These conditions may exist in other models of Waco aircraft or other aircraft of similar design.

r ""'" i Z~ Wl5l l . a::> '

Lo we,,- W '''IO • FRO"'T RooT ,!",,"T INct I"'~TAL'J"inON

TVPlc.o-l B\J3\iING INST"LL"lION "T "' - ~TRUT 4. BOTT-END fiTTING3 WING SPAR CRUSH BUSillNGS

- ZOSlO ~ zfa"le

WACO UPF" - WI"-IG GEOMe.'TRY

Please submit an FAA Malfunction or Defect Report if any of these conditions are encountered. FAA Form 8330-2, available from the local General Aviation District Office, may be used for reporting purposes.

1 GENERAL AVIATION INSPECTION AIDS

23 Before and after - the Ford Trimotor fuselage which Antique/Classic Vice-President J. R. Nielander recently recovered in Nicaragua for the EAA Museum is shown how it appeared in the jungle. In the other photo, it is shown after it arrived by truck at the EAA Museum. EAAer Tony Sabatino donated his time to bring the aircraft back from Corpus Christi, Texas, where the local EAA Chapter members were of tremendous assistance. A detailed story will appear in a future issue. Burlington EAA maintenance and storage faCility . With­ in this building are most of the flyable Museum air­ craft - looking inside would find most people astounded at the cleanliness of a maintenance facility . Certainly an exhibit for which we should all be proud! 3RD ANNUAL CUB FLY-IN The Antique and Classic Division has invited all Cub owners to this beautiful site for a Cub Fly-In during the By Gar Williams early summer for the last 3 years. Certainly, this is clas­ sified as a regional fly-in but it's surprising how far some­ one is willing to go to bring their prized J-3 to a gathering "Waukesha Tower, Cessna 25485." of yellow eagles! This year found Kerry Sim and Kris "Cessna 485, Waukesha Tower." Bach traveling from near Toronto in his modified "sand "Waukesha, 485 ten south, leading flight of 14 J-3s, and spinach" J-3. Sometimes people seem to be proud landing Waukesha." of averaging "only 48 mph" ! This Cub has been modified SILENCE! (Hmmm - did my receiver quit?) to the PA-ll configuration and the airplane/pilot com­ "Cessna 485, are you requesting special VFR? Wau­ bination is an excellent example of grassroots "let's kesha has sky partially obscured, 25 thousand thin over­ have fun" flying. cast, mile and a half in fog and haze." The oldest Cub was also (not by too far) the slowest "Waukesha, 485 and flight eight south. Special VFR Cub. Squadron Leader "Let's-penetrate-the-control­ request for 0825 arrival made arid granted by phone prior zone" Gene Chase led the flock at 55 mph (statute, indi­ to takeoff." cated) in his 1935 Continental A-40 E-2. This ship had been SILENCE!! originally resurrected from the graveyard by another "485, report five south." Wisconsin antiquer, Ken Williams. Would you believe "485. " it cost Ken 85 bucks and a shotgun - howbeit some years "Waukesha, 485 and flight five south." ago! Gene has done very well in keeping this E-2 air­ "485, hold your flight outside the control zone! I've worthy and doesn't hesitate to loan it out at the asking got an IFR inbound." for a trip "around the patch". "Waukesha, I can't stop these guys!" The games are ideal exercise for a Cub - putting SILENCE!! everybody on equal footing and making the outcome a "Cherokee 41 Mike, where you at?" function of skill. Although not restricted to just Cubs, "Waukesha, 41 Mike, VOR, 3 minutes from Wauke­ it's hard to beat the short field performance of a J-3. As sha." a matter of fact it's a fine bombing paltform as well! "41 Mike, use caution, no radio Curtiss Pusher in pat­ The short field takeoff was won by EAA Museum em­ tern for 36 right - FLIGHT OF 14 CUBS APPROACHING ployee Dorothy "Carrot Top" Aiksnoras with an A-75 FROM SOUTH!" powered, "home-brew" fueled '46 J-3. Weighing in at " Cessna 485, advise when field in sight." 