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By Brad Thorn as

With the excellent guidance available from the Offi­ cers, Directors, and Advisors of our Division, we will strive to serve the membership, EM and all aviation with the expertise available to fulfill the purpose of this Division: 1. to encou rage and aid the retention and restora­ tion of antique, historical and classic aircraft; 2. to establish a library devoted to the history of aviation and to construction, repair, restoration, maintenance and preservation of aircraft, par­ ticularly antique, historical and classic aircraft and engines; 3. to hold and conduct meetings, displays and edu­ cational programs relating to aviation with em­ phasis on restoration, maintenance and care of antique, historical and classic aircraft and en­ gines; 4. to improve aviation safety and aviation educa­ tion.

The Antique/Classic Board of Directors, following the resignation of J. R. Nielander, Jr. as President of the Division, has appointed me to serve as your Presi­ dent for the unexpired term. The hours and hours of time, thought, preparation, planning, and execution by J. R. throughout the past years are obviously planted and the seeds have grown into the expansion of our Division. It is my utmost desire to increase this growth.

The Vintage Airplane has been acclaimed by many to be the best publication available - devoted en­ tirely to the functions and history of antique and clas­ sic aircraft, historical events of aviation interest, res­ toration and maintenance of antique and classic air­ craft, and a library of useful information. We plan to expand and add to the Vintage Airplane new and ex­ citing items of interest to antique and classic buffs. This is your publication and we solicit your thoughts and suggestions about it~ contents. As your new President, I feel you should be given a brief background, so I introduce myself as a hosiery manufacturer by trade, who soloed in 1938 at the age of sixteen in a J-3 Cub - as so many have - attended

a prep school, and completed one year in college before the advent of World War II attracted my at­ tention. Volunteering into the Army Air Corps cadet program, I reached Maxwell Field, Alabama to be transferred into British Flying Training School #5 in Clewiston, Florida, earned both Air Corps and RAF wings; was then moved to Great Falls, Montana as a ferry pilot with the Air Transport Command, flying fighters, twins and multi-engine aircraft throughout the World War II period. Following the war period, I returned to North Carolina, married, completed college, and established a hosiery manufacturing business in Pilot Mountain, North Carolina, where I continue to reside with my family. Aviation is my hobby, beginning in the early thirties with model building and progressing to the present, with my spare time devoted toward EM, our Division, and maintaining my homebuilts, single engine "tra­ velling" aircraft, and my most recent project, a 1937 D-17R Beech Staggerwing. My interest in aviation con­ tinues to increase throughout the years. The fellow­ ship, fly-ins, local EM Chapter #8, our Antique Chap­ ter #3 (NC-SC-VA), our EM Antique/Classic Division - all contribute to my high regard for those whose interest lies in aviation. After serving the Division as Chief Classic judge for the Oshkosh International Convention, as Advisor and member of the Board of Directors, the Division Secretary, and now as President, I pledge to serve our Antique/Classic Division with the best of my ability and with the effort expected of me.

WILLIAM EHLEN March 24, 1913 -

February 11, 1979

We were saddened to learn of the death of our friend Bill Ehlen. Bill was active in the for­ mation of the Antique/ Classic Division, had a hand in the development of Sun ' N Fun, took an ambitious role at Oshkosh, and was seen fre­ quently at fly-ins around the country with his Aeronca Chief. Bill's interest in vintage air­ craft and his contributions to the sport aviation movement as a Director achieved a level of ac­ complishment that will be deeply missed.

Editorial Staff

TIl~ VI""TAC7~ AIl?VLA""~





Publisher Paul H. Poberezny

Copyright O 1979 EAA Antique/Classic Division, Inc., All Rights Reserved . (Da ve G ustafson Photo)

Editor David Gustafson

1949 Bell 47, a Classic belonging to Patric ia's Heli­ copter Service.

Associate Editors: H. Glenn Buffington, Edward D. Williams, Byron

(Fred) Fredericksen

Readers are encouraged to submit stories and photographs . Associate Editorships are assigned to those writers who submit five or more articles which are published in THE VINTAGE AIR· PLANE during the current year. Associates receive a bound volume of THE VINTAGE AIR· PLANE and a free one· year membership in the Division for their efforts . POLlCY·Opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting re sts entirely with the contributor.




919/368-2875 Home 919/368-2291 Office


SECRETARY M . C. "KELLY" VIETS 7745 W . 183RD ST. STILWELL, KS 66085 913/681-2303 Home 913/681-2622 Office

TREASURER E. E. " BUCK" HILBERT 8102 LEECH ROAD UNION , IL 60180 815/923-4205

Directors AI Kelch Claude L. Gray, Jr. 66 W , 622 N. Madison Avenue 9635 Sylvia Avenue Cedarburg, WI 53092 Northridge, CA 91324 414/377-5886 Home 213/349~1338 Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46274 317/293-4430 Richard H. Wagner P.O. Box 181 Lyons, WI 53148 414/763-2017 Home 414/763-9588 Office

lo hn S. Co p eland 9' Joa nne Drive W estborough , MA 01 581 617/36&-7245 Ro n ald Fr itz 1989' Wil so n, N W Grand Rapids, MI 49504 6161453·7525 Stan Gom oll 104290th Lane, N E Minn ea polis, MN 55434 6121784-1172

Morton W. Lester

P.O . Box 3747

Martinsvillf>, VA 24112 703/632-4839 'Home 703/638-8783 Office

Arthur R. Morgan 3744 North 51st Blvd. Milwaukee, WI 53216 414/442-3631 Advisors D an Neuman

Rob ert E. Kese l 455 O akr idge Dri ve Ro ch es ter, N Y 14617 7161342·3170 Ho me 716/325·2000, Ex t. 23250/23320 Office Gene M o rr is 27 Ch andelle Dri ve Hampshire, IL 601 40 3121683· 3199 '

1521 Bern e C ircle West Minneapoli s, MN 55421 6121571-0893 Jo hn R. Turgyan 1530 Ku se r Road Trento n , NJ 08619 ' 609/585-2747


MARCH 1979


The Co ver . .. Grand Champion Classic Aeronca Chief a t Sun ' N Fun belongs to AI Na se - story next month. (David Gustafson Photo)

TABLE OF CONTENTS Straight and Level by Brad Thomas ... , ........... . . .. . _.......... .. .. , Sun 'n Fun '79'by Paul Hopkins , . . . , . . " .. .. . , .. , . . . . .. ". ,., . .. ... . ,. Canti lever Cessnas The " World ' s Most Efficient" by Gar Williams. , ...... , . ...... . , , . ..... , , , , . .. , , . . . . . . . . . . . . . . . . . National Stearman Fly-In by Thomas E. Lowe, . . . , . , , , . . , . , . . ,. , , .. , ... , Borden's Aeroplane Posters From The 1930's by Lionel Salisbury .... .. .... , .... . . .... ........... , , . .... , , ... _... New 15 Passenger 1933 CurtiSS-Wright Condor Transport .. . ... , . . . , .. _.. Watkins Skylark X-470E by Cedric Galloway ... . ... . . .. , . , .. . ... , .. , . , , .. Letters To The Editor . . .. . _.. ......... . .... . ....... .. , .. , . , , ..... . , ... Calendar of Events ...... . ... .... . ,.,', . ..... , ....... .. ,., . . . , .. , .. ...




20 23

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NON-EAA MEMBER - $20.00. Includes one year membership in the EAA Antique/ Cla ss ic Divi sion , 12 monthly issues of THE VINTAGE AIRPLANE ; one year mem­ bership in the Experimental Aircraft Ass ociation and separate membership cards. SPORT AVIATION magazine not included.


EAA MEMBER - $14.00. Includes one year membership in the EAA Antique/Classic Division , 12 monthly issues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD. (Applicant must be current EAA member and must give EAA membership number ,)

Ro bert A. White P.O . Bo x 704 Ze llwo od , FL 32798 305/88&- 3180

THE VINTAGE AIRPLANE (ISSN 0091 -694 3) is ow ned exclu siv ely b y EAA Ant ique/Classi c Div ision , Inc .. and is published m onthly at Hales Co rners, Wi s c o n si n 53 130. Seco nd cla ss Postage pa id at Hales Corner s Pos t Office, Hales Corner s. Wisconsin 53 130 , a nd add ition al ma iling off ices. M embership rates fo r EAA Antique/Cla ssic Divisio n , Inc., are $ 14.00 per 12 month period o f wh ich $10.00 is f o r th e publicati o n o f THE VINTAGE AIRPLANE . Membership is o pe n to all who are interested in aviation .

