VA-Vol-12-No-3-March-1984

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PUBLICATION STAFF PUBLISHER Paul H. Poberezny EDITOR

Gene R. Chase

MARCH 1984 • Vol. 12, No. 3

MANAGING EDITOR

Mary Jones

EDITORIAL ASSISTANT

Norman Petersen

FEATURE WRITER

George A. Hardie, Jr.

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

Vice President

R. J. Lickteig

1620 Bay Oaks Drive

Albert Lea, MN 56007

507/373-2351 Secretary Ronald Fritz 15401 Sparta Avenue Kent City, MI 49330 616/678-5012

Treasurer

E. E. " Buck" Hilbert

P.O. Box 145

Union, IL 60180

815/923-4591

Contents 3 Straight and Level

by Gene Chase

4 A/CNews

by Gene Chase

5 Mystery Plane

by George Hardie, Jr.

See Page 6

5 EAA Air Academy 6 World's First Airline

by George Hardie

10 Mystery Ship

by Ed Phillips

DIRECTORS Claude L. Gray, Jr. • 9635 Sylvia Avenue Northridge, CA 91324 213/349-1338

Dale A. Gustafson

7724 Shady Hill Drive

Ihdianapolis, IN 46274

317/293-4430

Robert G: Herman Arthur R. Morgan W164 N9530 Water Street 3744 North 51st Blvd.

Menomonee Falls, WI 53051 Milwaukee, WI 53216 414/442-363 1 414/251-9253

15 A Glimpse at the Past 15 Letters to the Editor 16 North Dakota Jenny

by Roy Redman

20 Calendar of Events

AI Kelch Morton W. Lester P.O. Box 3747 66 W. 622 N. Madison Ave. Cedarburg, WI 53012 Martinsville, VA 24112 703/632-4839 414/377-5886 Gene Morris 24 Chandelle Drive Hampshire, IL 60140 31 21683-3199 S. J . Wittman Box 2672 Oshkosh , WI 54901 414/235-1265

John R. Turgyan Box 229, R.F.D. 2 Wrightstown, NJ 08562 6091758-2910 George S. York 181 Sloboda Ave. Mansfield, OH 44906 419/529-4378

See Page 10

See Page 16

FRONT COVER ... The replica Benoist Fly;ng Boat which re-created the original flight of the world's first airliner. See story page 6. (Photo

by Bill Buston) BACK COVER . .. The 1984 version of the Benoist Flying Boat taxies in after a flight on Tampa Bay. (Photo by Bill Buston)

ADVISORS John S. Copeland Stan Gomoll 9 Joanne Drive 1042 90th Lane, NE Westborough, MA 01581 Minneapolis, MN 55434 617/366-7245 612/784-1172 Espie M. Joyce, Jr. Box 468 Madison, NC 27025 919/427-0216

Daniel Neuman 1521 Berne Circle W. Minneapolis, MN 55421 6121571-0893

Ray Olcott 1500 Kings Way Nokomis, FL 33555 813/485-8139

Roy Redman Rt. 3, Box 208 Faribault, MN 55021 507J334-5922

S. H, " Wes" Schmid Gar Williams 2359 Lefeber Road Nine South 135 Aero Drive Wauwatosa, WI 53213 Naperville, IL 60540 4141771 -1545 3121355-9416

The words EM, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC., EM INTERNATIONAL CONVENTION, EM ANTIQUE & CLASSIC DIVISION INC., INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OF AMERICA INC., are registered trademarks, THE EM SKY SHOPPE and logos of the EM AVIATION FOUNDATION INC. and EM ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the abol(e associations is strictly prohibited.

Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to: Gene R. Chase, Editor, The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI 54903-2591 .

The VINTAGE AIRPLANE (ISSN 0091 -6943) is published and owned exclusively by EM Antique/Classic Division , Inc. of the Experimental Aircraft Association, Inc. and is published monthly at Willman Airfield, Oshkosh, WI 54903­ 2591 . Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices. Membership rates for EM Antique/Classic Division, Inc. are $18.00 for current EM members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.

ADVERTISING - AntiquelClassic Division does not guarantee or endorse any product offered through our advertis­ ing. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken .

Postmaster: Send address changes to EM Antique/Classic Division, Inc., Willman Airfield , Oshkosh, WI 54903-2591 .

STRAIGHT AND LEVEL

By Gene Chase -- ---- ~

The last five years have seen great progress in the Antique/Classic Division under the leadership of Brad Thomas and his Board of Directors. As we go to press with this issue of THE VINTAGE AIRPLANE we learned of his request to step down from this position. Brad served admirably as President and his resignation is accepted with regret.

Due to personal activities and the press of his business as a hosiery manufacturer in his hometown of Pilot Moun­ tain, North Carolina, Brad chose to retire at this time rather than during the hectic weeks preceding the Osh­ kosh convention.

For several years before his appointment to the top office, Brad was actively supportive of the Division, serv­ ing as Chief Classic Judge at Oshkosh, advisor, member of the Board of Directors, and Division Secretary. Follow­ ing other good leaders, he built upon their efforts and furthered the growth and stability of the organization.

Brad was tireless in his support of key programs spon­ sored by the Division, including flight safety, aviation education, the restoration, maintenance and preservation of antique and classic aircraft, and the promotion of sport aviation fly-ins from the local level up through Oshkosh.

Brad saw the wisdom of, and he continued to support a standard judging system formulated by a committee of extremely knowledgeable restorers of vintage aircraft.

The resulting rules and guidelines were published in a manual and the system has been in use at Oshkosh and other fly-ins for several years. This manual, entitled, "Rules, Objectives and Standards for Aircraft Judging" is available at EAA Headquarters and has experienced wide­ spread use throughout the country.

Another of Brad's convictions was that qualified restor­ ers of antique and classic aircraft should be able to perform maintenance work including annual inspections on their aircraft. He was actively pursuing this goal when he re­ signed and EAA will continue to seek the Amendment to FAR 43 which would allow this.

No one was more proud of the Antique/Classic Divi­ sion's contribution to EAA's annual convention at Osh-

kosh than Brad Thomas. His leadership and organiza­ tional abilities were always evident and although he won't be serving in the same capacity, the results of his efforts will continue to be visible, thanks to the cadre of outstand­ ing volunteers.

On behalf of all Division members, we say "Thank you, Brad, for a job well done." He will continue to be active and supportive of EAA, the Antique/Classic Division and all sport aviation activities, offering counsel and assist­ ance as needed. And we hope he will have more time to spend in the restoration of his 1937 Beech D17R Staggerwing. ***** ***** ***** By action of the Antique/Classic Board of Directors at their meeting on January 27 , 1984, advisors John Cope­ land and Stan Gomoll were named Directors. Both men have been attending board meetings at EAA Headquar­ ters for many years, lending their expertise in the man­ agement of the Division as well as Division activities at Oshkosh.

Director Roy Redman continues to promote Type Club involvement at EAA activities with a personal writing campaign, while Director Espie "Butch" Joyce is manag­ ing the provision of free space for these groups in the Antique/ Classic Hospitality Tent near the Red Barn at Oshkosh. The response has been graitfying and we look for increased activities in this area at Oshkosh '84. ***** ***** ***** The Antique/Classic Division's support of the EAA Air Academy is already bearing fruit in the form of highly qualified, interested and enthusiastic young applicants.

The Division's commitment to support this program is a commitment to its future.

With member's continued support we can develop a whole new generation of airport kids. This support can be financial, the recruitment of applicants and/or participat­ ing as instructors in the Air Academy program.

For further details see the item in the NC News section of this issue of THE VINTAGE AIRPLANE. •

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: GIllE DtVIAGJrOfu eOME~ GIO GIOWN :

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The Aviator by Ernest Gann, who also authored The High and The Mighty, is an inspiring story set in the

1920s era of the U.S. Air Mail pilot.

The plan for bringing this MGM movie to the public is being finalized as production work is completed in anticipation of the film's release in mid-summer. EAA and the EAA Aviation Foundation have been invited to help focus the public's attention on this fine film while promoting our own organization and membership.

Activities at Oshkosh '84 as well as a nationwide shopping center promotion will bring our message to hundreds of thousands across the nation.

We anticipate chapter support in providing assistance and aircraft for shopping center exhibits in many of the large shopping malls across the nation in mid-August and September.

Specific location of these mall shows is yet to be determined. Additional information will appear in next month's THE VINTAGE AIRPLANE.

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VINTAGE AIRPLANE 3

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Compiled by Gene Chase

EAGLE PROPELLERS (Formerly Fahlin) Jerry Johnson and company are continuing Ole Fahlin's tradition of fine old world craftmanship in the manufacture of 87 type-certificated propellers, plus 60 custom models, contemporary, antiques, classics, ancients and even the rare ones. Jerry offers a free engineering/de­ sign service for customers. They welcome visitors at their new facility at scenic Saratoga, Wyoming (40 miles south­ east of Rawlins). For more information contact Eagle Propellers, Box 71, Saratoga, WY 82331, 307-326-8020.