98 pounds (including orange braids) she beat all others "485." by at least a fuselage length. No one knows what hap­ "Waukesha, 41 Mike right downwind 28 ." pened to the Cub drivers in the Barrier Landing and Bomb " 41 Mike, cleared to land 28 right." Drop - Joe Simandl won both with his rare Lycoming "Waukesha, 485 and flight one south, field in sight." powered, stick equipped, pre-war Chief. "485, cleared to land on the grass, 36 right. Are all Although not restricted to J-3's, the Cub Fly-In has those Cubs going to be able to land on the same grass proven itself to be a real fun week-end. Many other runway?" types show up and, of course, are quite welcome, but "Waukesha, 485 - affirmative!" the comradeship associated with the operators of this "But I got ships on downwind fo r grass 36R, grass immortal design of C. G. Taylor and Bill Piper add a very 36L - AND WHAT'S THAT TAYLORCRAFT DOING?" unique flavor to fly-ins. Try one in your area - you'll do With the comforting knowledge that we have been it again! under Big Brother's control the J-3 overcast drifted slow­ PIPER )-3 CUBS ly over the airport, fell politely in line and slipped to a dewey landing on the grass at Waukesha, Wisconsin. NC 30233 George Williams, Portage, Wisc. What a start to the second day of the Antique and Clas­ CF-NOU Kerry Sim and Kris Bach, Garrie, Ont., sic Division's Annual "Cub" Fly-In at Burlington, Wis­ Canada consin. Taildraggers will endure anything for a good fly­ NC 1525N Jack and Golda Cox, Hales Comers, in breakfast! Wise. Back at Burlington, after an equally frustrating dis­ NC 15676 (E-2) Gene Chase, Hales Corners, Wisc. course with Big Brother on the departure of fourteen NC 38259 Daro Miles and Marty Hvarre, "no radio" Cubs, the activities continued. Short Field Camp Lake, Wisc. Takeoffs, Flour Bombings, Barrier Landings, buddy hops, NC 42621 Dave and Phyllis Hamilton, Anderson, picture taking - what a way to spend a weekend! Ind. The Burlington site is the most attractive future home N92227 Dorothy Aiksnoras, Milwaukee, Wisc. of the EAA Air Museum. Here in the shade of many huge NC 35098 John McCann, Oak Park, m. old oaks, one can camp in an atmosphere of serene N 70444 Bob Cruthis and Lois Palmer, Decatur, country woods yet the proximity of the runway allows m. you to bring your Cub - or Champ, or whatever - right N 87937 Peter and C. H. Smith, Plainfield, III . to the campsite. The condition of the Museum property NC 36471 Dick Hill, Lyons, Wisc. is outstanding - neat, clean and well trimmed. Inter­ N 2ll0M Joe and Janie Henley, Cherry Valley, III . spersed through the northern part of the woods are some N 70652 Bill Thomas, Belvidere, Ill. of the larger Museum display aircraft - Skyraider, BT-13, N 87771 Norm Shuff, Watertown, Wisc. AT-ll. Just across the runway - some 300 yards - is the N 32920 AI Kelch, Mequon, Wisc. OTHER PIPERS N 7382D­ Best Re stored Antique Super Cub John Schuster, Waterford, Wisc. Gar Williams, Naperville, Ill. N 7422D - Short Field Take Off Tri Pacer Dick Walling, Muscatine, Iowa Dorothy Aiksnoras, Milwaukee, Wise. - J-3 Cub N 92227 N 4225M­ Longest Distance PA-12 Jack Taylor, Mt. Prospect, Ill. Kerry Sim and Kris Bach, Barrie, Ont., Canada - PA-11 N 2953M­ Cub CF NOU PA-12 Tom Mulvey, Palatine, Ill. Spot Landing Joe Simandl, West Allis, Wise. - Aeronca Chief N 33702 Cross Country Bombing Joe Simandl, West Allis, Wisc. - Aeronca Chief N 33702

