VA-Vol-25-No-3-March-1997

EDITORIAL STAFF Publisher Ta m Poberezny

March 1997

Vol. 25, No" 3

EdHor,in,Chlef

Jac k Cox

CONTENTS

EdHor

Henry G. Frautschy

I Straight & Level

Managing EdHor

Espie "Butch" Joyce

Gold a Cox

Art Director

2 AlC NewsIH.G. Frautschy

M ike Drucks

3 Type Club NoteslNonn Petersen

Computer Graphic Specialists

O livia L. Phillip Jennifer Larsen

M a ry Premeau

4 AlC Volunteersrrrisha Dorlac

7 Mystery PlanelH.G. Frautschy

Page 8

Denn is Parks

Staff Photographers Jim Koepnick LeeAnn A b rams Ken Ucht enburg

11Antique/Classic Home/

Andy Heins

Advertising/Editorial Assistant

Isabelle W iske

12 The Granville Brothers NR49VI David B. Jackson

EAA ANTIQUE/CLASSIC DIVISION, INC. OFFICERS

13 Louise Thaden 60th Anniversary Memorial 1996 Staggerwing Tourl Norm Petersen Page 13

H.G. Frautschy 22 Pietenpol Homecoming! Andrew King 24 What Our Members Are Restoring! Norm Petersen