BOGUS AUTO FUEL STCs It has been brought to our attention that counterfeit STCs covering the use of auto fuel in certain aircraft are available in some areas. Purchasers are warned that the only valid and legal STCs for this purpose are available from EAA or Mr. Charles Petersen of Minden, Nebraska.

EAA intends to fully prosecute sellers of counterfeit STCs. The FAA is also concerned about the illegal altering of government documents .

ANOTHER STINSON L-1

AVAILABLE

EAA member Stan Doyle, 1278 Barron Road, Howell , MI 48843 , tel. 313/358-2700 (office) has information on a Stinson L-l which crashed in 1941 in Alaska. The plane is complete, but would be an extensive re-build. Thanks to the deep freeze , it is virtually rust-free. As the story goes, the plane was being ferried to Russia and although most of the fabric is gone, evidence of the red stars is still visible. The selling price is in the five to six thousand dollar (Canadian) range.

LUSCOMBE TSF SPIN INFO

NEEDED

The Luscombe Association Newsletter dated Dec.lJan. 1984 reports the NTSB field office in Aurora, Colorado (Denver suburb) would like to hear from anyone with experience in spinning the T8F model with both seats occupied. Investigators are attempting to gather more information on the spin behavior of the Luscombe T8F model after an accident in which two persons died when their T8F struck the ground in an apparent flat spin near Choteau, Montana.

The newsletter chairperson for the Luscombe Associa­ tion is John B. Bergeson, 615 West May, Mt. Pleasant, MI 48858. Tel. 517/773-3436.

4 MARCH 1984

CESSNA 170 CLUB

MEMBERSHIP DRIVE

An article in the January 1984 issue of "Fly Paper", the monthly newsletter of the International Cessna 170 Association, reports that their membership drive is quite successful with four to five new members signing up daily .

At that time the total membership stood at 972. The drive was conducted with a blanket mailing of the Convention issue of "The 170 News", a quarterly publication of the 170 association , to all owners of Cessna 170s registered with the FAA. Executive Secetary of the Association and "Fly Paper" editor is Velvet Fackeldey, Route 2, Box 274, Hartville, MO 65667. Telephone 417-741-6557.

EAA 'S4­ THE FREEDOM OF FLIGHT

The themes of both the 1984 EAA International Con­ vention and the EAA Ultralight Convention is "The Free­ dom of Flight". Advertising and public relations people have long recognized the effectiveness of buzz words and themes in selling products and services. Unfortunately, these Madison Avenue cliches are often more sizzle than steak. They would have you believe that you would be more successful, increase your income, be better loved and admired if only you purchase their products.

When we began to think of a theme for this year's two great gatherings, one that epitomizes the true spirit and philosophies of EAA, one word came into sharp, distinct focus . . . FREEDOM. Freedom to fly . Freedom to express ourselves. Freedom to create and to share knowledge ... even to dissent. Freedom to elevate ourselves and move across this great country without fear of borders or restric­ tions, and freedom to honor heros of the past that made possible the wonderful reality of flight.

Flight for centuries has been the manifestation of free­ dom. Once man and his plane rose above the ground to soar where only eagles dared, man was free to rediscover nature . Contrary to the ground-bound philosopher's com­ plaint that the technology of flight isolates man, the airplane allowed an intimacy with nature which has never before been touched so deeply.

Over 30 years ago our founder, Paul Poberezny, recog­ nizing the vital , almost synonymous relationship of "free­ dom" and "flight", created the Experimental Aircraft As­ sociation to win and preserve freedom for sport aviation and the homebuilding movement. Much has been ac­ complished by EAA's organized, cooperative effort. We are able to create, construct and fly in an atmosphere of free­ dom unparalleled in most other parts of the world. But much remains to be done. We must always be vigilant, for the privilege of freedom carries with it responsibility and accountability. Responsibility to guard, cherish, defend ­ but not abuse - the freedoms that have been gained.

Accountability in our stewardship of these freedoms to protect them for future generations.

In a society where many people and organizations de­ vote a great deal of time and effort to telling us what we can't do, EAA has always led the way to what we can do!

This "can do" spirit of EAA, this freedom of expression and the ultimate freedom - the freedom of flight is epitomized by the EAA. Join us as members of the inter­ national aviation community gather at the EAA conven­ tions in Oshkosh this summer to celebrate the "Freedom of Flight".

Richard J. Matt Director of Marketing and Communications •

MYSTERY PLANE

By George Hardie, Jr. From the earliest days of aviation, airplane designers have tried the full spectrum of ideas as they sought the ideal flying machine. Wing configura­ tions especially have intrigued many.

There have been circular wings, half­ circles, diamond shapes, high and low aspect ratios, deltas, etc. The airplane featured as this month's Mystery Plane in the photo from Roy Cagle, Juneau, Alaska was perhaps the first with a swept-forward reverse delta shape as a tailless flying wing. The designer was ahead of his time, for in World War II the German Junkers J u 287 jet bomber had forward swept wings, as did the proposed Blohm and Voss P-209. And today's Grumman X-29 fighter also features the forward swept concept. Answers to this month's Mystery Plane will be pub­ lished in the June 1984 issue of VIN­ TAGE. The Mystery Plane in the December 1983 issue was the first Rowinski racer built in Milwaukee, Wisconsin in 1932. The designer was Nick Row­ inski, an inspector with the Bureau of Air Commerce. It was built at the Milwaukee Parts Co. and was pow­ ered with an air-cooled Tank V-8, an OX-5 conversion offered by that com­ pany. The airplane was test flown on February 6, 1932; the test pilot was Carl Martin. Evidently the perfor­ mance was not satisfactory, for the airplane appeared at the Omaha races in May 1932 bearing the race number 36 and powered with a Continental radial engine, as shown in a photo from Truman "Pappy" Weaver, Curator of the Wedell-Williams Memorial Museum. No further infor­ mation has been located. Answers were received from Russ Brown, Lyndhurst, OH and Truman Weaver, Patterson, LA.

Additional information on the Sep­ tember Mystery Plane was sent in by Ted Businger, Willow Springs, MO, who writes: "The airplane is an Emsco B-3, reg­ istration number NR-153 and was the twelfth plane manufactured by that company. It was purchased by lumber tycoon John Buffelen on July 11, 1930. As shown in that photo, it was used by Harold Bromley and Harold Gatty in an attempted Trans-Pacific flight, but bad weather forced them to return to Japan.

In 1931 the plane was re-named "Pacific" and the pilot was ex-Army Lt. Tom Ash. A severe ground loop caused Ash to retire from the venture in early 1931. In late 1931 the ship was refurbished and renamed "Clas­ sina Madge" in honor of the owner's daughter. Its new crew was Cecil Allen and Don Moyle. They took off from Subushiro Beach in Japan on September 8 and made a leisurely five-stop crossing of the Pacific in 28 days. Clyde Pangborn and Hugh Herndon had just completed their non-stop flight in their Bellanca "Miss Veedol". Moyle bought the ship, took it to Mexico and registered it as

XB-AFV. It later rotted to pieces at Torreon, Mexico. At one· time there was a proposed round-the-world flight planned by Roger Q. Williams, Ted Lundgrenn and William Marsalis.

This never got past the planning stage. Cecil Allen was killed at the start of the 1935 Bendix race and Don Moyle just seems to have faded into obscurity." •

EAA AI R ACADEMY '84 The EAA Air Academy, first announced at OSHKOSH '83 will be the aviation experience of a lifetime for youths 15- 17 years of age. Scheduled for July 15-August 4, the premier presentation of the Academy will include instruc­ tional and workshop experiences possible only at the EAA Aviation Center in Oshkosh, Wisconsin. Preliminary in­ formation about the Academy was published in the Oc­ tober issue of SPORT AVIATION and details of the pro­ gram were in the January, 1984 issue.

Contact Chuck Larsen at EAA Headquarters for infor­ mation and registration materials for participants, to vol­ unteer your time and talents, to offer materials and supplies or to discuss sponsoring a participant. You should make aviation youth from your area aware of this program and consider sponsoring a scholarship for deserving youth selected to participate . • VINTAGE AIRPLANE 5

1FIR~GJJr

DfIRLINJI£J

By George Hardie, Jr.

