-.:t 0').... T"" a:: w m 0 .-::;. ~ 0 0 THE PRESIDENT'S PAGE

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

(Photo by Ted Kaston)

THE ETERNAL QUESTION

Most often asked by the group with the Airplane Disease is, "Where can I find an old air­ plane, or project I can restore?" There are ways, ways that require patience, search and more patient research. And when it all comes to a head you must be in the right place at the right time. Occasionally, a "deal" you have been fostering for years will suddenly mature, and if you are not right there when that guy decides to sell, you are out. Locating them, although sometimes the easy part, is less than half the problem, but it is a problem. There are lots of leads around - you just have to unearth them. Try around home first. Ask around. The corner gas station, the barber shop, the antique shop, some of the old timers. It's amazing what will turn up. Right here in my home town with a population of less than 400, I turned up a Gnome rotary - from a source so unlikely you wouldn't believe it. One school teacher I know starts each new class by introducing himself, explaining that he is interested in old airplanes and then asks bluntly if any of them might know where there is an old airplane. He has turned up more than a few using this method - and met a whole bunch of interesting people in the process. Fellow aviators are often a good source. When you listen to some of the hangar talk, inter­ ject an occasional query in that direction. You'll get leads that are figments of imagination a lot of times, but there will sometimes be paydirt there. I've chased rumors for days and even weeks to locate an airplane "everybody" knew about only to find it belonged to an uncle of one of my closest friends. He knew it was there all the time .. . I just hadn't asked him. Once located, then the fun begins. Chances are there have been dozens ahead of you and each one ruffled the feathers of the owner a little until his patience is mighty thin. Butter him up and keep after him. Don't let that bird get away. Our Swallow is a prime example . .. Dario Toffenetti worked on that one better than ten years. But we have it, and it'll fly again. Keep your ear to the ground, you'll find one. In the meantime though, if you have any leads ...

2 RPlA~f

VOLUME 2 NUMBER 10 OCTOBER 1974 TABLE OF CONTENTS i Bellanca, The Early Years, Part II ... John Morgan ...... 4 1974 Grand Champion Classic ... Bill Hodges ...... 10 La Rue Transportation Meet . .. Gar Williams ...... 12 Charles A. Lindbergh . . '. Bill Hodges ...... 15 Reminiscing With Big Nick ... Nick Rezich ...... 16 PT Paradise ... Jack Cox ...... 21 Around The Antique-Classic World ...... 23

ON THE COVER ... A Bellanca CH300 and BACK COVER . .. John Parish's " Big Red". an early group of private aviation enthusiasts. Photo by Ted Koston Photo Courtesy John Morgan

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

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

SECRETARY TREASURER RICHARD WAGNER GAR W. WILLIAMS, JR. BOX 181 9 S 135 AERO DR. , RT. 1 L YOtJS. WIS . 53148 NAPERVILLE, ILL. 60540

DIRECTORS

EVANDER BRITT JIM HORNE MORTON LESTER KELLY VIETS P. O. Box 45~ 3850 Coronation Rd . P. O. Box 3747 RR 1, Box 151 Lumberton, N. C. 28358 Eagan, Minn. 55122 Martinsville, Va. 24112 Stilwell, Kansas 66085

CLAUDE L GRAY, JR. AL KELCH GEORGE STUBBS JACK WINTHROP 9635 Sylvia Ave. 7018 W. Bonniwell Rd. RR 18, Box 127 3536 Whitehall Dr. Northridge, Calif. 91324 Mequon, Wisc. 53092 Indianapolis, Ind. 46234 Dallas, Texas 75229

DIVISION EXECUTIVE SECRETARY DOR OTHY CHASE . EAA HEADOUARTERS THE VINTAGE AIRPLANE is owned exclusively by Antique Classic Aircraft. Inc. and is published monthly at Hales Corners. Wisconsin 53130. Second Class Permit pendmg at Hales Corners Post OffIce. Hales Corners. Wisconsin 53130. Membership rates for Antique Classic Aircraft. Inc. are $10.00 per 12 month period of which $7.00 is for Ihe subscripllOn to THE VINTAGE AIRPLANE . All Antique ClaSSIC Aircraft, Inc. members are required to be members of the parent organization. the Experimental Ai rcraft Association. MemberShip is open to all who are interested in aVI.ation. Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc., Box 229, Hales Corners, Wisconsin 53130 Copyright ~ 1974 Antique Classic Aircraft. Inc. All Rights Reserved 3 (Photo by Cosmo New York City) G. M. Bellanca leans out of the co-pi/ot's seat to point out some features to Roger Q . Williams (in pilot's seat) and Louis Yancy. This is believed to be the famous Pathfinder undergoing factory rebuild for Wil­ liams and Yancy's trans-Atlantic flight to Spain in July of 1929. The Pathfinder, a Bellanca J, NX-3789, had originally been built in 1927. A number of Bellancas went through several rebuilds and renamings for various sponsors of proposed record flights. Bellancas were by far the most often used and most successful over-ocean machines during the period of trans-Atlantic madness following Lingbergh's 1927 flight. Bellanca. • . The Early Years PART II