27 Welcome New Members 28 Calendar

~~~"

President Espie "Butch" Joyce P.O. Box 35584 Greensboro. NC 27425 910/393-0344 Secretary Steve Nessa 2009 Hig hland Ave. Albert Leo, MN 56007 507/373-1674

VIce-President George Doubner 2448 Lough Lone Hartford. WI 53027

414/673-5885

Treasurer Cha~esHarris

7215 East 46th St. Tulsa. OK 74145 918/622-8400

DIRECTORS

26 Pass It To BucklE.E. "Buck" Hilbert

29 Vintage TraderlMembership Information

No rm Pe t e rsen

Feature Writer

8 Curtiss Museum!

Kirk House

17 Doug Fuss' Laird LC-B CommerciaV

Associate Editor

Page 17

FRONT COVER ... Doug Fuss. Mington, TX eyeballs the photo ship through the disc of his Hamitlon propeller being driven by the Wright J-4 engine that powers his 1926 Laird LC-B Commercial. Picked as the Golden Age Champion at EM Oshkosh '96, it hod members "oohing' and "ahhing' all week during the Convention. An historic airplane. it placed second in the 1927 National Air Derby. in addtion to flying over 70.000 air miles during ~s ~~?:e_"'::: on Contract Air Mail Route 9. EM photo by Jim Koepnick. shot with on E05-1 n equipped with a 70-21Omm lens. 1/125 sec. @f 16 o n 100 ASA slide film. EM Cessna 210 photo plane flown by Bruce Moore. BACK COVER ... Italy "The Great War ' is th e title o f thi s watercolor illustration by accomplished aviation artist William Marsalko. Fairview Park. OH. For more information on this entry in the EM Sport Aviation Art Competition. please tum to A/C News on page 2.

Copyright © 1997 by the EM Antique/Classic Division Inc. All rights reserved. VINTAGE AIRPlANE ~SSN 0091-6943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of the Experimental Aircraft Association and is published monthly at EM Aviation Center, 3000 Poberezny Rd. , P.O. Box 3086, Oshkosh, WISCOnsin 54903-3086. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at addnional mailing offICeS. The membership rate for EM Antique/Classic Division, Inc. is $27.00 for current EM members for 12 month period of which $15.00 is for the publication of VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. POSTMASTER: Send address changes to EM Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at leasl two months for delivery of VINTAGE AIRPlANE to foreign and APO addresses via surface mail. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that cooective measures can be taken. EDITORIAl POUCY: Readers are encouraged to submn stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibilny for accuracy in reporting rests entirely wnh the contributor. No renumeration is made. Material should be sent to: Ednor, VINTAGE AIRPlANE, P.O. Box 3086. Oshkosh, WI 54903-3086. Phone 414/42&-4800. The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL CONVENTION, EM ANTIQUE/CLASSIC DIVlSfON, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered trademarks. THE EM SKY SHOPPE and logos of the EM AVIATION FOUNDATION and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above association is strictly prohibited.

John Berendt 7645 Echo Point Rd. Co nnon Falls. MN 55009 507/263-2414 Phil Coulson 28415 Springbrook Dr. Law1on, MI 49065 616/624-6490

Gene Monis IISC Steve Court, R.R. 2 Roanoke, TX 76262 817/491-9110

Joe Dfckey 55 Oakey Av. Lawrenceburg. IN 47025 812/537-9354

John S. Copefond 28-3 Williamsbur8 Ct. Shrewsbury. MA 1545 fiJ8/842-7867 6 StonGomoiI 1042 90th Lone, NE Minneapolis. MN 55434 612/784-1172

Dale A. Gustafson 7724 Shady Hill Dr. Indianapolis. IN 46278 317/293-4430 Robertlk:ktelg 1708 Boy Oaks Dr. Alberf Leo. MN 56007 507/373-2922 Dean Richardson 6701 Colony Dr. Madison. WI 537 17 608/833-1291 S.H_"Wes" Schmid 2359 Lefeber Avenue Wauwatosa. WI 53213 414/771-1545

Robert C. "Bob" Brouer 9345 S. Hoyne Chicago. IL 60620

3121779-2105

JeannieHiH P.O. Box 328 Harvard. IL 60033 815/943-7205 Robert D. "Bob" Lumley 1265 South 124th st. Brookfield. WI 53005 414/782-2633

GeoII Robison 1521 E. MacGregor Dr. New Haven. IN 46774 219/493-4724

George York

181 Sloboda Av.

Mansfield. OH 44906

419/529-4378

DIRECTOR EMERITUS E.E. "Buck" Hilbert P.O. Box 424 Union. IL 60180 815/923-4591

ADVISORS Steve Krog 930 Taro HL E Hartford. WI 53027 414/966-7627

Roger Gomo ll 3238 Vicoria St. N St Paul. MN 55126 612/484-2303

STRAIGHT & LEVEL

by Espie "Butch" Joyce

What a contrast between the weather here on the beach in Florida and the weather last week during the Antique / Clas s ic Board meeting in Oshkosh. The weather was not that bad in Oshkosh, but it was sure different from a high of 85°F during the day down here in Florida! Your Board of Directors had a good meeting, with a number of new programs and projects being discussed. As these items take shape I will keep you in­ formed on their progress . The EAA Board of Directors, Foundation Board of Directors, Antique/Classic Board of Di­ rectors , NAFI Board of Directors, the Ultralight Committee , other various committees and a number of EAA staff members were invited to dine together at the EAA Museum on Friday eveni ng . This is a great way to relax and discuss different EAA issues with people outside of the structure of a board room. During this evening it was my privilege to pre­ sent an award to a pair of individual s of most deserving character. In my remarks that night, I stated that being recogni zed before such a di stin­ guished group of leadership and volun­ teerism would be hard to match anywhere else I could imagine. First to be called forward was Gene Chase. Gene was the editor of your mag­ azine VINTAGE AIRPLANE for a num­ ber of years and, before that, he worked for EAA performin g other duties as needed. Once Gene retired from EAA in 1988, he became a volunteer for the An­ tique/Classic Division and soon came on board as an Antique/ Classic Director. He has also served as a volunteer in the Antique judging corps durin g EAA Oshkosh. To honor him for his effort in furthering the EAA Antique/Classic movement, Gene was presented with a plaque detailing hi s accomplishments

and featuring a photo of Gene in the cockpit of his Davis D-l W. The next individual to be honored was E. E. "Buck" Hilbert. There is hardl y a person in the old airplane movement who does not know Buck . He's a cha rter member of the Antique/Classic Division, and has been a co ntributin g editor to VINTAGE AIRPLANE from the start. He continues volunteering for the Divi­ sion with his "Pass it to Buck" articles, and has been the Treasurer of your Divi­ sion for years. Buck was honored several years ago by being placed in the An­ tique/Classic Hall of Fame. To honor his service to the Division and VINTAGE AIRPLANE , Buck again was given a plaque to once again recognize his dedi­ cation to the Antique/Classic movement. These two individuals have chosen to retire from the EAA Antiq ue/Classic Board of Directors, but still today remain active within our movement. To replace Buck as Treasurer, the Board appointed Charlie Harris to fill Buck's unexpired term. To replace Charlie Harris as Direc­ tor, the Board appointed Joe Dickey to fulfill Charlie's unexpired term. I also feel honored to be associated with such great people. I am sitting here in the sunshine writing this "Straight & Level" with my lap top. It is totally amazing how fast technology has co me in such a short time. I mean , no sooner had I paid for the Foster R-Nav in my Beech, when the first aviation Loran units hit the marketplace. Now, faster than I can spend money, here is the GPS receiver. The second week of February, two Long-EZs left the USA for a trip around the world ; I'm sure you will be hearing more about this in SPORT AVIA­ TION. They have a GPS, a SAT Link, and laptops computers so that they can E­ mail anytime that th ey wish! Via the satellite link , they can access most any other item you might think of, but it is still a great challenge of man and machine to complete this mission. Can you eve n

imagine what it must to have been like to have done this by shooting the stars? I'll bet many of yo u are making your plans to attend the EAA Sun 'n Fun Fly­ In. I plan to be there for the entire week, and look forward to visiting with individ­ ual members on the gro und s. The An ­ tique/Classic Parking Chairman is Ray Olcott. Should you have any special re­ quest contact Ray at P . O. Box 6750, Lakeland, FL 33807 or 1-941-644-2431 , FAX 1-941-644-9737. The Antique/Classic Headquarters and aircraft registration is handled by A/C Chapter I, and they can be contacted in the same manner. Some of the site im­ provements that have been completed this year include a new public entrance pathway, redesigned outdoor commercial exhibit area , a newly designed camper registration center, and the ultralight camping area has been relocated and ex­ panded . Over 400 commercial exhibits representing the leading edge of aviation technology will offer everything from comp lete kits to components. And, for the restorer or builder looking for that elusive part a visit to the Plane Parts Mart is defi nitel y in order. Check out their web site at http: //www.sun-n-fun.com. By the way, if you are one of the many members who have access to E-mail, you can send me messages directl y at wind­ sock@aol.com. As you can see, being an Antique/Classic Division member can be a lot of fun - even more so when you get to know some other members. We will in the near future be showing you how you can help us out with your growing membership and ha ve some fun at the same time. Guess what? That sunshine has turned to raining like crazy. I have got to run down and cover up some old airplane en­ gines on the back of my pickup. Let 's all pull in the same direction for the good of aviation. Remember we are better to­ gether, join us and have it all! ...

A/C NEWS compiled by H.G. Frautschy

SWIFT FINDS A NEW SUPPORTER The Swift Museum Foundation has entered into a licensing agreement with Aviat, Inc. in Afton, WY. Stuart Horn, president of Aviat, said "The foremost thought in our mind, is the continued support of the approximately 700 Swifts still flying. "By mid-1997 we will have worked Swift assemblies into our existing production facilities and will be producing parts, as requested by the Swift Museum Foundation. The parts will be made on original tooling which will have been reconditioned or updated." Joining in for the announcement, Charles Nelson, Founder and President of the Swift Museum Foundation said that they were pleased to have a reliable source of parts for the Swift Association members' aircraft. "Aviat's business is building aircraft and that's what we've needed all along." Plans are also being made to put the Swift back into production, hopefully within the next two years. The "Swiftfire" project is not included in the agreement - those mod­ ifications are owned by a separate company. Aviat is in the business of producing aircraft that fill narrow niches in the aviation market. They build the Pitts Special and the Husky A-1, as well as the Eagle biplane kit. We offer our congratulations on their decision to support one of the most beauti­ ful Classic airplanes ever built, and salute Charlie Nelson and the Swift Association for their progressive work towards keeping the Swift in the air!

ABOUT OUR BACK COVER . .. William Marsa lko, Fa irview Park, OH has been creating a series of mixed media il­ lustrations depicting, in montage form, many of the key World War I pilots, their planes and decorations. As you can see, each paint­ ing requires a great deal of research. This painting is entitled Italy "The Great War," and it was awarded a Par Excellence ribbon during the 1996 EAA Sport Aviation Art Competition. At the top of the painting is a Caproni Ca33 of the 3a Squadriglia of the 18th Bomber Wing. Just below and to the right is a portrait of Capitano Federico Zappe l­ lonione of the Caproni Bomber Force. Flanking him are, on the left, The Order of St. Maurice, 5th Class, and on the right, The Order of St. Lazarus, 5th Class. Directly be2 MARCH 1997

low him is the War Cross. Just slightly be­ low the center of the painting is the portrait ofTen. Ruffo Di Calabria, Italy's finest ww I ace with 20 victories. To the left of him is Ten. Adriano Bacula of the 85a Squadriglia and his Macc hi I I Nieuport "Bebe." Just below that, above the map of the Ita lian Front, is an Ansaldo S.V.A.5 of the Ita lian 87a Squadriglia. At the very bottom is Capi­ tano Arturo Bonucci, 91a Squadriglia. A mu lt iple award winner in the Sport Aviation Art Competition, Wi lliam is best known for his work focused on WW I avia­ tion. He credits Mr. Neal O'Connor of New York for he lping him with his research on his projects, and has many of these paintings are on display in the Kettering Hall Gallery. Our thanks to Wi lliam for sharing his paint­ ing with us.

YOUNG EAGLES DAY JUNE 14, 1997 Mark your calendars and be sure the an­ nual on your aeri al chariot is completed in time for International Young Eagles Day, held this year on June 14. Wh ile you are certainly encouraged to fl y a Young Eagle any other day of th e year, the wor ldw ide event on June 14 acts as a foca l point to highlight the be nefits of the EAA Yo ung Eagles program. By givi ng a new perspec­ tive on the world of aviation to youngsters, we can help ensure the future of sport avia­ tion. If you need more information on how to become a Young Eagles pilot, or if you j ust need to ask a few questions , please contact the EAA Yo un g Eagles office at 4 14/426-483 1. 80 OCTANE AIRPORTS As mentio ned in last month's issue of VINTAGE AIRPLANE, we are compiling a list of airports that sell 80 octane aviation fu el, which will be published in the June is­ sue of the magazine, as we ll as post it on our EAA AntiquelClassic Web Site and in­ cl ude it in the EAA Fax-On-Demand sys­ tem when it becomes avai lab le. If you ' d li ke your FBO listed, send a note to us here at EAA HQ. The address is: Vintage Air­ plane, P.O. Box 3086, Oshkosh, WI 54903­ 3086. No phone calls please, but you can fax your listing to 4 14/426-4828 , or E-mail it to vintage@eaa.org. THE DENTON FLY-IN M OVES If you're one of the many antiquers who enjoys the Texas Chapter of the Antique Airp la ne Association ' s fly-in at Denton Texas, you ' ll need to change your destina­ tion . The " Denton Fly-In" is moving to Gainesville, TX. It wi ll be held June 13­ 15, on the municipal airport there in Gainesville. Camping is still OK, although no shower facilities are available. The edi­ tors of the ir newsletter suggest booking your hotel rooms as soon as you can, since the re a re other events being he ld in the area. Have fun! VINTAGE SAILPLANE RALLY If you like something different on your fly­ in visit, why not consider a trip to the 1997 Southwest Antique and Classic Soaring Rally (SVCSR), June 15-21 in Moriarty, New Mex­ ico. Open to the first 60 vintage gliders that are 25 or more years of age that register (ramp space limits the number of gliders that can be accomodated), the event brings together those aviators who enjoy silent flight in the gliders of yesteryear. Who knows, you might get a good look at a Baby Bowlus or perhaps take a ride in a WW II era training glider. For more information , please contact the Southwest Glider Rally, P. O. Box 1812, Moparty, NM 87035 or call 505/832-0755. ....

Type Club

IS IT HEAVIER THAN YOU THINK?

by Jeff Burnes, Coupeville, WA

by Norm Petersen

Compiled from various type club publications & newsletters From Coupe Capers, the Ercoupe Owners Club Editor and Executive Director : Skip Carden (919-471-9492) Airworthiness Alerts - DOT Ercoupe 415-C - Wing Corrosion The upper wing spar caps on both wings were severely corroded. This problem was discovered while preparing wings for fabric replacement. Several layers of various types of old tape applied to the spar caps hid, and probably promoted, propagation of the corrosion. The corrosion of the spar caps had pro­ gressed to the point of exfoliation and delamination of the metal. The area of damage covered the full length of the spar caps and varied in depth to a maximum of .0625 inch. The cause of this defect was not alluded to by the submitter, although it was suspected the tape held water and other contaminates in contact with the spar caps. Part total time - 1,938 hours . (Vintag e Editor's Not e: Certainly the number of hours on this part is important, but most important are th e number of years it took to accumulate 1,938 hours ­ over 50 years of being exposed to all th e environment has to offer! - HGF) The Monocoupe Flyer - Newsletter 121,

January 1997

Bob Coolbaugh, editor, Manassas, VA,

phone: 703-590-2375

As a lot of ten, the cowls will be delivered spun, leading edge ring installed, bumped, cut and hinged for approxi­ mately $850. Contact Larry Scalbom for exact details and figures at 847-564-8643 or LCSAKS@aol.com.

The Air Force wire services ran a lengthy piece on the services for Charles A . Anderson, who died last April at the age of 89 . The dispatch reads , " ". Charles Anderson was the son of a chauffeur who taught himself to fly and is best remem­ bered for his role as mentor of the Army Air Corps' first black fighter pilots, the Tuskegee Airmen, and is widely recog­ nized as the father of African-American aviation. The Tuskegee Institute hired Anderson in 1940 to develop a civilian pilot training program for blacks. At the time , he was the only African­ American who held a commercial pilot's license from the CAA . A native of Bridgeport, P A, Anderson bought his first airplane, a used Velie Monocoupe, in 1928 with $500 in savings and $2000 in loans from family and friends . Because most flight instructors would not accept black students, Anderson learned much about flying from trial and error. After his first serious accident, his mother tried to chop up his Velie with an axe. He found an instructor - Ernest Buehl, a German immi­ grant and WW I aviator - and earned his commercial pilot's licen se in 1932. Anderson's commercial flying career con­ tinued until he was into his eighties .. ." (Note: Ernie Buehl, by 1928, had flown with (Roald) Amundsen to the Arctic (in 1923), and was a noted Jun kers/BMW mechanic and barnstormer. He ran several FBO's in the Langhorne , PA, . area , including his "Flying Dutchman Field" at Somerton, PA, which he operated for 30 years. So, "Chief' Anderson did well to learn his fundamenta ls from the Flying Dutchman and the Monocoupe. These he very ably passed on to a very successful fighter squadron.)

BACK PAGE NEWS AND NOTES

Larry Scalbom has ordered TEN Warner

14511651185 bump cowls. The maker

asked for a minimum of ten to turn the

spinning plug and set up the bumping jigs,

so Larry footed the bill for the lot in antic­

ipation of members of the Monocoupe

Club stepping in with orders. Larry has

worked very diligently on the cowling

search and nearly had it resolved with Jaap International Cessna 120/140 Association Mesdag's KLM connection, but it appears Bill Rhoades, newsletter editor and main­ that Larry has a local source nailed down. tenance advisor, phone: 612-652-2221

The answer to that question might be sur­

prising, even shocking to many 12011 40

owners. The truth is, you might just want

to go on not knowing, rather than being

disappointed. It is a very important factor

in the operation of your aircraft The origi­

nal "typical" aircraft weights given by

Cessna were approximately 780 pounds

for the 120 and 860 pounds for the 140,

and the only way to know what your air­

craft weighs is to have it accurately

weighed as it is equipped today. If you do

go through this exercise, the frrst thing you

are going to ask yourself is, "Is there real­

ly more gravity now than in 1946 or do

old airplanes just get heavier with age

(like some of us)?" One thing is very

clear - the "original" weights were for a

very basic airplane, i.e., wood prop , no

heater, single brakes, 3 coats of dope, no

whee l extensions , two-ply tires, basic

instruments, no radio, no strobes or bea­

cons and a small tailwheel. Oh , and of

course, no paint.

Since we haven ' t seen a 1201140 in this

configuration lately (or ever), it helps us to

cope with this realization that the average

airplane is 950+ Ibs. empty. Now when it

comes to flying, weight is everything and

more specifically, weight to horsepower.

The problem is that (as with other weight

gain) the weight is not as easy to get rid of

as it is to gain.

At this point I must warn you, if you want

to get into this weight loss/performance

thing, it can become an obsession (it has

with me) . It can be fun and rewarding

such as 120 mph cruise and 1000 fpm

climb on 85 hp! Many would not care for

the sacrifice in equipment to achieve this

performance. The other alternative is to

increase the horsepower to the 100 hp

engine which also works well. After own­

ing four previous 140's with the 85 hp

engine and other higher performance air­

planes, I wanted to have a little more