In 1935 when commercial airlines in this country were "coming of age", C. Bedell Monro, President of Pennsyl­ vania Airlines, decided to try to find out where the first airline was established and who was the first paying air­ line passenger. A story was published and the response was overwhelming. All claims were referred to Eugene Vidal, Director of the Bureau of Air Commerce in Wash­ ington, D.C. Vidal decided that the winning claim should be that of the first airline to operate on a regular schedule between two specific points for any length of time . On the basis of the definition Vidal selected the "St. Petersburg­ Tampa Air Boat Line" which began operating between the two cities on January 1, 1914 and over the next three months made twice daily round trips carrying fare paying passengers. The St. Petersburg Times on January 2, 1914 had prophesied: "Airlines in the very near future will be used generally for transit purposes and the line from this city across the bay is only the pioneer of them all."

Historians have today declared the St. Petersburg­ Tampa Air Boat Line as the world's first scheduled com­ mercial airline .

It all began when P. E. Fansler, a Buffalo, NY sales­ man who raced speedboats in Florida, read about a flight down the Mississippi River in a flying boat made by Tony Jannus. Fansler contacted Tom Benoist of St. Louis, the builder of the flying boat, and persuaded him to furnish a pilot and boat for a proposed ferry service across Tampa Bay between St. Petersburg and Tampa. A contract was signed on December 27 , 1913 and Tony Jannus, the pilot, and a Benoist flying boat arrived in St. Petersburg on December 31. Quickly assembled and test flown , the air­ craft was made ready for the official start of the airline service scheduled for take-off at 10:00 a.m. on the next day, January 1, 1914.

At 9:30 a.m. before a crowd of 3,000 who had gathered to watch the action , bidding was started for the privilege of being the first passenger. A. C. Phiel, ex-mayor of St. Petersburg was the successful bidder at $400 and thus became the first fare-paying airline passenger. (The money raised on the bidding was used for a civic project to purchase two harbor lights which are still in use today .)

6 MARCH 1984

Jannus departed on schedule and to the amazement of many skeptics, returned on time from Tampa. The after­ noon flights were also completed without incident, then some special sightseeing flights at $10 and $20 each were made.

Near the close of operations of the airline three months later, pilot Tony Jannus wrote in Aero and Hydro magazine: "We have been in St. Petersburg flying since December 31, and are planning to leave the last week in April for the North. In this entire time there were only about 18 days when our chief pilot deemed it inexpedient to fly and of these days the reason usually was that the raw, cold winds discouraged passengers and not that flying was impossible because of the storms .. .

"In the entire season of three months the Airboat Line was laid up only four days because of mechanical troubles .

As the operation called for 84 miles a day and as there were numerous other flights each day for the few machines employed, the total mileage for the two machines ran up to 11,000 miles and both machines now stand overhauled and in good shape for the season's exhibition and passen­ ger carrying work. All told some 1,205 passengers were carried, some two at a time, and the amount of powerful advertising resulting from the diversity of places these passengers hailed from is no doubt great."

Official recognition of this airline as being the first scheduled commercial operation in the world has been a source of civic pride for the cities of St. Petersburg and Tampa. Beginning in 1938 various events have commemo­ rated the date of the first flight. In 1964 a semi-replica of the Benoist Airboat made an aborted flight. On January 1, 1981, Ed Hoffman flew his homebuilt "Mullet Skiff' over the route, sponsored by the Florida Aviation Histor­ ical Society. That year a group was formed to construct an exact replica of the Benoist Airboat No. 43, the craft used in inaugerating the service in 1914.

Space does not permit a listing of all the individuals who made this ambitious project possible, but there were many. A Centum Award was established to raise funds .

All who donated $100 or more were awarded a special medallion. Over $12,000 was raised in this manner. Ac­

(Photo by Gene Chase)

(Photo by Gene Chase)

The small lever on the left is the throttle control while the large lever in the center is the rudder control. The control stick, partially visible on the right in the full-forward position, actuated the elevator and ailerons.

Note the translucent fabric on the forward hull. The rudder bar was installed temporarily for the commemorative flight as pilot Ed Hoffman said, "I don't know how to fly by controlling the rudder with my hand!"

The 261 cu. in. 6 cylinder Chevrolet en­ gine mounted in a mockup where the engine was run for several hours includ­ ing many starts and stops. Due to the high compression it was necessary to install a Ford Model T type of "retard".

(Photo by Gene Chase)

This photo taken inside the tent where the Benoist was on display at Sun ' n Fun 'S3 shows the temporary fin installed to improve directional stability of the replica. As pilot Ed Hoffman said, "It made a good surface for displaying the craft's name and FAA registration number". Note water rudder at bottom of rudder.

tual expenses in construction of the replica came to about $14,000, excluding labor which was donated free. Con­ struction of the aircraft was under the direction of Russell St. Arnold, with numerous assistants. Dr. Karl Bergey, University of Oklahoma, did the stress analysis. Research­ ers and contributors gave much important support.

The replica is an exact duplicate (except the engine) of the Benoist Airboat No. 43, the aircraft that made the historic first flight. The original had a wingspan of 44 feet, 6 inches and was 25 feet long. It weighed 1250 lbs. empty and was powered by a Roberts six-cylinder, two-cycle en­ gine of75 hp, mounted in the hull and driving the propel­ ler with a chain. The replica has a Chevrolet six-cylinder auto engine converted for this project. The weight is ap­ proximately 1450 lbs. empty. Although the original was built to carry two persons (pilot and passenger) sometimes two small passengers were carried.

The accompanying photos show details of the replica

in various stages of construction . Like the original, trouble with the hull leaking and chain s breaking plagued the testing period. First flight was made on October 9, 1983 at Lake Tarpon with Ed Hoffman, the test pilot, at the controls. Further tests corrected the problems and the Airboat was flown to St. Petersburg in preparation for the commemorative flight scheduled for January 1, 1984 to mark the 70th anniversary of the historic first flight of the St. Petersburg-Tampa Airboat Line.

At precisely 10:00 a.m . Ed Hoffman lifted off the rep­ lica Benoist Airboat at St. Petersburg and flew the 21 miles to Tampa to re-enact the inauguration of the airline exactly 70 years after the original event. Several hundred people were on hand to view the take-off and landing.

Hoffman flew at a low altitude and averaged about 55 miles per hour. Unlike Jannus, he did not carry a passen­ ger. The flight marked the successful culmination of three years hard work by a group of dedicated members of the VINTAGE AIRPLANE 7

Florida Aviation Historical Society. Plans are underway to construct a suitable display hangar to house the aircraft and related memorabilia. Meanwhile , a book "The World's First Airline" has been published and is available for $4.00 post paid from Elizabeth Sheehan, 9700 Koeger Blvd. , Suite 207, St. Petersburg, FL 33702 . •

View of prop shaft thrust l)earing , upper prop sprocket, heavy duty 80H A.S.A. drive chain and chain guard tubes.

Hank Palmer cranks the engine for first run in the newly complete hull.

First assembly of the 44' 6" wings to the hull.

Ed Hoffman (EAA 2572) working on the hull interior.

The hull looked like this on 6/1/82. Note the special dolly built for this project.

8 MARCH 1984

Hank Palmer and Ed Hoffman pose with the mock-up assembly in which the engine and chain drive to propeller were test run for approximately 30 hours be­ fore installing in hull.

St. Petersbure-Tampa

AIRBOAT LINE

Fast Passenger and Express Service

Special Flight Trips

SCHEDULE: Lv . SI. Petersburg

10:OOA .M.

Can be arranged through any of

Arrive Tampa

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11:30A .M.

directly with the SI. Petersburg Hangar.

Trips covering any dis·

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Rates: $5.00 Per Trip.

A minimum charge of SI5 per Special Flighl.

Round Trip $10.

Booking for Passage in Advance.

NOTE· ·Passengers are allowed a weight of 200 pounds GROSS including hand baggage, excess EXPRESS RATES, for packages. charged at $5.00 per 100 pounds. minimum charge 25 cents. suit cases. mail mailer . etc .. $5 .00 per hundred pounds. minimum charge 25 cents.

Express carried from hangar to hangar o nl y. delivery and receipt by shipper.

Tickets on Sale at Hangars or

CITY NEWS STAND F. C. WEST, Prop.

ST. PETERSBURG, FLORIDA

•

VINTAGE AIRPLANE 9

(Part 1 of 2 Parts) Travel Air's Model "R " possessed beauty, speed and aeronautical design that paved the way for a new era in American aviation . The legend ofthe "Mystery Ship" lives today . .. a legend started by one man 's desire to build a winning racer.

By Ed Phillips

(EAA 124038, Ale 7505)

1125 So. 160 E.

Wichita , KS 67230

Herb Rawdon sat patiently as Walter Beech paced the floor, pipe in hand. The president of Tra vel Air wasn't too happy about the past racing season's success.

Walter Beech was always out to win. But Travel Air hadn't won much in 1928. There were victories, but there were defeats , too ... defeats handed down by the military and competitors' airplanes. Defeats that Beech didn't like.