OTHERS N 84231 Ron Berggent, Burlington, Wisc. Aeronca Champ NC 25485 Gar Williams, Naperville, Ill. Cessna Airmaster NC 13556 Buck Hilbert, Union, Ill. OSHKOSH FLY-IN STATISTICS Aeronca C-3 NC 53298 Dick Perry, Hampshire, Ill. 1975 Beech Staggerwing N 13139 Al Kelch, Mequon, Wisc. Seventh day statistics - Au gust 4, 1975 Franklin Sport 1973 1974 1975 N 3603 Tom McCann, Naperville, Ill. Custombuilt 390 473 479 Nieuport 17 Antique 168 173 171 N 25570 . Ken Williams, Portage, Wise. Classic 422 512 466 Rearwin Sportster Warbird 101 117 126 NC 87618 Gene Smith, Topeka, Ks . Rotorcraft 27 28 30 Monocoupe 90AL Replica 4 N 3615H Tim Casserly, Rockford, Ill. Special 22 42 66 Ercoupe N 44204 Gene and Audrey Townsend, 1120 1345 1338 Taylorcraft Decatur, Ill. N 33702 Joe Simandl, West Allis, Wise. Above numbers are subject to revision upon final check Aeronca Chief of all registrations. N 4189V John J. Kaspar, Chicago, Ill. Cessna 170 N 9935A Loren Gilbert, Rio, Wise. TOTAL AIRCRAFT MOVEMENTS Cessna 170 First Day 7,559 5,124 5,770 N 82198 Hugo Feugen, Mendota, Ill. Second Day 6,177 12,720 11,450 Aeronca Champ Third Day 6,970 13,645 12,900 N 12380 W. E. Ropp, Delray Beach, Fla. Fourth Day 10,422 14,754 16,232 Travel Air Fifth Day 11,140 12,443 4,660 N 1970K Bob Adamec, Plainfield, Ill. Sixth Day 12,071 6,407 13,140 Luscombe 8E Seventh Day 4,101 4,945 3,162 N 3396E Augie Wegner, Kenosha, Wise. Aeronca Chief Totals 58,440 70,128 67,314 N 355E Ed George and H. Koplin Ercoupe N 3706 C. Shuster, Chicago, Ill . T-18 NC 19464 Tom Rench, Racine, Wisc. Cessna Airmaster N 7968G Ray Konrath, Westchester, Ill . Cessna Sky hawk N 61179 John D. Banaszak, Hammond, Ind. Cesna 150J N Bob Ladd, Milwaukee, Wise. Fakker Fokker

AWARDS Best Custom Bui lt (Photo by Lee Fray) Bob Ladd, Milwaukee, Wisc. - Fakker Fokker D 6-1/2 The 1928 Folkerts High Wing - designed by Clayton Best Original Classic Folkerts - on display in the EAA Aviation Museum. Dave Hamilton, Anderson, Ind. - J-3 Cub 26 "That Same Old Question And A Tragic Answer"

By Buck Hilbert President, EAA Antique/Classic Division

Back in the March '73 Vintage Airplane, I wrote an editorial about aerobatics in our old Antique & Classic airplanes. The entire thing was to make people think, to think about the structural integrity of a machine twenty-two years old. Doing aerobatics is fun. When you at least have the mental assurance that your machine is going to hang together; that it is structurally sound. But again, what about that old bird of yours? When did it have its last annual? Was it thorough as it should have been? And, even if it was, the article appearing in this issue courtesy of Illinois Aviation, serves to illustrate that maybe there is something internally wrong with the machine that a casual, or as the case may be, a rigid inspection will not and cannot reveal. I watched Don Taylor from the lAC Division rebuild his Great Lakes a few years back. He replaced every spar, all the hardware, and went over that airplane with a fine tooth comb and a microscope. I felt that he was overcautious, but then when we tore down Mr. Fleet to restore him, we found cracked bones, frayed cables, worn fairleads and just all sorts of discrepancies. He was (Photo by Lee Fray) forty-three years old, had been recovered several times, Famed race driver Johnny Rutherford is pictured here and still looked good ... outside. with World Aerobatic Champion Charlie Hillard (right) Give it some thought, and if you can truthfully say next to the Aresti Cup, awarded the World Champion you've nothing to be concerned about, then have at it during the World Aerobatic Contest. Rutherford spent a day recently visiting the Museum and is currently involved in a Stewart P51 project of his own.