envelope with my "new" 120. Yes, I

always wondered what an original 120

flew like when it left the factory.

This set the stage for my ongoing re-con­

figuring of N77016 - a Cessna 120 .

Starting with a big cardboard box, I pro­ ceeded to remove the 100+ pounds that had been added through the years. This is a partial list of the items I removed: metal prop, complete electrical system including the lights and wiring, gyro and venturi , remote compass, large tailwheel, and some very heavy interior materials. I did retain a 720 radio, intercom, a 12 amp battery and the wheel pants. This made it very close to the original data sheet specifica­ tions for the 120, i.e., wood prop, no elec­ trical at all , basic instruments, no wheel Continued on page 5 VINTAGE AIRPLANE 3

VOLUNTEERS AT OSHKOSH:

MANPOWER and DATA

PROCESSING

by

Patricia

"Trish"

Dorlac

This month I have the privilege of in­ troducing you to Anna Osborn, Chair­ man of Manpower, and Janet Bennett, Chairman of Data Processing, in this ongoing series about volunteers at Oshkosh. Anna Osborn has been involved in aviation for many years. Her personal bicentennial project to earn her pilot ' s licen se began January I , 1976! Anna learned to fly in Chicago where she was a charter member of EAA Chapter 790 in Barrington, Illinois. She was also the second female to hold an office in the Stick and Rudder Flying Club in Waukegan , Illinois, and is the only woman to have served as that club's president! Anna retired after 27 years as a school librarian and moved to Ker­ rville, Texas with her husband John , their 1944 Cub and 1978 Cessna 172. She is currently the Engineering Librar­ ian for Mooney Aircraft. Anna is active in both EAA chapters 1088 and 747 and is also secretary of the Southwest Re­ g ional Fly-In held every October in Kerrville. Anna began volunteering officially with Antique Classic in 1980 on the flight line, working with crowd control and parking planes. She credits her re­ cruitment to the efforts of the late Art Morgan, who she says was a pleasure to work with. Before becoming chairman of Man­ power, Anna was recruited by former chairman Gloria Beecroft. Initially she co-chaired with husband John and with Barbara and Frank Miles. As chairman the last year, Anna has kept busy, but credits the smooth running operation to her co-chairman John Osborn and to key helpers Jan Kamps, Pat Tortorige, and Ruthie Claussen. She also praises 4 MARCH 1997

Anna Osborn, Gloria Beecroft and John Osborn demonstrate the attitude we volun­ teers have come to know as one of our younger volunteers (Paige) looks on.

the outstanding efforts and craftsman­ ship of Stan Gomoll who has greatly in­ creased the comfort of their working quarters , installing shel ves and drop down shades. She and her assistants would not mind if next year a sign were added stating, "SEAPLANE BASE BUS THAT WAY"! Due to the booth's lo­ cation at a busy intersection, it is often mis­ taken for an information booth. Now we know what the most commonly asked ques­ tion is at the Manpower booth! Asked about her favorite part of Oshkosh, Anna told me that she loves to be at work early in the morning to watch the field come to life. She also enjoys camping in the Antique Classic area and living on the field during the airshow. When discussing airshows in the past, Anna commented that her most awesome memory was the year all the Jennys were on display." Like most of us , Anna loves being a part of the Oshkosh annual family reunion where every year people and their planes are reunited! The most exciting part of her job at

Oshkosh is matching volunteers with jobs they love. The real satisfaction is watching tho se volunteers move be­ yond simply being at Oshkosh to being an active part of Oshkosh! If you have not yet met Anna, drop by the volunteer booth this year. If you haven't worked with us before, I know Anna and her staff can find just the job you are look­ ing for! Closely connected to the Manpower operations is Data Processing, chaired by Janet Bennett from Roseville, Cali­ fornia . Janet' s work begins well before the show starts and ends after it is all over as she crunches numbers, figuring out all kinds of statistics, finally send­ ing her findings on to several of the An­ tique Classic Directors. Janet has been volunteering with An­ tique Classic since 1988. Attending her first convention, she headed straight for the Red Barn and signed up to work on the flight line where she helped with crowd control and parking aircraft. Al­ though she keeps busy with data pro­ cessing, her expertise on the computer

Type Club Notes Continued from page 3

Earl Nicholas and Sarah Marcy look bemused as Janet Bennett literally enjoys the support of her husband Dave (the Division's newest advisor) during a break in the computing.

found her recruited this year to work in Operations as a beHringer . In 1989 she became the "unoffici al" co-chair­ man for Tom Auger. When asked to chair for 1990, she acce pte d and has so enjoye d her job that s he keeps coming back! Included among her key volunteers are Sue Trovillion and Jason Hartwig who Janet says were both tremendous help. Her chief programmer is her hus­ band David who also works in the An­ tique/Classic membership and informa­ tion booth. Earl Nicholas of Aerogram fame runs the nametag portion of this operation and along with Janet has initi­ ated many changes to the nametag. The

name tags were o nce basica lly dispos­ abl e but now are lam inated a nd more official looking - they now include the volunteer's name, job description, and occasionally even a photo! Some other changes Janet ha s seen include the move from a trai ler to the Aerogram building. In their new quar­ ters Janet has been ab le to streamline the data base and thus provide more de­ tailed reports. The sampling in the box below shows what Janet does and illus­ trates how fasc inati ng statistics can be. Hats off to you 1anet Bennett and to your staff! Here's a sampling of the sta­ tistics put together by Janet and the An­ tique/Classic data processing staff:

1996 CONVENTION VOLUNTEER STATISTICS There was a total of 318 volunteers who logged 12,791.90 hours for an

average of 40.23 hours per volunteer.

87 worked less than 10 hours for a total of 382.75 hours averaging 4.4

hours per volunteer.

61 worked more than 70 hours for a total of 7250.0 hours averaging 118.85 hours per volunteer.

There were 157 volunteers who worked last year who returned to work this year.

They logged 9,572.4 hours averaging 60.97 hours per volunteer.

There were 141 volunteers who signed up for the first time this year.

Of these new volunteers, 110 logged 1,688.25 hours averaging 15.35

hours per new volunteer.

Just from this sample you can get an indication just how important your

volunteer effort is - whether it is for 1 hour or 40, it all counts, and

your effort is certainly appreciated!

L...._ _ _ _ _ _ _ _ _ _ _~_ _ _ _ _ __:..._..::._..;._ .- :._._ _ _ __.J

'*

exte nsio ns, no back windows, sing le brakes and a small tailwheel. Even at that my e mpt y we ig ht was s till over 850 pounds. The paint still has to be removed (I'm waiting for warmer weather) and the interior finished . All finished, I am shooting for an empty weight of 850 Ibs. This really results in a different airplane that is nimble and fast. Think about the reduced stress. I removed 40 pounds stressi ng the engine mount itself by removing the starter, 35 amp gen­ erator and the metal prop. The 40 pounds turns into 120 at 3 g's - my personal limit for the plane. This brings up another fea­ ture. Even though we don' t do aerobatics in these airplanes, it is amazing the view you can get of the horizon from every angle without exceeding 112 to 3 g' s in this light plane. Well, all in all, I'm having fun with this real Cessna 120. It's not the plane for everyone, being basic and no electrical, but I sure do like the performance. Bamboo Bomber C lub Newsletter Cessna T-50, AT- 17, UC-78 Newsletter editor, Jim Anderson, Marine on St. Croix, MN, phone: 612-433-3024 21 ST AND 22ND FL YING BOBCATS FOUND A model builder from Nebraska and Elmer Steier (Whittemore, IA) told me that Ge ne Overturf in Columbus, NE, is flying his Bobcat and is not on my list of flying T-50's. Yes, indeed, I called Gene and he con­ firmed that N47 155, Serial Number 5264, is flying, the 22nd known T -50 in service, with Bill Cherwin 's the 2 1st. Gene and his wife, also a pilot, tried to get to the Jonesboro T-50 reunion, but lost an engine due to ign iti on problems on the way, and ended back in Kansas City. He says the plane flew well on one engine! He has had it for about fifteen years. The engines were majored abo ut twenty-five years ago and he has just installed a new avionics system. Bill Cherwin is a former Air Force pilot assigned to 97's for 3-1 /2 years flying medevac in the South Pacific. He is just about ready to retire from his electrical motor and contro l business . He has at leas t five ai rpl anes including a Staggerwing Beech under comp lete restoration, his wi Fe's Cessna 120, a 172 and two Wacos, a cabin version flying and another project. We had a long conversation and I learned that he grew up in Ottumwa, Iowa, along­ side the "Carrier in the Prairie. " He's been an active Ant iqu e Airplane Association member.

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by

H.G. Frautschy

This month's Mystery Plane should be pretty easy, especially for those of you who like the light air­ planes built during the early days of aviation. Answers will be published in the June issue of Vintage Airplane. Your reply needs to be here at EAA HQ by April 25, 1997.

The December Mystery Plane had a number of responses, all of them cor­ rect! Here's our first: "I believe I have a positive identifica­ tion for the 'Mystery Plane' in the De­ cember 1996 issue of Vintage Airplane. The airplane depicted is the Thomas Morse S-6, perhaps the so le examp le built (It was - HGF). I make this identi­ fication on the basis of a photo and writ­ ten description that appeared in the jour­ nal World War I Aerop lanes (Andrews, Hal "The Tommy Scout," Issue No. 83, Feb. 1981). I enclosed copies of a few pages from this reference. The photo from the article labeled as the S-6 ap­ pears to match the Mystery Plane, a l­ though it seems to show the aircraft with a different paint scheme. "The Thomas Morse S-6 was a post WW I product of the Thomas-Morse Company of Ithaca, New York, produc­ ers of the wartime S-4 series of single­ seat training aircraft sometimes referred to as the "Tommy Scout." The S-6 was developed with a market for two-place civilian aircraft in mind. "The S-6 was a tandem two-seater and is said to have been designed to make maximum use of components from the single-seat S-4C Scout. T hi s in­ cluded using S-4C upper wing panels for both the upper and lower wings on the S-6. Comparison of the S-4 draw­ ings from the previously mentioned arti­ cle shows several similarit ies. The wings on the Mystery Plane do indeed look like the upper planes of the S-4C Scout. The rear fuselage and emp en­ 6 MARCH 1997

Thomas-Morse S-6

nage also look very much like those of the Scout. Power for the S-6 was the 80 hp LeRhone rotary, which was one of the engines used in the S-4c.

"The S-6 was reported to have had good flying characteristics, but there were no buyers for a production version. This is attributed to the fact that surplus

military aircraft (i .e. Jennies and Stan­ dard trainers) met most of the needs of the market at the time." Sincerely, T. Sean Tavares

Andover, MA

Sean ' s on the right track. I'll let one of the masters at aviation history fini sh out the run down on the S-6. Here ' s part of what Pete Bowers has to say about the S-6: " . .. It was essentially a stretched ver­ sion of its famou s single-seat S-4C of 1917-1S , with the wings built a little longer and the fuselage extended forward to accommodate a second cockpit. There was no center section ; the upper wing panels joined over the fuselage centerline as on the S-4C, and the tail surfaces were from the S-4C. A major improvement was to relocate the wheels relative to the center of gravity, to eliminate the notori­ ous tail heaviness of the S-4C, and the en­ gine was the same SO hp LeRhone rotary of the S-4c. "Unfortunately for Thomas-Morse, and other manufacturers who developed early post­ war sport-trainer models, there was no market for the S-6. One of its major shortcomings, other than competition from cheap war-surplus models, was the difficulty in getting into the front cockpit. Thomas-Morse corrected this with the S-7, which featured side-by-side seat­ ing behind the wing, and longer wings with two bays of struts. This did not sell either, and Thomas-Morse carried on with military models until it was absorbed by Consolidated Aircraft

Co. ofBuffalo, NY, in 1929.

"The only S-6 produced survived as a pri­

vately-owned airplane with civil registra­

tion C9S until it crashed in 1931 ."

Specifications - Thomas-Morse S-6 Wing Span Length Wing Area Gross Weight High Speed Landing Speed Climb in 10 min.

29 ft. 28 ft, 8 in. 296 sq. ft. 1232 lb. 105 mph. 40 mph. 8000 ft.

John Underwood adds: " . .. Its first public appearance was at

the New York Aviation Exposition in March 1919, and it later raced a time or two, as the picture suggests. It was subse­ quently licensed C9S . "In the summer of 1931, Fred Koehn­ lein of Rochester , NY swapped a TM Scout S-4C plus some cash for the S-6, so he could take his girlfriend with him . He said it was the sweetest ship he ever flew and it had amazing performance with the SO hp LeRhone. Be that as it may, Fred let it get away from him and spun in. He got away with it, but the Tommy was a goner. This was in the late fall of ' 31 ." Other correct answers were sent in by Richard Roe, Fairfax, VA and Frank Str­ nad, Northport, NY. ....

Curtiss Museum

Shows

How Hammond~ort

Reached for the Skies

by Kirk House, M useum Curator Glenn Curtiss was born a mile east of the museum that now bears hi s name , and he was buried a mile west. This intimate con­ nec tion of Curtiss with hi s community is part of the appeal at the Curtiss Museum. In the 52 years between his birth and his death, Glenn Curtiss raced across two conti­ nents (usually at top speed), using bicycles, motorcycles, gliders, dirigibles, boats, and, of course, airplanes. He agonized through sumptuous banquets in New York and Paris, and gracefully turned down royalty cadging airplane rides. He developed three cities in Florida and built a mansion there, but he al­ ways called Hammondsport home. Curtiss Museum is not just a collection of aircraft or an ode to Curtiss. It 's an at­ tempt to showcase the man in his setting - a vi llage that became the aviation center of the world. Many veterans of the aviation circuit re­ call visiting the original muse um in the old school building. Since 1994 th e museum has hosted visitors in a 56,000 square foot climate-controlled facility on the edge of town. Fifteen aircraft now form the heart of the collection, along with motorcycles, en­ gines, a Curtiss travel trail er, and materials on Hammondsport during the Curtiss years. The first case, fittingly, is filled with per­ sonal and family memorabilia. But the visit really starts with a 14 minute video on the man and his work, followed by touring the " Dawn of Aviation" gallery. An abstract bi­ cycle shop recalls Curtiss' first business venture, with panels and photographs dis­ playing the pedal powered speed passion of his youth. But he quickly turned to motor­ ized vehicles. A half-dozen Curtiss motor­ cycles are on display, along with an even older Hercules - the brand nam e Curtiss used for his very earliest products. The lightweight, powerful Curtiss engines led the young man to aviation by way of Cap­ tain Thomas Scott Baldwin. The aeronaut used a Curtiss engine on America's first suc­ cessful dirigible, then moved his operations to Hammondsport, where Curtiss assisted in the creation of dirigible SC-I, the first powered aircraft in the U.S. military. Those early engines and motorcycles helped catapult Curtiss into the public eye. He used a V8 dirigible engine on a seven foot motorcycle frame to travel 136 mph in 1907, becoming the "Fastest Man Alive ." His exploits helped inspire the original Tom Swift books. 8 MARCH 1997

Motorcycles and engines started Curtiss' career at the turn-of-the-century. Many of his engines and 'cycles are displayed at the museum.

Spectacular mural, "The Flight of the June Bug," commemorates Curtiss' 1908 feat­ America 's first officially observed flight-one mile in length.

The Ba ldwin display faces a 45 foot mura l taken from Bob Bradford's painting, "The Flight of the June Bug. " Next to the mural is June Bug II, created in Hammond­ sport for the U.S. bicentennial. Curtiss flew the original June Bug a mile over the fields outside the museum on July 4, 1908 . This

was America's first officially observed flight, and it won him the Scientific Ameri­ can trophy. At that time, Curtiss was Direc­ tor of Experiments for Alexander Graham Bell's Aerial Experiment Association, which made good use of Curtiss' engine know-how, his personal daring, and his

(Right) The Curtiss Jenny was a Hammondsport product. Restoration on this JN4D was finished in 1995. The 1918 Jenny is flanked by a 1918 Buick and an OX-5 engine.

Three decades of pi lots depended on Curtiss OX-5 engines, which were pro­ duced in thousands through the end of WW I. The museum hosts th e OX- 5 Club's Aviation Hall of Fame.

busy motorcycle factory. The AEA deve l­ oped ailerons and wheeled landing gear. June Bug and its predecessor White Wing were the first American aircraft to use them . "Bell's Boys" had earlier used the slopes across from the museum for glider experiments. June Bug II, a faithful reproduction, flew ten miles for its longest fl ight before going on disp lay. After his spectacu lar successes i n Rheims, France, along the Hudson, and in Los Angeles, Curtiss was able to solve the problem of water flying, first with float planes and next with flying boats. The first boat to fly took off from Keuka Lake near the Hammondsport waterfront, and Curtiss qu ickly marketed such craft to the military. The U.S. Navy still co nsiders Hammond­ sport the birthplace of Naval aviation. He also marketed flyi ng boats to wealthy sportsmen. A 1913 Model E boat hull (on loan from NASM) is on disp lay. "LA V" originally belonged to Logan A. (Jack) Vi­ las, who used this craft to make the first crossing of Lake Michigan. Since only the hull survives, some visitors have trouble visualizing the entire aircraft. To help them out, museum volunteers are building a twin sister for LA V. This two­ place, shoulder-yoke, mid-wing aileron pusher is the first flying boat being built in Hammondsport for 80 years. After it flies from Keuka Lake - perhaps in 1998 - it will go on display in the museum. Guests have a chance to visit the s hop and hear about progress directly from the workers. Visitors don ' t have any trouble visualiz­ ing the famous Curtiss Jenny. A JN4D was

Work underway on the new Model E flying boat; the original was produced at the Curtiss plant in Hammondsport.

All that r e mains of the Curtiss house is this cupola , which he called h i s "Thinkorium." Much of the modern airplane was conceived in this room. VINTAGE AIRPLANE 9

Harvey Mummert's 8-1 Racer was produced by Mercury Aircraft, another local air­ craft manufacturer.

one of the first aircraft the museum acquired 30 years ago. For decades it was a skeleton. But the shop crew, before turning its hand to the flying boat, lovingly restored the Jenny. Still 80 percent original, it shines in trainer yellow army livery. The Great War produced orders in thou­ sands for Jennies and flying boats, making Curtiss a millionaire. A Navy Curtiss Fly­ ing Boat (NC4) made the first Atlantic crossing in 1919 ; an NC propeller is dis­ played in the lobby. A 1919 Curtiss Oriole was acquired along with the Jenny (workers are still seek­ ing a pair of Oriole wings), while a Robin helps bridge the gap between the early days and the more modern period which began around 1930. Although the concentration is obviously on Curtiss, and even on the 1900 to 1920 period, other manufacturers are rep­ resented. Mercury Aircraft of Hammond­ sport made Harvey Mummert 's S-I racer, while the 1949 Ohm-Stoppelbein Racer Special was created in nearby Rochester. A Curtiss Aerocar helps round out the collection. Considered the first streamlined travel trailer, this fifth-wheel vehicle helped create the travel trailer industry, just as Cur­ tiss' earlier work had helped create the mo­ torcycle and aviation industries. Still being developed are displays high­ lighting turn-of-the-century life in Ham­ mondsport. Horse-drawn vehicles, house­ hold implements, professional tools, toys, and dolls are all exhibited . Special shows focus on various aspects of Curtiss' life and work. 1997 specials will focus on WW I and on Curtiss' motorcycle racing career. In 1998 the wine industry an d th e flying boat will be featured . A dirigible exhibit is planned for 1999. Curtiss Museum is the focus of a Museum Studies Program for fifth graders in area schools, and for a more extensive flight tech­ nology program used by junior high schools. 10 MARCH 1997