Both men knew that the hottest thing at Travel Air was a J-5 Model 4000 with Speed Wings . Good, but not good enough. The subject turned to company affairs and the 1928 racing season faded away.

Perhaps Walter Beech let it fade away , but Herb Raw­ don didn't . Within his engineering, innovative mind an idea was forming . . . a concept for victory on the race circuit in 1929. Rawdon remembered Beech's lament.

There was a solution, an avenue to success, that Travel Air could pursue. Rawdon believed an airplane could be designed, built and flown that would defeat the crop of souped up, slicked up biplanes being raced by the military establishment. And he believed his "concept racer" could be a winner without 600 hp and the usual aerodynamic refinements employed by the competition.

One thing Herb Rawdon knew for certain: the genesis of such a ship was now, not two months before the 1929 racing season started.

He could expect little or no company assistance. The Travel Air production line was humming with activity, cranking out Model 6000 monoplanes and the ubiquitous biplanes at the rate of nearly 25 ships per week!

One year separated defeat and victory for Travel Air, and Rawdon knew every bit of that 12 months would be needed to make his concept a reality. But he also knew he couldn't do it alone. Help was found in Walter Burnham, another engineer at Travel Air who Rawdon trusted and enjoyed working with.

10 MARCH 1984

Burnham listened to Herb's idea to build a racer. It was certainly a challenge both men wanted to tackle, but they agreed to keep the project quiet and work on it at home. From that evening forward for the coming year, both the Burnham and Rawdon families saw much less of their husbands and fathers .

A pattern of design was emerging from Rawdon's J?1ind.

He had always admired the sleek, powerful float-eqUIpped Schneider racers, particularly Reginald Mitchell's Super­ marine designs. The Schneider ships set the pace for others to follow in speed and sheer power.

But it was aeronautical design that Rawdon believed could turn' the tide in Travel Air's favor . A carefully planned and executed airframe, utilizing minimum fron­ tal area and possessing low drag and light weight could, when mated to an engine of sufficient horsepower, provide excellent performance.

Monoplane configuration was essential, as was fixed landing gear and room for only the pilot. Wire bracing would provide necessary rigidity and further reduce over­ all weight, yet the drag penalty would be miniJ?al. ~n in-line engine was most desirable, but those avaIlable m 1928 didn't produce the 300-400 hp Rawdon believed necessary for his design. The large, heavy liquid-cooled engines of the era were powerful; too powerful for Raw­ don's requirements, and were designed for military use.

The in-line engine would give low drag and it would be easier to mate with the airframe than a radial engine.

Radials were available in the desired power range, but their weight and penalty of drag dampened Rawdon's enthusiasm for them .

Knowing the characteristics of the Wright J5 static radial Rawdon and Burnham made initial design calcula­ tions based on that engine, just in case a suitable in-line powerplant wasn't available when flight testing began.

This proved to be a wise choice by both engineers that would guarantee success of the proje.ct later. .

Stress analysis was computed usmg a gross weIght of 1750 pounds, although Rawdon and Burnham targeted f?r 1700 pounds. The extra weight allowed a safety margm in the design, with a flight load factor of9.0. A 33 113 safety factor included gave the "R" an ultimate load factor of 12.0, equal to the military pursuit ships of the day.

The R-100,I as Rawdon called the design , was able to meet all current Department of Commerce regulations in effect at the time. This, too, was a design goal and intent from the start of the endeavor.

(Courtesy Beech Aircraft Corp.)

Herb Rawdon - chief engineer at Travel Air in 1929, conceived the idea of a fast, low-wing monoplane racer patterned after the Schneider machines of the late 1920s. His R-100 design would prove that brute horsepower was not the only answer to high performance airplanes. Rawdon also designed the Model 10 cabin monoplane and assisted with many aeronautical projects while with Travel Air.

During the winter and early spring of 1929, the "R" continued through detail design and stress analysis. This was a very time consuming and laborious effort for both men.

Much midnight oil was burned completing this essen­ tial task. But the designers knew their ship was sound, from spinner to rudder, and they expected great things from the "R".

But there was a problem. Calculations indicated that to achieve a top speed in the 200 mph-plus range, 400 hp was required. A glimmer of hope arose when, in May of 1929 Walter Beech called Rawdon into his office. An in­ line engine capable of275-300 hp was soon to be marketed, and Beech wanted to know Herb Rawdon's thoughts on utilizing the engine on a Travel Air racer.

Rawdon saw possibilities for the "R" with such an engine, and he later showed Beech the basic layout of an airplane he and Burnham had been designing for the past 9 months. Walter Beech's keen sense of a winner snapped at the opportunity before him.

Beech became very enthusiastic about the design and informed Rawdon to continue development. Time was al­ ready getting short. Only three months remained until the National Air Races would be held at Cleveland.

The R-100 airframe was designed, but it needed a powerplant, and quick! The Wright R-975 of 300 hp was one obvious choice open to Rawdon and Burnham, and Pratt & Whitney also had a good radial in that power range .

There wasn't much choice concerning engine type. No in-line unit was available, but the bulky radial provided both an answer and a problem for Travel Air. It had the

power, but it also had frontal area and therefore higher drag and weight.

The 1750 pound gross weight figure used by Rawdon proved a fortuitous decision, and Walter Beech decided it was time for a little inter-combine cooperation between Travel Air and its parent organization, Wright Aeronau­ tical. Beech phoned Guy Vaughan, Vice President of Wright, and inquired about availability of the R-975 for use in a special racing ship.

Vaughan was reluctant to even discuss the matter, but Beech did succeed in getting Vaughan to check it out with higher management. Beech was soon informed the Travel Air could have an engine, and one that developed 425 hp to boot!

The radial was undergoing tests with a higher super­ charger ratio, and Rawdon was dispatched to Wright's fac­ tory to work with Wright engineers and learn all he could about the new engine destined for his racer.

When Rawdon returned to Travel Air, Beech wanted a full report on the engine. Herb explained that it was all the power he needed, but the powerplant would have to be housed under a NACA cowl, necessitating a change in the forward fuselage dimensions to blend the wide radial's bulk smoothly into the airframe.

Walter Beech gave the go-ahead for the airplane's construction. His enthusiasm was higher than ever now.

In his eyes he saw a giant-killer, a vehicle of speed and superior performance that would once again propel the Travel Air name to the forefront of aviation.

By early June, 1929, 25 hand-picked workers from the factory began construction of the "R" in a carefully guarded section of Factory "C". All of the workers were informed about the project and instructed to remain silent to everyone, including their fellow factory workers.

They succeeded completely, as evidenced by the Au­ gust, 1929 2 issue of the "Currents", Travel Air's house organ, quoted here in full : "Funny business is going on around the engineering and experimental departments.

Mysterious packages and boxes are being delivered at odd hours. Groups of engineers and workmen can be seen huddled here and there holding "skull practice", im­ mediately dispersing upon the approach of an outsider.

We have put the question fairly and squarely up to Herb Rawdon - asked him what was going on so we might pass the "low down" on to you. And from him we got no answer except that perhaps in the next issue of "Currents" he would give us a peep. Have any idea what it is? Well, so do we - but we're not telling".

Such was the beginning of secrecy surrounding the R-100 project. Not only were the factory personnel anxious to get a "peep" at Travel Air's secret, so was the Wichita press. Both the Eagle and Beacon newspapers sent corres­ pondents out to the East Central factory to get the "low down".

But they were frustrated from the start. Walter Beech ordered all the windows frosted to prevent outside view­ ing, and even reporters and camermen standing on ladders had no success viewing the experimental department's interior.

Mr. Beech was playing the situation to the hilt, but he was also protecting his engineers' hard work over the last 12 months. The press vented their frustrations in print by dubbing the secret of Travel Air a "mystery ship", and that was fine with Walter Beech. The name stuck forever.

Of the 25 men who built the original "R", Ted Cochran3 was chosen as woodworking foreman because of his exten­ sive background in that area with Travel Air. He picked Earl Hyatt, C. Buse, Pearl Breitweiser and Dave Heffiey to assist him. Howard Baccus was in charge of the welding crew, with Ed Libby, Ervin "Dutch" Krueger and Andy Bland. Al Cunningham was assigned to lathe work and Carl Burnham, Walter's brother, had Dennis and Bill VINTAGE AIRPLANE 11

(Courtesy Beech Aircraft Corp.)

Front view of "R" exhibits clean frontal area, faired landing gear and wire bracing for wings. Note pitot tube on right wing ... a position only the first airplane had. Other four ships had tube on left wing.

(Courtesy the Rawdon/Burnham Collection and Wichita State University)

History in the making. The two Model " R" racers under construction in the experimental department of Travel Air. R614K is in foreground undergoing final assembly, while the fuselage for R613K is being welded in the background. Many technical details of the "R" show up very well in this photograph, such as landing gear, fuselage/cockpit configuration and forms for the NACA cowl.