By John McC. Morgan (EAA 83694) Summit Aviation, Inc. Middletown, Delaware 19709 In the April issue of The Vintage Airplane we carried the first of a series of pictorial articles on the Bellanca Aircraft Corporation by John McChesney Morgan, Vice President and General Manager of Summit Aviation in Middletown, Delaware. Mr. Morgan grew up in the shadow of the Bellanca plant and his late brother was Vice President of Bellanca for a time just prior to World War II. Thus he is able to call on his own memory and those of close friends to bring to light facts and interesting anecdotes concerning one of the truly great names of U.S. civil aviation. Next month we will move on to the Bel­ lanc;a Flash, certainly one of the most unusual military aircraft ever built . .. and other goodies you'll ju;;t have to wait for! _ Jack Cox In starting this second part of the early Bellanca days Ran lowe information from the late 20's when I was too I am indebted to and would like to express my appreciation young to know and for his verification of many facts . to A. R. (Ran) HollaJCly and Dia Islamoff. Both these indi­ (Incidentally, Ilia's brother, Jacob, was killed in the un­ viduals were associated with C. M. Bellanca during the successful attempt by the French Ace, Rene Fonck, to fly period 1927 through 1941. To Ilia lowe thanks for many a Sikorsky Tri-Motor from Roosevelt Field to Paris in Sep­ of the pictures and snaps which do not p.xist ,'lsewhere; to tember 1926. The grossly over-loaded biplane crashed on 4 take-off after failure of the landing gear.) fuel into. It would be the biggest, heaviest and longest An effort will be made to put the photographs together flying of the basic Bellanca model. George Haldeman was in a chronological and more or less orderly outline of at the factory during its development and he drooled G. M. Bellanca's series of cabin airplanes and several of when he talked of how he would love to have it for a re­ the special types he built for record attempts, the military cord flight. It was ill fated, as de Pinedo let it get away and foreign countries. from him at Floyd Bennett. He was burned to death crawl­ In attempting to identify the snapshot of the Wright ing away after it hit a fence and burst into flames. Bellanca (I had always thought the Columbia was the All was not lost. Engineers found that the fat, pot Wright Bellanca), I went to Ran Holladay. (See Wright bellied changes had given this latest Bellanca more speed Bellanca box) I was certain that this snap showed an and load carrying than they had hoped for. After that all engine of some difference from the Wright J -5. I thought the Pacemakers had this appearance. The fat belly it to be a J-4 - similar but earlier. I had actually had my carried the baggage and the wings the 200 gallons of gas first airplane ride in 1928 in a Wright J-4 powered Buhl which was standard. Inside six people rode in luxury of flown by Henry Belin du Pont. Ran's information outlines the day. With super-charging came good speed at altitude, G. M. 's cooperative effort with the Wright Company, which although the 180 mph cruise Bellanca quoted was a bit resulted in the beginning of a series of aircraft known for optimistic. a long period of time as "the world's most efficient." After the foregoing rash of distance flights there was As many will recall from reading Lindbergh's books, almost a total drop off in such attempts. Occasionally he was most anxious to obtain the Columbia for his New someone was lost but the public followed it with little in­ York to Paris flight. Because of litigation and bickering, terest. The Depression was in full force and the aircraft this was never arranged and he went with the less efficient manufacturers noticed it first of all. As a teenager I heard and slower Spirit of St. Louis. The Columbia was the first all the scuttlebutt and rumors from across the airport. of only a few Trans-Atlantic aircraft to make a second (I had learned to fly at Bellanca in 1931 and spent all my successful crossing. It also flew non-stop to Bermuda and spare time there. Ran Holladay and my brother Dick ran back from Canada and set many other records prior to the local FBO and had since 1930.) G. M. held on by build­ burning in a storage barn at Bellanca Field, New Castle, ing an occasional Air Bus, a few exported Pacemakers ­ Delaware. outgrowths of the long distance jobs and several special In 1931 a rash of oceanic flights and round the world experimental aircraft for the U.s. Navy. Pictures accom­ attempts cropped up. Wiley Post in the Lockheed, of pany this article showing one with the typical Bellanca course, was successful. Clyde Pangbome made the at­ lift struts. This aircraft was lost during spin tests and killed tempt in the first Pratt & Whitney long distance job built Stu Chadwick, a long time Bellanca test pilot and great by Bellanca. He was forced to give up the attempt as he gent. The other biplane seaplane never flew . They were fell hopelessly behind Post's record. He did, however, unable to rig the wings - they just twisted and warped make the first non-stop flight from Japan to the United out of shape when they did - and it was way over weight. States, landing at his home town of Wenatchee, Wash­ George Haldeman, of Ruth Elder Trans-Atlantic fame, ington after some forty hours during which he had earlier taxied it up the Delaware River to the Naval Yard where dropped his landing gear for speed and weight reducing. it was junked. Russell Boardman and John Polando flew the bowlegged Another snapshot shows a Packard Diesel Bellanca Bellanca CH powered by a Wright J-6 300 from Floyd Ben­ which early in the 1930's set a non-refueling endurance nett to Istanbul, Turkey that same year. Over 5000 miles record which we believe to still hold. The aircraft was for a world non-stop/non-refueling record . Boardman flown from Jacksonville or Daytona Beach and circled that was the first to reach a preannounced destination since area for more than 80 hours. It was a Packard development Lindbergh's successful flight four years earlier. and publicity program and nothing more is remembered In 1932 Bellanca was commissioned to build probably except that it had an extra long wing on it. Bellanca wings its longest ranged aircraft. De Pinedo, the Italian, ordered were of a very long span to start with, so this one was it to set a new non-stop record to Arabia or one of the spectacular in its appearance. middle east countries. It was the first to take advantage of the new Hamilton Standard Controllable Prop; the fuse­ - CONTINUED NEXT MONTH lage was widened and deepened with a belly tank to cram

An early Bellanca J in what is believed to be the Staten Is­ land plant - sometime before the move to New Castle, Dela­ ware. THE WRIGHT BELLANCA

The following letter to the author, John M. Morgan, couldn't make it, he poured on the coal and tried to get is from A. R. "Ran" Holladay of Rancho Santa Fe, Cali­ it up again and land straight ahead at Roosevelt Field, but fornia. It represents an interesting little slice of aero­ there was a low bluff in the way and he didn't quite clear nautical history from an eye witness . . . the kind we like it. The gear collapsed and the airplane was rolled into a best. very small ball which was unsalvagable; the pilot, still unnamed, spent several months in the hospital and I have no idea who he was. G. M. was, of course, heartbroken, Dear Johnnie Mac: but the Wright Corporation promptly decided to make another airplane which was finished in 1926 and christened You came to the right place to find out about the "Columbia." Unfortunately, Wright made G. M. use a con­ Wright Bellanca. I remember all about it and somewhere ventionallanding gear because of the simpler construction have a picture of it in profile, which I can't find to save and greater ease of maintenance, which cut down on speed my life, but I always thought it was a far better looking somewhat. The reason the Wright Corporation had to give airplane than the Columbia (which was the second cabin up on their idea of producing airplanes for the trade was monoplane G. M. built) as well as all the subsequent ones. because no other manufacturers could touch the efficiency To summarize, Clarence Chamberlin went to the Wright of the Bellanca design and Wright discovered that if they Aeronautical Corporation in 1924 and got them interested got into the airplane business, the other manufacturers in G. M. whose chief claim to fame at that time had been wouldn't buy Wright engines from them, so they aban­ to build some replacement wings for old DH's which were doned their plane program and announced they would not used for flying the mail. They had done a hell of a job attempt to manufacture airplanes in competition with the and had raised the cruising speed from 100 mph to 115 and very people they had as customers for their engines. That lowered the landing speed from 45 to 39. Wright Aero let G . M. out, though Wright tried to get him to go with wanted G. M. to build a plane which would show off the another airplane firm which was on the "inside", but he possibilities of their new 200 h.p. engine, which then was realized he would be just another engineer with his identity the J-4 and is the engine shown in your snap of the lost in the mob. He holed up in a little place on Staten Wright Bellanca. G. M. promised 125 mph and actually Island - where I first went to meet him - and finally made 132.5, which was pretty damn good for those days. ended up in ILG when some of those rich du Ponts got The airplane was finished and test flown in the early fall interested in him. But he lost the Columbia, which stayed of 1925 and entered in the National Air Races held that with the Wright Corp. and in 1926 won the speed and year at Mitchell Field. Don't know the pilot's name, bu the efficiency races held in conjunction with the PHL Sesqui­ spent so much time hunting for the pylons that he was Centennial when it was flown by Navy Lt. C. C. Champion, beaten, but the ship was actually faster on several laps who later set the altitude record when I was with Pratt than anything else in the race and more than 50% & Whitney in 1927. I remember watching him land at higher in efficiency. That really set off the Wright Corpora­ Hartford one day and damn near break up his airplane tion and they decided to send it up for a world's speed when one wheel broke through some ice on the field. record with load. It had 2200 lbs. of sand and fuel for 600 (It was the altitude airplane, with a supercharged Wasp miles when they tried to fly it on a day with high, gusty and called the Wright Apache.") winds. The pilot tried to make a tum, but lost altitude and - Ran tried to land in Curtiss Field - downwind. When he saw he