Visiting groups may request guided tours. Museum archives include thousands of photos and documents from his first 20 years of heaver-than-air flight. Curtiss himself had Hammondsport photographer H. M. Benner produce some 3,000 shots , negatives for which are owned by the mu se um . These

The Curtiss Robin was a widely used civil aircraft.

Canadaigua-Middelsex EAAers crafted this half-scale Curtiss pusher, complete with working control surfaces, for younger visitors.

negatives and other documents also serve as a splendid resource for local history. This is fitt ing, since Curtiss was a Hammondsport boy and a Hammondsport man. Although their number is sadly dwindling, the Ham­ mondsport area still has residents who fondly remember their town's most famous son. Curtiss Museum is open 360 days a year. Admission is charged, with a discount for seniors, students, AAA members and orga­

nized groups. School groups and bus tours are welcome. Museum members are admit­ ted free . The National Soaring Museum and National Warplane Museum are located nearby . More information is available from: Curtiss Museum, 8419 State Route 54, Hammondsport, NY 14840,607/569­ 2160. Contact Kirk House, Curator, for in­ formation on traveling photo exhibits con­ cerning early aviation. ...

ANTIQUE/CLASSIC HOME

by Andy Heins, Ale 20529 It's 7:00 a.m. and the bright sunshine glows through my bedroom window like a beacon. Another glorious summer Sat­ urday has arrived. As I stroll into the kitchen, I glance out the window and there's Harold Johnson's familiar red pickup pulling up to his hangar. "Boy, he's here early" I think to myself. I guess you can never be too early to work on a Waco. You see, Harold is working on his 1934 Waco YMF-3, NC14080. He almost has the fuselage ready for cover and he's just finishing up fitting the cowling. His other 1934 Waco UMF­ 3, NC14041, is two rows back waiting to fly another air show this afternoon at a local EAA fly-in . That's why he's here early, figuring that he could get a little work done before the show. Harold also has two 1940 Waco UPF-7s, NC30122 and NC20979 at his strip at home. It's now 9: IS a.m., I've showered and had breakfast with my wife Michele. As we're sitting at the kitchen table drink­ ing coffee, I'm contemplating whether to go work on my 1927 Waco ASO, NC3782 or take our Stinson 108 Voy­ ager out for a spin. The sound of a ra­ dial engine is heard. Michele and I rush outside just as the B. F. Goodrich owned 1929 Waco CTO, NR13918, Taperwing flashes by. It's Pat and Bob Wagner coming down to retrieve some tools from their hangar. As they land and taxi to the pumps, we walk over to say hello. The newly restored Joe Mackey/Linco Flying Aces Taperwing is restored in its original 1936 colors when it flew in the famous aerobatic competition in Paris, France, in which Col. Joe Mackey fin­ ished first. Bob has been selected as the pilot for B. F. Goodrich to fly the air­ craft in shows this summer. As we stroll to their hangar talking about the next fly-in, we pass Jay Newberry ' S hangar where he's spraying color on his 1940 Waco YPF-7, NC29916. We stop and talk a while and ask the usual questions about dope versus enamel or polyurethane for the best finish. As Bob opens his hangar, I see a fa­ miliar sight. There's a 1941 Waco UPF­ 7, NC5528N and his beloved 1935 Waco YMF-5, NCI4132 sitting side by side awaiting restoration. As Bob gathers his tools and I look at the projects, there goes that radial engine sound again. This time it's a 220 Continental and it's Darrell Montgomery flying Harold John-

son's third 1940 Waco UPF-7, NC29988, and he's just picked up a ban­ ner advertising a craft show at the local arena. Air Ads of Dayton is the business and they've been doing it for 30 years. Darrell stays current in the UPF-7 be­ cause his 1941 Waco HPF-7, NC32065 is down for restoration. It's in the back row of hangars near Paul Harper's 1942 Waco UPF-7, NC39717. Paul's airplane is also in storage awaiting restoration since a mishap several years ago. Bob closes the hangar and we all walk back to the Taperwing to say goodbye. Bob and Pat have to get home because they have to meet their partner, Jim Beisner, to work on the newly acquired 1928 Waco GXE, NC5852. They were work­ ing on their 1940 Waco UPF-7, NC29905, but the GXE became avai l­ able and they just cou ldn 't pass it up. You all know how the Waco fever is, one is not enough. Jim is usually seen puttering around the sky in the OX-5 powered Waco 4 owned by several members of the Waco Historical Soci­ ety, of which Jim is President. Michele and I wave as the Taperwing soars into the morning sky and we walk back to house for a cool lemonade. All this Waco talk has made us thirsty. As she pours us both a drink, I hear the throaty roar of a Wright starting. Looking out the living room window, I see that my brother Pete, his wife Kelli and baby son Clayton (named after Waco President Clayton Bruckner) have decided to take advantage of the beauti­ ful day and take his one-of-a-kind 1930 Waco CRG, NC600Y out for spin. As they taxi by, they wave a greeting and we enthusiastically do the same. Noth­ ing can quite match the sound and ex­ citement as Pete taxi's out onto the run­ way, turns on the smoke, and pushes the throttle forward. As the 350 Wright comes to life, the sound is like music to my ears. In less than 500 feet they are off and climbing like a rocket. This is what the airplane was built to accom­ plish in 1930 when Waco built it to win the 1930 Ford Air Tour. Flown by Johnny Livingston, the airplane finished a close second behind a Ford Tri-Motor. As they depart the field, here comes an­ other Waco taxiing by. This time it's Mike Brown, Kelli's father, and his part­ ner Alan Hoeweler in their pretty orange and chocolate 1940 Waco UPF-7,

NC29300. And what's this, they're tow­ ing a glider behind them. Normally, they would be flying their 1929 Waco ATO, NC719E Taperwing, but it's down at Creve Coeur, having the finishing touches put on its restoration by John Halterman's shop. Until it's finished, they have to be content with flying the UPF -7 . I bet everyone is sympathizing with them by now. With the glider in tow, they take off and climb to 4,000 feet and release. As the glider gracefully soars above the field, the next thing I see is the UPF-7 upside down, in the process of a roll. As it comes level, the nose dips then rises and now begins a vertical climb into a loop. Mike is never content to fly straight and level. I see that Dar­ rell is back in the pattern and makes a low pass to drop the banner. Instead of returning to land he heads off towards Mike. As I turn to look for Mike, I see that he and my brother Pete are now playing a game of cat and mouse, loop­ ing and rolling as they follow each other. Darrell joins the fray and it's now two UPF-7s against the CRG. The CRG eas­ ily out climbs them and is quite a bit faster straight and level. Conceding de­ feat, the two UPFs join up on each wing as Pete throttles back. Watching closely, they're now head­ ing straight for Michele and I and our lit­ tle house. They pass over, three abreast and zoom into the sky. One by one, they each take their respective place in the pattern and come back around to land in the grass. They taxi to the pumps and shut down. Laughing and joking, they climb out of the cockpits and stand on the ramp talking. It ' s only noon and all this has happened in our typical day at my home. Where is this magical place you ask? Well, it's Moraine Airpark located on the banks of the Great Miami River on the south side of Dayton, Ohio. All you old-time antiquers would know it as South Dayton Airport. We welcome any Waco enthusiast with open arms and guarantee that you'll have a good time on our typical Saturday or Sunday sum­ mer day. If you'd like to take a first hand look, why not join us for our annual fly-in, held this year on the 4th of May. EAA Chap­ ter 48 puts on a fly-in breakfast that will knock your socks off. Call Jeannie Dyke for more information at 513/878-9832.

'*

VINTAGE AIRPLANE 11

The Granville Brothers Aircraft

Sportster NR49Y

by David B. Jackson Granville Brothers Aircraft Model D Sportster Nell 043

While paging through the scrapbooks and archives of the late Granville brothers, Robert and Thomas, I was able to deter­ mine the origins of the famous scalloped Gee Bee color scheme. The striking Gee Bee trademark paint scheme was NOT patterned after the Coca­ Cola logo as has been mis-reported in sev­ eral publications, but rather after a dragon. Please note the vertical stabi lizer marking on the photos you see here, which have never before been published. They show Granville Brothers Aircraft NR 49V while still under construction. Under the "Gee Bee" logo is the name " Dragonfly ," and under that is "F inished With The New Berryloid Pigm e nted Dope System ." George Agnoli, the Springfield, MA sign painter commissioned by the Granvilles to paint their ai rplanes, simply followed the original Granville Brothers sketch, with his only deviation being the omission of scal­ lops on the leading edge of the horizontal stabilizer, matching those on the wings, as were on the original sketch (l also have a photograph of this original sketch, as well as the original sketch of the Harris Tibert Co. logo on the side ofNC 11-44). As is much of history, time distorts the facts. This picture must have been taken very shortly prior to the listed 6-24-30 manufac­ ture date, at which time the name "Sport­ ster" had been painted over th e original name. Zantford Granville is at the controls running the Cirrus engine with Edward Granville making adjustments while Mark and Tim Granville look on. The little Gee Bee was issued restricted airplane license 49V, SIN I-GBA on 7-90-30, and sported a four-cylinder inverted inline supercharged American Cirrus engine of 110 bp, sin 310S, and a steel Hamilton Standard pro­ peller. 49V was originally built for compe­ tition in the All American Air Derby spon­ sored by the American Cirrus Engine Co. in which it was the first stock certified air­ plane to finish with Lowell Bayles as pilot. Bayles and Roscoe Brinton later purchased 49V from the Granvilles on September 19, 1930 with the help of Bayles' prize money 12 MARCH 1997

Not quite ready to take to the sky, the Gee Bee "Dragonfly," later re-named "Sport­ ster," is having its engine run- in and adjusted. Note the horizontal stabilizer root fairings have not yet been installed.

and toured the country as the Brinton and Bayles Flying Service, Inc. performing air­ shows (or sky rodeos) and racing. An in­ verted six cylinder Fairchild 6-390 of 120 hp, sin 9, with a Curtiss Reed propeller (M4042) was later installed on 10-15-30. On September 12, 1931 , while flying an airshow in Brattleboro, VT, Roscoe Brin­ ton bailed out of 49V when the booster magneto extension cables jammed the con­

troIs. He jumped at 1,000 feet and landed uninjured, while the plane smashed into the nearby woods, and caught fire when an unthinking newsman threw the match from lighting his cigarette into the fuel soaked wreckage. The only surviving piece of this airplane is one prop e ller blade from a Hamilton Standard installed at the time of the crash (Roscoe Brinton, Jr. now has this blade.) ...

Louise Thaden 60th Anniversary Memorial 1996 Staggerwing Tour Louise Thaden and her co-pilot Blanche Noyes cross the finish line of the 1936 Ben­ dix Trophy race in this painting by John Amendola. (Top) Louise accepts the Bendix trophy during the 1936 National Air Races from Vincent Bendix himself.

Compiled by Norm Petersen

from accounts by les Gasser, Terry von Thaden,

Michael Greenblatt, Jake Atteberry and John Parish

As a young boy in the 1930s, Bill Thaden thought flying an air­ plane with his mother was akin to hopping in the family car for a ride to the comer market. Bill's mother, pioneer aviatrix Louise McPhetridge Thaden, was a record setting pilot who walked in the same circles as the other great aviators of the day. That is why, in 1936, he didn't pay much attention to his mother's participation in the Bendix Transcontinental Speed Race . For Bill it was just an­ other occasion of his mother going off to fly and see so me of her friends. When he learned of hi s mother 's win, this seemed only normal to Bill. Of course his mom won, she usually did. Now, some 60 years later, it was Bill Thaden's quest to com­ memorate his mother's win of the 1936 Bendix, one of the turning points in aviation history, by calling upon friends and family to par­ ticipate in a cross country tour to pay heed to a woman who helped mold aviation into what it is today. The Bendix races began in 1931 as the vision of Vincent Bendix, to promote civilian aviation through an all-out speed dash across the country. The rules were simple: take off at any time after midnight and arrive at the other side of the United States by 6 p.m. Over the years, this race has been run in both directions across the country. In 1936, it was run from Floyd Bennett Field, in Long Island, New York, to Mines Field (what is now LAX) in Los Angeles, Califor­ nia. Up until 1936, it had been officially a male only race. All of this changed in 1936 when it was agreed to open the race to female contestants. A special consolation prize of $2500 was offered to the rust female to cross the finish line, despite her standing in the race. At the time, Louise Thaden was working for the Federal Air Marking Program, which consisted of traveling across the country painting navigational aids on prominent landmarks. She was sur­ prised to learn , when Olive Ann Beec h phoned her to see if she

The beginning of the Staggerwing line. Jim Younkin, whose skilled hands were most important to its present beauty, poses by "ole number one" which is Staggerwing NC499N, SIN 17R­ 1. This fabulous airplane has been totally restored and resides in the Staggerwing Museum in Tullahoma, Tennessee.

William V. (Bill) Thaden, center, receives a Merit Award from the Staggerwing Club "For Outstanding Contribution to the Preservation of the Beech Model 17" from Morton Lester on the right. On the left is Bill's daughter, Terry, who bears a re­ markable resemblance to her famous flying grandmother, Louise Thaden. VINTAGE AIRPLANE 13

(Left) Flanked by some pretty neat air­ planes, Dave Swanson pulls his Lock­ heed 12 up to the parking line at Gille­ spie Field in San Diego. (Below) As far as the eye can see are round engines on the business end of a row of beautiful Staggerwings. It is a welcome sight to see 80/87 octane fuel available for those fortunate pilot s whose airplanes that can use that grade of fuel.

wanted to participate, that the Bendix was open to women. After some careful thought, Louise decided to enter, and bring her friend Blanche Noyes along for the ride. Beech agreed to provide Louise with a stock model Staggerwing C l7R, which had the rear seats removed to accommodate the extra fuel tank. There was so little room in the craft Louise opted to remove the seat pack parachutes in favor of the quick con­ nector type; but she doubted there would be sufficient room to actually escape from the airplane had the need arisen . The Stagger­ wing also had only an old style radio re­ ceiver, no transmitter, and no dire ctional gyro . Louise borrowed a DG from Teddy Kenyon at Floyd Bennett Field, which her husband quickly in­ stalled . The Staggerwing was a fast commercial airplane, but not built primarily for racing. This, coupled with last minute repairs and details to be taken care of before the race, added to the stress and the excitement Louise felt about flying in the Bendix. The weather in 1936 was not particularly favorable to the racers. Battling fog, clouds, and stiff headwinds, Louise found herself rely­ ing on dead reckoning to navigate her course. Flying her own race, she chose to cruise at 65% power, deciding that the race is not al­ ways won by the fastest plane, but by good common sense and at­ tention to equipment. When she made her one fuel stop at Beech Field in Wichita, Walter Beech, in his usual congenial manner, asked Louise, "What the heck to you think you are in, a potato race? Open this plane up!" Louise agreed to accommodate Walter, noting to herself that once she was in the air, she would fly the latter half of the race just as she had flown the first portion - at 65% power, recognizing that reliability could be a deciding factor. When she arrived at Mines Field slightly after 5 p.m., Louise was sure she had lost the race. Squinting into the setting sun, con­ centrating on finding the airport itself and not the race fie ld, she overshot the finish line and had to cross it from the opposite direc­ tion. Trying to taxi unnoticed to the sidelines, Louise was flanked by officials running beside her plane. Wondering what she had done wrong now, she asked what it was they were after. Theyex­ claimed that they thought she had just won the Bendix. When all was authenticated, and Louise had been declared to be the official winner of the Bendix, the race executives changed the name of the consolation prize for the first woman to cross the fmish line to a special award. In addition to the $5,000 purse, Louise was awarded the special $2,500 prize also. Not only had she proven that a woman could finish the race, she had proved that by flying her own race, she had beaten the others at their own game. When Wal­ ter Beech arrived in Los Angeles the next day, he praised Louise for following his advice and pushing the throttle all the way forward . When she told Walter that she had flown the whole race at 65% power, Walter roared with laughter and revealed he had given Louise an engine (Wright R-975) with 1200 hours on it - a woman had won the Bendix in a stock aircraft at cruising speed, with an en­ gine that was practically a grandfather! 14 MARCH 1997

Overhead view of the entire gathering at Gillespie Field. In the foreground is the grass parking area in front of Bill Allen 's hangar, filled with antique airplanes. The red and white airplane in the left front doesn't have a broken wing ­ it is a Fairchild 71 with folding wings.

The excited group of Staggerwing drivers and friends get ready for a tour of the San Diego Air and Space Museum.

(Left) Included in the Museum visit was a tour of the restoration facilities in the basement where, among other projects, a Ford Tri Motor is being carefully restored to original condition in­ cluding an engine-turned boot cowl and engine shutters.

(Above) Parked in front of two beautiful red Staggerwings is a restored 1936 Ford v-a convertible, complete with rumble seat (for you younger folks, that's the open seat just ahead of the spare tire).

(Above) Christine St. Onge of Mexford, PA, taxis up in her Staggerwing C-17B that is painted in the exact race colors of number 62, Louise Thaden ' s Bendix winning C- 17R Stagger­ wing from 1936.

Such was the scene of the Bendix race some 60 years ago. In 1996, a dedicated group of vintage aviation enthusiasts would gather with Staggerwing, Lockheed, Twin Beech, Waco, and other aircraft to pay tribute to this extraordinary woman and to the race itself. They would gather at Youngstown Elser Metro Airport in Ohio, and fl y across the country to Gillespie Field in EI Cajon, California, stopping enroute to participate in commemorative ceremonies. The Commemorative Tour began for some of the early partici­ pants at 10:20 a.m., Saturday, August 24, from Sanford Field in Maine as the group took off: Bill Thaden (son of Loui se Thaden and tireless organizer of the memorial tour), Dave Swanson, Dick Jackson, Pat Jackson, Terry von Thaden, and Les Gasser. Their air­ craft was a magn ificent 1939 Lockheed 12, silver with red and black highlights and British markings on the wings and fuselage. It belongs to Dave Swanson, an ex-Eastern Airlines pilot. The flight to Youngstown Elser Metro airport took 3.5 hours in the elegant Lockheed at altitudes up to 13,000 feet to stay in smooth air. The last part of the flight was in perfect CA VU weather as they arrived and made a fly-by before touching down and being met by Mike Stanko, one of the top Staggerwing restoration experts, and his crew at Elser Metro. Dick Perry of Hampshire, IL, had flown his red Staggerwing D-17S into Elser and Dub Yarbrough of Grand Rapids, MI, had driven to Elser especially for the weekend. Dub knew Louise Thaden well, and is a longtime family friend of the Thadens. Before long, four more Staggerwings arrived to spice up the party along with a Beech 18, a Waco cabin and Jim Gorman's Staggerwing. The entire weekend at Elser celebrated the 50th Anniversary of the airport and featured Mr. and Mrs. Elser, for whom the airport was named. The first pilot who soloed at Elser was also on hand for the lively celebration!