<.. _ , Th! • 1u~ .. rlD

(Photo by Lee Fray) The " Spirit" being towed to Hales Corners for its first flight after being on display at the EAA Museum for quite some time. From Hales Corners Airport, Dave Jameson flew the aircraft on to Oshkosh. 27 (Photo by Lee Fray) Gil Bodeen - of the EM staff - poses next to the Pfalz OX/! in which he had a large part in restoring. Gil had to do extensive woodwork on the fuselage to make the craft suitable for display in the EM Museum. The Pfalz is on loan from the Smithsonian. WASHINGTON OFFICIALS VISIT EAA CONVENTION IN OSHKOSH

On August 1 and 2, governmental officials from Wash­ ington visited the Experimental Aircraft Association's AnnuaJ Fly-In Convention and Sport Aviatjon Exhibition in Oshkosh, Wisconsin. Almost unanimously, these offi­ cials expressed their surprise and amazement at the size, magnituoe, and cleanliness of what is now recognized as the world's largest aviation event. Among these officials was Acting Administrator of the Federal Aviation Administration James Dow. In remarks before approximately 3,000 EAA members at the con­ ve~tion, Mr. Dow stated that he was most impressed with EAA's annual event, the quality of the aircraft on the field, the excellent cooperation between FAA and EAA officials, and the fine working relationship between EAA and FAA. Three Congressmen visited Oshkosh for the first time. These were Representa tives Dale Milford, Gene Snyder, and Jim Lloyd. All are involved in aviation policy­ making in the Congress and were deeply impressed with the Standards and breadth of the EAA movement. On their departure Saturday night, all expressed their ap­ preciation for the hospitality extended by EAA members (Photo by Lee Fray) and officials. The original Stits Playboy, N8K, now on display in the By far, Oshkosh 1975 saw the largest contingent of EM Museum, donated by EMer Ray Stits. The aircraft officials from the Congress, The Department of Trans­ was flown from California to Wisconsin by Bill Turner. portation and the Federal Aviation Administration.

28 EAA HONORS "GREATS OF AVIATION" IN OSHKOSH

The Experimental Aircraft Association honored many of the people who made aviation what it is today, in spe­ cial ceremonies held during its Annual Fly-In Conven­ tion and Sport Aviation Exhibition at Wittman Field, Oshkosh, Wisconsin. Some 38 aviation personalities were in attendance. Included were such famous names as T. Claude Ryan, C. G. Taylor, Bob and Ed Granville, Eldon Cessna, Jim Church, Jack Rose, Mike Murphy, Len Povey, Steve Witt­ man, Tony LeVier, "Fish" Salmon and many others. The day's ceremonies began with the dedication of a historical marker near Basler Aviation on Wittman Field, commemorating Steve Wittman's contributions to avia­ tion and the Oshkosh community. Following this dedi­ cation, the "greats" got an extensive tour of the con­ vention site, a lunch hosted by EAA Chapter 252 of Osh­ kosh, participated in a forum, attended the evening air­ show, and then were honored at a special awards pre­ sentation during the evening convention program. Over 3,000 EAA members gave a standing ovation to these (Photo by Lee Fray) "greats" at the conclusion of the day's activities. The 1912 Curtiss Pusher -donated to the EM Museum All expressed their appreciation to EAA for being in­ by Dale Crites of Waukesha, Wisconsin . vited and said they would be back again next year.

(Photo by Dick Stouffer) Bellanca 14-13-2 at Oshkosh. (Photo by Dick Stouffer) Congressman Dale Milford's Temco Buckaroo. Even though he did not personally fly the aircraft to Osh­ kosh , Representative Milford did visit the Fly-In on CIVIL AIR PATROL CADETS August 2, along with Representatives Gene Snyder HELP AT EAA and Jim Uoyd. OSHKOSH CONVENTION