6 THE COLUMBIA

(Photo Courtesy Ilia Islamofl) What appears to be a paper sign pasted on the side of the Columbia reads, " Built 1926 Paterson (sic), N. J., USA by G. M. Bellanca. Holds fol/owing records: 1926 ­ Won aI/ efficiency, speed and altitude records in U. S. Army. 1927 - First non-refueling (sic) record 54 hours 30 minutes, Bert Acosta, Clarence Chamberlin. 1927 ­ New York to Germany, Charles A. Levine, Clarence Chamberlin. 1928 - New York to Havana, Cuba non­ stop, Wilmer Stultz, Mabel Boll. 1928 - New York to Har­ bour Grace non-stop, Arthur Argyles, Mabel Boll, O. Le Boutellier. 1929 - New York to California, Comdr. Jack Iseman, U.S.N.R. 1930 - First New York to Ber­ muda non-stop and return (Pilot) Capt. J. Erroll Boyd, (Navigator) Lieut. Harry P. Connor U.S.N.R., (Pilot) (Courtesy Ilia Islamofl) Roger Q . Williams. 1930 - Toronto, Montreal, Charlotte­ Chamberlin's Columbia sometime in the early '30s. By town, Harbour Grace, Scilly Isles, Croydon (London) ­ this time the plane had flown the Atlantic twice. The (Pilot) Capt. J. Erroll Boyd, (Navigator) Lieut. Harry P. writing on the fuselage says " Personal Flying Service Connor U.S.N.R." Ltd., 92 Piccadilly, London W.I ." Columbia survived the " 'Columbia' now being flown by Capt. J. Erroll Boyd." ocean flights only to be destroyed in a fire which leveled the barn in which the plane was in storage.

Refueling the Columbia in preparation for an attempt to set a non-refueling endurance record of 50 hours before attempting a trans-Atlantic Flight. Clarence Chamberlin and Bert Acosta set the record. Below - The Columbia undergoing some maintenance. It appears that new shock cords are being installed on the right main gear.

Chamberlin and Devine - off to Berlin.

Clarence Chamberlin scrambles down from the fuel tank stuffed cabin of the Columbia shortly before the New York to Germany flight. Wonder how he and Levine made it across with that exhaust pipe practically sticking in the pilot's window?

8 ROMA

(Photo Courtesy Ilia Is/amoff) The "Roma" , built for Cesare Sabelli for the first non-stop flight between the U. S. and Italy. The 1928 flight failed when the over-burdened engine lost three cylinders only 20 minutes out from Old Orchard Beach in Maine, a favorite take-off point for trans-Atlantic flyers of the day. The Roma was traded back to Bellanca for a smaller highly modified Pacemaker, the Leonardo da Vinci, which was able to lift more than three times its empty weight! In a 1934 flight fuel transfer problems prompted an unsched­ uled landing in Ireland, but Sabelli was able to affect repairs and fly the Leonardo da Vinci on to Rome. The big Roma went through s~veral mutations for various record attempts.

(Photo Courtesy Ilia Is/amoff) Below - The smiling gentleman in the white shirt, bow tie and suspenders is, of course, G. M. Bellanca. Cesare Sabelli is to G. M. 's left. Notice the wrinkled material used in the rear door and sliding window by the pilot's seat ... for weight reduction?

(Photo Courtesy Ilia Is/amoff) Another view of the Roma.

Below - This is the special long wing Bellanca in which Lees and Brossy set the world's non-refueled endurance record of 84 hours and 33 minutes in 1931 . The plane was powered with a Packard diesel radial engine. In a little known flight later in the year Parker Cramer and Oliver Paquette were lost between the Shetland Islands and Denmark after having successfully negotiated the Atlantic. The Packard­ Bellanca was equipped with floats for that flight. (Photo Courtesy Ilia Is/amoff)