On Monday, most of the tour group was off to Springdale, Arkansas, in spite of low ceilings and rain showers along the way. The hosts for this gathering were Jim and Ada Younkin, who have a collection of prize airplanes that will make your mouth water. Among the classic airplanes, Jim's replica "Mr. Mulligan" of 1936 Bendix fame was indeed a treat for the visitors. The next morning, the tour group made the short ten-minute flight to Bentonville, Arkansas, Louise Thaden's home town, to be greeted by over 100 townspeople including the Mayor and several re latives of Louise Thaden. A room in the main airport building at Bentonville holds a considerable collection of clippings and photos of Louise Thaden and her exploits. It is clear the people of Ben­ tonville appreciate their aviation heritage. Later in the day, the tour group had fired up their engines and one by one, took off for Bartlesville, Oklahoma, to rendezvous with a large group of Staggerwings and tour people at Frank Phillips Field. The hosts for this part of the tour were Charlie Harris and crew, who really know how to throw a banquet. The hospitality of the "Bartlesville Bunch" is known far and wide and was a perfect send-off for the '96 Staggerwing Tour. Wednesday morning, a fast tour of the Raytheon Aircraft facili­ ties (the new corporate name for Beechcraft) at Wichita, Kansas, was pretty much scrubbed due to poor weather and lousy ceilings,

As the sun slowly sinks in the west, the evening shadows begin at Bill Allen's Ryan STM-2 and continue past the rows of mag­ nificent Staggerwings glistening in the evening twilight.

(Left) Some of the really classy automo­ biles that were shown included this Lin ­ coln li mo , Bugatti coupe and Cadilla c sedan. The styling of these cars is right in tune with the styling of the Stagger­ wing - all time classics from the 1930's.

(Below) The September meeting of t he Staggerwing Club will now come to or­ der. Business meetings were held at Safari Aviation 's hangar.

(Below) Outstanding entertainment was provided by this group of five singers, all fancied up in 1940's costumes, who put on a dandy program during Bill and Claudia Allen 's hangar party.

A fantastic g r oup visit t o To m Warner 's near by r anch wa s highlighted b y a c hance t o w atch their German shepherd sheep d o g, "Tony," do a masterful job of herding a flock of sheep. The uncanny ability of this highly t rained dog left many shaking t heir heads in wonderment.

so the group took off for the long run to Albuquerque, New Mexico, dodging showers much of the way. As the weather improved to the west, it was possible to look down from the Lockheed 12 and see pairs of Staggerwings pass them up with their higher cruise speeds. Coming through the pass over the Scandia mountains, the first view of Albuquerque was fantastic as the planes landed on the long run­ ways and taxied to the ramp. To see such a gathering of beautiful Staggerwings along with assorted classic airp lanes was indeed a treat for all, especially the locals. Several planes were safely down at airports along the way and would have to make a longer run into 16 MARCH 1997

San Diego's Gillespie Field the next day. Thursday afternoon brought the final arrival for the group at Gillespie Field and they were greeted by Louise Thaden (Bi ll 's wife) and daughter, Tracy, along with Patricia Thaden Webb, her son, Fred Frost and his wife, Lisa. John Parish was on hand to di­ rect the participants to the tour headquarters at Dick McDowell's Ye Olde Flying Circus. Bill Allen's hangar, filled with planes and aviation memorabilia, served as the main social gathering place for the weekend. Eventually, row upon row of Staggerwings covered the tarmac at Gillespie - what an impressive sight! There are approximately 110 Staggerwings still flying and at least thirty showed up for the weekend activities. In addition, many historic airplanes were on hand including Bill Turner's DH Comet, Ryans, Spartan Executives and Stearmans. No less than five Travel Air biplanes were on hand including Louise Thaden 's 1929 D-4000 Women's Air Derby winner, now owned by Bill and Claudia Allen. The late afternoon barbecue, courtesy of the Aliens, saw everyone enjoying an outdoor party (with all the trimmings) and taking it easy among the huge collection of airplanes. A tour reception was held Friday evening at the San Diego Air and Space Museum which allowed the Tour participants to explore the entire facility including the basement restoration fac ilities where a huge Ford Tri Motor restoration is nearly completed. Saturday many of the pilots flew the 14-minute hop to Palomar Airport to the Cinema Air facility where several of the Staggerwings were used to film a flight along the southern California coast. It was exciting, to say the least. Back at Gillespie, the Saturday evening fi­ nal banquet was held at Bill Allen's hangar and featured a special singing group doing numbers from the '40s and dressed in period costume. The outstanding food, the camaraderie and the beautiful surroundings made for a perfect evening. Among the awards pre­ sented at the banquet was a very special award to Bob Van Ausdel's children, Connie, Bob and Tom. The Tour was dedicated to his pio­ neering effort in test flying the Travel Air Mystery Ship. The accomplishments of one of the greats of the Golden Age of Aviation, Louise Thaden, were commemorated through this 1996 Tour, with its celebrations, ceremonies, banquets and new friends quickly becoming old friends. The entire experience of the 1996 Commemorative Tour showed us that both the adventure of experi­ mental flight and the human and aviation ideals of the Golden Age still endure. ...

Laird

Commercial

As the Antique airplane movement has grown over the years, there have been a few projects that people were itch­ ing to get their hands on. To an antiquer, it's tough to see a potential project just sit, with no one getting it ready to head back into the skies. Offers to purchase it would usually be rebuffed , and the old airplane would just look sadder and sadder as the years wore on. It often fell vic tim to the "('ll get to it one of these days" syndrome. For whatever reason, be it lack of money or lack of time, the airplane just never seemed to get re­ stored, and before you knew it, the decades

slipped by and the project didn 't get done . Keeping the dream of restoring it was some­ times what kept a person going, so in that sense it se rved its purpose . Hopefully it wouldn' t deteriorate too badly as it waited. The airplane you see on these pages is one of those projects. It sat in storage for over three decades. It was known to a num­

ber of active restorers, but not one of them was able to woo the air­ plane away from its owner until he was incapable of restoring it himself. It was sought after by antiquers such as Al Kelch and Dave lameson back in the 1960s, but owner August Maross of Steger, IL had owned it since 1933 , and he just couldn't part with it. A retired Col. from the Army Air Corps, he flew in both WW I and WW II , during the latter flying cargo and trans­ port airplanes. Hi s attachment to the airplane was cer­ tainly understandable . It had made a fair amount of history while flying in the late VINTAGE AIRPLANE 17

'20s, and when he put it in storage for the duration during WW II, I'm sure he planned on flying it again after the war ended. Ac­ cording to at least two accounts, it did get back in the air a few times after the war, but it generally just sat in the back of the hangar. By 1926, Emil Matthew "Matty" Laird had a company with a reputation for build­ ing stout, thoroughbred airplanes for the discerning owner who had a checkbook to match . These were no bargain basement airplanes with quick finishes, but most often were built to order, finished in multip le coats of hand rubbed dope. By 1926, the Wright Aeronautical Cor­ poration's Whirlwind series of engines were well on their way to aviation immortality. The air-cooled radial was a jewel of an en­ gine, and those who could afford the Laird airframe and Wright engine for the princely sum of $9,850 in 1926 dollars got a sharp looking 3-place biplane that looked great with its black and gold color scheme, a Laird trademark. Based on its speed and load carrying capa­ bility (not to mention Matty's reputation), Charles "Pop" Dickinson chose the Laird Commercial as the primary mount for his fledgling air mail line between MinneapoliS/St. Paul and Chicago. As the lowest bidder on Government Contract Air Mail Route 9, Pop had to keep his costs down as much as possi­ ble. He'd made good on the family business of seeds for crops, and late in life caught the fly­ ing bug. He soloed at the age of 62, ten years after founding the Aero Club of Illinois in 1910, along with organizing an airport on the southwest side of Chicago called Cicero Field 18 MARCH 1997

The front cockpit shares space with the fuel tank, and for the passenger ' s amusement, they get an altimeter for reference as they peer over the cockpit coaming.

and then later Ashburn Field, the site of his air mail service. His stewardship of an air mail route would be short lived, when after a fatal crash on the inaugural day, continued hard­ ships with running the line finally caused Dickinson to give notice to the U.S. Gov­ ernment that he intended to abandon the

Just aft of the pilot's cockpit is this bag­ gage compartment, secured by a pair of turn fasteners on the fuselage. As you can see, much of the airplanes original wood was usable.

route. One of the fledgling line's pilots, Charles "Speed" Holman, knew that for the right price per pound, the line could make money with the right airplane. He made sure that the director of the Chamber of Commerce of St. Paul knew about this busi­ ness opportunity. After pounding the pavement looking for backing, Col. L. H. Brittin put together a new airline named Northwest Airways, Inc.

By the beginning ofthe fall of 1926, Northwest with the ideas coming from Matty's mind as held the ainnail contract for Route No.9 between Holman and Ballough worked with him to Chicago and MinneapolislSt Paul. get as much from the design as they could. In 1928, Ballough flew the now modi­ Using Stinson Detroiters, among others, the line began to operate on a regular basis. fied Laird to second place in the National Since Dickinson no longer needed the air­ Air Derby from New York to Los Angeles, planes for his airmail route, the Laird Com­ and then later won the civilian AC Spark mercial registered as C240, Serial Number Plug free-for-all over a 75 mile long course 150, eventually would be sold to Litton J. with an average speed of 137 mph. This same airplane also set a few Shields, a Northwest stockholder who time/distance records, including a run from owned the National Lead Battery Company. He thought that a speedy, long-legged com­ Miami to Chicago in 9 hours, 59 minutes. During this time, Laird C 11 0, registered pany airplane would be handy to have, and he asked Charles "Speed" Holman, North­ as X-7086, was owned by Charles Dickin­ west's Chief Pilot, to fly it for him. Holman son and registered to Laird. Dickinson, an suggested that it would be great advertising enthusiastic pilot didn't sit on the sidelines to enter the Laird in the upcoming National - he flew as a passenger as often as possi­ Air Derby, with the "National Eagle" name ble in the Laird during these record break­ emblazoned on the sides of the fuselage. It ing flights, and was often pictured with a sounded good to Shields, so Holman made wide grin on his face. Later, in 1929 and plans to enter the Derby, taking a leave of 1930, the airplane is registered to the Laird company . When his Laird wouldn't be absence from Northwest to fly in the race. Remember that all of this activity took ready in time ofr the '29 races, Holman and place amidst the hoopla and hype that sur­ Dickinson came to an agreement allowing rounded the solo flight of a certain Min­ X-7086 to be flown by Holman, as long as Pop nesotan across the Atlantic earlier in the year, so getting people enthused about avia­ tion was rapidly becoming easier! The sister ship to the National Eagle was registered C II 0, and was still owned by Pop Dickinson. Ed Ballough, another pilot who also happened to be Holman's flight instructor, wanted to fly in the same Air Derby . He was able to use C II 0 for that purpose, with Pop Dickinson and mechanic Anthony Makiewicz as his passengers. (Speed Holman also had a mechanic ride with him in C240.) A close race ensued be­ tween Holman and Ballough during the derby, which started in New York on No­ vember 20, 1927. The closely matched bi­ planes raced towards Spokane, W A over the next two days, with Ballough arriving first at a refueling stop in Butte, MT. With his tank filled to the brim, he and Dickinson ~ roared off in the direction of Spokane, only to be forced into making a landing outside E of Lime, MT after encountering a snow­ '" storm that couldn't be penetrated . The landing was a bit rough, and culminated in a could ride along. They didn't finish in the cross­ damaged prop. Repairs took time, and be­ country derny that year due to a mechanical fail­ fore he could get the Laird back in the air, ure, but they finished fust in a 100 mile closed Holman had passed him. Holman now had course race, only to be disqualified for cutting a the lead, even though he managed to pull a pylon. That race marked the end of X­ tire off the rim of one wheel on his hasty de­ 7086/C II O's racing career. parture from Butte. The upshot of all this In either 1933 or 1934, August "Augie" excitement was that Holman beat Ballough Maross bought it and contracted with the into Spokane, winning the 1927 National factory to have Matty ' s brother Harold re­ Air Derby by 44 minutes, 12 seconds. built the airplane back to the Commercial Ballough and C II 0 were not done racing configuration. The standard wings went yet. Later, it was modified by the Laird fac­ back on it, as did the J-4 engine. Starting in tory into the LC-RJ-200 Speedwing version, 1935, Maross flew it until the beginning of with a Wright J-4B engine and a new set of World War II, when he put it in storage in a wings designed to reduce drag and make the hangar in Steger, IL. After the war ended, it airplane even faster. Other changes in­ did get back in the air, and recalled by An­ cluded a change in the landing gear to the tique/Classic and Midwest Antique Air­ split axle type, and other streamlining re­ plane Club member Budd Hayes. Budd was finements . The Commercial-to-Speedwing looking at the airplane with a big grin on his project really was a series of evolutions, face at EAA Oshkosh '96 when we caught up

Doug Fuss, EAA 179446 AlC 9479, the owner/pilot of Laird Commercial C110.

j

with him. As a kid, he used to play in CliO. "The last time I saw it flying was in '46, and they were playing tag with a T-6, having a great time. All the fellows had come home from the military and they still had some time (they weren't married yet!). They had a lot of time to go play with airplanes, and I saw this plane and the T -6 playing tag right over my farm, " he recalled . "Here it is - it brings back a lot of memories." As mentioned before, although the air­ plane was known to many, it never left the hangar until 1974, when Jonesy Paul of Cy­ press, TX was able to convince August Maross to part with the airplane. Jonsey saw an ad in a automobile publication that advertised a few antique autos and a Laird airplane . When he went up to look at the cars and the plane, Augie wouldn't even let him see it until he had inspected Jonsey's VINTAGE AIRPLANE 19

logbook. During a second visit, he was al­ lowed to look at the airplane. It was sitting in what used to be the airport's hangar. The field was long since gone, and the completely assembled Laird sat in the back, collecting the dust kicked up by the municipal trucks and equipment that now filled its interior. For so me tim e after that Jon sey and Augie dickered bac k and forth . It finally came to a culmination after an article was published in a C hica go newspa per. In­ cluded in the article was a photo of the air­ plane pulled out in the sunshine with Matty Laird himself. Matty also tried to buy the airplane, but Augie wouldn ' t sell it to him ­ he figured Matty was too old, and wouldn't be able to completely restore the airplane. When Jonsey hea rd about th e article, he knew that potenti a l bu ye rs wou ld be all over Augie. He was headed back to Hous­ ton from Chicago, so he turned around and closed the deal with Augie. The airplane looked good enough that he thought about ferrying the airplane home, but before he could get back up to Steger to get the airplane, it had been vandalized by having the fabric cut in places on the wings and fuselage, as though someone wanted a better look at what the structure looked like. So much for ferrying the Laird back to Texas. After trucking th e Laird to his place on Dry Creek Airport in Cypress, TX, Jonesy began to farm ou t various parts of the pro­ ject, and a bit later, Bob Guttmann of Hous­ ton, TX started working on the project. For one reason or another, the project wo uld end up "on the back shelf' for a time, until Jonsey and Doug Fuss were ab le to come to terms on the sale of the project to Doug in 1991. A successful entrepreneur in the auto parts retailing business, Doug has 14 loca­ tions of his Gateway Auto Supply in th e DallaslFt. Worth area to look after. Fortu­ nately, he has the resources to see a project like this through to completion, and he was committed to getting the project done. He decided that Bob was th e talented man to finish the job. In many respects the project was a dream for an antiquer. It was all there, right down to having both the original tail skid and tail wheel. The instruments were all there to be restored , as was a J-4 Wright engi ne. Jonesy had already sent it out to Jack Lan­ ning in Washington state for an overhaul. It came back in immaculate condition . That's no mean feat - the Wright J-4 is a very rare engine, with few spare parts. In fact, Doug is always on the lookout fo r spares for the J-4, and is interested in finding a J-5 engine (they're only a little less rare!). Also with the airplane was a Standard prop (before they merged with Hami lton) that had been with the airplane since the 1930s - it even has sequential serial num­ bers on the blades! One of the neat things abo ut seei ng an airplane like this at the EAA Convention is sitting down and paging through the photo 20 MARCH 1997

A complete lighting system is installed on the airplane, with a pair of these 100 watt landing lights mounted below the lower wings. Doug does not fly the air­ plane at night, but the entire system was restored since it was on the airplane when it was rebuilt by the Laird factory in 1933.

The pilot's cockpit of this beautiful An­ tique airplane is one of the restoration's focal points , and the expertly refur­ bished instruments require you to look outside the airplane to be sure it's not 1933! (All right, the GPS is a pretty good clue as well!) Philip Krause of Vintage Aero in Westport, NY did the instrument work.

albums of each project. The hows and whys of each restoration are laid out in de­ tail, ready for you to ask each question as each picture is revealed. One of the most fascinating aspects of this restoration is the fuselage. The Laird Commercial's fuselage struc­ ture is built up using sections of aluminum tubing joined together by steel sockets and fittings at the juncture of each upright in the fuselage. T here is no set of four uninter­ rupted longero ns running the length of the

fuselage. Instead, it's built up with lengths of al uminum tubing . Each of the bays is he ld together by the bracing wires that criss-cross each bay, and are secured to the stee l socket fittings at each intersection. Can you imagine rigging all of these wires? Each section had to be trammeled, turn­ buckles adj usted and then after it was all squared up, each of the turnbuckles was safetied. As many as thirteen turnbuckles could be present in each bay! Since restor­ ing the airplane required the complete dis­ assembly of the fuselage, that, plus the hand sp li cing of all of the galvanized steel ca­ bles, made the project very time consum­ ing. Bob says it took him a good year to get the fuselage done - just safetying the turn­ buckles took him a month - whew! The instruments went off to a fellow who really knows old instruments, and has th e know-how to get them done . You mustn't be in a hurr y , for the work is painstaking and exacting, but Philip Krause ofYintage Aero in Westport, NY refur­ bished the instruments to their original ap­