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•••••••• By Paul Hopkins

1617 South Florida Avenue

Lakeland, Florida 33 803

(Photographs by David Gustafson, Editor)

Sun ' N Fun 79 is history, and as usual, "Old Man Winter" had a bag full of tricks to keep us on our toes . In past years , we have run the gauntlet of everything from tornado alerts and line squalls to snowstorms . This year brought pre-convention low pressure cells that tried to funnel the Gulf of Mexico onto the Florida peninsula . This left the site a near swamp, and created the week' s most common diversion: tractor pulls of autos , motor homes, and anything else that found less than sure footing - the stuck aircraft were all extracted by hand by our fast moving repair and emer­ gency crews . By mid-week though , most everyone knew " where the high ground lay", and the weather had settled into a pattern of fast moving cold fronts

that usually passed during the nighttime hours; leav­ ing the days mostly clear and not too cold. Only one day of forty knot gusts threatened to wreck havoc on our tent city. The most damaging weather for many happened hundreds of miles to the north. Record snowfalls, ice storms, and just plain unflyable (or driveablel winter fare kept a great number of con­ vention bound guests far from their destination . Registration statistics proved the effects of the elements fury. The camp grounds counted 399 units sheltering 889 people, and the total of 15,103 conven­ tion participants were both up conSiderably from last year. The FAA traffic controllers also totaled a sub­ stantial increase in aircraft movements . Many air­ craft flew into the convention site for each afternoon's aerial demonstration , and the fly-by pattern was more active than in past years. The big loss in numbers due to winter's attack upon sport aviation was in the show plane category; only 262 aircraft were on hand . This certainly did not detract from the quality or variety

of tho,. that d;d make -'-- mo,. about that later. The fenced Sun 'N Fun compound was a week long beehive of aviation activity. The OX-5 Club sponsored a tent for aviation pioneers which provided a gather­ ing place for these honored guests, as did the Fri­ day evening "Gathering of Eagles" hosted by the Florida Sport Aviation, Antique and Classic Associa­ tion. Our beloved pioneer, Jessie Woods, aided and abetted by Roger Don Rae, Big Nick Rezich, Dave Fox, and many others made these two activities stand­ out attractions. The names of the famous fliers, de­ signers, and scientists who were in attendance would fill this magazine. Thursday evening's "Ground Loop" party, dance, and fash ion show as always, was a winner; providing a chance to unwind and warm up. In this same vein, the "Ladies Pavilion" proved to be a focal point. The AOPA "Pinch Hitter Course", special luncheons, gour­ met cooking demonstrations, and ev~n EAA Head-. Grand' Champion Antique: Dolph Overton's Command Aire from Orlando, Florida. Restoration work was dohe Ernie Webb of Charlotte, North Carolina.

Air show time in th e Antique/Classic area. Note th e short sleeves and bare grass!

quarters ' Airspace Action presentation. On the edu­ cational level, four days of forums and workshops had something of interest for everyone. The quality of content and the caliber of the lecturers, too nu­ merous to mention, are a tribute to the EAA, and to John Shinn and lyle Flagg who put the forums to­ gether.

artin Propet of Ja c ksonville, -airchild 24 .

Cockp it area of Bill D odd's shin y Buhl Pup res toration . Note the w ing window s. (H ow abo ut a sto ry on th at re­ build, Bill ?) Class ics from H eadquarters: President Paul 's P-5 1D and f AA 's "s taff hauler" DC-3.

Also of great interest was the "Flea Market" where many articles of use to aviators changed hands. This was rivaled by the huge commercial circus tent with over one hundred vendors of aeronautical ware, and the EAA Headquarters merchandise tent with a beauti­ ful red blimp tethered high overhead . The EAA also manned membership huts near the registration points for individuals desiring to join our organization . A new Sun ' N Fun Headquarters building combining staff coordination, FAA Flight Service, announc i ng stand, and fly-by briefing fun ctions proved its worth even before the convention began . Also new this year was a much needed convenience store for camp­ ers. located in the rear of the shower house, which itself sported a new and unseen , but most necessary, overload drain field which can accommodate con­ stant maximum usage, the " Country Store" packed an amazing variety of camping needs into a small area. More of note was the food service . located in a large centrally located tent, this " Boy's Club" concession served good food in a comfortable, sit-down environ­ ment. Not once did this writer hear a complaint con­ cerning quality or pricing. We have not mentioned many names so far dur­ ing this narrative because over eighty chairmen with their hundreds of co-chairmen, judges, and volun­ teers would fill a book , and we don 't want to show any partiality. Fly-In Director, Bill Henderson, and Sun ' N Fun President, len McGinty have put together a smooth, well oiled operation . To them, and to all " who got involved", ou r hats are off. And now (you were about to give up hope?) a few words about the aircraft that drew us all to the EAA in the first place . As mentioned earlier, the afternoon aerial demonstrations provided spectators with some of the finest air show acts in the world: EAA President Paul H. Poberezny, with an ultra smooth performance in the P-51D, ACA President Ron Cadby in the new 260 hp Pitts S2S doing impossible vertical maneuvers, concluding with a six revolution torque roll, Bud Judy, Vice-President of the lAC, in the two place Acro Sport, making the whole event look so easy, Jim Stanton with the S1S Pitts, doing likewise with the little red hor­ net, Maurice Seree, factory demonstration p ilot, mak­ ing the STOl RalLye do the imposs ible , and many, many more . They' re always a high point of the fly-in day. On the flight line, and in snow fence protected ~ompounds within the spectator area , we found a g reat abundance of rare and unusual craft. The grounds and fly-by pattern seemed overrun by ultra light craft of many types - John Moody surely started some­ thing . Quite a number sported twin power sources which seemed to cut down on noise .


In the Antique/Classic sphere, the aircraft ran the gamut from DC-3's to a Buhl Bull Pup and C-3 Aeronca. The beautiful EAA DC-3 which brought the Headquar­ ters crew to Florida, and a machine owned by Haw­ thorne College way up in Antrim , New Hampshire, and boasting of over 84,000 hours in the log books, sort of gave an overall perspective to the show planes . Bill Dodd's Continental powered Buhl, and Dan Araldi's 1936 C-3 represented the low powered antiques, while Morton Lester's red DGA-15P Howard and Bob Allen 's Lockheed 12A showed the class of aviation from forty years ago. Even older were the great names in bi­ planes. Dean Tilton 's beautiful OX-5 Travel Air, I'm sure caused many a throat to choke up as it made its daily flight around the patch from the hangar it calls home on the north side of the field. Ken Rickert's '41 Aeronca Chief, Red Smith's 108 Stinson, joe Araldi 's Command Aire, and son Dan's C-3 and Stampe SV4 C covered similar mileage. The 220 Continental pow­ ered Command Aire and another Warner equipped ship from Dolph Overton's reincarnated "Wings and Wheels" museum in Orlando International Airport ,

are the only two airworthy craft of this type in opera­ tion and both turned up . Side by side they brought back many a memory, no doubt. On this same row could be found john Dekel' s 220 Travel Air from Thomasville, Georgia , an immaculate machine, Dick Durst's Fleet 9; another "only surviving" type pow­ ered by a 160 hp Kinner, and Bob White's UKC-5 Waco Cabin. Bob test flew the ship the first morning of the fly-in and finding that everything worked, continued on to Lakeland from his Zellwood, Florida airport. Rounding out the notable antiques was a fantastic 1936 90A Monocoupe fitted with a big four cylinder Lycoming for aerobatic work, a handful of Stearmans, Beech Staggerwings, T-50 Cessnas, and j-3 and -4 Cubs. Merle jenkin's newly restored Aeronca L-3 in full war time regalia was an attention getter, and a couple of homebuilts were of interest to older airplane buffs . Dick Durst's Redfern-built, Ranger powered Great Lakes was flown in an air show by Dave Fox, and the first machine to arrive at the fly-in was Fred Quinn's Woody Pusher, dressed up to resemble its Curtiss junior ancestor.

The classic area was also equally graced with beauti­ ful machines . Deadlines prevent us from connecting more aircraft with their owner's names. The Ercoupe (Aircoupe-Alon-Mooney) line drew 17 aircraft at one count. The always plentiful Swifts showed a trend toward highly polished metal and stock appearing cowling - sometimes even stock engines - fine air­ craft. The 170 Cessna population was sort of low, but several nice 120-140-140A craft were counted. The 190-195 contingent took up where the 170's left off though - thank goodness for airline pilots. A very well finished Fairchild 24W made a brief appearance from St. Augustine. Several excellent Pipers, PA-11, PA-12 , PA-17, PA-20 and PA-22 were scattered through the parking area, as were a few Luscombes. It was a successful Sun ' N Fun. A great excuse to bring a lot of fantastic people together, and a chal­ lenge to make next year's event even better. Y'all come back real soon. Most people come to fly-ins to look at airplanes, some show up to play in the mud.