CONTINUED NEXT MONTH ... (Photo by Lee Fray) 1974 GRAND CHAMPION CLASSIC

by Bill Hodges

This year's Oshkosh winner of the Grand Champion ­ As mentioned above Ed soloed in 1946, in an Aeronca Classic trophy is a very deserving 1951 Temco Swift GC-l B, 7 AC Champion. His interest in aviation dates back to his owned by Ed Gorny (EAA 90037) of Li vermore, California. childhood days, in Valley Country, Nebraska, watching the Ed's interest in Swifts dates bac k to 1946, ju st aft er he airlines pass overhead. Entering the U.S. Navy in 1937, he had gotten his private pilot's license. He noticed a Globe served for 9 years, getting out after World War II. Ed was Swift brochure lying on his in structor's desk, read it and in aircraft maintenance and served as a plane captain made arra ngements to buy a new one . . . and just about under Lt. " Butch" O'Hare, who was maintenance officer that quick' Ed went to Gl obe's G ra nd Prairie, Texas pl a nt for VF-3, on the USS Saratoga, crewing a Brewster F2A to take delive ry of his new pl ane. After a 11/2 hour checkou t Buffalo. session and being adventuresome and used to fl yin g long Later, Ed was a flight engineer on Consolidated PBY distances, he started for California . .. by way of Nebraska Catalina's, flying submarine patrols out of Iceland. Ap­ .. . and Rhode Island .. . and then home' Keeping the parently, several of the PBY's were lost to submarine action Swift for local and exte nded cross-country fli ghts, Ed in this little known phase of World War II . After being fin all y sold it in 1950. He then promptly fli ght delivered discharged Ed continued to work in the aircraft industry, it to its new owner . .. in Alaska. and received his A&P license in 1952. In 1957 he returned 10 to the service, this time the U.S. Air Force, where he was foot long motor home. Well, whatever your "thing" is, Ed, again in aircraft maintenance. He retired in 1968 after 11 you surely turn out beautiful airplanes! Congratulations! years, completing his 20 years of federal service. After eyeing his current Swift for 4 years at the local Livermore Sky Ranch Airport, Ed was able to purchase it SPECIFICATIONS when the airport was closed in 1956. It's paint was badly (Temco GC-1B, Type Certificate Numbe r TC766) worn and faded and was generally in a decrepit condition. Powered by a stock 125 horsepower Continental, both the Wing Span ...... 29 ft. 4 in. airframe and engine needed a major overhaul, which was Length ...... 20 ft. 10% in. accomplished in 21/2 years. The paint was stripped, every­ Height ...... 6 ft. 1 in. thing that could come apart was taken apart, all new bolts Wing Area ...... 131.6 sq. ft . and bushings were put in, etc. In other words, a thorough Power Loading ...... 13.7 lb/hp job was done in its restoration. Ed and his wife, Louise Wing Loading ...... 13 lb/sq. ft. (a non-pilot, but who thinks flying is marvelous), use the Empty Weight ...... 1,185 lbs. Swift to fly to all points of the compass, including near and Useful Load ...... 525 lbs. far fly-ins. Even though Ed has attended numerous Swift Gross Weight ...... 1,710 lbs. Club fly-ins, air shows, etc. since restoration, 1974 is the Fuel ...... 27.5 gals. first year of real competition for N-2459B. Judges other Oil ...... 2 gals. than those at the EAA International Convention and Fly-In Maximum Speed ...... 150 mph must have liked it also as it had won 14 trophies prior Cruising Speed ...... 130 mph at 7,500 ft. to arriving at Oshkosh! While Ed and Louise are avid fly-in Landing Speed ...... 65 mph followers, he felt his Swift wasn't competition material, Service Ceiling ...... 16 ,000 ft. until it won its first trophy while parked in the itinerate Rate of Climb ...... 600 ftlm in. area of a west coast fly-in! Cruisin g Range ...... 425 miles Ed says his hobby is not airplanes, however, as he en­ Cost, Deluxe, F.A.F ...... $5,150.00 joys remodeling houses, and is currently building a 30

(Photo by Dick Stouffer) Right - The Gorny Grand Champion Swift.

(Photo by Lee Fray) Below - The Big Moment . .. presentation of the 1974 EAA Grand Champion Classic Award. Left to right, Evander Britt, Chief Judge for Antique Aircraft, EAA President Paul Poberezny, Ed Gorny, Louise Gorny and Antique/Classic President Buck Hilbert.

11 For this one weekend, the Antique Transportation Meet Committee - sponsors of the event - have arranged to literally block off the roads into La Rue for just antique vehicles. The La Rue International Airport is restricted to antique aircraft - land in a modern 'spam can' and you'll politely be asked to fly to Reedsburg or Baraboo where you can tie down. Arrangements then can be made to bring you back to the show - most likely in an antique car or airplane. The reason for this is obvious when you see the airport - there is very limited parking available and modern equipment frankly detracts from the scenery. Due to the remoteness of the site, motel accommoda­ tions are just not available, although there is more than adequate space for camping. Sauk City, Reedsburg, Bara­ boo and the Wisconsin Dells resort area offer motels for those not interested in roughing if for the weekend. All are within just a few minutes by air of La Rue. The registration fee includes entry in any or all of the events, camping privileges, as well as a round trip ride on a live steam train. The fee this year was attainable by all­ only $2.50! Considering the current inflation problems this must be the bargain of the century. The events were scheduled throughout the day to allow the spectators ample time to commute by hay wagon between locations . Since the entire area was basically closed to all cars except antiques, the Meet sponsors pro­ vided hay wagons pulled by tractors to carry the contes­ tants and public between event sites. Morning events included a hill climb, a Model A slow drive contest, stationary engine starting contests as well as a musket shoot. The Meet site was very well chosen to accommodate all these events. The hill climb utilizes a county road which had a nice straightaway leading into a fairly steep hill with several good climbing curves. The curves were well banked with hay bales for the over zealous participant and the steepness prevented any exces­ sive speed. The musket shoot was held in the quarry that marked the end of the railroad spur line - stray shots By Gar Williams were well contained. Each event had a predetermined time 9 S 135 Aero Dr. Rt. 1 slot and all were well managed. The crowd was easily Naperville, Illinois 60540 able to follow the events. The antique bike races were scheduled for two-thirty in (Photos by the Author) the afternoon. The race started at the headquarters tent near the train station and ran nearly a mile to the finish Those of us who enjoy"Antiqueing" as related to air­ line at the International Airport. Seeing the guys mount planes most likely enjoy other old things as well. How often these big old bikes is a spectacle in itself - the starting have you seen a Model T or Model A parked under a wing gun fired and off they went - led by an old Harley­ or in the corner of your antiquer friend's hangar? Many Davidson motorcycle with what appeared to be a Keystone of the antiquers in this area have such things as old Kop driving. The speed attained on the final straightaway muskets hanging over their fireplace alongside of pictures was surprising although the effort required by the cyclists of steam farm tractors and railroad locomotives. was apparent in watching their leg muscles. Spectators had For those of us who have antique interests beyond been spread out along the route and some began walking aviation there is a one of a kind event held annually in to the airport after the racers passed. the hills of central Wisconsin. Just a few miles west of Just prior to the start of the air games - short field Baraboo, Wisconsin is the very small rural town of La Rue. takeoff, flour bomb dropping and spot landing - all parti­ La Rue has the privilege of being the site of the Antique cipating aviators were requested to display their skills in Transportation Meet - billed as the only event of its kind the Great Paper Airplane Race. Sheets of notebook paper in the world. Here in La Rue for two days in July (6 and were carefully folded by each aerodynamistlpilot and 7) you will find a concentration of antique vehicles - from gracefully heaved into the mercy of the hot dry southwest baby carriages through motorcycles to airplanes - that wind. Many of the launchers didn't take the high density rivals any museum collection. The real flavor of this altitude into account and that coupled with a downwind collection is that the static displays are at a minimum. takeoff spelled instant disaster for the paper airplane. This is not an event that passes out trophies for the nicest Some overcame these problems with sheer power and or most unique restorations - here trophies are given for made creditable distances. how well the contestants can operate the equipment. If By the time the air games were ready to start a fairly you think you know how to fly, try the spot landing contest. large crowd had assembled brought in by the hay wagons, You say your Model A engine is well tuned? Try the Model Model A's and various other means of antique transpor­ A slow drive contest or the hill climb. This old time tation. With the appropriate air show verbage supplied by transportation meet is certainly a refreshing change from George "Bald Eagle" Williams, flights of five airplanes the typical weekend fly-in. were dispatched to do their trick. These events were real 12 crowd pleasers for to the layman and occasional air show visitor, it's a rare chance to see antiques in a rural, barnstormer type environment. The last scheduled event for the day on Saturday was a run against the stopwatch by teams of four people pumping furiously on an antique railroad handcar. After the tracks had been cleared of people, wild animals and the live steamers, this demanding event was started. The ob­ jective was to run against the clock from a standing start to a point nearly a 4uarter mile down the track where a box of tissue was n .{iled on a tree - a tissue was to be retrieved and the tealn then pumped their way back to the startlfinish line. Th ~ interesting thing about this contest was a simple matter of physics called traction. The crowd roared when four big brutes got set and just spun steel Yonder come the trains! when the starter shouted GO! Up steps four ladies for the next run - they struggle with the hand bars and take off like a shot - the winning crew of four guys matched their energy to the available friction and made the round trip in record time. The western boundary of the meet site is defined by a railroad spur line running from an abandoned quarry into the town of North Freedom where the tracks meet the Chicago and Northwestern tracks. The spur line is now used by the Mid Continent Railroad Museum, a group formed by railroad buffs interested in preserving the artifacts from turn-of-the-century railroading. Summer weekends, including during the Antique Transportation Meets, are when steam is brought up on the four operating engines and runs made back and forth on the spur line. The sight and sound of those steamers really adds to the atmosphere for the weekend. Although rides are available on the trains throughout the weekend, the contestants were given a special ride early Sunday morning. Several honored people including many children boarded the train for the free round trip ride A 1934 Harley Davidson . .. the " hawgs" haven't from La Rue to North Freedom. The train steamed south changed that much in 40 years, have they?