The sleek lines of the Laird Commercial biplane flow back from the spinner to the rakish tail. The Commercial and its successor, the Speedwing, were both good performers that often took their pilots to the top of the list of winners in the late 1920s.

pearance as they are mounted in the beauti­ ful wood dashboard. (Somehow, the term "instrument panel" just doesn't seem to fit in this instance.) The airplane had a lighting system in­ stalled at the Laird factory, including a pair of underwing landing lights. Since the J-4 does not have a generator, the lighting is powered by a battery. Doug, of course, does not fly the airplane at night, but it has been fully restored in the interest of authen­ ticity. The wiring system is one of the only departures from originality - it had a set of fuses added to the modem wiring, in the in­ terest of safety. The only other concession to the modem age was the use of the Stits (now Poly­ Fiber) system to cover the airplane. Doug and Bob agonized over the decision, but at the tim e the covering deci sion had to be made, the only cotton cloth available for air­ craft work came from overseas. Unfortu­ nately , it was substandard in quality, and was deteriorating quicker than normal after being app lied. In the interest oflongevity, the Stits dacron-polyester system was used, including a specially mixed go ld for the flight surfaces. Bob related that applying the gold was probably the most difficult part of the cover­ ing/painting process. Each time the go ld was sprayed, it would reflect light differ­ ently, resulting in apparent color shifts in each coat. Fortunately, they managed to tame this restoration beast. Judging from the looks it gets everytime it is out of the hangar, I'd say they managed to hit on the

right technique. Happily, all of wood was there for the wings, and they were in fairly decent condi­ tion . They did need to be completely re­ built, but about 80 percent of the wood was reused. Most of the rework was related to the old glue joints being sub par, and the damage the wi ngs sustained while being moved around. A few ribs were broken and needed repair, but the spars were in good condition. The sheet metal was also useful - those pieces that needed to be replaced were good for patterns, and the big 30x5 Sauzedde wheels and brakes were cleaned up and reused. A pair of new smooth Coker tires were mounted. The Laird on the rudder presented a chal­ lenge for Doug. He searched and searched for someone who could do a proper looking logo. The early logo used on CliO was dif­ ferent than the one used on later Lairds. The newer ones were avai lable, but no the onld one. Finally, Doug found Len Eack­ owski of Veteran Screen Printer in Somerset NJ . It is an involved process of screen printing on a clear lacquer coated paper base. The logo is then printed from front to back on the paper, so that when a light coat­ ing of thinner is flowed onto the decal , it can be softened and laid into a coating of fresh lacquer on the rudder. The logo is then beautifully transferred to the rudder, and it looks as though it was painted in place. Len had done extensive research on the original system used to produce the "de­ cal" and he did his best to have the logo for

the Laird done just as it was in the Laird factory. You can reach him at 201/828­ 3925. It took 4-1/2 years of work to put the fi­ na push on to complete the Laird, and when it was done, it was as original as they could get it. Doug credits Bob Guttmann with the completion of the project. " If it weren't for him, I 'd have never known about the air­ plane, and it was his skill that put it back in the air," Doug said later. Flying such an origina l airplane means you get to deal with it as it was originally flown. Grass airports were sought out and used, and after calling and consulting with EAA Director of Flight Operations , Joe Schumacher, a pre-Convention landing at EAA's Pionee r airport was made on the grass. Flying an airplane with a Wright J-4 means you get to spend time keeping it up as well. The rocker arms are exposed and are not forced oi l lubricated, so they must be greased every three hours of flight time. Doug also checks th e va lve clearances on the engine every five hours. On an antique engine such as this, it is certainly no "kick the tires and light the fires" type of pre­ flight. With so much pre-planning and preparation that needs to go into flying long distances, you can see that Doug's cross­ country to EAA Oshkosh from Texas was not a weekend jaunt. But as he pointed out, the trip to show the airp lane to so many ap­ preciative EAA and Antique/Classic Divi­ sion members was something he just had to do. We're all glad he did! VINTAGE AIRPLANE 21

PIETENPOL HOMECOMING

By Andrew King

(Ale

10739)

I always tell people that Ohio is the friendliest place I know and that the rest of the American Midwest isn't far behind . Every year when July comes around, no matter where I' m living at the time, I beg, borrow or buy an airp lane and head for Ohio and then Wisconsin. In 1996 I was li v ing in Ca li fornia and was offered a Pietenpol to fly from Albany, New York to the Pietenpol Fly-In at Brodhead, Wiscon­ sin. That filled the need, so I bought air­ line tickets and rode a kerosene burner to the East Coast to start the adventure. The airplane, an 0-200 powered Air Camper, was a familiar one, as I had flown it to Wisconsin two years earlier. It was owned by a retired doctor, Mike Brusilow, who was driving out to the fly-in with his wife. Since I'd last seen the airp lane, he 'd named it after his grandson and "Mr. Sam" was painted on the side of the fuselage. I met Mike at Saratoga Airport on Mon­ day morning, the 29th of July , and de­ parted in hi s airplane, destination Ham­ mondsport in the Finger Lakes region of western New York state. Thi s was the home of Glenn Curtiss back in the days of his competing with Orville and Wilbur, and is now the home of the wonderfu l Cur­ tiss Museum, which is not to be missed by any aviation enthusiast who passes through the area. I stopped at Norwich and Penn Yan on the way, and touched down at the little grass strip at the sound end of Keuka Lake at 3:45 p.m. Art Wilder, one of the movers and shakers at the museum , came and picked me up, and after a visit to the museum to see their 1913 Curtiss E Flying Boat reproduction project, I spent a de­ lightful night courtesy of Art and his wife at their lake shore home. The next day it was on to Ohio after spending a couple of hours in Eri e, Penn­ sy lvani a watching the thunderstorms rain down on the Pietenpol. When the weather cleared we flew on to Barber Field in Al­ liance where my usual cohort in the annual flying circus was waiting, Frank Pavliga, with his Pietenpol, the Sky Gypsy. It was also here that we decided that the 6.00 x 6 tires on Mr. Sam were too small. Fortu­ nately, Forrest Barber had a pair of 8.50 x 6s and the next morning Mike's airplane sat a little taller and looked a lot better. The only question was how we would ex­ plain this to Mike. On Wednesday morning we picked up the third member of the troupe, Will Graf of Wadsworth, with his Model A powered 22 MARCH 1997

Mr. Sam with one big tire and one small one.

Pietenpols in the rain at Decatur, Indiana. Note the suit of armor over the office.

Miller Airport, Bluffton, Indiana, with the aluminum wind sock and antique air­ ways beacon.

Air Camper, and the three Pietenpols and pi lots headed for Indiana . We made our usual stop in the friendly town of Deshler, Ohio, and then ran into a big line of thun­ derstorms near the Indiana border which forced us to ang le off to the so uth, finally landing at Decatur where a suit of a rmor watche d us from atop the office and a

strange old lady appeared and explained to us how the smoke from the factories in town would ruin our engines. We waited out the rain for awhile and then flew on to Miller Airport in Bluffton. This was a beautiful place with two large grass run­ ways and an original CAA airways beacon on a tower next to the hangar. The wind

The author with Don Pietenpol; Don's signature is on the rudder.

Four Pietenpol Air Campers on Pietenpol Field.

sock was on this tower also and I was as­ tonished to see it starched out as if the wind was blowing at 40 mph! We were amused to di scover on landing that the sock was made of aluminum and was eter­ nally starched out; the wind was actually less than 5 mph. Our aim for the night was Wabash , a mere 30 miles distant, but it was to be a long 30 miles. We ran into more rain showers and got separated in the gather­ ing darkness, and when I landed at Wabash there was Will, but no Frank. Soon it was too dark to land, but a call to Frank's wife revealed that he had made a precautionary landing in a nearby hay­ field, and after awhile he showed up at the airport with a sympathetic neighbor. We decided that we'd had enough adven­ ture for the day and instead of tents we went to a hotel for the night. We refueled at Prairie-du-Chien , and then determined that there was just enough daylight left to get to Cherry Grove. Our calculations turned out to be just right, as the sun was just disappearing when the Pietenpol airstrip came into view. A white van was driving along the side of the run­ way and we flew past in formation and broke off to land . While the others were coming in I flew over the town, a tiny cross­ roads in a big country, but a very big spot in the history of home built airplanes and avia­ tion in general.

It turned out that the dri ver of the van was none other than Don Pietenpol, Bernie 's son, who had heard we were coming and had driven down from another part of the state to c"a mp with us . Soon some of th e townspeople showed up, including the Finkes , John and Bernice. John's uncl e Don had been one of Bernie's good friends and pilots and was often mentioned in con­ temporary articles, and Bernice's father was Orrin Hoopman, another part of the Pieten­ pol team, who drew up the drawings that so many used to build their own Air Campers. In fact, Bernice was named after Bernie Pietenpol. Not only that, but it turned out that Don Pietenpol had learned to fly at age nine in 1939 in the same airplane that Ted Davis had just landed in! The women went and rounded up food for the hungry aviators, and a lively and fas­ cinating session of hangar flying provided the evening's entertainment. Finally we settled down for the night in our tents under a clear moonlit sky. At dawn we flew some more, gave some rides, and went into town to see Bernie 's old house and workshop. At the mercantile store we ate some breakfast, and who should walk in but Orrin Hoopman himself, the last surviving member of the trio who put Cherry Grove on the aviation history map . We had stepped back in time, or flown back anyway, walking those streets and talking to those people flying over those fields and

fanus. Don drove us to the county histori­ cal museum where there were numerous Pietenpol artifacts, including a single seat Sky Scout and a windmill electrical genera­ tor. On the way back he pointed out a tree next to the road and told the story of how Jim 's airplane had flown through the top of it one night in 1940 while dropping eggs on a nearby tavern that the pilots had been thrown out of. Talk about living history! Frank had an indelible marker with him, so I had Don sign and date the rudder of Mr. Sam and write "Cherry Grove." Rumor had it that I was just raising the value of the air­ plane, but th at piece of fabric will make a great memento some day. In the afternoon we flew back to Brod­ head for the Pietenpol Fly-In, but even though we had a great time that weekend, everything was a little anti-climatic after Cherry Grove. I think that enough people heard our enthusiastic accounts of the visit that it will certainly happen again, probably with more airplanes next time. And what of Mike and the big tires on Mr. Sam? Well, we all played dumb for awhile and pretended that they were the same ones that had been on the airplane when I left New York, and finally I told him that they had been a little soft and we'd put 120 psi in them. He still wasn't buying it, so eventually I confessed to changing them, and told them that they made the airplane look more like a Pietenpol should. I think he agreed, and as far as I know they're still on there. After all of this adventure r had to get Mr. Sam back to New York, then take the airline back to California, and then quit my job, and drive all the way back to the East Coast with a Ryan fuselage on top of my car, but that's .. another story. VINTAGE AIRPLANE 23

IVIIAT OUR MEMBERS ARE RESTORING

----------------------------------------------------------- byNor~Petersen Golden Oldie This photo of a Travel Air 4000 "duster," N9048, SIN 849, was taken in the 1950's by veteran EAAer Leo Kohn (EAA 4). The sign on the side of the fuselage reads,"Rex Williams Airplane Crop Dusters, Phoenix, Arizona." The photo came from the collection of the late John Van Buren of Mattydale, NY, and was con­ tributed by Chuck Burtch (EAA 56205) of Phoenix, NY. Noteable items include a 245 "Shakey Jake" engine with a huge over-wing exhaust, very flat pitched propeller, minimal cowling between the engine and firewall and Grimes navigation lights. Eventually, the Travel Air was returned to a life of hauling passengers by Paul King (EAA 191361, AlC 10180) in Watsonville, CA . About five years ago, the airplane caught fire and was totaled, however, it is still registered to Paul King.

Elmer Steier's Cessna UC-78 This photo of a totally restored 1943 Cessna T-50 (UC-78), N60453, SIN 5193, was sent in by owner, Elmer Steier (EAA 308687, A IC 14955) of Whittemore, Iowa. Purchased in De­ cember, 1987, from Otto Stender of Maysville , lA , the big twin Cessna was flown home on May 5, 1988, and the restoration begun . Assisted by his highly experienced nephew, Tim Steier (EAA 109759, A I C 2264) of Blue Eart h, MN, Elmer says the rebuild took seven years and 21 days. The ex­ terior is finished exactly like the UC­ 78 looked when it left the factory on October 12, 1943. After a summer of flying the pretty Cessna, the engines and props have been replaced with overhauled ones, ready for the '97 sea­ son. Plans are to bring the big twin to Oshkosh '97, so folks, keep your eye open for the prettiest Bamboo Bomber you ever laid eyes upon. There are 154 Cessna T-50's remaining on the FAA register. 24 MARCH 1997

Eight Yellow Ponca City Cubs This photo of eight yellow Piper J-3 Cubs in a row was taken by Bert Blanton (EAA 413085, AlC 22572) last September 20th during the first Ponca City Cub Fly-In at Ponca City, Oklahoma. The fly-in was spon­ sored by EAA Chapter 1046 and the Ponca City Avia­ tion Booster Club in honor of the 50th Anniversary of the manufacture of Piper Cubs at Ponca City in 1946 and 1947. Enough to make a dyed-in-the-wool Cub driver go into near hysteria at the sight, the Ponca City gathering was held the day before the huge Tulsa Fly­ In and a grand time was had by all. On Friday, the entire group flew en masse to Tulsa, landing in single file - a stirring sight that endeared the Cub to the many visitors. The Ponca City group voted to hold the same gathering next year in 1997 at Ponca City. Be there.

Ken Jackson's KR-31 Challenger This photo of a recently restored 1929 Fairchild KR-31 Challenger, NC327H , SIN 314, was sent in by owner and long­ time EAAer, Ken Jackson (EAA 95080, Ale 6831) of Fairport, NY, who spent six years of part time work restoring the OX­ 5 powered biplane. Ken reports NC327H was built in Hagerstown, MD, on May 31, 1929 , and was sold to the DW Flying School in western New York. Ken's grandfather learned to fly in this very air­ plane in the early 1930's and eventually bought the KR-31 ,barnstorming around the area for a few years. His grandfather passed away in 1963 and never knew that Ken had gone into aviation as an Eastman Kodak corporate pilot for the past 22 years, flying a G-4 Challenger! Of the two Challenger airplanes that he flies, Ken says the KR-31 wins hands down as the most fun to fly . Congratulations Ken, on a beautiful restoration.

Michael Uding's Stinson 108-2 This picture of a nicely restored 1947 Stin­ son 108-2, N198C, SIN 108-3198, was sent in by Michael Uding (EAA 16170, A / C 26950) of Ste. Genevieve, Missouri. Mike reports the Stinson had been stored in a bam for 30 years before being carefully extri­ cated and the rebuild begun. It took approx­ imately two years for the restoration with the Stits process being used for covering, the fina l coats being Day ton a White and Portland Green. The flfSt flight was made on Thanksgiving Day, 1996. The engine is a Franklin six -cylinder of 165 hp . Note the pretty metal wheelpants, the metal prop and the Scott 3200 tailwheel. Special congratula­ tions go out to Mike Uding on the return to ac­ tive duty of his restored Stinson 108-2. VINTAGE AIRPLANE 25

PASSdh

BUCK by E.E. "Buck" Hilbert EAA #21 NC #5

A while back I wrote about owner as­ sisted annual inspections. Well , here ' s a suggestion . It'll cost a couple of bucks, but I feel it' s well worth it. Browsing through the Typ e C lub newsletters is one of my most time consum­ ing efforts . I don ' t let any of them slip by without really going through them. There is a lot to be learned from these Newsletters, and it is all very valuable information for the owner/operator. I came acro ss this gem in the Cub Newsletter and it really fills the bill when it comes to the owner doing his oil changes. Now all my airplanes, with the exception of the Aeronca Sedan (which has the ADC oil filter installed) are A-65s, A-75s and the Aeronca E-113 engines. They don ' t have external oil filters. This means that you pull the screens, put them in a rag-bag, s losh them around in solvent and look for trouble. Very simple and easy, as you can see the re­ sults immediately. Now in comes the Pacer with the 0-290 D Lycoming and it has an external filter, screw-on type, a Champion 48109 or some­ thing. It has screens too, but the full flow oil filter is the "biggie," and that is where this gadget comes in. It's a can opener! An oil filter can opener! About the handiest and most rea­ sonably priced one I've run across. Easy to use, adaptab le to just about any of the cur­ rent manufactured filters and a must to con­ duct a proper oil change. The money spent o n this gadget is peanuts compared to the cost of yo ur en­ gine. When you figure the overhaul cost in today's dollars , preventive ma intenance comes easy! I read about this tool in the Cub Newslet­ ter, and with the memory fresh in my mind of the trouble we went through taking the used filter over to a friends shop where he had a can opener, I decided to order one. Especially since it was a club member dis­ count deal to boot. I wrote the man a letter, and you should 26 MARCH 1997

Here's what the Filter Wiz™ looks like. This is the Model 1, which will open all 314" spin-on filters (CH 48108,109,110,111). You can also buy, either at the time of purchase or later, a conversion adapter which allows you to do all production piston engine filters, (CH 48103, 104). It also allows you to open many automotive filters that have 13/16 thread, and 3-5/8" dia. filters such as the AC/PF-35, etc.The cost is $49.00, less a 5 percent discount to EAA mem­ bers. A full money back 90 day warranty is included Add $2 to cover COD costs, otherwise pay by check or money order. No credit cards or phone or­ ders, please (it helps keep my overhead down so I can offer this at reason­ able price). Order it from: K. Santerre, 8127 Counselor Rd ., Manassas, VA 22111. see what I got back! The opener, rubber gloves, a steak knife, detailed written in­ structions and, to add to the stuff I could read, a video showing the whole operation. He even extended a promise to extend the discounted price to all EAA members! Now how can yo u beat a deal like that? Take a look at the picture, think about it a bit, and if you need one, order it! He re's more on the Breeze Spark Plug cap dilemma: Dear Buck, Just a no te t hat cou ld he lp so lve th e prob lem of breakdow n of the Breeze Cap . There is a product avai lable through elec­ tronic su pp ly houses known as "corona dope." This is a high vo ltage, hi gh dielec­ tric leak resistant coating that can be brushed on any clean, dry surface. It is brownish red in color an d about the consistency of Par­ alketone. I used it back in the '60's w hen we rebui lt a lot of generators and starters, to set the fie ld coi ls in the cases and prevent leakage and grou nding. A TV m an who used it to seal and coat the ends of pic ture tubes to ld me about the ma terial - we all know that there is plenty of voltage to con­ tend with in that area. That was a good article - it's surp risi ng