Mike Turner's 1947 Navion was flown down from Frank­ enmuth, Michigan. It won the Best Custom Classic Award and clearly deserved it.

William T. Gorman of Cape Coral came to Sun 'N Fun in his Ranger powered Fairchild 24.

This beautiful Cabin Waco UKC-5 belonging to Bob White of Zellwood, Florida was completed just prior to the fly-in.

ANTIQUE AWARD WINNERS GRAND CHAMPION ANTIQUE - Command-Aire, N970E, Dolph Overton, Wings and Wheels Muse­ um , Orlando ANTIQUE CHAMPION - GOLDEN AGE - Travelaire 2000, NC6117, Dean Tilton, Lakeland ANTIQUE CHAMPION - PLATINUM AGE - Waco UKC-5, NC15214, Bob White, Zellwood, FL ANTIQUE CHAMPION - WW " ERA - Stearman PT-17, NC57917, Ted Andros, Coral Gables BEST ANTIQUE BIPLANE -American Eagle, Jack Brown, Seaplane Base, Winter Haven BEST ANTIQUE MONOPLANE - Lockheed 12A, NC­ 25628, R. R. Allen , Fayetteville, NC BEST ANTIQUE - OPEN COCKPIT - Travelaire 4000, NC4952, John Dekle, Thomasville, GA BEST ANTIQUE - CABIN - Cessna UC-78, NC69072, J. Cramer, Boynton Beach BEST CUSTOM ANTIQUE - Monocoupe LADIES CHOICE ANTIQUE - Aeronca C-3, NC17449; Dan Araldi, Plant City MERITORIOUS AWARD - Taylorcraft BC 120, NC­ 39222; Aeronca L-3, NC46924, Merle Jenkins, Lake­ land; Aeronca Chief, N33731, Ken Rickert, Lake­ land


Ah-h-h-h .. .

GRAND CHAMPION CLASSIC - Aeronca Chief, N85829; AI Nase, Rehoboth Beach, DE BEST CLASSIC RESTORED - Up to 100 hp - Piper PA-17, N4699H, George Bickel, Raleigh, NC BEST CLASSIC RESTORED - 101 to 165 hp - Fairchild F-24, N81222, Martin Probst, Jacksonville BEST CLASSIC RESTORED - Over 165 hp - Cessna 195, N3484V, Donald Sutherland, Miami Lakes BEST CLASSIC CUSTOM - Up to 100 hp - Ercoupe, N24AP, Don Stretch, Fallington, PA BEST CLASSIC CUSTOM - 101 to 165 hp - Swift, N10SS, Bill Shepherd, New Orleans, LA BEST CLASSIC CUSTOM - Over 165 hp - Navion, N4043K, Mike Turner, Frankenmuth, MI CLASSIC BEST OF TYPE - Ercoupe, N3081H, Fred Best, Safety Harbour CLASSIC BEST OF TYPE - Aeronca Champ, N2300E, Bill Bond CLASSIC BEST OF TYPE - Swift, N46GS , Joseph Ran­ son, Hollywood, FL CLASSIC - LADIES CHOICE - Cessna 140A, N9476A, Dave/Linda Grow, Gloucester Point, VA MERITORIOUS AWARD - Ercoupe, N 94806, Marvin Funk, Peachtree, GA; Aeronca Champ, N3408E, Charles Hughes, Pansy, AL; Bellanca, NC86748, Tom Leahy, Brooklyn, OH


Cantilever Cessnas The "World s Most Efficient" By Gar Williams

9 5 135 Aero Drive

Route 1

Naperville, Illinois 60540

How many homebuilders and even aircraft manu­ facturers would like to lay claim to such a title! Un­ doubtedly one airplane could have earned that reputa­ tion. Push time back to 1936 and you'll find such a title bestowed upon an airplane design that won so many contests for speed and efficiency that it was declared the "World's Most Efficient Airplane " . Cess­ na, with good justification, capitalized upon this title and soon this slogan accompanied their advertising for their very popular "Airmaster". 8

The Airmaster story has its beginnings many years earlier - in fact, it all started in Iowa in 1880 with the birth of Clyde Cessna. Apparently, Clyde quickly be­ came quite a mechanic for early reports indicate he was known for his repairman abilities on farm ma­ chines. And (eventually) automobiles . Clyde's interest in mechanics quickly led to airplanes and, at 31 , he decided that he should join the ranks of the home­ builders. In the late spring of 1911, Clyde started to learn to fix - and to survive crashes. After many les­ sons in the rebuilding of his homebuilt, Clyde made one successful take-off and landing - and promptly went into the air show business! Many years and origi­ nal designs transpired with Cessna's interest pinned on the monoplane . It's hard to imagine an aircraft designer and current day company - with records

as far back as 1911 - not having a biplane hanging in the family tree! That actually is the case for the Cessna Aircraft Company . Cessna went "fully canti­ lever" in 1927 and regressed to " struts " , eighteen years later with the introduction of the 120/140 series. Design evolution of the Airmaster series goes very obviously back through the DC-6 and the "A" series to Clyde 's 1927 "design number one" - the second " Comet" . The catalyst for the transformation of the details of these earlier designs into the sleek new four place C-34 was Clyde's son Eldon. Eldon 's in­ terest in racing led to a number of design improve­ ments on his personal AW - " Old 99" - NC7107. Various photos show improvements in the windshield - cowling - and finally wheel pants specifically for the reduction of drag. Clyde and Eldon Cessna con­

tinued updating the AW design and quickly emerged with the C-3 late in 1933. This was a rebuild of a model AA (serial 124) and included a fully cowled 125 Warner, an enlarged cabin, and the incorporation of a DC-6 series gear neatly faired with wheel pants . Early Cess­ na publications indicate this ship was the first pro­ duct of the late 1933 reorganization while Bob Pickot and Mitch Makburn 's excellent book Cessna Guide­ book Volume One points out conclusively that this was actually the fourth and last product of the C. V. Cessna Company - formed by Clyde while the Cess­ na Aircraft Company was dormant. (Author's Note ­ This book, Cessna Guidebook is an excellent his­ tory of Cessna's early years. It's a must for every an­ tiquer's library. The book is number 2 in the American Aircraft Series published by Flying Enterprise Pub­

lications, 3164 Whitehall, Dallas, Texas 75229 .) These two ships - "Old 99" - and the C-3 obvi­ ously had considerable influence on the C-34 design. The basic fuselage and wing design of the AW were used with rather minor changes. The C-34 wing in­ corporated a built up solid spar and trailing edge wing flaps whereas the earlier wing had a very complex box spar with no flaps. The airfoil was changed from a modified M-12 to the NACA 2412 and the wing span was shortened six feet. The remaining portions of the wings are identical in detail design and construc­ tion . The steel tube fuselage on the AW was widened and deepened to enlarge the cabin area. One right hand entrance door giving access to both front and rear seats was substituted for the AW's rather awk-

ward front and rear cabin doors. "Fully cantilever" on the C-34 applied to everything - the main and tail gear became internally sprung cantilever struts - the steel tube strut braced AW tail surfaces were designed to be a " strutless" wooden structure. As with many famous designs a great deal of con­ troversy has surrounded the Airmaster regarding the design responsibility for the C-34. Obviously the over­ all design and construction was a team effort although there is no question in the author's mind that the Air­ master series was primarily the result of Eldon Cess­ na' s engineering expertise . Cessna literature credits the design to other individuals. The author has per­ sonally reviewed the original "Cessna Company Scrap­ book" which includes pictures and newspaper arti­

C-165 's in formation . Cess na Airmaster Reunio n, 1975, Wich ita, Kansas. NC237E - Ken Col e, Pleasanton , CA; 25485 - C. Williams.