Note frosted windows and general cleanliness of the room.

12 MARCH 1984

(Courtesy Beech Aircraft Corp.)

Rear view displays beautiful fuselage form, clearly showing the carefully executed mating of Wright rad ial to the " R" fuselage. Oil cooler is on left wing, under cabane struts. Ted Cochran spent many hours forming the thin plywood covering for the fuselage.

Difficulty of curves required is evident.

Pitts with him on sheet metal parts. Howard Baccus and his crew laid out the fuselage tubing on the floor using dimension lines from Rawdon and Burnham.

The tubing was t hen welded without diagonal bracing tubes, and the tack-welded fuselage structure was set up on saw horses for final welding. Remaining diagonal brace tubes were added across the top and bottom of the fuselage.

Longerons were sighted for alignment with a straight edge.

Each fuselage bay was welded one tube at a time. A tram device was utilized for squaring with clamps holding the tubes in place. Baccus and "Du tch" Krueger continued this procedure until the fuselage was completed.

The elevator, r udder and stabilizers were SAE 1010 steel as were the ribs for these units. After being pressed into shape, the ribs were welded to the spars of the stabiliz足 ers by Andy Bland. Once completed, the empennage units formed a strong, integral assembly .

Landing gear was simple but unique. Four steel tubes with coil springs were used for shock absorption, the tubes having two oil cylinders per gear. These tubes were welded to support tubing giving the assembly its basic form and strength. The entire unit was welded to "N" struts and assembled to the fuselage stub extension, an integral steel tube portion of the fuselage unit.

(Courtesy Ted Cochran)

Another view of the Travel Air " Mystery Ship". Top speed of R614K was in excess of 200 mph, and Clarence Clark remem足 bers the ship was an absolute joy to fly, with crisp, nimble responses for the pilot's every wish . Clark test flew every R-1 00 built except number 5.

VINTAGE AIRPLANE 13

(Courtesy Beech Aircraft Corp.)

Clarence Clark runs up the second "R", R613K. Fitted with the first Chevrolair 06, six-cylinder inline, air-cooled engine of 250 hp, performance was disappointing. Top speed was about 150 mph and the 06 gave constant trouble, such as oil pressure fluctuations, erratic throttle response and severe overheating of the oil. After the Cleveland races, the ship was transported by rail to Wichita, a Wright J6-7 installed and the airplane sold to Florence "Pancho" Barnes in May, 1930. Paul Mantz later owned it, then Barnes bought it back. It rests today in California, undergoing slow restoration by the Barnes family. Mrs. Barnes' son, William, was killed in 1980 and the airplane is being re­ stored under the guidance of Phil Schultz.

set at 2.25 degrees and dihedral at 4 degrees. As a finish­ ing touch Ted Cochran built the wingtip bows of lamina­ tions which were carefully hand sanded and feathered toward the tip. Ailerons were of Frieze design, actuated by a differential control system giving more travel to the up movement. Push/pUll tubes ran from the cockpit to the ailerons. Elevator and rudder were actuated by standard control cables. A special, integral fairing was added that faired with the fuselage and turned with the rudder.

Carl Burnham's4 crew made up two fuel tanks, one 42 gallon main tank and a five gallon reserve tank. The main tank was positioned on the airplane's center of gravity at the 24% mean aerodynamic chord point. This was done because the fuel load was the only variable factor of weight. The reserve tank was directly behind the main unit, but its fuel had to be hand pumped into the main tank. Both tanks were built of .040 inch aluminum, as was the firewall.

Carl also used .040 inch aluminum for the landing gear fairings. These were hand formed units and gave the "R" a sleek, fast appearance. Each fairing was meticu­ lously formed with its many contours until it fit correctly.

The two halves were fitted together and welded along the center seam. Access was provided for tire inflation.

By later July the first test assembly was conducted and everything fit was designed. Only the job of fabricating the large NACA cowl remained. Dimensions were taken from the forward fuselage and forms made up. A Pettengill power hammer was used to work out the two halves. • (To be continued)

1. The papers of Herb Rawdon and Walter Burnham. Wichita State University. The R-loo designation also appears as RA· I00 on occasion in these papers. Later references refer to all five airplanes with the "R-2oo1 , 2002, 2003, 2004 and 2005 designations, used by Curtiss-Wright. The R-loo and RA- loo deSignations appear to be personal ones of Rawdon and Burnham .

Wheels and tires were suspended between the welded tube formations of each gear and were free to move verti­ cally. No brakes were fitted to the Bendix 24 x 4 inch wheels.

A tail skid using a small oleo shock strut was stream­ lined and faired neatly into the aft fuselage. Bracing wires for the main gear were streamlined and the gear became anchor points for the wing landinglflying wires. The fuse­ lage was covered with !j16 inch plywood and taped between sections to yield a very smooth surface. This job was tack­ led by Ted Cochran.

The compound curves found in the R-100 fuselage pre­ sented a challenge to any woodworker. Cochran used a large pan filled with hot water to soak the thin plywood, making it flexible . Each piece was then strapped down on the fuselage with shock cord and clamps. It was glued and secured after final positioning was accomplished.

Wings used the R.A.F. 34 airfoil section of constant thickness from the butt rib outboard to the flying/landing wire attach points. From there it gradually tapered to the wingtip. Planform was of straight/elliptical configuration.

Ribs were built up truss construction spaced at 12 inch intervals. Spars were made of two spruce beams glued together but not routed out. Compression ribs were built with spruce truss and boxed with plywood webs.

Reinforcing was required where the bracing wires at­ tached to the internal wing fittings. % inch maple blocks having a taper and feather on all sides were made by Cochran for this purpose, and consumed many hours to form .

Wing chord was 60 inches maximum with a total wing area of 120 square feet. Haskelite 1/ 16 inch plywood covered the wings. Wingspan was 29 feet 2 inches with incidence 14 MARCH 1984

2. August, 1929 issue of the Travel Air "Currents". Little was known about the OR" project. and security was tight.

3. Interview with Ted Cochran, 1981 .

4. Interview with Carl Burnham, 1981 .

(Courtesy Beech Aircraft Corporation)

Travel Air factory campus, summer, 1929. Flying field had 2500 foot runway, oriented North/South. Runway area shows adja­ cent to circular airfield marker. R614K and 613K were built in Factory "C", the long building in right foreground, with awnings and windows on its end. Engineering department was housed upstairs, providing quick access to experimental workshop.

,.

Editor's Note: The following observation concerning the future of jet-powered aircraft is most interesting, espe­ cially considering its source . .. the July 1923 issue of AERIAL AGE, page 317.

AIRPLANE SKY-ROCKET NOT SO GOOD

At the highest flying speeds yet attained, jet propulsion requires about five times as much fuel as ordinary screw propulsion. The relative fuel consumption and weight of machinery for the jet, however, decrease as the flying speed increases, but at 250 miles an hour the jet would still take about four times as much fuel per thrust horse­ power-hour as the air screw, and the power plant would be heavier and much more complicated.

If Lee Burridge were alive today he would be much interested in these conclusions developed by the Bureau of Standards. The turning of an airplane into an animated rocket was a pet idea with Burridge.

Now, at the request of McCook Field, which is in­ terested in jet propulsion and helicopters and other ideas aimed at the home designing of machines which can out­ distance the world and generally at the putting of America "first in the air," the Bureau considered the plan of issuing from a nozzle a continuous stream of combustion products, making of the airplane, in fact, a pseudo winged rocket.

The air needed for the jet was to be taken in by a power­ driven compressor and delivered at increased pressure to a receiver acting as a combustion chamber. The liquid fuel was to be sprayed into the combustion chamber and burned there continuously at constant pressure, so as to increase the temperature and volume of the gaseous mix­ ture. The resulting combustion products, consisting mainly of nitrogen, steam and carbon dioxide were then to expand freely through a suitable nozzle from the re­ ceiver pressure to the outside atmospheric pressure at which the air was taken in by the compressor.

"For the present we shall consider only a simple nozzle such as used in steam turbines, and we shall not discuss

LETTERS TO THE EDITOR Dear Gene, While visiting the new EAA Aviation Center at Osh­ kosh '83, I saw the framework of an old aircraft in a corner of the workshop area. After asking several volunteers as to what type it was, all I could learn is that it's a Mercury BT-120.

A little research on my part came up with more infor­ mation which I found in a 1942 volume of "Aerosphere", which is similar to "Jane's All the World's Aircraft".

Enclosed is a copy I made of some data on the Mercury BT-120 which might be of interest to you. Could we have an article on this aircraft in THE VINTAGE AIRPLANE? It looks very interesting.