Civil Air Patrol Cadets from nine different Midwest states assisted in key areas in the operation of the Ex­ perimental Aircraft Association's Annual International Sport Aviation Convention and Exhibition at Oshkosh, Wisconsin. The Civil Air Patrol is the official auxiliary of the U.S. Air Force and involves young people between the ages of 13 and 21 years of age. Under public law, CAP pro­ vides emergency aircraft rescue service, aerospace edu­ cation for cadets, and the very active cadet program. Jim Pope, Chairman of the FAAICAP Coordinating Com­ mittee stated, "EAA's Fly-In Convention in Oshkosh pro­ vides cadets with a tremendous opportunity to gain ex­ posure to aviation." CAP hopes that this combination working and learning exposure will be expanded in fu­ ture years to involve cadets from all over the nation. Specifically, cadets are providing services in flight line operations, the control center, aircraft parking, emergency aircraft repair and photography. In addition to augmenting EAA volunteers in the Fly­ In's operation, each cadet will have scheduled time in each of the Fly-In's workshops. These workshops cover (Photo by Lee Fray) such areas as aircraft covering, synthetics, woodwork­ Some of the CAP cadets who were of great assistance ing, sheet metal, and welding. during this year's EAA Convention in Oshkosh. These EAA believes that the future of aviation lies in the cadets were hand-picked from the midwest area and involvement of young people now. It hopes that the helped in many areas. cadets will gain from their exposure to sport aviation and that this will further spur their interest in aviation. 30 THE JAYCEES AND EAA DO IT!

From AIRTA LES EAA Chapter 160 Newsletter Erie, Pennsylvania

To call it a success would be an understatement, be­ cause the smile of a plane ride for the first time on the face of a youngster is a thrill for everyone. The smile from a crippled child from the same experience is grati­ fying. In case you weren't there, the First Annual Erie Jaycees-EAA 160 Fly-In picnic for crippled children and their families was a success. I say First Annual because already, the Erie Jaycees have received thank you notes and requests of the EAA and Jaycees to please do it again next year. Adults and children alike all had a great time at Moorhead Air Park on Sunday, August 17. As president of the Erie Jaycees I want to personally thank all of you who generously donated your time, airplanes and fuel for a very successful joint community service project. Gary Stevens These World War I aircraft have long ago left our skies. Can you identify them? Send your answers to Vintage Airplane.

A B

C 0

5 10.1R .

31 (Photo by Eric Lundahl) The De Havilland " Dominie" pictured at Oshkosh - formerly owned by Richard Bach. The EAA Museum has a similar aircraft, donated by Bob and Norma Pur­ year, wh ich is undergoing refurbishing now. The wings and tail surfaces are covered and the fuselage will be AEROBATIC CONTEST ENDS covered shortly. AT FOND DU LAC

The world's largest aerobatic contest came to a close yesterday after setting new records for attendance, num­ ber of competitors and contest flights . The contest was conducted at the Fond du Lac County Airport by the International Aerobatic Club, a division of the Experi­ mental Aircraft Association. The competition is held annually in conjunction with EAA's International Fly-In Conventton and Sport Aviation Exhibition. A total of 134 competitors participated in all four classes of competition: Sportsman, Intermediate, Ad­ vanced and Unlimited. Fond du Lac, Wisconsin became the aerobatic capitol of the world for the four days the contest was in operation. At lAC's Awards Banquet, the following winners were announced in their respective categories: UNLIMITED: Clint McHenry, Boca Raton, Florida flying a Pitts S-l ADVANCED: Chipper Melton, Boulder, Colorado flying a Pitts S-l (Photo by Lee Fray) INTERMEDIATE: John Keplinger, Palm Springs, One of the highlights of this year's EAA Convention Florida flying a Pitts S-lS in Oshkosh was the " Greats of Aviation Day" on July SPORTSMAN: Giles Henderson, Charleston, Illi­ 31 , 1975. Pictured here at a reception at Dorothy and nois flying a Clipped Wing Cub Steve Wittman 's home the night before the festivities All the winners faced stiff competition considering are C. G. Taylor, designer of the " Cub" and Taylor­ the size of the contest and number of contestants they craft, Karl H. Wh ite, designer of the Curtiss-Wright were pitted against. Sportsman category alone had 52 " Junior" , and Paul and Audrey Poberezny. entrants. In addition, 8 women were entered in the com­ petition - setting a new record for Fond du Lac.