,cessna C-165 (NCI13) sin 484 and C- 145 (N 85 for c.A.A. September, 1939. '

Inset pic ture taken 1927 .


des relating to Eldon Cessna's new design. Eldon per­ sonally test flew the prototype in the fall of 1934, sig­ nificantly earlier than the June 1, 1935 manufacture date warranty recognized by the Cessna archives. The background on the title of the " World's Most Efficient Airplane" is interesting although somewhat misleading. As Eldon Cessna relate s the story, air racing was not necessarily the road to glory, just one of the better ways in the Depression Years to keep the family from starving. One of the Detroit News Trophy events used a formula of load capacity, speed, take­ off and landing distances, as well as fuel consump­ tion as parameters for determining efficiency. Eldon 's pilotage and "O ld 99" agility easily garnered the Detroit News Trophy. Cessna Aircraft Company entered their second pro­ duction C-34 series number 301, NC15462 in the same event at the 1935 races . With George Hart at the con­ trols, the new monoplane brought the trophy home for the second time. The following year Dwane Wal­ lace swept the efficiency event with serial number 320, NC15852. Since a Cessna Monoplane had won the event three times, the decision was made to be­ stow the title of the "Wo rld 's Most Efficient" upon the cantilever creation of Eldon Cessna. Of course, the factory applied the title to their current produc­ tion C-34's although "one third" of the award actually belongs to an AW and in reality should have credited the designer as well. Prior to the award, Clyde and Eldon Cessna had given up control of Cessna Aircraft with Clyde retiring to farming and Eldon moving to Northrup Aircraft in Los Angeles so in reality the de­ signer was no longer associated with Cessna Aircraft . The "World's Most Efficient" slogan was used t)1rough­ out the six years of Airmaster production. During the forty plus years that have passed since the Detroit News Trophy was won for the third time by a "cantilever" Cessna the three airplanes that "brought the bacon home" have gone their separate routes into oblivion. The AW, "Old 99" NC7107, serial #146 eventually found its way into Oklahoma where it appears to have been destroyed in a windstorm. At this writing there is only rumor as to its disposi­ tion - it has been struck from FAA's records and the number 7107 was assigned to AW serial #196 which is currently being rebuilt by a very ambitious young antiquer - with a project like that one must be young at the start - Dave Rawlings of Rio, Wisconsin . If the real "Old 99" ever turns up , its existence would be easy to prove. During the construction of the ship, Eldon Cessna had the fuselage lengthened to com­ pensate for the lighter Warner Engine . This airframe was the only one so modified. Hence, easy identifica­ tion. 10

First Cessna C-34, cln 254, Ju/y, 1935._

prototype/of series still f/y/ing - owned by Ken Mux ow, Mmneapo IS , Minnesota.

Notice deep cowl,

fin and rudder.


Cess na 's first cantilever wing! A series prototype wing on October, 1927. Airmaster paint shop. C-37 production.

The second winner of the coveted Detroit News Efficiency Trophy has returned from oblivion at the capable hands of Clyde Boureois, Santa Ynez, Cali­ fornia. Clyde's rebuild of this ship has been recog­ nized as superb by judges at Watsonville, Oshkosh and many fly-ins between those points. It's beauti­ fully preserved for posterity . The third capture of the contest was made by serial number 320, NC15852. This ship eventually went to Canada as CR-BDI. On April 13, 1952, serial 320 was forced down by reasons unknown on Mcinnis Lake, near Sioux Lookout, Ontario, Canada. As far as is known to date, the ship is still there. Either in the lake or on the shore. There must be a fisherman/ antiquer that visits that area of Canada. Just remem­ ber, antique airplanes aren ' t beirig made anymore . Have at it! To fully understand the development of Cessna's cantilever airplanes one mu st first examine the model designations assigned to their first production air­ plane, serial #113, through the last single engine pre­ war ship, serial #591 . Clyde Cessna's first ship was a model A equipped with an Anzani Engine (which made it an AA). Engine variants in the A generated the AC, AS, and AW. The second design , the model B, was a model A with heavier spars and gear. The 13 model B' s were all produced with the J-5 Wright and ap­ propriately called " BW's ". The third model - the " C" - was an enlargement of the NB series. Several were built but not type ce rtificated . Appropriately the fou rth Cessna design was labeled the D series. All of the D models were actually labeled DC-6 Cur­ tiss Challenger Engine. A majority of this series was built with the Wright J-6-9 and J-6-7 as the DC-6A and DC-6B. The next design produced by the Cessna Air­ craft Company was the C-34; the prototype of the Airmaster series. A number of aircraft were designed and built by Eldon Cessna between the DC and C-34 series. These experimental aircraft contributed to the virtues of the C-34 but were products of the Clyde V . Cessna Company, a Kansas partnership between Clyde and Eldon . The C-34 model number was simply Cessna , 1934. This was the production year of the prototype design of which 43 were built between late 1934 and January 1937. Re f inements of the de5ign resulted in the C-37 (Cessna 1937) first produced December 8, 1936, the C-38 (Cessna 1938) produced from October 11, 1937 through August 31, 1938, the C-145 (Cessna 145 horsepower) built from September 24, 1938 through April 28, 1941 , and finally the C-165 (Cessna 165 horse power) which was built from April 22, 1939 through August 12, 1941 . Production of thi s " World 's Most Efficient Air­ plane" totaled 184 copies. The breakdown is 42 C-34's; 11

. . •

- .. -

. .


..... -

.. ,-


........ ,'J

'u ............ ..... u

finish on th e Airmaster. C-7 45/C-7 65 wing production. 7939- 7940.

;;;. '!M!iiiiIiir

.. . ­

Static test of Cessna AW cantilever wing. February 1928.

46 C-37's; 16 C-38's; 42 C-145's; and a total of 38 C-165's. Over the years, engine changes have been made up­ dating the 145 powered ships to the more reliabl e 165 horsepower Warner, but by far the majority of aircraft (146) were built with the 145 horsepower War­ ner as standard equipment. Only one factory installa­ tion of an engine other than a 145/165 Warner was made - in 1940 General Motors ordered one C-165 to be built with their experimental 175 horsepower, liquid cooled, 2 cycle engine for power. This ship (serial #568) subsequently was converted to the 165 Warner and even later to a spring steel gear: Both conversions were accomplished by the Cessna fac­ tory . The design and production of the Airmaster series can logically be broken into two phases. Th e straight or narrow gear versions include the C-34' s and 37's. In January of 1938, the C-38 was introduced which featured the wider , "bowed" gear - the name "Airmaster". Although all versions now carry that label, technically the C-34's and C-37's are not "Air­ masters ". A number of other changes were incor­ porated into the C-38, enough to make a definite break .in the description of the details of models produced from 1934 through 1941 . Th e early versions of the C-34 included several features that added to the rather delicate ground handling qualities of these ships. The narrow gear was placed well forward of the center of gravity which made directional stability marginal. Add to that a set of Johnson bar brakes , a non-steerable tailwheel held centered by a shock cord, a very small fin and rudder and you have all the ingredients for head sp inning horizontal reversements. A number of the early ships that have survived have been modified to steerable or at least locking tailwheels as well as hydrauli c brakes. Only a few of the C-34's are now flying with the original small fin and rudder. The first few production C-34's had crank operated flaps. This method was quickly modified to a chain and cable system powered by an electric motor. Through the end of production in 1941, Cessna re­ tained electric operation of the flaps except for th e 16 C-38's which utilized a hydraulic belly flap . All the C-34's and C-37's had wooden structu re trailing edge flap s. The flaps were hinged on the bottom surface and worked in principle similar to the post-war 120/140 and 170/170A flaps. With the advent of the bowed gear C-38, Cessna engineers developed a large hy­ draulicall y actuated belly flap quite similar to the Rutan VariEze mechanism . Starting at serial number 450 ­ the first C-145 - and through serial number 591 ­ the last Airmaster - Cessna built the Airmaster with

a third type of flap assembly . This was a drag flap mounted on the underside of the wing just forward of the rear spar and inboard of the ailerons . This flap design was carried forward to the post-war 1901195 series airplanes. The reason for Cessna ' s flap variations are ap­ parent once you fly the ship. The airplane has a very flat glide . Once in ground effect, airspeed bleeds off slowly causing a " float" that reminds you of a Tay­ lorcraft. The trailing edge flaps of course added drag and steepened the approach . Unfortunately, these flaps also added significant lift which in turn did not help decrease the tendency to float. What the air­ plane really needed was pure drag. To accomplish that, Cessna engineers deleted the trailing edge flaps and added a large hydraulic hand pump actuated belly flap to the C-38 series. The aerodynamic purpose was well served but the operation added another hand operation to the pilot's duties - stick , Johnson bar, and hydraulic pump. The extra handle cluttered an already cramped cockpit. The advent of the under­ wing drag flaps starting with NC14464, the first C-145, was the ultimate solution. Plenty of drag, steeper ap­ proaches, no floating, as well as a simple, lightweight operating mechanism . Except for the landing gear change to the 12 inch wider "bowed" gear with the introduction of the 1938 C-38, the other variation between the first C-34 and final C-165 were subtle and should be considered minor in nature. Many minor changes occurred in the cabin to facilitate pilot and passenger comfort. The C-37 featured a four inch wider cabin than the predecessor. With the C-38, the structure support­ ing the instrument panel was moved forward four inches giving the appearance of a larger cockpit. This change caused the size of the windshield and for­ ward side windows to vary. The size and shape of the other cabin windows were also noticeably dif­ ferent. Factory records indicate improvements in cabin upholstery with the later copies being fur­ nished with plush mohair and bedford cord wools. Other mechanical changes included a locking tail­ wheel on the C-37 and subsequent models and shock mounted removable engine mount. Starting with the C-38 the welded, non-removable mount of the earlier series, and hydraulic brakes introduced on the first C-145. Options available to the customer on all series Airmasters include either: wooden or Curtiss Reed metal fixed pitch propellers and variations of fuel tankage for 35, 45, or 52V2 gallon capacity. Exterior and interior colors were also left to the customer's

Cessna C-37, sin 346, April, 1937. Still licensed and flying in Spokane, Washington.