Keep up the good work.

Sincerely, Joe Tarafas (EAA 49351, AlC 5245) 1577 Eastwood Drive Bethlehem, P A 18018 Joe is correct. The plane is a 1941 Mercury BT-120 "Aerobat" with a Ken Royce 7F, 120 hp engine. In addition

in detail the possibility of improving the propulsive effi­ ciency of the jet by any of the 'aspirator' or 'ejector' devices which have been proposed for increasing the momentum and thrust. If such devices are found to be effective, the prospect for jet propulsion will be correspondingly im­ proved, but we wish first to inquire what might be done without them and from what point improvements must start."

The power needed to compress the air for the jet was found to be greater than that required for the same thrust power from an air screw of 70 per cent efficiency, until the flying speed is about 250 mph.

However, it is considered the engine might be run faster than is now customary and thus reduce the weight per b.h.p. over that of the air-screw engine. But the air cylinders would add weight again and it is estimated that, at best, the combined engine-compressor unit would be at least 50 per cent heavier than an ordinary aeronautic engine of the same power. This observation does not in­ clude the weight of combustion chamber, nozzle and fuel injection system, which, it is estimated, would more than offset the weight of the screw propeller.

The "large, awkward and fragile" propeller would be eliminated, "and only the nozzle and not the engine would have to be located with regard to the axis of thrust. Thus the design would be more flexible. The machine might . .. be given brilliant maneuvering powers by utilizing the powerful steering effect of swinging the nozzle ."

Yet, there still seems to be another drawback. "A machine which had to start - ifit could get off the ground at all - by emitting a jet of flame at 2500 degrees F. and at a speed of one mile a second would hardly be a welcome visitor at flying fields ."

Last, but not least, Mr. Edgar Buckingham, of the Bureau of Standards, author of the report which is being published by the N.A.C.A., says there does not appear to be, at present, any prospect whatever that jet propulsion of the sort here considered will ever be of practical value, even for military purposes. •

to Joe's request, we received another request for an article on this rare aircraft from Richard L. Gates, Sheboygan Falls, Wisconsin . Richard also sent three photos, one of which is shown here. We will prepare an article on the "Aerobat" for a forthcoming issue of VINTAGE . .. G. R. C. • MERCURY 8 T-1 20 "Aerobat"

VINTAGE AIRPLANE 15

They had arrived, somewhat indirectiy, from Linton, North Dakota, where three weeks earlier they had paid dealer Frank Irvine $300 for the hybrid-winged Jenny and begun barnstorming. Perhaps Nnvember isn't the best time to start such a venture, especially in North Dakota, but for two young men in their early twenties the calendar and the cold was of no concern. They uwned an airplane, and the world awaited their arrival on linen wings.

The world that day started 16 miles north at Hazelton.

Axel, affectionately known as Ruff - short for Rudolf, his middle name - took off and landed, and Ole got 20 min­ utes of stick time en route. But there weren't many pay­ ing passengers in Hazelton, so they pressed on. By sun­ down Ole had logged stops at Moffitt, Driscoll and Robin­ son.

A succession of central North Dakota towns were graced by Ole and Ruff for the next three weeks - Pin­ gree, Bowdon, Cathay, a total of twenty all told. Most were so small that even today they don't appear on a road map.

Business wasn't brisk, but at $3 per ride there was enough for some reasonable wallet lining. Occasionally they had to spend $1 or maybe $1.50 for an overnight room, but usually some admiring passenger would offer supper and lodging for the night. So even though the passenger count was sparse, and some stops resulted in only one or two hops, expenses were light and the profit began to grow.

Their venture was a success - so far .

The fields were all strange, and usually small, so Ruff did most of the takeoffs and landings with Ole flying in

Korth

Dakota

.Jenny

By Roy Redman

(EAA 83604, Ale 6600)

R. 3, Box 208

Faribault, MN 55021

(Photos courtesy of Olof Anderson)

Editor'~Note: This is the second installment ofauthor Roy Redman:s true story about his friend Olof "Ole" Ander­ son's early flying experiences. Ole's partner in the Jenny was his close friend from their days in Sweden, Axel "Ruff" Swanson. Ole is a retired Northwest Airlines captain liv­ ing in Minneapolis, Minnesota. Roy is currently a Boeing 727 captain flying for Northwest Airlines out of Min­ neapolis.

"The tire is $3.50" the man said, and there was no argument from the two young Swedes. They spent the rest of the afternoon mounting it and performing other routine maintenance on the Jenny. With this work completed they quit for the day and left the field to enjoy the big city of Minneapolis and visit with friends. The date was November 23 - the year, 1925.

Ole Anderson, Canuck and friend at Florence, SO. 16 MARCH 1984

Ole and Ruff with broken propeller from the Sturtevant-powered Moiniken.

VINTAGE AIRPLANE 17

Ole and the Chicago Flying Club's Canuck. Note the Club wings on Ole's lapel.

After completing the tire work, and tidying up a few other odds and ends on the Jenny, it was time for a runup.

Ole got in the rear cockpit. Ruff pulled it through and then walked the wing as Ole taxied clear of the other aircraft.

Once clear, Ole stopped and ran up the OX-5. Ruff came over to the cockpit and said, "Are you ready to go?" Ole nodded. Ruff reached in and advanced the throttle. The Jenny began to roll.

'Ruff and Ole's Jenny at Linton, NO in 1925. Note modified fin and rudder.

Ole and the local telephone operator at Waubay, SO.

between. They planned for Ole to solo on November 20th, his 22nd birthday. A landing that afternoon in Grace City, however, brought on a change of plans. One of the tires blew out.

There certainly wasn't a replacement tire available in Grace City, or even in Fargo. The tire had been patched to the point of no return, so a trip to Minneapolis for a new one seemed in order. Besides, with a few bucks in their pockets Minneapolis would be pretty interesting.

Ruff thought he could nurse the flat tire through a couple takeoffs and landings, and the next morning, off they went. One stop and a day later they arrived in Min足 neapolis, flat tire and all, at what was later Wold-Cham足 berlain Field.

After replacing the tire and relaxing with friends they got a good night's sleep, and arrived back at the airport on the morning of the 24th to a familiar sight. The Jenny was listing a bit, just as at Grace City, but this time the tire wasn't flat , it was missing! The brand new tire was gone, and the rim rested on the sod. They inquired about another tire and yes, the price was still $3 .50. They were told that there wasn't another in stock, but one could be had in a few hours. They again paid the asking price and shortly after lunch another tire appeared, and they set about mounting it. Ole felt that it looked suspiciously like the one they had mounted the previous day .

Ole flew for about 15 minutes. When he returned, he la nded short enough to roll up to where Ruff stood. "How was that?" he asked.

"Take it around again before it gets dark!" Ruff shouted, and Ole advanced the throttle, this time with no help, a nd completed another takeoff and landing.

They tied the Jenny down, in a different place, and trea ted themselves that evening to dinner and a movie .

Ole entered the day's flights in his log, and after the notation for pilot, he wrote "Myself'. This was enough for an indelible memory , to be sure, but Ole would remember November 24, 1925 for another reason - that was the day he bought the same tire twice.

The Moiniken, and the Chicago Expert

They started the takeoff roll, and after about 10 yards the prop shaft broke loose and the prop swirled ahead of the airplane, coming to rest several hundred feet in front of the now stationary Moiniken. Ruff and Ole's trip to Chicago was aborted almost before it began. The previous fall , just after Ole's solo, the two young aviators had pointed their Jenny westward toward South Dakota and a reunion with Ole Fahlin. The headwinds were strong,

and after an hour and fifteen minutes they were only as far as Hutchinson, about 60 miles west. The weather began to sour so they doubled back to the northeast and landed at Cokato, where they had an acquaintance who put them up for the night. The following day the weather was worse. Snow began to fall, then accumulate. Winter had arrived and the barnstorming season was over. They arranged storage for the Jenny in a lumber yard, removed the wings, and put it away.

In the following years, the fledgling flyers would earn enough during the summer to spend a leisurely winter, but this was not the case in 1925. Tires and the Min足 neapolis trip had nearly depleted their small profit, so they retired to other employment.

Ole returned to Chicago and worked at making ladder parts again. It wasn't long, however, until his pocketbook and the weather were in agreement once again. He met Ruff in Cokato late in February of 1926. They assembled their Jenny, took off from frozen Cokato Lake, and headed west. The following day, after several stops and a few passengers, they arrived in Ferney, South Dakota.

Ole Fahlin had found a home, so to speak, in Ferney.

He had a good friend there, Chet Wage, who farmed and was also the local banker. Chet was interested in aviation

Ruff and Ole's Jenny with flat tire at Grace City, NO in 1925.

Ruff soloed Ole in this plane after the tire was replaced.