how many of the old heads (new ones too) who have never heard of the Breeze system. It wasn't too common in the old days be­ cause most radio reception was on low fre­ quency and ignition High Frequency didn ' t present a prob lem. After the war, planes that came with radios didn't have shielded ignition, including the Stinson I 08's, Cessna 140's, etc. Back To You,

C. C. "Ace" Cannon

Winterset, IA

Dear Ace, Your letter on the Breeze Cap is most ap­ preciated. I'm amazed at how much input I 've gotten so far on that letter. Marv Hop­ penworth had some comments to make by phone, and a couple other calls came in as well. Everybody agrees that it was a good set up. Too bad they don't make 'em any ­ more. I've got boxes of C-26s that could probably be used if we had the system. Over to You,

WELCOME

NEW MEMBERS

-

Cynthia D . Almquist... .... ..... Weeping W ater, NE

Sven H . Andersen ...... .. ....... .......... Os lo, Norway

John F. Arnold ......... .. .. .... ... Pompton Pl aines, NJ

Stephen A. Badolato ...................... Harrison, NY

Phillip W . Bass ....... .. ................... Gulfshores, AL

Frederi ck H . Beck ............. ....... ...... ..Rockford, IL

Brad Beckworth ..... ....... ...... ....... Jacksonville, FL

David S. Behne ................ ....... ... Brentwood, CA

William H. Berri ck ............... ............ Omaha, NE

Jim Borst ... ............... ........ Colorado Springs, CO

Bruce K. Chester. ..... .. ................. ..... Raleigh, NC

Edward R. Clay ................................ Fishkill , NY

Mike Clouse ...... .. .. ........ ..... ..... .... .Olympi a, WA

Eddie Crowder ..... ..... .... .......... .... ..Ashev ill e, NC

Homer L. Dangler .................. ......... Addison, MI

Steven Derksen ...... .... .... Edson, Alberta, Canada

Bill Dickey ..... .. .... ..... ........ .... ..... .Redmond, WA

John W. Dolan ............. ..... ...... .. Paso Robles, CA

John Dutra ........................... .. ... .. ... Saratoga, CA

George Field, Jr....... ........ .... ............ ..Tempe, AZ

Chooks Fowler .... Cootamundra, NSW, Australia

John H . Garabedian ... .... ..... ..Southborough, MA

Arlen Gellings ... .......... ....... .... .. ... Franksville, WI

Arthur Haefliger ................ Nufenen, Switzerland

Greg M. Hagen ...... ... ................... Muskegon, MI

Hyman E. Harrelson .... ... ..... .. ..... ...... Ogden, UT

Gregory A. Harris .. .. .... .. .. .. .. ............. Jordan, MN

Merle Helt... ...... ...... .... ...... ....... .. Ponca City, OK

Don E. Herfurth ..... ...... ...... .. ....Grass Valley, CA

Dudley Hill ...... .... .... .... .... ....... .. .... Lancaster, PA

Brian E. Hoffmann ....... .......... .. ........... .Boise, ID

James B. Hoover .. ... ... .... ..... ... ...... Ridgeland, W I

Daniel P. Horton ......................... Wetumpka, AL

Ken Humbertson .. ... .. ...... .... .. ..... ..St. Peters, MO

Phi ll ip M. Jones ...... ....... Richmond Hei ghts, MO

Richard H. Kiser ..... ...................... Abin gdon, VA

Timothy Kraus ... ........ ..... ....... .... .... ...Seattle, WA

Wi ll iam W. Long, Jr. ......... .. .. Campbellsvil le, KY

David G. Lybarger ............................ Murray, NE

Raymond D . Main ...... ... .... ..... West Monroe, NY

Tom McDuffee ...... .... ........... .. .... .Rosamond, CA

Norvin J. Meitner ........................ Mi lwaukee, WI

Stanislaw Misiewi cz ......... ... ............. Murray, UT

Josef Mueh lbauer ..... ...... ..North Fort Meyers, FL

Robert Myers ........ ...... ... ..... ....... Calumet City, IL

Richard M . Nelson .......... .. ......... ...Arlington, VA

Daniel R. Peterson .... .... .. ......... ..... .. .Omaha, NE

Robert L. Phillips ... .. .................. Wilkesboro, NC

Jeff J. Pl antz ....... ....... ...................... Madison, W I

Carl Prui ss ............... .. ...... .. ... ... Terrace Park, OH

Kenneth W . Rei man ............. ....... ..Spokane, WA

Michael Scott Reiman .. .... .......... ... ... La Jolla, CA

Richard Reiser. ........ ..... .. ...... ...... ..Cupertino, CA

Rick L. Shelor .......................... .. ........ Vinton, VA

Mich ae l J. Smith ... .......................Grapev ine, TX

Michael Tabler .......... ............ ......... Bell evue, NE

Dennis Thomas ....... .. .... ...... .. ..... Santa Cruz, CA

Paul R. Thomas ...... .... ............. .. .... .St. Paul, MN

Robin L. VanValkenburg ...... ......... Elk River, MN

Fred Voltz .............. ............ .. ......... ...Coppell, TX

Bruce Wallis .. ....... ...... ...... ... .. .... ..... ... .Porter, TX

Steven P. Webre ...... ........... ..... .. ... Broussard, LA

Randy Williams ... .... ..... ... .......... Tumacacori, AZ

GIl)N~

The West's Premier EAA Event HOMEBU ILTS • ANTI QUES ULTRALIGHTS CLASSICS • HELICOPTERS WARBIRDS • AIRCRAFT FLY-BYS &AIRSHOW EVERYDAY • EXHIBITS ­ FORUMS ­ FLY MARKET • AIRCRAFT JUDGING &AWARDS • FAMILY ACTIVITIES ­ CAMPING • OUTDOOR RUNWAY THEATER EACH EVENING • HOT AIR BALLOON RALLY • HOME BUILDERS WORKSHOP • COMPLETE FOOD SERVICE

VINTAGE AIRPLANE 27

The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval, sponsorship, involvement, con­ trol or direction of any event (fly-in, seminars, fly market, etc.) listed. Please send the information to fAA, Aft: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Information should be received four months prior to the event date.

Fly-In Calendar

REG IONAL FLY IN SEPTEMBER 6-7 - MARION, OH - Mid­ Eastern EAA Fly-In (MERFI). Call Lou Lindeman, 573/849-9455. OCTOBER 9-12 - MESA, AZ ­ Coppers tate Fly-In. Ca ll Bob Hasson, 520/228-5480. OCTOBER 10-12 - EVERGREEN, AL Southeast Regional Fly-In. Call Harold "Bubba" Hamiter, 334/765-9709. OCTO BER 10-12 - WILMINGTON, DE East Coast EAA Fly-In. Call Andrew Alvarez, 302/738-8883. OCTO BER 17- 1 9 - KERRVILLE, TX Southwest Reg ional Fly-In. Call Stu McCurdy, 5 72/388-7399. MARCH 22-23 - BORREGO SPRING S, CA Third Annual Borrego Valley Fly-In. Camping, food available on field. Fly- In info, ca ll the airport manager at 679/767­ 7475, ca ll th e Chamber of Commerce for lodging, transporation 679/767-5555. APRIL 6-1 2 - LAKELAND, FL - 23rd Annual Sun 'n Fun EAA Fly-In and Convention. 87 3/644-2437. APRIL 26 - LEVELLAN D, TX - EAA Chapter 79 Fly-In breakfast. 8-70 a.m. Info: Call Bob Stites, 806/794-596 7 or Lom e Sharp, 806/793-3202. A PRIL 27 - H A LF MOON BA Y, C A - 7 th Annual Pacific Coast Dream Machines, bene­ fit for the Coastside Adult Day Health Center. 70 a.m. - 4 p.m. $ 70 for adults, 5 for children under 74 and senior citizens (65 years+) Kids under four free. For info, call 475/726-2328. A PRIL 30-M AY 4 - SAN ANTON I O , TX Stinson Aerodrome Reunion. A Celebration of th e history of Stinson Aircraft Co . An extensive program is being planned. Contact M arcia Gietz, 2358 Bolsover St., Houston, TX 77005-26 48, fax 713/ 522­ 2458 or e-mail atstinson@concentric.net M A Y 2-4 - ROANOKE RAPIDS, NC - Annual Spring Fly-In , sponsored by EAA Antique/Classic Chapter 3. All welcome. For info contact Ray Bottom, jr. 757-722-5056 or Fax at 757/873-3059. M A Y 4 - DAYTON, OH - 34th Annual EAA Chapter 48 Fly-In Breakfast at Moraine Air Park. Lots of Antiques on the field. Contact jennie Dyke at 573/878-9832. MAY 18 - ROM EOVILLE, IL - EAA Chapter 75 Fly-In breakfast, 7- 77 a.m . at Lewis Romeoville Airport (LOT). Info : Frank Goebel 875/436-6 753. MAY 18 - WA RW ICK, NY - EAA Chapter 50 7 annual Fly-In at Warwick Aerodrome (N72) in Warwick, NY. 70 a.m. - 4 p.m. Food, tro­ phies, judging closes at 2 p.m.. Unicom 723 .0. Info: Harry Barker, 201/838-7485. 28 MARCH 1997

M A Y 23 - 25 - WAT SONVILLE, CA - 33rd annual West Coast Fly-In and Airshow. This years theme " Quest For Speed . .. Air Racing Throu gh Th e Ages. " Info: Call 408/496-9559. MAY 24 - DECATUR, AL - (KDCU) EAA Chapter 947 9th Annual Fly-In. Food, fun, aircraft judging. For more information contact Dick Todd, 205/977 -4060 or 205/96 7-4540 (work). JUNE 1 - DEKALB , IL - DeKalb-Taylor Municipal Airport. EAA Chapter 24 7 Fly-In Breakfast. 7 a.m. - noon. Info: Bernie Simuuich, 875/758-8434. JUNE 6-7 - BARTLESVILLE, OK - Frank Phillips Field. 77th Annual National Biplane Convention and Exposition. For info call Charlie Harris, Chairman, 978/622-8400, Virgil Gaede, Expo Director, 978/336-3976. JU NE 6-7 - MERCED, CA - 40th Merced West Coast Antique Fly-In. Info: write the Merced Pilots Assoc., PO Box 23 72, Merced, CA 95344 or call Virgina Morford, 209/383­ 4632 or for concessions, Bud Holck, 209/722-8323. JUN E 6 - 8 - SUG A R GROVE , IL - Aurora Municipal Airport, EAA Chapter 579 Annual Fly-In and Open House. lAC Chapter One Heuer Classic aerobatic competition will be held at the same time. Antique/Classic aircraft displays, and EAA B-77 tours are scheduled. Lunch available on Friday, breakfast and lunch on Saturday. For info: Alan Shackleton, 630/466-4793, Bob Rieser, 630/466-7000, David Monroe, 847/639-6490. JU N E 14 - ALL OVER THE WORLD - INTER­ NA TlONAL YOUNG EAGLES DA Y. Fly a Young Eagle on th is day, and join the thou­ sands of other pilots who will be doing the same to further the awareness of sport avia­ tion. For info call the EAA Young Eagles office at: 474/ 426-4837. JUNE 14-1 5 - ANDOVER , NJ - Aeroflex­ Andover Airport (72N). O lde fashined fly-in sponsored by EAA NC Chapter 7. Authentic WW I birds, good eats. Info: 207/786-5682 or 207/367-0875. JU N E 1 5 - ANDERSON , IN - Anderson Municipal Airport. EAA Chapter 226 Father's Day Fly-In breakfast, 7 a.m. - 77 a.m. For info call Larry Rice, 3 77/649-8690. JUNE 15 - LACROSSE, WI - Father's Day Fly/Drive-In Breakfast. 7 am-7 2 pm. $4.50, PIC free. Cakes by Big jakes, displays by Harley Davidson, Skipper/iner, aviation vendors. NC fly-bys and static displays. Check NOTAM5. Info: Steve Schmitz, 608/787 -5277. JUNE 19-22 ST. LOUI S, M O - Creve Coeur Airport. American Waco Club Fly-In. Contacts: Phil Coulson, 676/624-6490 or jerry Brown, 377/535-8882.

JUNE 21 - WALWORTH, WI - Bigfoot Airfield (WI05) Fly/ Drive-In Breakfast. Young Eagle rides, airshows at 9 and 77 am. Rain date: 6/22. Info: Bob Kirkpatrick 474/736 -4207. JUNE 22 - NILES, MI - jerry Tyler Mem. Airport. 70th Annual Fly-In Breakfast/Lunch. 6 am - 7pm. Carbon's Malted or Healthy Gourmet pan ca kes, real orange juice. $3.95, kids under 5 free . Luch is Chicago style Hot Dogs, chip and soft drinks . Tropies for first arrival and 7 categories. Proceeds to benefit EAA Chapter 865 hangar project and their safety and young peoples programs. Info: Ralph Ballard, 676/684-0972. JUNE 26-29 - MT. VERNON, OH - 38th Annual National Waco Reunion Fly-In. 573/868-0084. JULY 30-AUGU ST 5 - O SHKOSH, WI - 45th

A nnual f AA Fly- In and Sport Aviation Convention. NOTf DA Y CHANGf - Now Wednesday through Tuesda y. Wittman Regional Airport. Contact John Burton, fAA P.O. Box 3086, Oshkosh, WI 54903-3086, 414/ 426-4800. AUGUST 2 - ELLSWORTH, KS - (9K7) EAA Chapter 7 727 Fly-In breakfast and Cowtown Festival. Info: 973/472-4773. AUGUST 9-10 - RICHMOND HEIGHTS, OH -Cuyahoga County Airport. Wings & Wheels , to benefit the Crawford Auto­ Aviation Museum. Info: 276/ 727-5722 or the web site at www.whrs.org AUGUST 30 - MARION, IN - 7th annual Fly­ In/Cruise- In Breakfast sponsored by the Marion High School Band Boosters . Antiques/Classics/Homebuilts, as well as Antique/Classic cars welcome. Info : Ray j ohnson, 377/664-2588. SEPTEMBER 19-20 - BARTLESVILLE, OK - Frank Phillips Field. 40th Annual Tulsa Regional Fly­ In. For info call Charlie Harris, 978/622-8400. SEPTEMBER 19-21 - SELMA, CA - 75th annual West Coast Travel Air Fly-In. Old fashioned fly- in where aviators do what comes natu­ rally. Flying events, memorabilia auction, great food . Info: jerry Impellezzeri, 408/356-3407 or Bob Lock 209/638-4235. SEPTEMBER 20 - SULPHUR SPRINGS, TX ­ EAA Chapter 7094 3rd annual Fall Fly-In. Coincides with the 28th annual Hopkins County Fa ll Festival and World Champion Stew Contest. Info: 908/885-5525 or 903/439-3272. SEPTEMBER 21 - HINKLEY, IL - EAA Chapter 247 Fall Fly-In Breakfast. Info: Bernie Simuuich, 875/758-8434. OCTOBER 5 - TOMA H, WI - Bloyer Field. EAA Chapter 935 70th Annual Fly-In break­ fast . Static Displays, food, craft market, radio controlled p lanes, 7 am - 4 pm. Info: call 608/372-3725.

MEMBERSHIP

INFORMATION

EAA Membership in the Experimental Aircraft Association, Inc. is $35 for one year, including 12 issues of SPORT AVIATION. Family membership is available for an additional $10 annually. Junior Membership (under 19 years of age) is available at $20 annually. All major credit cards accepted for membership.

ANTIQUE/CLASSIC Current EAA members may join the Antique/ Classic Division and receive VINTAGE AIR­ PLANE magazine for an additional $27 per year. EAA Membership, VINTAGE AIRPLANE mag­ Something to buy, sell or trade? An inexpensive ad in the Vintage azine and one year membership in the EAA Trader may be just the answer to obtaining that elusive part. .40¢ per Antique/Classic Division is available for $37 per word, $6.00 minimum charge. Send your ad and payment to: Vintage year (SPORT AVIATION magazine not included). Trader, fAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-3086, or

lAC

fax your ad and your credit card number to 414/426-4828. Ads must be received by the 20th of the month for insertion in the issue the second month following (e.g., October 20th for the December issue.)

Current EAA members may join the Intemational Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an additional $40 per year. EAA Membership, SPORT AEROBATICS maga­ zine and one year membership in the lAC Division is available for $50 per year (SPORT AVIATION magazine not included).

WARBIRDS

AIRCRAFT

Current EAA members may join the EAA 1946 Aeronca Champ. Original and correct Warbirds of America Division and receive WAR­ from prop decal to tailwheel (except shielded BIRDS magazine for an additional $35 per year. ignition and textured paint on interior panels to EAA Membership, WARBIRDS magazine and simulate flock). 85 hours since detailed restora­ tion and engine overhaul. Cared for like museum one year membership in the Warbirds Division is piece. Same owner past 20 years . Includes available for $45 per year (SPORT AVIATION spare, runout engine, COM radio, documentation magazine not included).

EAA EXPERIMENTER Current EAA members may receive EAA EXPERIMENTER magazine for an additional $20 per year. EAA Membership and EAA EXPERIMENTER magazine is available for $30 per year (SPORT AVIATION magazine not included).

FOREIGN

MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add $13 postage for SPORT AVIATION magazine and/or $6 postage for any of the other magazines.

EAA AVIATION CENTER

P.O. box 3086

Oshkosh, WI 54903-3086

WEB SITE http://www.eaa.org

E-MAIL Vintage @ eaa.org

PHONE (414) 426-4800

FAX (414) 426-4873

OFFICE HOURS:

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CONTRIBUTIONS.

and manuals. (860) 535-1699 after 8:30 p.m. Inquires welcome. Offers considered.

MISCElLANEOUS SUPER CUB PA-18 FUSELAGES - New manu­ facture, STC-PMA- d, 4130 chromoly tubing throughout, also complete fuselage repair. ROCKY MOUNTAIN AIRFRAME INC. (J . Soares, Pres.), 7093 Dry Creek Road, Belgrade, Montana 59714, 406/3 88-6069, FAX 406/ 388-0170. Repair station No. QK5R148N. (0274) FREE CATALOG - Aviation books and videos. How to, building and restoration tips, historic, fly­ ing and entertainment titles. Call for a free cata­ log. EAA,1-8OO-843-3612. Ragwing Replicas - Ultralight legal Aircamper, Heath, Pitts , Duster, Triplane. Plans $52 . Brochure $3 . P. O. Box 39 , Townville , SC 29689. (0400) EAA Aircraft Finance Program. We finance most types of aircraft including experimentals. No aircraft age limit. Call 1-800-999-4515, FAX 941 / 646-1671 E-mail eaa@airloans.com Homepage http ://www .airshow.netleaaloan+ administered by NAFCO. (1626)

• AVIATIONINSURANCE ·

Insure it as you build it! Thil feathers to nose gear, we love homebuilts! US and Canada call

.­

800-276-5207 Notavailable in Ouebec

Piper J5C Information Needed - Will beg , bor­ row or purchase any information, articles, pic­ tures etc. on the Piper J5C. This is the fully cowled model with the Lycoming 0235 engine that became the PA12 .Bob Ruffini - Days 800/224-5522 , FAX 810/ 644-8909, Eve 810/644-9081 .

CAviMCO~ INSURANCE COMPANY

VINTAGE AIRPLANE 29

Visit the All New

Hammondsport. New York " The Cradle ofAviation"

Explore the life and times of Aviation Pioneer Glenn H. Curtiss. Experience a rare collection of early aircraft, motorcycles, bicycles and engines. Relive turn of the century lifestyle through collections of antique toys, dolls, furniture and other curiosities. Special exhibits and events. Something for the whole family!

May 1 - October 31

November 1 - April 30

Monday ­ Saturday 9 - 5 Sunday 11- 5

Monday ­ Saturday 10 ­ 4 Sunday U -5

Admission

Accessible

•

•

(607) 569-2160

Curtiss Museum • Hammondsport • New York • 14840 Route 54, one halfmile south ofthe Village

Spirnl-Bowtd

Classrooll1..

Our new manual isn't just a reference - it's a covering course in a book. It's the clearest, most thorough, and most fun-to-read step-by-step book of its kind. It wi ll guide you al l the way through the enti re Po ly-Fiber process in plain easy language and w ith a delightfu l sense of humor.

It' ll show you just how easy it is to cover an airp lane with Po ly-Fiber, and how much fu n it can be. It includes our entire catalog of too ls, products, and other goodies, too. A ll you need to make it happen is our new manua l ... and a dream.

Order Yours!Just $10.00! Plus SblppIng If( Handllng

-

Ai r c r a f t

30 MARCH 1997

800-362-3490 ~.po~be£coEn E-maU: inCo@po lyflb c r.com

Coa tin.g s

FAX: 909-684-0518

Fly high with a quality Classic interior 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 • Firewall covers • Seat slings • Recover envelopes and dopes Free catalog of complete product line.

Fabric Selection Guide showing actual sample colors and

styles of materials: $3. 00.

Qil1:~RODUCTS,

INC.

259 Lower Morrisville Rd ., Dept. VA Fallsington, PA 19054 (215) 295-4115

! 1j8 I I

ZJ

aean D TM End the Oil Mess

~;,;:

EAA/SPORTAI R WORKSHOPS Co-sponsored by EAA and Alexander SportAir, these Workshops offer weekend programs with a wide range of basic and advanced aircraft fabricat ion and restoration skil ls.

Denton, TX (Dallas) Griffin, GA Reno, NV

March 22-23 April 26-27 May 17-18

D-18 Twin Beech Please contact SportAir for location information and registration_ Call 1-800/967-5746, Fax 770/ 467-9413.

Grumman Mallard WW1 AERO (1900-1919)

D-17 Staggerwing Beechcrak

For Round Engine Classics Any Size Radial From PT's to Constellations Over 300 Clean KitsTM on radial engines worldwide; including antiques, classics, warbirds and transports. Our proprielary eiednc oil """"'!ling and shnofI system ;, 100'1'. foolproof and.de. This.I is codpil<.onlrolled, wi~ guarded switches and annuociolioo I~hls. 12- and 24""1 systems OI'Oibbie.

Custom engi"""ing ;, our speciol~. CIeon Kn'" is eI~f bIe lor IieId OW"'" ""ng sIor1<bd 337 process for aU colegooes 01 airaal1.

Darton International, Inc.

264 Trade Street, # 101 Son /laws. CA 92CY:fJ

800-713-2786 619-471-9304 FAX

Sample issues $4 each

SKYWAYS (1920-1940) • historical research • workshop notes

• Information on painVooor • aeroplanes, engines, parts for S8Je • your wants and disposals • Information on current projects • news of museums and airshows • lechnal drawings and data

• photographs • scale modelling material

• news of current publications

BUILD ONE! A REAL ONE!

Sole distributors lor P3V. a computer program to generate a 3-view from a photograph .

f'ublishcd by

© Dorton InlerOOliono/, Inc.. 19'16.

WORLD WAR 1

~,

INC.

15 Crescenl Road . Poughkeepsie. NY 1260 1 USA (9 14 ) 473-3679

Own the Airplane

of Your Dreams

with EAA's®Aircraft Finance Program.

EAA's Aircraft Finance Program is designed to make it easier and more affordab le to own an airplane. The plan wi ll fina nce not only homebuiits, antiques and ultralights - but most other airplanes as well. Skyhawks, Bonanzas, Aztecs, Citations - with no aircraft age limit. The EAA Aircraft Finance Program offers low down payments, loan mini­ mums of $ 10,000 and attractive rates with tenns up to 15 years. We welcome partnerships, flight schools and flying clubs. Save money by refinancing your current airplane. EAA membership is included with every loan that's approved. We ' ll also automati­ cally renew and pay for your annual EAA dues for the length of the loan - on loans over $20,000. For more information on the EAA Aircraft Finance Program or to obtain a loan application call :

1·800·999·4515 or fax 941·646·1671.