Cessna C-145 panel. October 1938 .

Bob Cummi ngs and his C-37 . sin 36 9. Th is is Bo b 's fi rst A irmaster. Cu rrentl y o wn ed b y Bill Koe lling, Grea t Bend, KS. Bob 's second Airmas ter w as SN588 NC32455 w hich is still flyin g in th e Northwest.

Second winner . of Detroit News Trophy sin 307 C-34. Restored by Clyde B. Bouozgeois.

Bo b Cummings in his C-37 " Spinach // ".

discretion and resulted in a veritable rainbow of colors. Many Airmasters were outfitted with the lat­ est in electronic equipment and were often navigated by the beeping A-N ranges through the worst of weath­ er. All of these "World's Most Efficient" airplanes came normally equipped with electric starter , gen­ erator , and night flying equipment. At this writing , approximately fifty of these fine


old birds have survived the ravages of time, incom­ petency and neglect. Airmaster owners have loosely bonded themselves together through the Antique Airplane As sociation sponsored Airmaster Club . This club offers social and mechanical support for the survival of the breed . A majority of Airmaster owners are fiercely proud of their possessions and , as a re­ sult, the ownership turnover is quite slow . One own­

er, a very competent engineer , feels sure that his ship represents one of the finest combination s of airframe, engine and propeller ever produced. On the oppo­ site side , one currently popular aviation writer had the audacity to suggest that the airplane flies like a truck. We Airmaster owners know he would say a Corvette rides hard!


- - - - - C - 1 4 5 LANDPLANE----­ PERFORMANCE: English Metric High speed, at sea level . 162 m.p.h . 261 k .p .h . 'Cruising speed, at optimum alti­ tude (8,200 ft.) . ....... . 151 m.p.h. 243 k.p.h. 'Cruising speed, at sea level . 230 k .p.h . 14 3 m.p.h. Landing speed, with flaps extended 4 9 m.p.h. 79 k.p.h. Climb first minute . . . .. . 1,000 feet 305 meters Cruising Radius (with 521/ 2 U . S. gallon capacity) .. .. ... . . .. . 785 miles 1,263 kilometers Cruising Radius (with 4 5 U . S. gal­ lon capacity) . .. .... . .... . 1,086 kilometers 675 miles Cruising Radius (with 35 U. S. gal­ lon capacity) ... 525 miles 845 kilometers Gasoline consumption at cruising speed (sea level) . . . ....... .. .. . 36 liters/ hr. 9 1/ 2 gal. / hr. Air mileage per gallon at cruising speed (sea level) . 15 miles 2 4 kilometers Service ceiling . ... .... . . . .... . ... 18,000 feet 5, 486 meters 'Cruising speeds at 75 % Horsepower. WEIG HT DATA:

Gross weight 2,3501bs. 1,066 kilograms

'Empty weight . . . . . . . . . . . . . . . . 1,380 Ibs. 626 kilograms

Useful load . . . . . . . . . . . 970 lbs . 44 0 kilograms

Pay load . .. .. . .. . .. .. . .. . 57 4 lbs. 260 kilograms

Wing loading . 13 lbs./ sq . ft. 63 .4 kilo ./ sq .m .

Power loading . 16.2 lbs. / h.p. 7.35 kilo. / h .p .

'Empty weight guaranteed not to exceed this figure by over 2 %.


Type . ... Number of engines . Length . Span (wing) . Height . Wing area ..

4-place Cabin Monoplane


24 ft. 8 in. 34 ft. 2 in. 7ft. 181 sq. ft.


7.5 meters

10.4 meters


16.8 ~q. meters

STANDARD EQUIPMENT GENERAL EQUIPMENT: Fuselage, complete with Engine Mount, Windshield, Windows and Door (Door Lock and Keys provided). (Pertinent float Fittings are attached and entire Structure Corrosion Proofed for Seaplane use.) Wing, complete with Statically and Dynamically Balanced Ailerons. (All Metal Parts are Corrosion Proofed for Sea­ plane use.) 2 Wing Flaps. I Wing Flap Electrical Operating Mechanism. 1 Fin and Rudder. I Stabilizer and Elevator. I Set Longitudinal Trimming Tabs (on Elevator) . 1 Parking Brake System. I Pilot Individual Foot Brake System. I Automatic Tail Wheel Locking Mechanism. I Landing Gear with Oildraulic-spring Shock Absorbing Mechan­ ism, 7:50x10 Goodyear Wheels, Hydraulic Brakes . Tail Wheel with 8-inch Streamline Tire and Oildraulic-spring Shock Absorbing Unit. 1 Set 6:50x10 Tires and Tubes. 1 Pilot Seat with Safety Belt. I Co-pilot Seat with Safety Belt. I Rear Passenger Seat with Safety Belt (2 Passengers) . 4 Cabin Ventilators (all adjustable from Pilot's Seat) . I Fuel System with two Wing Tanks - total fuel capacity Tanks, 35 gallons. Oil System complete with 3 112 gallon Tank. Qua!'t Pyrene Fire Extinguisher. 'I Bauer & Black First Aid Kit. I Set Cabin Wall Uphols tering (Laidlaw). I Set Cabin Seat Upho lstering (Laidlaw). I Airmaster Styled Instrument Panel. 1 Set Dual Controls. I Complete Set Tie Down Lugs. ' I Engine Log Book. 'I Aircraft Log Book. ' I Airplane Manual. POWER PLANT AND ACCESSORIES: Warner 7-Cylinder Radial Air Cooled Engine, 145 H .P. (it 2050 r.p.m. '-I

Curtiss Fixed Pitch Metal Propeller. Propeller Spinner. Eclipse, Type Y - 150, Direct Electric Starter. Complete Set Pressure Type Cylinder Cooling BafHes. Gasoline Fuel Strainer. 'I Complete Engine Tool Kit . I NACA Cowling. I Inner Motor Cowl. I Engine Crankcase Cowl. 1 Mixture Control. I Spark Control. 1 Engine Primer. I Throttle. 4 Lord Rubber Engine Mount Bushings. Stainless Steel Firewall. Steel Exhaust Collector. ' I Engine M anual. ELECTRICAL EQUIPMENT: Exide, Type 6-TS- 7 -1, Electrical Storage Battery (19 Ampere Hour Capacity). I Cessna Electric Master Switch. I Cessna Ignition Switch. 1 Wind Driven Generator (3 112 to 8 Ampere Capacity). 1 Instrument Light Rheostat. 3 Grimes, Type C, Navigation Lights. Complete Set Airplane Wiring. Complete Set Airplane Conduiting and Junction Boxes. Complete Set Electrical Switches. Starter Solenoid Switch. Complete Set Airplane Bonding and Shielding. INSTRUMENTS: Compass. 2 Fuel Quantity Gauges Altimeter. (Electric). Airspeed. Ammeter. Airspeed Pitot Static Tube. Oil Pressure Gauge. Tachometer. I Oil Temperature .Gauge. ' Not included in standard weight of 1,380.

- - - - - C - 1 4 5 SEAPLANE-----­ PERFORMANCE: English Metric High speed, at sea level 145 m .p.h. 233 k.p.h. 'Cruising speed . 130 mp.h .. 209 k .p.h . Landing speed, with flaps extended 50 m.p.h. 80 k.p.h. Climb first minute . 650 feet 198 meters Cruising Radius (with 52 112 U . S. gallon capacity) . 700 miles 1,127 kilometers Cruising Radius (with 45 U. S. gal­ lon capacity) . 600 miles 966 kilometers Cruising Radius (with 35 U. S. gal­ 460 miles lon capacity) ... 740 kilometers Gasoline consumption at cruising 36 liters/ hr. speed (sea level) . 9 1/ 2 gal./ hr. Air mileage per gallon at cruising 22 kilometers speed (sea level) 13.7 miles Service ceiling . . . . 14,000 feet 4,268 meters 'Cruising speeds at 75 % Horsepower. WE IGHT DATA:

Gross weight 2,550 lbs . 1,159 kil o grams

' Empty weight . 1,635Ibs . 74 3 kilograms

U seful load . 915 lbs. 4 16 kilograms

Pay load . 574 1bs. 260 kilograms

Wing loading . 14 . 1 lhs ./ sq. ft. 68 .8 kilo./ sq . m.