A slick Meyers OTW owned by Dave Lau of Oconomo­ woc, Wisconsin. to the old quarry where, lacking a turntable, the engine was switched to the rear of the train and then began back­ ing its way past La Rue to North Freedom. Several miles short of North Freedom the train unexpectedly jerked to a halt. Almost in unison, all the kids leaning out the window shouted, "We're being held up!". Sure enough­ with six guns blazing, five or six masked bandits on horses had stopped the train and left us in the dust as they made off with the Railroad Express strongbox. Shades of Jesse James! The summation of this two day Antique Transportation event is easy. A unique fun and games weekend that entertains the entire family. Plan now for next years event! Watch the Sport Aviation and Vintage Airplane calendars for the exact July 1975 dates.

Dick Wagner's Waco UPF-7.

Below - Bob Adamec of Maywood, Illinois has full up elevator fed in as he attempts to win the spot landing contest in his Luscombe BE, N-1970K.

)

Well, at least they don't have to pay FAA a $25 users fee The handcar race - Heave! . . . grunt! ... hot every year! He turned down additional fame a nd fortune, simply because he didn't want to commercialize on his history­ making trip. Lindbergh went on to make two goodwill fli ghts, one touching the 48 United States, and th e other to the countries of Central America and South America. Lindbergh and his wife Anne met tragedy fac e to face in 1932 when their first child, Charles, Jr., was kidnapped and murde red. But th ey arose from this tragedy and con­ tinued their service to mankind. Charles and Anne blazed new transport routes across the Atlantic Ocean; he was Technical Advisor for Pan American Airways, and was also involved with TWA for several years as a TechnicaJ Advisor. For his hatred of war and love of peace and the United States, he was called an isolationist and pro-Nazi, for recommending that the U.S. stay out of the European War. Later, during WWII , he was a civilian "observer" flying Corsairs and P-38's in the South Pacific, where it is said that he sho t down at least two enemy aircraft. While he was a noted and avid flyer, he was also deepl y involved in conserva tion , anthropology, archaeology, and biomechanics. As indicated above, he did not like to be in th e public eye, and thus, quietl y but firmly turned down a White House request that he a ttend th e 1967 Paris Air­ show, honoring th e 40th anniversary of hi s fli g ht. The crossing, you recall, was made in the "Spirit of St. Louis," a plane especially built for th e trip by Ryan Air­ lines, lnc. , of San Diego, California. Lindbergh never failed, when a conversation ca m e up concerning the "Spirit," to give credit to its designer, Donald E. Hall, and builder Hawley Bowlus. Lindbe rgh bought his first airplane, a Curtiss "Jenny" CHARLES A. LINDBERGH in April 1923, in which he ma de his first solo. On March 15, 1924, he entered the Army Air Corps as a fl yin g cadet, IN MEMORIAM and in November 1925 was commissioned a First Lieuten­ a nt in th e Missouri ational Guard. He made his first flight as an airmail pilot on April 15, 1926, inaugurating By Bill Hodges the Chicago-St. Louis Run for Robertson Aircraft Corpora­ Assistant Director tion. EAA Aviation Museum Mrs. Thelma (B e nnett) Ha ught, Milwaukee, recall s meeting th e Lindbergh family in the early 30's. Mrs. Haught A giant has left us. Charles A. "Slim" Lindbergh, the was in th e e mploy of Mrs. Lindbergh's uncle, Mr. Frank "Lone Eagle," has passed from this life. Morrow, of Kings Creek, West Virginia. She stated that "Charlie," as he was known to his fri ends at th e old s he was very ne rvo us prio r to th e m eeting, but th a t Ryan Airlines Company, was just 25 when he electrified " they were real peopl e" and that " Mr. Lindbergh was a th e world by flying solo across th e Atlantic Ocean, New very nice man." York (Roosevelt Field) to Paris (La Bourget Field), on May Many words could be written concerning Lindbergh, 20-21, 1927, taking 33 hours a nd 30 minutes, for a dis tance a nd have been, a nd will be. Suffice it to say, th at he was of 3,625 miles. an unpretentious individual that history caught up with. Charles A. Lindbergh, an unknown airmail pilot, be­ "Slim" wrote his own eulogy, in keeping with his ideas came the nation's hero, a rol e that he did not enj oy. of simplicity: " We commit th e body of General Charles A. Pressed into th e limelight, Lindbergh felt o ut of place. Lindbe rg h to its final resting place, but his s pirit we The early newspaper accounts of his trip, and especially commend to Almighty God, knowing th at death is but a the festi vities following, arc full of references to his bash­ new adventure in existence and remembering how Jesus fullness and retiring attitude. Quoting from an ea rl y said upon th e cross, 'Father, into thy hands I commend accou n t, " ... he was reserved, he was competen t, he was my spirit'." modest." This characteristic remained with him, even in We of the flyin g fraternity salute you, Charles Augustus death. Lindbergh; February 4, 1902 - August 26, 1974. REMINISCING WITH BIG NICK Nick Rezich 4213 Centerville Rd. Rockford, III. 61102 Fish Hassell, Aviation Pioneer