32 Wagner and Al Kelch. This modification to the committee was MINUTES approved by the officers of the Division. ANTIQUE/CLASSIC DIVISION BOARD MEETING Gar stated he had talked with Bob Taylor, AAA President April 12, 1975 regarding the Division's aim in setting up ground rules for Conference Room, EAA Headquarters restoration standards for governing the judging of antique and classic aircraft. Following a discussion on the clarification The meeting was called to order by President Buck Hilbert of the intent of the rules and standards for judging these air­ at 10:30 A.M. Division Officers and Board members attending craft, a motion was made by Morton Lester to support the were: committee's presentation of rules, with the intention that the E. E. "Buck" Hilbert rules as corrected this date be used at meets throughout the J. R. Nielander country this year. Seconded by J. R. Nielander. Unanimously Richard Wagner carried. There was some discussion as to copy rights, etc. Morton Lester but no more action taken. Al Kelch was appointed to get the George Stubbs forms printed for use in judging. Claude Gray Dick Wagner reported that a classified ad would appear in Gar Williams several publications in an effort to increase the Division Jack Winthrop membership. The ad will be coded so that we can monitor Kelly Viets the response. Claude Gray suggested the Division publication include a Absent: current column each month to keep members informed of what Evander Britt the other members were working on and flying, etc. Jim Horne The Annual business meeting was set for Monday, August Al Kelch 4 at 9:00 A.M. at Oshkosh. Convention report by J. R. Nielander -J. R. is recruiting Others attending were Jack Cox, Pauline Winthrop, Dorothy volunteers and plans to set up a time schedule for each day Hilbert, Edna Viets, Mary Alice Williams and Dorothy Chase. at the Convention. He suggested that each volunteer be given Minutes of the previous meeting in January had been mailed a ride in an antique airplane. He stated that he would need to all Officers and Directors and the following correction was 250 volunteers, working 2-3 hour shifts. made: J. R. Nielander is Co-Chairman of the Antique/Classic It was stated that there would be no camping in the Antique/ Division for the Convention, and Kelly Viets is Chairman of Classic Parking (Aircraft) area this year. the Aircraft Parking with Jack Winthrop as Co-Chairman. Gar and Mary Alice Williams will be in charge of pre-regis­ Secretary Wagner gave the following report on member­ tering classics again this year. An announcement will appear ship in the Division: in the next Hot Line of SPORT AVIATION, asking members 1750 memberships issued to contact Gar Williams directly, for reservations. 1450 active members It was suggested that the date and time of the Chicken 30-40 new members each month dinner in Ollie's Woods at the Convention be announced 12 non EAA members at this time far enough ahead of time and that arrangements be improved Renewal rate is about 85% over last year. President Buck Hilbert reported that the type clubs are The meeting was adjourned at 2:45 P.M. becoming more interested in the Antique/classic Division. Respectfully submitted, Treasurer Gar Williams reported that the Division had a Dorothy E. Chase working capital as of March 31, 1975 of $6,234.05. Gar also EAA Divisions Executive Secretary stated he had attended an EAA Chapter meeting at Lockport, IL and that they were not aware of the Antique/classic Divi­ sion's existence. He presented the program with slides and explained the Division's aims and goals. It was suggested that consideration be given to sending Minutes of Antique & Classic Division an issue of THE VINTAGE AIRPLANE to all EAA Chapters with Board Meeting at the EAA 1975 Convention a letter containing information about the Division, asking August 4, 1975 at 0900 that the letter be read at the Chapter meeting. It was stated that a copy of the publication (VINTAGE) was sent to each Meeting began with an informal discussion of Division Chapter President in May 1974. No further discussion. Status within EAA structure until arrival of Directors Al Kelch Following a brief discussion, a motion was made by Dick and Vice President J. R. Nielander when a quorum was then Wagner and seconded by Gar Williams that the Division pay met. motel bills for 1 night for officers and directors attending Meeting called to order by E. E. "Buck" Hilbert, with the board meetings. Motion carried. following officers and directors present: A motion was made by Gar Williams and seconded by E. E. "Buck" Hilbert, President George Stubbs that the Division repay J. R. Nielander $400.00 J. R. Nielander, Vice President owed him by the Division. This amount was advanced to the Jim Horne wlproxy from Evander Britt Division by J. R. in January to finance a purchase of jewelry Al Kelch wlproxy from Claude Gray to be sold at the Convention. Motion carried. Kelly Viets Amendments to the Division By-Laws were discussed and Jack Winthrop will be presented for voting upon at the Annual meeting at Excused and absent without proxies Gar Williams, Treas­ the Convention. urer; R. H. Wagner, Secretary; George Stubbs and Morton Petitions on file and recommended by the nominating com­ Lester. Also absent was Divisions Secretary Dorothy Chase. mittee for re-election are the following: Also present were Ed Escallon, President of the Florida Vice President - J. R. Nielander Sport Aviation Antique & Classic Association, Bill Ehlen of Treasurer - Gar Williams the Southeast Sport Aviation Council and Stan Gomoll, Presi­ Directors: dent of the newly formed Minnesota Chapter. Jim Horne Ed Escallon was appointed to act as Secretary for the pur­ George Stubbs poses of this meeting. . Morton Lester Election results were announced. The balloting committee Claude Gray composed of Pauline Winthrop