Power loading . 17 .6 lbs. / h .p. 8 kilo. / h .p.

' Empty weight guaranteed not to exceed thi s figure by over 2 So.


Type . Number of engines Length, overall . Span (wing) . Height (from water line) Wing area

4-place Cabin Monoplane


26 34 7 181


ft. 5 in. ft. 2 in . ft. 6 in. sq. ft .

8.0 10.4 2.28 16.8 sq.

meters meters meters meters

STANDARD EQUIPMENT GENERAL EQUIPMENT: Fuselage, complete with Engine Mount, Windshield, Windows and D o or (Door Lock and Keys provided) . (Pertinent float

1 1 1 1 1 1 1 1 1 2 1 1 1 1 1 1 :t 1 1 1 1 1 1 4 1 1 "I 1 1 1 1 1 "I "I "I

Fittings are attach..d and entire Structure Corrosion Proofed for Seaplane use. ) Emergency Exit, left side cabin. Pair Edo Model 2425 Floats, complete with Water Rudders. Water Rudder Lift Control. Complete set Water Rudder Control Cables and Rudder Lift Cables. Complete set Float Attachment Struts and Wires. Set Strut Steps. Complete Float Strut Fairing Assembly. Auxiliary Seaplane Vertical Fin. Wing, complete with Statically and Dynamically Balanced Ailerons. (All Metal Parts are Corrosion Proofed for Sea­ plane use). Wing Flaps. . Wing Flap Electrical Operating Mechanism. Fin and Rudder. Stabilizer and Elevator. Set Longitudinal Trimming Tabs (on Elevatoc). Parking Brake System. Pilot Individual Foot Brake System. Automatic Tail Wheel Locking Mechanism . (For auxiliary land­ plane use.) Landing Gear with Oildraulic-spriag Shock Absorbing Mechan­ ism, 7: 50x 10 Goodyear Wheels, Hydraulic Brakes (for auxiliary Landplane use). Set 6: 50x 10 Tires and Tubes (for auxiliary Landplane use). Tail Wheel with 8-inch Streamline Tire and Oildraulic-spring Shock Absorbing Unit (for auxiliary Landplane use).

Pilot Seat with Safety Belt.

Co-pilot Seat with Safety Belt.

Rear Passenger Seat with Safety Belt (2 Passengers).

Cabin Ventilators (All Adjustable from Pilot's Seat).

Fuel System with two Wing Tanks - total fuel capacity both Tanks, 35 gallon.

Oil System complete with 3 1/2 gallon Tank.

Quart Pyrene Fire Extinguisher.

Bauer & Black First Aid Kit. Set Cabin Wall Upholstering (Laidlaw). Set Cabin Seat Upholstering (Laidlaw). Airmaster Styled Instrument Panel. Set Dual Controls. Complete Set Tie Down Lugs. Engine Log Book. Aircraft Log Book. Airplane Manual.

POWER PLANT AND ACCESSORIES: 1 Curtiss Fixed Pitch Metal Propeller for Seaplane use. (Other Power Plant Accessories same as C-145 Landplane.) ELECTRICAL EQUIPMENT- (Same as C-145 Landplane. ) INSTRUMENTS -

(Same as C-14 5 Landplane.)

"Not included in standard weight of 1,635 .

-----C-14S PHOTOPLANE----­ Eng/ish Metric PERFORMANCE: 261 k.p.h .

162 m.p.h. High speed, at sea level. .. . .. . ... . "Cruising speed, at optimum alti­ 243 k.p.h.

151 m .p .h. tude (8,200 ft.) 230 k .p.h.

"Cruising speed, at sea level. 143 m.p.h. 79 k.p.h .

49 m.p.h. Landing speed, with /laps extended 1,000 feet 305 meters Climb first minute ........... . Cruising Radius (with 52 1/2 U. S. 1,263 kilometers gallon capacity) . . . . . . . . . . . 785 miles Cruising Radius (with 45 U. S. gal1,086 kilometers 675 miles Ion capacity) .. .. ....... . Cruising Radius (with 35 U . S. gal­ 525 miles .8 45 kilometers lon capacity) ... . . . . . ...... ... . . Gasoline consumption at cruising 36 liters/ hr. speed (sea level) . . . . . . . . 9 liz gal./ hr. Air mileage per gallon at cruising 24 kilometers speed (sea level) . ... 15 miles 5,486 meters Service ceiling . . . . ......... 18,000 feet "Cruising speeds at 75 % Horsepower.

WEIGHT DATA: Gross weight. . .. . . ... .. 2,350Ibs. *Empty weight . . . . . . . . . . . . . . . . . 1,400Ibs. Useful load . 950 Ibs. Pay load . .. .. .. .. . . .. . . . . . . .. . . 5741bs. Wing loading ... 13 Ibs. / sq. ft. Power loading . 16.2Ibs. / h .p. *Empty weight guaranteed not to exceed this figure AIRPLANE DATA: Type . . ... . Number of engines . Length . . .. . Span (wing) . Height . Wing area .

1,066 kilog ram s 635 kilograms 431 kilograms 260 kilograms 63.4 kilo. / sq.m. 7.35 kilo./h .p. by over 2 % .

4-place Cabin Monoplane 1

24 34 7 181


ft. 8 in. ft. 2 in. ft. sq. ft.

7.5 10.4 2.125 16.8 sq.

meters meters meters meters

STANDARD EQUIPMENT GENERAL EQUIPMENT: Fuselage, complete with Engine Mount, Windshield, Windows and Door (Door Lock and Keys provided). (Pertinent Float Fittings are attached and entire Structure Corrosion Proofed for Sea plane use.) Wing, complete with Statically and Dynamically Balanced Ailerons. (All Metal Parts are Corrosion Proofed for Sea­ plane use). 2 Wing Flaps. 1 Wing Flap Electrical Operating Mechanism. Fin and Rudder. Stabilizer and Elevator. Set Longitudinal Trimming Tabs (on Elevator). Parking Brake System. Pilot Individual Foot Brake System. Automatic Tail Wheel Locking Mechanism. Landing Gear with Oildraulic-spring Shock Absorbing Mech­ anism, 21-inch Hayes Streamline Wheels, Hydraulic Brakes. Set 21-inch Streamline Tires and Tubes. Tail Wheel with 8-inch Streamline Tire and Oildraulic-s pring Shock Absorbing Unit. ** 1 Pilot Seat with Safety Belt. *' 1 Co-pilot Seat with Safety Belt. * * 1 Rear Passenger Seat with Safety Belt (2 Passengers). 4 Cabin Ventilators (All Adjustable from Pilot's Seat). Cabin Hearer. Set Camera Floor Apertures (Arranged to Customer's Speci­ fications). 1 Cameraman's Seat. 3 Auxiliary Pilot Vision Windows. 1 Fuel System with two Wing Tanks and one Auxiliary 171/ 2 U. S. gallon Gasoline Tank - total capacity 52 liz gallons.

Oil System complete with 3 1/2 gallon Tank.

Quart Pyrene Fire Extinguisher.

*1 Bauer & Black First Aid Kit.

1 Set Cabin Wall Upholstering (Laidlaw).

1 Set Cabin Seat Upholstering (Laidlaw).

1 Airmaster Styled Instrument Panel.

1 Set Dual Controls.

1 Complete Set Tie Down Lugs.

*1 Engine Log Book. *1 Aircraft Log Book.

*1 Airplane Manual.

POWER PLANT AND ACCESSORIES-(Same as C145 Landplane) ELECTRICAL EQUIPMENT - (Same as C145 Landplane) INSTRUMENTS: Compass. 2 Fuel Quantity Gauges Altimeter (Kollsman Sensitive, Type (Electric). 176-01,TemperatureCompensated). Tachometer. 1 Airspeed. Ammeter. 1 Airspeed Pitot Static Tube. Oil Pressure Gauge. Oil Temperature Gauge. ** A complete set of standard passenger seats are provided to facilitate immediate conversion back to a standard 4-place airplane; thus fitting the airplane for other varied purposes. *Not included in standard weight of 1,400


- - - - - C - 1 6 5 LANDPLANE---- ­ PERFORMANCE: English **H igh speed , at sea level. . .. . .. . 165 m.p.h. *Cruising speed, at o ptimum altitude (8 200 ft . ) ... . .. . . . . .. . 157 m.p.h. *Cr uisi ng speed, at sea level. .. . . . 149 m .p.h. Landing speed , with flaps extended 4 9 m.p.h. Cli mb fir st minute ... . .. . . . ... . . . 1,125 feet Crui sing radius (with 52 11z U. S. gallo n capacity ) . . ........... . . 72 5 miles Crui sing rad ius (with 4 5 U. S. galIo n capacity) . . ... .. .. . . . .. .. . . 6 20 miles Cruising radius (with 35 U . S. galIo n capacity ) ......... .. ...... . 4 85 miles G aso line co nsumption at cruising speed (sea level) . . . . . . . . . . . . .. 10.8 gal. / hr. Air mileag e per gallo n at cruising speed (sea level) . . . . . . . . . . . . . . 13.8 miles Service ceiling ... . ... . . . ... . .. . . 19,300 feet

*Cruising speeds at 75 % horsepower. **Placarded Vv actual hi g h speed 169 m .p .h.