numerous others that ended up with both he and his flying boats in the drink gave him the nickname "Fish." This past September 16 a group of Rockford, lllinois Fish was best known, however, for his pioneering OX-5ers and QBs flew over the grave site of Bert R. J. of the Great Circle Route. He had visions of today's air "Fish" Hassell and dipped their wings in a final salute to routes long before they became the standard lanes for one of America's aviation pioneers ... and a friend of commercial aircraft. In 1926 he wrote, "Flying the Atlan­ EAA. tic is still a stunt." Fish urged the U.5. to look at both Earlier in the year, July to be exact, another group of the commercial and military advantages of using the EAAers, OX-5ers and QBs flew the same mission over Circle Route over the north to Europe. Cedar Falls, Iowas in recognition of another great aviation The small network of airlines that existed at that time pioneer and friend of EAA, John H. Livingston. and the military were not ready to exploit Fish's ideas My most prized possession is the memories I have and route ... so the pioneering was left to Fish himself. of knowing these two great aviators. Johnny and Fish The scheme eventually decided upon was a flight from were beacons of light in the embryonic age of flight. Be­ Rockford, lllinois to Stockholm, Sweden. Fish mustered cause of their pioneering efforts we today enjoy the a group of Rockford business men to co-sponsor the speed, comfort and safety of our flying machines. flight. He then went to his friend Eddie Stinson in De­ Johnny was a man of speed; Fish was a long distance troit and asked him to build a ship that would carry a explorer. Johnny and Fish both were mechanically in­ crew of 2 and 700 gallons of fuel (4,200 pounds!!). clined which contributed greatly to their success in avia­ The airplane Stinson built was a J-5 SM-l Detroiter, tion. Johnny went from motorcycles to airplanes and which was named the "Greater Rockford." For co-pilot Fish from the Cole Automobile Company to the Glenn and navigator Fish chose Parker "Shorty" Cramer. The H. Curtiss School of Aviation. date for take-off was set for July 26, 1928. Fred Mach­ Fish was sent to Hammondsport, New York to repair esney, the owner and operator of the airport north of the Cole car belonging to Glenn Curtiss. When Fish fin­ Rockford which was the jump-off point, pulled up the ished the repairs on the auto, he and Curtiss went for a fence posts at the ends of his runway so it would be long test spin, whereupon Curtiss persuaded Fish to tum his enough for the fuel laden Stinson. talents to airplanes. The following is Bert Hassell's own story of the suc­ At age 20 Fish began his flying lessons and on June 15, cessful take-off in 1928 to prove the trans-Atlantic air 1914 he soloed. Later with pilot license number 20 in route using the Great Circle Route. hand he went on to become a fancier of seaplanes - and "With my co-pilot, Shorty Cramer, we took off from to acquiring his nickname. He was a man of spirit and Rockford and stuck our nose due north to find Cochrane, challenge. In 1915 he was flying a Curtiss flying boat from Ontario. The flying over Quebec was in the daylight Chicago to Lake Forest amid choppy Lake Michigan hours, but at night our attention was only on instruments, waves when he decided to show his friends at the hangar which made the night seem much longer. As daylight some precision flying. came we found ourselves over a very familiar area - In Fish's own words: "As I passed them, a huge wave Burrwell, near Chidley. With daylight and a definite broke under me, kissed my tail section and forced my check of our location, we started across the Davis Strait. nose into the lake. The next thing I saw was more Lake We rode for hour after hour - between cloud layers ­ Michigan herring than the local fishermen at Waukegan looking for the Greenland shore to appear. The old J-5 ever knew there was in the lake!" That incident and purred along, which was music to our ears." 16 "Suddenly, the weather started to break and we could see a faint shore line and the sun shining on the Greenland ice cap. We were both stiff and tired (in the air for 20 hours) when we began to look for the fjord which would lead us to our refueling base." But high winds slowed them so it .. . "seemed like we were stand­ ing still." The fuel supply was running dangerously low. "A careful check by Cramer and myself showed we had fuel for less than an hour." Hassell reasoned that he did not have enough power ... "to go looking for a small landing strip on the side of a mountain and so we stuck our nose due east, away from those hideous ice crevasses to where it would be only a matter of minutes before it would give up its long struggle to get two pilots to our Greenland base. With power on and off, we were ready to land." "To our great surprise, we landed safely on centuries­ old ice with about 2 inches of hoar frost on it. We had reeled up the lead radio antenna and sat there like two tired old barnstormers and rested. We had been in the air 24 hours and 12 minutes . .. and that's a long time sitting, even in a chair at home." "We tied our lead antenna to an aileron tip and pounded out like made: 'Landed safe on ice cap' - But I guess no one was near enough to read this message. I shut off this piece of equipment and we got ready to go. We put on our heavy boots, parka, took a rifle and some pemmican and started to walk to our base on the Strom­ fjord. To make it short, it took us 14 days to walk to Dr. Hobbs' camp, all tired from this healthy walk over the ice cap. We realized then that we two barnstormers should have remained at home." (Photo Courtesy Nick Rezich) . Th~ flight never reached Stockholm, but Fish proved Fish Hassell receiving one of many awards garnered dur­ hiS pomt. Today, commercial jet airliners are using that ing his long career. Left to right, Ralph Hartwig, Fish very same route ... thanks to pioneer Bert R. J. "Fish" Hassell. Hassell, Steve Wittman and Nick Rezich. . You would have had to have known Fish to fully appre­ the pigs gave the base a homey smell. aate that short story. He was a man of will, determination There are many more interesting and humorous and faith in his fellow man. I'll never forget the story he stories about Fish that you can read first hand by picking told me about the pig and chicken farm he had in Goose up a copy of his book, "The Hiking Viking" - over 400 Bay Labrador - during his service in World War II! It pages of aviation history and hundreds of never before goes something like this: "You see, we had about 1500 published photos. GIs and officers stationed on the base and most of them The famous Stinson "Greater Rockford", NX-5408, were farm boys from the midwest. Then, we had all those was recovered from the ice cap 40 years later by Fish's crews coming in daily on their ways overseas - or two sons, Vic and John, and Robert Carlin, district mana­ coming back from a tour of duty. Having powdered eggs ger of National Airlines in Houston, Texas, an antique and Spam for breakfast was not much of a morale builder aviation buff and a native of Rockford. so I requested a couple dozen hens and roosters and A Sikorsky helicopter operated by, I believe, Green­ some pigs." land Air picked the Stinson off the ice and a Hemisphere When the brass in D.C. heard about the request, they Aircraft Leasing Corporation C-46 flew it back to Rock­ figured 01' Fish had flipped! The first request was ignored ford where thousands of people lined the fence to cheer but when they received the second one - which was the return of the "Greater Rockford." I was one of the worded in the typical Fish Hassell vernacular - wheels privileged persons who helped unload the Stinson from starte.d to tum. A team of brass flew to Goose Bay to find the C-46. BELIEVE-YOU-ME, it was an honor and a thrill out first hand what was behind this odd request. They to grab that Hamilton Standard prop and guide that fam­ were met by Col. Hassell and the first thing he greeted ous bird out of the doorway of the C-46. It is also ironic them with was, "Where are my pigs and how much booze that the Stinson was flown home in a Curtiss product. is on board?" After all the ceremonies were over, Pop (as the family When the brass regained their composure, Fish ex­ called him) asked me to remove a spark plug from the J-5 plained his reason for the pigs and chickens. To make a just to see if it would come out. Much to our surprise, long story longer, he got his pigs and chickens and a the number one cylinder plug came out with no strain guaranteed ration of booze for his men. His farm boys using a regular plug wrench. I then depressed the Alemite built a hen house and a pig pen - not only did this make­ fitting and, believe it or not, yellow grease oozed out! shift farm provide fresh ham and eggs for breakfast, but The aluminum tanks looked like new with no traces of it turned out to be the main attraction at the base for in­ corrosion at all and the wicker seats were in equally good coming crews and solved the garbage problem. It also shape. The yellow life raft was inflated and it held air with gained worldwide fame and publicity for Fish. Like he no leaks. The "Rockford to Stockholm" sign on the cowl said, "I was the only Air Force commander that gained was like new. The only fabric left after 40 years of winds popularity through chicken -----!" Besides that, 17 and snow was located on the rudder - with the "NX­ 5408" still very bright. The airplane was later trucked to Machesney Aircraft and placed in the hangar from which it left 40 years be­ fore. That was in 1968 and since then the steel parts have rusted badly and some additional damage has resulted from all the moving around from display to display. Attempts were made to raise money to restore the "Greater Rockford" but none of them panned out. Fish had hoped to have the aircraft made a memorial to his son Peter who lost his life flying an F-100 while in the Air Force. Eventually, the aircraft ws sold to the new SST Museum located near Kissimmee, Florida where it was put on display awaiting restoration. On May 5, 1971 Bert "Fish" Hassell and John H. Living­ ston were enshrined into the OX-5 Aviation Pioneers Hall of Fame at Hammondsport, New York. I had the honor and privilege of giving Fish his last airplane ride. John Tasso, chief pilot for Hartzog Aviation and myself flew Fish and his family to the Hall of Fame ceremonies at Hammondsport. A fond farewell to Fish Hassell, a great aviation pio­ neer.