~~~ ..... A IM:NIIT - ~~3

Y

../

A~

• EAA®A ircraft Finance Program Th e EAA Aircraft Finance Program is administered by NAFCO, P.D. Box 6145, Lakeland, FL. 33807. VINTAGE AIRPLANE 31

r Frederick R. B'ew;tt "We have had super service

Youngstown OH

from AUA, especially when we

Bob has been flying since 1947.

had prop damage last year and were able to get a new prop

Long-time EAA and

Antique/Classic member.

with just a small 'upgrade' or appreciation charge. We are

William C. Stavana

also appreciative of the fact that Colf'andOH

we weren't charged any Bill has been flying since 1954.

deductable, as it was our first claim ."

Long-time EAA and

Antique/Classic member.

AUAis

- Bob Blewitt & Bill Stavana

AUA's Exclus;ve EAA Ant;que/Class;c D;v;s;on Insurance Program Lo er liability and hull premiums

Medical payments included

approved.

Fleet discounts for multiple aircraft carrying all risk coverages

No hand-propping exclusion

To become an

No age penalty

No component parts endorsements

EAA Antique &

Discounts for claim-free renewals carrying all risk coverages

Classic Division Member, call

The best is affordable. Give AUA a call - it's FREE!

Remember, We're Better Togetherl

800-843-3612

Fly with the pros ...fly with AUA Inc. 32 MARCH 1997

AVIATION UNLIMITED AGENCY

COMAV, working with AUA Inc., has the broad knowledge it takes to cover the specialized needs of antique and classic ai rcraft pilots. COMAV coverage is backed by SAFECO Insurance, one of America's most trusted companies, with an A++ rating from A .M. Best. For more about our unique programs, contact your aviation specialist. Or, if you're an EAA member, call AUA at 800-727-3823. Remember, we're better together.

Italy "The Great War"