Metric 266 k .p.h. 253 240 79 34 3

k.p.h .

k .p .h.



1,16 1 kilometers 1,000 kilometers 777 k ilometers 41 liters/ hr. 22.2 kilometers 5,885 meters


Gross w eight . . ... . .. . .. . ... . . . . . 2,350 Ibs. 1,066 kilograms *Empty weight . . .. ... . . .. .

1,400Ibs. 635 kilograms Useful lo ad .. . .. . . . . . .. . . ...... . 9501bs. 430 kilograms Pay lo ad .. .. . . .. . .. . . ........ . . . 574 Ibs. 260 kilo~rams Wi ng lo ad ing . .. . . . .... . .. . .. . . . 13 Ibs./sq. ft. 63.4 kilo. / sq.m. P o wer loading .. . . .. . .... . . . . .. . 14.2 Ibs./ h.p. 6.45 kilo./h .p. AIRPLANE DATA:

T ype ... .. ..... . .... .. . . . . .. . .. . 4-place Cabin Monoplane Number o f engines ... . .. . . . ... . .

1 1 Leng th . .. . . . .. .. . . .. . . .. . . . . . . . .

7.62 meters 25 ft. Span (wing) . . .... . . . ... ... . . . . .

34 ft. 2 in. 10.4 meters Height . . . .. .. .. . ..... ... . . . .. . . .

7 ft. 2. 125 meters W ing area . . . .. .. . . . . . . . . . .. . .. . 181 sq. ft. 16.8 sq. meters STANDARD EQUIPMENT GENERAL EQUIPMENT: (Same as C- 145 Landplane) POWER PLANT AND ACCESSORIES: 1 Warner 7-Cylinder Radial Air Cooled Engine, 165 H.P. @ 2100 r . p . m. (Other Power Plant Accessories same as C-145 Landplane.) ELECTRICAL EQUIPMENT: (Same as C-145 Landplane) INSTRUMENTS: (Same as C-145 Landplane)

- - - - - C - 1 6 5 SEAPLANE----­ English Metric PERFORMANCE: 151 m.p.h . 24 3 k.p.h.

High speed, at sea level . . . . .. . .. . 135 m.p.h. 217 k .p .h .

*Cruising speed . .. .. . . . .. . . .... . Landing speed, with flaps extended 50 m.p.h. 80.5 k.p.h. Climb first minute . .. . . ... . ... .. . 730 feet 222 meters Cruising r adius (with 521/ Z U. S. gallon capacity).. ....... . . .. . . 650 miles 1,04 5 kilometers Cruising rad ius (with 4 5 U. S. gal­ lon capacity) . . .. .. . . ... . ... . .. 560 miles 900 kilometers Cr uising radius (with 35 U. S. gal­ lon capacity) . .. .. . . . .. . ... . .. . 4 30 miles 693 kilometers Gasoline consumption at cruising speed (sea level) . . . . . . . . . . . . . . 10.8 gal. / hr. 4 1 liters/ hr. Air mileage per gallon at cruising 20.1 k ilometers speed (sea level) . . ... .. . . . . .. . 12 . 5 miles 458 meters Service ceiling .... . . .... ... .. ... 15,000 feet *Cruising speeds at 75 % Horsepower.


WEIGHT DATA: English Metric Gross weight . . ... . ..... .. . .. . .. . 2,550lbs. 1,159 kilograms *Empty weight . . . . . . .. . . ... . . . .. 1,655lbs. 752 kilograms Useful load . . . . . . . . . . . . . . . . . . . . . 895lbs. 407 kilograms Pay load . . . . . . . . . . . . . . . . . . . . . . . . 549 lbs. 2 50 kilo~rams Wing loading . . . . . . . . . . . . . . . . . . . 14.1 lbs. / sq. ft. 68 .8 kilo./ sq.m. Power loading .. ... . . . . . . . . .. . .. 15.45lbs./ h.p. 7.03 kilo./ h.p. *Empty weight guaranteed not to exceed this figure by over 2 % . AIRPLANE DATA: (Same as C-1 4 5 Seaplane) STANDARD EQUIPMENT GENERAL EQUIPMENT: (Same as C-1 4 5 Seaplane) POWER PLANT AND ACCESSORIES: 1 Curtiss Fixed Pitch Metal Propeller for Seaplane use. 1 Warner 7-Cylinder Radial Air Cooled Engine, 165 H.P. @ 2,100 r. p. m. (Other Power Plant Accessories same as C-14 5 Landplane.) ELECTRICAL EQUIPMENT: (Same as C-1 4 5 Landplane) INSTRUMENTS: (Same as C-1 4 5 Landplane)

- - - - - C - 1 6 5 PHOTOPLANE----­ PERFORMANCE: (Same as C-165 Landplane) AIRPLANE DATA: (Same as C-165 Landplane) WEIGHT DATA: English Metric Gross weight .... .. . .. . ... . ... .. . 2,350Ibs. 1,066 kilograms *Empty weight. . . . . . . . . . . . . . . . .. 1,420 Ibs. 644 kilograms Useful load . . . . . . . . . . . . . . . . . . . . . 930 Ibs. 422 kilograms Pay load . . . . . . . . . . . . . . . . . . . . . . . . 5741bs. 260 kilo~rams Wing loading . . . . .. .. . .. . . . . .. .. 13. lbs. / sq. ft. 63.4 kilo. / sq.m. Power loading . . . . . . . . . . . . . . . . . . 14.2 Ibs. / h.p. 6.45 kilo.jh.p. "Empty weight guaranteed not to exceed this figure by over 2 %. STANDARD EQUIPMENT GENERAL EQUIPMENT: (Same as C- 145 Photoplane) POWER PLANT AND ACCESSORIES: 1 Warner 7-Cylinder Radial Air Cooled Engine, 165 H. P. @ 2,100 r. p. m. (Other Power Plant Accessories same as C145 Landplane.) ELECTRICAL EQUIPMENT: (Same as C-1 4 5 Landplane) INSTRUMENTS: (Same as C- 145 Photoplane )



Cable Address : CESSCO. Wichita



U. S. A.

natlona Stearman (Photo by Kenneth D. Wilson)

Stearman PT-27, N66442 , restored to Canadian markings b y Charles Andreas and Byron Fredericksen received the SRA award for the Best Stearman PT. .


By Th omas E. Lowe

Stearman Res to rers Association, In c.

823 Kin gston Lane

Crys tal Lake, IL 60014

The 7th National Stearman Fly-In was held at Gales­ burg, Illin ois during September 6-10, 1978 and enjoyed the greatest success since its inception with a total of 64 Stearmans attending from all corne rs of the U.S . In addition , numerous other antiqu e, warbird, home­ built and modern aircraft swelled the ranks to help provide an interesting and diverse fly-in for every­ one . All previous Stearman Fly-Ins had been three day affairs, but since a larger number of Stearmans always seemed to arrive one or two days early each year , it was decided to expand the 1978 event to five days. However, this year was no different as the first arrival was John McCormick and John Hooper from New Orleans, Louisiana who landed their Stear­ man N2S-5 at Galesburg on Saturday, September 1, a fu ll five days before the fly-in officially opened. They later flew to Harvard , Illinois to spend some time at Dacy Airport, the home of numerous Stearmans and other antiques, and then returned again on Tuesday. By Tuesday evening ten Stearmans were already at Galesburg getting the fly-in off to another great early start. Wednesday was the first official day of the fly-in , however, no special events were scheduled except for whatever flying anyone cared to do . There was quite a bit of local flying, buddy rides , formation flights and throughout the day more Stearmans arrived in­ cluding several groups of Stearmans that had flown into Galesburg together. By that evening 21 Stear­ mans were lined up in the grass. Thursday morning was spent in local flying and in renewing old friendships and making new ones. At noon most of the Stearmans flew the short distance west to Monmouth to eat lunch at the Prime Beef Festival in progress on the airport grounds and to watch or participate in the first Stearman aerobati c contest scheduled for that afternoon . The Stearman aerobatic contest was pl anned to be a low-key, fun affair not restricted by the usual requirements of a formalized lAC type contest . It was to be a free styl e event, the pilot flying whatever combination of ma­ neuvers that he wished , with the onl y requirement being to remain above 1500 feet AGL. Onl y five pilots could be talked into displaying their skills , John M c­ Cormick , Jack Ruhlin , Dick Baird, Jim Leahy, and Tom Lowe, three of which had never before flown in any kind of aerobatic contest whatever. The airplane s