Addendum from Big Nick ­ For you eagle-eyed readers, refer to the caption for the middle photo on page 11 of the August issue of The Vintage Airplane. The 3rd man from the left is not Gor­ don Israel as stated. Also, change "Walter French" to Walter Frech, who is now with the FAA in Los Angeles. I only had the negative available when I listed the men in the photo and had to put it up to the light and guess at the figures. Also, change "Earl Sting" to Earl Stine. - Big Nick

(Photo Courtesy Nick Rezich) Fish Hassell, left, and Shorty Cramer shortly before their take-off for Stockholm.

(Photo Courtesy Nick Rezich) The Greater Rockford at Machesney Air­ port in August of 1928.

18 With the tail section of the "Greater Rockford" are, from left, Vic Hassell, Robert Carlin, formerly of Rock­ ford and now of Houston, Tex., Bert R. J. (Fish) Has­ sell, and John Hassell. (Photos by the Rockford Mornin and Register-Republic.)

(Rockford Morning Star and Register-Republic) Below. The Greater Rockford arrives back in Rockford via C-46 after 40 years on the Greenland ice cap. (Photo by Frank S. Be/e) Dale Browder in his beautifully restored Fairchild PT-19. Number 42 in the background belongs to Dr. King Merritt.

PT PARADISE

By Jack Cox

If you are planning to be in Florida on vacation in early Dale and Bob Riggs of Winter Park own what they November, the weekend of the 9 and 10 to be exact, you believe to be the oldest PT-19 flying. Dale located the will want to attend the 2nd Annual Snowbird Fly-In at old bird near Charleston, S. C. - in sad shape - and the Flying Seminole Ranch just northeast of Orlando. managed to patch it up sufficiently to limp down the The festivities are sponsored hy EAA Chapter 74. In addi­ coastline back to Florida on a ferry permit. With help tion to the flying that will go on from the crack of dawn from the Taintsville Air Corps, he pitched in and com­ until the sun slips down in the Gulf of Mexico, there pletely restored the 1939 Fairchild in roughly a year's will be a banquet at the local Ramada Inn East. For reser­ time, including a major on the Ranger. He has become so vations, call 305-273-1500. For further information on proficient at Fairchild restoration, that a second one has the goings on, call Dale :'lrowder at 305-365-3987. The now been done in even less time than the first and a dili­ Flying Seminole Ranch airport is 4100 feet of pool table gent scouring of the countryside is going on right now flat Florida grass, so if you have escaped the early snows to locate all the PT-19/26 and Ranger parts that are still in Yankee land in your sjJam ran, you can easily get in at large. If anyone reading thi~ knows of such parts or and out. If you do df'cide to attend, please get in touch aircraft for sale, contact Dale at the phone number above. with Dale Browder so the banquet can be planned to ac­ You will be helping put another fin ,' old airplane back in commodate your party. the air rather than having it rust and fflt away forever. Even if you can't make the November 9-10 Fly-In, The Taintsville Air Corps presently consists of Brow­ the Flying Seminole Ranch should be marked down in der, Riggs, Dr. Donald Chubb of Winter rark, Dr. Wayne your little black book as a "must stop" .. . particularly Todd of Maitland, Truman Carr of La!..e Mary, Dr. Ed if you are a fan of the Fairchild PT series. All sorts of PT King of Chuluota and Ed Escallon of Cape Cw.'veral who, activities go on here from complete restoration and incidentally, had his PT-26 at Oshkosh this year - the yel­ maintenance to formation flying by the "Taintsville Air low one with the vicious shark mouth, for thpse of you Corps". There are currently 9 Fairchild primary trainers who were there. You will see a color picture of it in the based at Flying Seminole - 3 PT-19s and 6 PT-26s. Can November issue of SPORT AVIATION. any other airport top that? Oh yes, about that name . .. "Taintsville (when' the Most of the activity centers around EAAer Dale Brow­ Flying Seminole Ranch is located) is so-called locally der and his Daleair, Incorporated which caters to an­ because 'taint in Oviedo and 'taint in Chuluota. It's be­ tiquers, warbirds and homebuilders - sport flying types tween both. will find the welcome mat out on a permanent basis. You Yankees can understand that ... can't you? 20 (Photo by Ted Koston) Ed Escallon's PT-26A at Oshkosh '74. (Photo by John Fitzgerald) (Photo by Dale Browder) This cockpit cover was especially designed by Dale Would you believe that four days after this picture was Browder for the PT-19. It even has provision for the turn­ taken, this PT was flying! These guys don't fool around over structure. Notice the EAA, Antique-Classic, War­ when it comes to restoring airplanes. birds of America and Taintsville Air Corps patches . .. now there's a real EAAer! Dale is Commander of the Taintsville Air Corps.