Vic Lundberg cranks Stinson " Oetroiter" at Chicago's Maywood Field. The plane was being flown by Speed Holman who was enroute to St. Paul, MN with Northwest Airways first Oetroiter.

Ole Fahlin and Canuck at Ferney, SO in 1926.

The two men on the ends in coveralls are unidentified, but the others are, L-R: Ole Anderson, Chet Wage, Ole Fahlin, John Carlson and Axel " Ruff" Swanson. Aircraft is another Moiniken creation.

18 MARCH 1984

Ole Fahlin in the Canuck with the Moiniken in the background.

Ole and Ruff with the Moiniken at Ferney, SO in 1926. Note the extra radiator which was necessary to cool the Sturtevant engine.

Ole Fahlin's shop in Aberdeen, SO in 1928.

and was an aspiring aviator, which helped in matters of finance. Ole Fahlin bought and sold airplanes, did some repair work, and also barnstormed. Considering all this, and the host of lovely young ladies in the area, all was right with Ole Fahlin.

Ole and Ruff spent several days with Ole Fahlin in Ferney, then headed northward in their Jenny. The weather was fine and the passengers were plentiful. They had about six weeks of good flying, but their Jenny was getting tired. The punishment of the rough fields was now breaking fuselage wires almost daily. They finally re­ turned to Linton and their friendly airplane dealer Frank Irvine, and decided to trade the old girl. Fortunately the homebuilt airplane from which their Jenny's wings had been taken was still there.

They removed the wings and reinstalled them on the homebuilt, which they called the Moiniken for its builder, Chris Moiniken, who lived in Webster, South Dakota. It was a large biplane in the style of a Jenny, but somewhat more racy, and amazingly sophisticated in structure. It was powered by a Sturtevant, a geared 140 hp V-8 not famous for its reliability . It had a tendency to overheat, and the gearing system was troublesome. The installation of two radiators had taken care of the cooling - the gear­ box problem remained.

In the Moiniken, Ole and Ruff barnstormed their way back to South Dakota. After moderate success along the way they arrived in Ferney, and decided that the Moini­ ken was worth more to them in money than as a barnstorm

vehicle . The decision was made to sell, and Chicago was to be the market.

It's said that God looks after aviators, and it must be so. This time the heavenly intervention had arranged the broken prop shaft on the Moiniken, and Ole Anderson was still in Ferney and not in Chicago. Ole Fahlin was selling a Canuck to Vern Davidson, a young farmer from nearby Claremont. Fahlin made the sale, and then convinced Vern that he didn't yet have enough experience to fly the Canuck. This was no problem, Fahlin said, because there was an expert aviator from Chicago on hand.

Vern hired the Chicago pilot and they set out barnstorming with the Canuck. The pilot hopped the pas­ sengers and Vern sold the tickets. As they flew from town to town, Vern got instruction. All in all they had a success­ ful season. But Vern was never aware that his thirty hours in the air when they started was almost double that of his employee and mentor, the expert from Chicago ­ Ole Anderson.

Author's Postscript: Years later Ole Anderson was to taxi some massive machinery over the same ground that bore his Jenny on November 24, 1925 - Stratocruisers, DC­ 7Cs, Electras. But first there were Swallows, Travel Airs, Robins and Stinsons in North Dakota, and we'll start there next month. Chris Moiniken went on to become an engineer for Hamilton Metal Airplane Company in Mil­ waukee. So even if his name is unfamiliar, perhaps some of his work is not. • VINTAGE AIRPLANE 19

CALENDAR OF EVENTS

We would like to list your aviation event in our calendar. Please send information to the Editor, The VINTAGE AIRPLANE, P.O. Box 2591, Osh­ kosh, WI 54903. Information must be received at least two months in advance of the issue in which it will appear.

® MARCH 11-17 - LAKELAND, FLORIDA - Sun 'n Fun Fly-In. Join us for the 10th Anniversary of EAA's Spring Celebration of Flight. Contact Fly-In Office at 813/644-2431 or 813/665-6374 , 813/644-9319,813/665-7955.

APRIL 14-15 - WASHINGTON ; DC - 3rdAnnuai Tour of National Air & Space Museum and Paul E. Garber facility. Sponsored by EAA Chapter 4, Inc. Dinner with speaker of note. Limited to 200. Contact Bernie Meserole, 15216 Manor Lake Drive, Rockville, MD 20853, 301 /460-8207.

APRIL 26-29 - SEDONA, ARIZONA -International Cessna 195 Club West­ ern Regional Fly-In. Contact Dr. W. W. Rogers, 5716 N. 19th Ave., Phoenix, AZ 85015,6021249-1616 days, 248-0782 evenings.

MAY 4-6 - BURLINGTON, NORTH CAROLINA - EAA Antique/Classic Chapter 3 Fly-In. Antiques, Classics, Homebuilts and Warbirds welcome.

Old films on Friday and awards banquet on Saturday. Contact: Espie Joyce, P. O. Box 88, Madison, NC 27025. Day : 919/427-0216; evening: 919/427-0374.

MAY 18-20 - HAYWARD, CALIFORNIA - Hayward to Las Vegas Air Race.

Proficiency air race with no handicap. Student pilots welcome. Factory-built antique and experimental aircraft capable of flying to Las Vegas in seven hours welcome. $500 cash prize. Contact Hayward Air Race Committee, 20301 Skywest Drive, Hayward, CA 94541 or call Lou Chianese at 415/ 581-2345, ext. 5285.

MAY 25-27 - ATCHISON , KANSAS - 18th Annual Fly-In sponsored by Greater Kansas City Area Chapter of Antique Airplane Association at Amelia Earhart Airport in Atchison. Pot-luck dinner Friday, Awards banquet Saturday. Accommodations available at Benedictine College, motels and camping. 80 and 100 octane fuel available. For information contact Lynn Wendl, Fly-In Chairman, 8902 Pflumm, Lenexa, KS 66215, 913/888-7544 or John Krekovich, President, 7801 Lowell, Overland Park, KS 66214, 913/648-1279.

JUNE 1, 2, & 3 - MERCED, CALIFORNIA - 27th Annual Merced West Coast Antique Fly-In. Merced Municipal Airport. Fabulous air show Satur­ day and Sunday. Free transportation to Castle Air Museum. Contact: Dee Humann, Registration Chairman, Merced West Coast Antique Fly-In, P. O. Box 2312, Merced, CA 95344 or phone 209/358-3487.

JUNE 3 - DEKALB, ILLINOIS - EAA Chapter 241 Annual Fly-In/Drive-In Breakfast. 7 a.m. to noon. DeKalb Municipal Airport. Contact: Gerry Thorn­ hill, P. O. Box 125, Hampshire, IL 60140, 3121683-2781.

JUNE 3 - CADIZ, OHIO - 5th Annual Fly-In/Drive-In breakfast at Harrison County Airport starting at 8 a.m. Airshow in p.m. co-sponsored by E. F. Aircraft Services and Harrison County Airport Authority. For information call 614/942-8313.

JUNE 8-10 - DENTON, TEXAS - Texas Chapter Antique Airplane Associ­ ation 1984 Fly-In at Denton Airport. For information contact Ralph & Bonnie Stahl, Box 115-X, Roanoke, TX 76262, 817/430-8589.

JUNE 15-17 - OSHKOSH, WISCONSIN - 3rd Annual EAA Ultralight Con­ vention. Contact EAA Headquarters for information, Wittman Airfield , Osh­ kosh, WI 54903-2591 , 414/426-4800.

JUNE 28 • JULY 1 - HAMILTON, OHIO - 25th Annual National Waco Reunion . Contact National Waco Club, 700 Hill Ave. , Hamilton, OH 45015.

JULY 6-8 - ALLIANCE, OHIO - 12th Annual Taylorcraft Fly-In/Reunion at Barber airport, 3 miles north of Alliance. Factory tours, forums, and many other activities. Contact: Bruce Bixler, at 216/823-9748.

JULY 27-28 - COFFEYVILLE, KANSAS - 7th Annual Funk Aircraft Owners Association Fly-In . For information contact: Ray Pahls, President, 454 S. Summitlawn, Wichita, KS 67209.

JULY 28 • AUGUST 4 - OSHKOSH, WISCONSIN - 32nd Annual Fly-In Convention. Start making your plans now to attend the World's Greatest Aviation Event. Contact EAA, Wittman Airfield, Oshkosh, WI 54903. 2591, 414/426-4800.

AUGUST 6-10 - FOND DU LAC, WISCONSIN - Fifteenth Annual Interna­ tional Aerobatic Club Championships and Convention . Contact EAA Head­ quarters for information. Wittman Airfield, Oshkosh , WI 54903-2591, 4141 426-4800. ;

CLASSIFIED ADS

Regular type, 50¢ per word; Bold Face, 55¢ per word; ALL CAPS, 60¢ per word. Rate covers one insertion, one issue; minimum charge, $8.00. Classified ads payable in advance, cash with order.