and Irene Gomoll provided Ballots will b" mailed to all active members 60 days prior the count. Re-elected were the incumbents: J. R. Nielander, to the annual meeting and results announced at the annual Vice President by 274; Gar Williams, Treasuter by 276; Claude meeting. Gray, Director, 270; Jim Horne, Director, 262; Morton Lester, A report was given by Gar Williams, Judging Standards Director, 269; George Stubbs, Director, 268. Committee. Appointments to the committee were made by On the ballots submitted were write-ins of a very humorous the President to fill the void left by the committee appOinted nature as*ell as some very talented and worthwhile individu­ in January. The committee consists of Gar Williams, Dick als. There were 6 runners-up each with one vote for Vice 33 President, there were four runners-up for the Treasurer posi­ tion with one vote each and there were twenty-nine write-ins for the Board with Ed Escallon (3), Ted Homan (2) and the re­ mainder with one each. A discussion of Election Procedures followed. The ex­ pense of mailing and the cumbersome administrative effort CLASSIFIEDS to hold and tally the ballots led to a motion by J. R. Nielander to have the Division President appoint a nominating mechan­ ism committee, to study and rewrite this section of the By­ Laws. Seconded by Jim Horne and passed unanimously. RANGER AIRCRAFT ENGINE, model 6-440-C5 (200 HP) J. R. Nielander moved the By-Laws be amended to provide 443 TT, OSMOH, long term preservation, 1946, not staggered two year terms for the officers to assure continuity maintained, mags, logs, best offer. RANGER AIR ­ of leadership and the benefit of one year's experience to new CRAFT ENGINE , model V-770 (520 HP), not pre­ incoming officers. Seconded by Kelly Viets. Passed u nani­ served, no logs, salvageable parts. Best offer. W. B. mously. Discussion of EAA Membership tie-in as a prerequisite Nixon, 609/452-5111. Please submit bids to Princeton for Division membership. Directors and Officers agreed that University, Box 33, Princeton, New Jersey 08540. although present administration duties are increased, the Attn: Philip Krier, Assistant Director of Purchasing. idea be given a little more time that the prerequisite not be enforced. Discussion of the Minnesota Combined Chapter consist­ WANTE D TO BU Y - Gull Wing Stinson SR-7 through ing of both EAA and AAA members. This is a first. Discussion of Type Club & EAA A&C Division tie-in by offer­ SR-10, V-77 & At-19 for restoration project. E. W. ing Chapter status to Type Clubs. Brockman, No. 1469, 14320 Joy Rd., Detroit, MI48228. Motion by Al Kelch to encourage and invite type clubs to become a combination Type Club Antique & Classic Division Chapter. Seconded by Jim Horne. Passed unanimously. WANTED - Old CONTINENTAL A-40-4 Aircraft Engine Motion by Al Kelch that existing aviation organizations complete, also later Model Cont. 65 H.P., What have sharing our mutual interests be invited to consider affiliation as A&C Division Chapters. Seconded by Kelly Viets. Passed you? Please give full particulars, price - first letter - unanimously. Chas - Opalack, 1138 Industrial Ave. , Pottstown, PA Discussion of By-Laws: 19464. Motion by member Bill Ehlen, Article VII, Section 1, Of­ ficers, Section 1 Paragraph (a) be amended to include, "And WANTED - Piper Cub J-3 about 1938-39-40 Models, will be members of EAA in good standing". Seconded by Jim complete or in parts. Need a 1939 J-3 Cub FUSELAGE Horne. Carried unanimously. Motion by J. R. Nielander that Article 8, Paragraph M be mostly for one project, will also buy a Taylorcraft and amended to read, "Each board member must be a member Aeronca complete Airplane needing restoration for of the EAA and the Antique & Classic Division in good stand­ another project. Give FULL details in your first letters ing" . Seconded by Jim Horne. Carried. please and fair prices, if you actually want to sell. Personal note of thanks to the Judging Committee for their Chas. Opalack, 1138 Industrial Ave., Pottstown, PA development of the new standards, to J. R. Nielander for his 19464. extensive and far reaching efforts to make the convention a success, and also to the volunteer workers for their parti­ cipation and help in making our part of the 1975 convention the success it was. Special thanks to our parking committee WANTED - 2 fuel tanks for 14-13, Lou Casey, 3909 Engle­ Chairmen Kelly Viets and Jack Winthrop. mar, NW, Washington, D.C. 20015, 2021537-1991. Discussion of Judging Standards as developed by Gar Williams and Al Kelch brought out the need for type clubs to provide assistance to the Committee and the Judges on authen­ 'FOR SALE - Hamilton Standard propeller - 2B20-220 ticity of restorations during the 1976 Convention and at any­ time for that matter. J. R. Nielander will write to the various (6135A-15) and governor & large spinner from Ces­ Type Clubs and so inform them along his invitations to par­ sna 190. 4 hrs. since overhaul ' and polish: w/tags. ticipate at next year's Convention. $695.00 or trade for Curtiss-Reed 96x71 in like condi­ Discussion of additional problem areas and their possible tion. Also Cessna 190 cowl and engine mount: $150.00 solution prompted the suggestion that members write to each. Carburetor for W670-23 Cont. $125.00. Dennis President Buck with their ideas. K. Owens, 140 Second St. , Deposit, NY 13754. Motion to adjourn by Al Kelch, seconded by Kelly Viets. Carried, and the meeting was adjourned at 1110 COT. By Ed Escallon WANTED - PA-7A Pitcairn Mailwing Wheels needed for Acting Secretary a Smithsonian Restoration. The aircraft has to go back to the Smithsonian by early 1976. Joe Toth and Charles Lasher of Miami are rebuilding this one. Contact Charlie Lasher if you know where they can obtain a set of wheels at: Southern Aeronautical Co., 14100 Lake Candlewood Ct., Miami Lakes, Fla. 33014.