(Photo by Frank S. Bele) Pine trees, soft grassy runways, Spanish moss, a beautifully restored PT-19, open cockpits and warm Florida breezes . . . take a look at this about mid-January, fellow Yankeelanders, and eat your hearts out!! by Frank Tallman. D Ryan Broughams and D Hang Gliding, the Basic Their Builders, ~ Here a book of pure enjoy­ • 'I. . Handbook of Skysurfing, by William Wagner. 111 ment. Tales of flying those great < "III~ by Dan Poynter. Z aircraft of all eras from the 1I~'()ln !1"\--«tLlDLNO The story of the most famous cockpit view- point. The nar­ .":tIl('S The history of Hang Gliding, the " '1­ building of the machine and an ~ airplane ever built, the Spirit of rator, none other than one of the I , "" ,,'" , z St. Louis, and the 231 similar world's greatest living pilots, explana- tion of the materials aircraft built after Lindbergh's Frank Tallman. Great· photo­ • T needed. Here also the theory Atlantic crossing. 100 pages, graphs too ... Bleriot, Camel, -. and tech- niques of hang gliding 160 photos, Paul Matt three­ Spad, Jenny, Ford Trimotor, as well as a directory of availa­ view drawings. P·12, B-25 and many more. ble plan sets. Federal regs too. All in a single volume.

D Mustang, the Story of the P-51 Fighter, by Robert Gruenhagen. 111 Colorful documentary of the 78 Grover Loening I- days in 1934 when the Army A very thorough treatise on the world's most favorite fighter ~ flew the U.S. mail. Amid cor­ Complete history of the "flying ruption and controversy, the plane. Deals extensively with a: shoehorns." Photos so good, the design, testing, develop­ 111 Army battled extra severe text so detailed and the book a I- weather and all the inade­ ment, and deployment of the work of art. You'll have to have it P-51 ...on statistics, perfor­ ~ quacies of obsolete equipment in this' heroic for your library. 10" x 10", 250 and often tragic story. Sometimes the odds were mance and production. This is ~ photos. 14.95 the complete Mustang book. too much, which prompted one Congressman to ~ D Water Flying, 323 photos. . 15.95 0> ask " If the Army finds it so difficult to carry by Franklin T. Kurt. 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This should be on your re­ can take your eyes off the pic- ' signing and instructing in water ference shelf. 9.95 tures. This book is definitely craft. 100 photos, 15 drawings. 8.95 14.95 D Log of the Liberators class. D Weather Flying, Robert Buck 6.95 by Steve Birdsal o The Ford Air Tours 1925-1931 D Instrument Flying, Taylor, NEW 6.95 The story of the B-24 by Leslie Forden D Private Pilot's Guide, Reithmaier. Liberator bomber. Here are A complete story in text and Award winning manual used by many the stories of the famous ~ photos of the seven cross­ flight schools ...... 7.95 ' j"!'i ! :,; "Lady Be Good", the Ploesti ~ country "Reliability Tours" Pro­ D Fair Weather Flying, Taylor. 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we::: .. -. BELLAN CA INFO NEEDED D. W. Dean of RR 3, Box 3079, Juneau, Alaska 99801 is rebuilding a 194714-13 Bellanca (N-74409) and is in need of knowledge and techniques used to make wing root splices on all four spars.

JOH NS ON AIR SPEED INDI CATORS For sale. New manufacture. Exact copy of original. $49.95. Bill Haselton, 1238 Catherwood, South Bend, Indiana 46614.

MEYER S FOR SALE t . . -1 Anyone interested in a Meyers OTW, 145 or 200 should contact Gid Miller, R. D. No.1, Tinsman Road, French­ town, New Jersey 08825. Phone 201-996-2730.

BAMBOO BOMBER NEEDS Thomas P. Rowe, 832 Douglas Ave., Elgin, Ill. 60120 and two fellow EAAers are rebuilding a Cessna T -50 (UC­ 78B) to like-new condition. Th e project involves the complete rebuilding of the all-wood wing, rebuilding of PITCAIRN PROJECT sub-assemblies and fuselage, recovering and finishing The accompanying photo shows the current project to military configuration of the ex terior and overhaul of of Jack Rose (EAA 55976, AIC 1441), Rt. 1, Box 131, Spang­ the en gines. Needed are good, useable ailerons, left ler, Washington 99031 - a 1931 Pitcairn PA-8 Super Mail­ outboard flap attach fitting, engine control cables. Write wing. It is powered by a Wright J69. NC-I0753 is Pitcairn Tom or call at 312-697-1470 or 312-377-1451 (hangar). Serial Number 164.

Calendar Of Events

JANUARY 24-26, 1975 - LAKELAND, FLORIDA - Sun and Fun Midwinter FLORIDA SPORT AVIATION ACTIVITIES - The very active Florida Sport Fly-In. For an informational mailing, contact: Martin Jones, 1061 New Aviation Antique and Oassie Association has a fly-in somewhere in the Tampa Highway, Lakeland, Florida 33802. state almost every month. The decision on the location of the next fly­ JULY 29 - AUGUST 4,1975- OSHKOSH, WISCONSIN - 23rd Annual EAA in is usually made on too short notice for inclusion in The Vintage Air­ Fly-In Convention. Sport aviation world's greatest event. It's not too plane , so we recommend to all planning a Florida vacation that they early to make plans and reservations! contact FSAACA President Ed Escallon, Box 12731, SI. Petersburg, Florida 33733 for fly-in details. Join the fun!

Back Issues Of The Vintage Airplane

Limited numbers of back issues of THE VINTAGE AIRPLANE are available at .50c each. Copies still on hand at EAA Headquarters are:

1973 - MARCH, APRIL, MAY, JUNE, JULY, AUGUST, SEPTEMBER, OCTOBER, NOVEMBER, DECEMBER 1974 - JANUARY, FEBRUARY, MARCH, APRIL, MAY, JUNE, JULY, AUGUST, SEPTEMBER 23