Send ad with payment to Advertising Department, The VINTAGE AIRPLANE, P .O. Box 2591 , Oshkosh, WI 54903.

ACRO SPORT - Single place biplane capable of un­ limited aerobatics. 23 sheets of clear, easy to follow plans, includes nearly 100 isometrical drawings, photos and exploded views. Complete parts and materials list. Full size wing drawings. Plans plus 88 page Builder's Manual - $60.00. Info Pack - $4.00. Super Acro Sport Wing Drawing - $15.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 4141 425-4860.

ACRO II - The new 2-place aerobatic trainer and sport biplane. 20 pages of easy to follow, detailed plans. Com· plete with isometric drawings, photos, exploded views.

Plans - $85.00. Info Pac - $4.00. Send check or money order to: ACRO SPORT, INC., P.O. Box 462, Hales Cor­ ners, WI 53130. 414/425-4860.

20 MARCH 1984

POBER PIXIE - VW powered parasol - unlimited in low, cost pleasure flying. Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 31f2 gph at cruise setting. 15 large instruction sheets. Plans - $45.00.

Info Pack - $4.00. Send check or money order to: ACRO SPORT, INC_, Box 462, Hales Corners, WI 53130. 4141 425-4860.

STAINLESS STEEL SCREWS. Finest quality now avail­ able at discount prices. Free catalog. Bemco Aero, 1098 Sharonton Dr., Stone Mountain, GA 30083, 404/294-7670.

J-3 Replica % scale LM-2, single place, wood construction, detachable wings, empty 345, 30 HP Cuyuna, cruise 65, 160 page construction manual $95.00 from Light Minia­ ture Aircraft, 13815 NW 19th Ave., Opa-Locka, FL 33054, 305/681-4068. Kits from Wicks Aircraft Supply.

1929 HEATH SUPER Parasol, 40 hp Continental or 27 hp Henderson, Ceconite covering, excellent condition.

Completely rebuilt cost over $12,000.00, make offer.

Mr. Dorcas, 419/241-4261.

STITS POLY-FIBER

• IS THE WORLD 'S ONLY COMPLETE FABRIC COVERING SYSTEM APPROVED BY FAA UNDER AN STC AND MANUFACTURED UNDER AN FAA-PMA. • WILL NOT SUPPORT COMBUSTION. • WITH POLY-FIBER FINISHES, WILL NEVER RINGWORM, CHECK OR PEEL. • IS THE LIGHTEST COVERING METHOD APPROVED UNDER AN FAA-STC. • IS THE MOST ECONOMICAL, CONSIDERING THE YEARS OF TROUBLE FREE SERVICE.

"FLYING WING" Nurfliigel 330 ILLUSTRATIONS.

240 PAGES.

• SAMPLE OF OUR NEW HIGH STRENGTH , LIGHT WEIGHT, SMOOTH FABRIC STYLES, WOVEN FROM SECOND GENERATION POLYESTER FILAMENT. • NEW 68 PAGE MANUAL #1, REVISION 13, WITH DETAILED INSTRUCTIONS FOR FABRIC COVERING , REFINISHING FABRIC SURFACES, AND PAINTING AIRCRAFT FOR CORROSION CONTROL.

.. ••• THE COMPLETE STORY of the fabulous HORTEN aircraft, from ultralights to supersonic jets, in bot h German and English language.

• LATEST CATALOG AND DISTRIBUTOR LIST.

$ First Prlnllng Sold Out In Only Six Months.

Second Printing Now Available.

Sallsfactlon Guaranteed.

SCOTT AIRPARK, LOVETTSVILLE, VA. 22080

l!~LIV~

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WLI)~~ ~l!A AVIATI()~

00

35 - P. P. Sole U. S. Distributor .

01

Jacket - unlined tan poplin with gold and white braid trim . Knit waist and cuffs, zipper front and slash pockets . Antique/ Classic logo patch on chest.

Sizes - XS through XL .. .. ....... $28.95 ppd Cap - pale gold mesh with contrasting blue bill , trimmed with gold braid . Antique/ Classic logo patch on crown of cap.

Sizes - M and L (adjustable rear band) ... . .. ... . . $ 6.25 ppd Antique/Classic Patches Large - 4Vi' across .. .. .. . ...... . $ 1.75 ppd Small - 3v." across . . . . . . . . .. . . . . $ 1.75 ppd Antique/Classic Decals ­ 4" across (shown left) . . . .. ..... . $ .75 ppd

Available Back Issues of The VINTAGE AIRPLANE 1973 1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 -

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VINTAGE AIRPLANE 21

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FLYING AND GLIDER MANUALS 1929 - 1930 - 1931 - 1932 - 1933

Price: $2.50 ea. ppd.

SEND CHECK OR MONEY ORDER TO:

Finish it right with an oirtex interior

EAA A VIATION FOUNDATION, INC.

WITTMAN AIRFIELD ­ OSHKOSH, WI 54903-3065

Allow 4·6 Weeks for Delivery

Wisconsin Residents Include 5% Sales Tax

Complete interior assemblies for dO -it-yourself installation.

Custom Quality at economical prices.

• •

Cushion upholstery sets Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Fi rewall covers • Seat Slings • Recover enve lopes and dopes

Free Catalog of complete produc t line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.

THE JOURNA L OF THE EARLY AEROPLANE

SAMPLE ISSUE $4 15 CRESCENT RD. POUGHKEEPSIE, N.Y. 12601

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THE WINNING TEA.

Clint McHenry, President United States Aerobatic Foundation

In October , 1983, the International Aerobatic Club selected the nine outstanding pilots who now make up the 1984 United States Aerobatic Team . We will be traveling to the XII World Aerobatic Championships in Beckescaba, '--_______............_ .......-'-,;;;,J Hungary this August with the strongest team we've ever assembled. The talents are truly extraordinary.

But we need your help. It will cost· $150,000 to participate. Without your contributions the team can not go. Your donation to this honorable sport is tax deductible and your spirit will fly with us in Hungary. Gene, Harold, Henry, Kermit , Alan , Debby , Brigitte, Julie and Linda all join me in saying thanks for your support.

AEROBATICS 500 CLUB For $500 members receive Mall To: U.S. Aeroballc Foundation, Box 2591, Oshkosh, Wl54903 the 1984 team jacket, a color photo of the team, team patch, decals and Friend of the Team Certifi­ Enroll'<me In the AEROBATICS_CLUB; Jacket or Shirt size_. cate.

o check enclosed; 0 charge my Visa or Master Card Acc. AEROBATICS 100 CLUB For $100 members will get a

Acc.1I

Exp _ _ Sign. _ _ _ _ _ _ _ _ __ team shirt, color photograph of the team, a team patch, decals and Friend of the Team Certificate.

Name: ________________________________________ AEROBATICS 25 CLUB For $25 members receive the team patch, decals and the Friend of the Team Address: _ _ _ _ _ _ _ _ _ _ _ _ _ _--,--,_________________ Certificate. ______________________________________ Zip _______________________ 1984 Team Sponsor: Hilton Hotels Corp. ; Associate Sponsors : Elpper Aircraft, Inc. , Butler Aviation.

22 MARCH 1984

Y R

q~RevieM • "Magnificent" - Gordon Baxter • "One of the Nation's Most Impressive Aircraft Museums" -

A viation Magazine

• "Surely One of the Finest Indoor Aviation Displays in the World" -

Flight International

• "Sport Aviation Has a Home!" - Budd Davisson • " ... A True EAA Mind Blower. There Is Not a Museum on Earth That Can Teach EAA Anything!" - Air Progress • "It Is a Noble Effort, and Well Worth Your Visit" - Flying • "This Is The Walden Pond of Aviation" - Cliff Robertson The International Aviation Community Salutes the Work of the EAA Aviation Foundation .

... We Put It Together To Set You Apart The Past, Present, and Future of Aviation will unfold for you . The EAA Aviation Center is a tribute to the men and women who have made personal flight possible and a proud salute to you, the members of the world's greatest aviation organization.

A bold new concept in museum design, using the modern magic of Audio-visual Technology offers the entire family the experience of flight.

Fly or drive to the EAA Aviation Center at Wittman Field in Oshkosh (just off Hwy. 41).

8:30 a.m. to 5:00 p.m.

Monday through Saturday 11 :00 a.m. to 5:00 p.m.

Sundays Closed on Easter, Thanksgiving , Christmas and New Years Day Guided group tour arrangements must be made two weeks in advance.

DEDICATED TO THE EDUCATION , HISTORY AND DEVELOPMENT OF AVIATION