FREE - 1936 Terraplane Auto Wheels - FREE. 3 wheels and 1 hubcap. Contact: Joe Evans, 2254 W. Alvina Ave., Milwaukee, WI 53221.

WANTED - A pair of original J-3 wheel pants. Howard C. Holman, Sky Ranch, Wayne, Maine 04284. 34 (Photo by Dick Stouffer) Another EM Division, the International Aerobatic Club, held the world's largest aerobatic competi­ tion, in conjunction with the EM Fly-In Convention at Oshkosh this year at Fond du Lac, Wiscon­ sin. 135 competitors entered - they, their aircraft, and the contest officials are pictured here at Fond du Lac on July 27, 1975. ..

(Photo by Lee Fray) The Pober P-9 "Pixie", after its conversion to the Limbach engine. The aircraft is now equipped with a special Sensenich wood propeller and is performing well. ~ -::. ..."t .-.:,:

(Photo by Lee Fray) Some of the " Aviation Greats" congratulate Steve Wittman after the dedication of a historical marke'r honoring Steve at Oshkosh' s Wittman Field. Left to right: Herman " Fish" Salmon, Clayton Brukner, Bernie Pietenpol, Karl H. White, C. G. Taylor, Steve Wittman, Vernon Payne, Martin Jen­ sen, and Ed Granville.