represented the entire range of Stearmans, stock Con­ tinental and Lycoming powered models, plus a 300 hp and 450 hp modified Stearman. Several Stearman pilots volunteered to se rve as the judges and each pilot put on an interesting display of aerobatics. It turned out to be a fun event and hopefully more pilots will participate in the future . At 6:00 P.M . ten Stearmans flew a formation flight over Galesburg and by sundown 39 Stearmans were present. Later that evening a cocktail party was held at the Holiday Inn where the socializing wa s en­ hanced by wild flying stories that grew more unbe­ lievable as the evening wore on. Movies and slides of previous Stearman Fly-Ins were shown and en­ joyed by all. The beautiful weather that had graced Galesburg and most of the re st of the country continued on Fri­ day and the day was filled with local flights, fly-bys , formation passes, photo sessions and all the associ­ ated activities that normally ensue during a fly-in. By evening, the grass area of the airport was vir­ tually overflowing with Stearmans and when the last prop swung to a halt , 57 Stearmans were counted reposing together in the grass. That evening all the fly-in participants enjoyed a fine fish and chicken dinner at the Galesburg American Legion Post. Saturday began bright and early with the tradi­ tional dawn patrol flight to Monmouth, Illinois for breakfast at the airport co mpliments of the Mon­ mouth Pilots Association. In the cool, damp dark­ ness of pre-dawn pilots and passengers alike strug­ gled to shake off the effects of a too short night's sleep as they removed cockpit covers, pulled props through, added oil, and hunted for the gas truck. Soon the intermittent sputtering of a radial engine broke the silence as it was coaxed into life and quickly settled into a quiet, smooth rumble as all the cylin­ ders began working together. One by one the en­ gines turned over and precisely at official dawn the Stearmans began rolling down the runway into the cool air to be pleasantly surprised at the warm air inversion that was encountered just a few hundred feet above the earth. In all, 45 Stearmans circled over Galesburg and flew to Monmouth. What a sight to see numerous groups of four or five Stearmans wing­ ing together forming a larger gaggle that seemed to darken the sky against the bright orange glow of the rising sun. The return flight to Galesburg was mad e in small flights of several airplanes together and in somewhat of a hurry as early morning haze and fog was begin­ ning to thicken and there was concern that the con­ trol zone at Galesburg could possibly go IFR. How­

(Photo by Kenneth D . Wilson)

Custom 300 Ly­ coming powered Stea rm an N2S-5 , N77636 , was flown from New Orleans, LA by Harry Thomas.

(Photo by Kenneth D . Wilson)

Stearmans in flight over the Galesburg cou ntryside include Dick Schlegel 's Stear­ man PT-17, N59737, Tom Lowe's Stearman N2S-3, N66417, and Gary Austin 's Stea r­ man N2S-3, N4GA.

(Photo by Kenneth D . Wilson)

Sam Saxton and Don Dickert flew their all white Stearman PT­ 130 from Allentown, Pennsylvania.


ever, the visibility remained VFR and on the flight back AI Stix earned for himself and his Stearman PT-17, N5521 N, the unwanted Hard Luck Award when his engine began throwing oil all over and the oil tem­ perature went sky high. He landed safely at Gales­ burg and subsequent inspection found that the front bearing on the crankshaft had failed, necessitating an engine overhaul. During the afternoon the flying con­ tests were conducted and almost all the Stearman pilots participated. At 4:00 P.M. another mass flight of Stearmans was made over Galesburg and at 5:00 P.M. the airport was closed for a mini-air show fea­ turing Stearmans only. A good exhibition of low­ level aerobatics was given by Dr. Art Lindquist in his 300 hp 1937 Stearman, Jim Leahy in his stock 220 Con­ tinental N2S-3, and Bob Heuer in his 450 hp custom Stearman.


The evening was completed with dinner and awards presentation in the Galesburg Aviation hangar. Guest speakers were Brigadier General John Conaway, Dep­ uty Director of the Air National Guard , and Jessie Woods , who with her husband owned the Flying Aces Air Circus during the 1920' s and 30' s which was the longest continuously operating barnstorming air show in history. Sunday again began with a dawn patrol, but only ten Stearmans were blessed with pilots who would struggle out of bed so early in the morning two days in a row. Another warm air inversion greeted them shortly after becoming airborne and after touring the Galesburg area they joined the others for breakfast in the hangar. Throughout the morning many of the Stearmans departed beginning their long treks home , but one new arrival did land Sunday morning to bring

the attendance to 64, an all time high. That afternoon a fine professional air show was presented for the public featuring Frank Price , Pete Myers , Jim Leahy, Bob Heuer, Dick Willetts, J. T. Hill and Darwin McClure. By evening most all the Stearmans had departed, but a few diehards remained for a couple more days. Five days had been spent having fun and in paying homage to the history and contributions made by one of the greatest airplanes of all time. Ex-WW-II Stearman pilots, students and instructors alike, were reunited with the airplane that had meant so much to them during man's greatest conflict and a lot of new friends had been made. The 8th National Stearman Fly-In is scheduled for Galesburg , Illinois on Sep­ tember 5-9 ; 1979. Anyone with any interest whatever in Stearmans is cordially invited.



, Article Number 2, Poster N umber 2, Series Number 1

The New 15 Passenger Curtiss-Wright Condor Transport

By Lionel Sa lisbury

7 Harper Road

Brampton , Ontario

Canada L6W 2 W3

Imagine! A passenger aircraft that includes a lava足 tory complete with mirror, hand basin with running water and a vanity case! That's what the Curtiss-

Wright Condor Transport offered its passengers in 1933. This is poster number two , from series number one , of the Borden Company posters, that were pub足 lished in 1936. The three-view drawing is reproduced full size from the back of the poster. The description reproduced is also from the back of the item . The originals were printed on a stiff card , approximately 19" x 11 /1 , and were published in black and white .

Collectors obtained their posters by submitting proofs of purchase of tins of Borden ' s Malted Milk . A total of 19'photos were offered. Reprinted through the courtesy of the Borden Company.

NEXT MONTH - Poster number 3, of series number 1 足 Captain Frank Hawks' Northrop Gamma Th e Texaco Sky足 Chief.







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The new Condor has been designed and built to meet the requirements of transport operators who today are demand in g more speed and comfort for the flying pub li c. In addition to supp lying additional speed , the Curtiss-Wright Airplane Company in build­ ing this new Transport have likewise increased the comfort and safety of air travel.



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The power p lants used consist of two of the new gea red 9 cylinder air-coo led Wright Cyclone R-1820F engines , rated at 700 horsepower each at 1900 rpm. These engines recently placed on the market weigh only 1.22 pounds per horsepower and have a diameter of 53 34 inches . These new li ghtweight per horsepower engin es give the Condor a top speed of 170 miles an

hour and a cruising speed of 145 miles an hour while the landing speed is approximately 10 miles slower than that of current tri-motor transports . Entering the cabin from the side, the passenger finds the seats arranged in three rows abreast and five deep facing forwa rd . There is a twelve inch aisle between the seats which are high backed and re­

clinable with deep upholstering . Cabin walls are fitted with sockets for tables to be used for serving meals, writing letters , or for businessmen in writing reports, etc., while enroute. Some of the chairs in the cabin may be reversed in order to play bridge or to carry on conversation with greater ease. Safety belts pro­ vided are of a new type adjustable to the girth of the passenger and readily openable. The cabin interior is finished with a combination of fabric and leather . Refinements in passenger accommodations include a lavatory complete with mirror, hand basin with run­ ning water and vanity case. Each seat has a call bell for steward service, and there are ash trays, coat racks, and magazine racks. Tables for writing or card games may be fitted into the wall sockets mentioned pre­ viously and provision is made for serving meals en­ route . The pilots ' compartment in the extreme nose of the ship is entered through the passengers' cabin. Location and large windows give unsurpassed vision. Side and front windows slide fore and aft, giving free vision in rain . The instrument board, containing all instruments required by the Department of Commerce, is mounted on rubber to insure vibrationless opera­ tion. Blind flying aids include the Sperry artificial horizon and direction gyro. The wing area, including ailerons, is 1208 square feet. Wings are of all metal construction with ribs of duralumin spaced about ten inches. Mail and baggage is carried underneath the fuselage, not in the wing. Ample space is provided for radio equipment to the rear of the pilots' seats. Ex­ ternal lights include two landing lights and three navigation lights. Inside lighting comprises both dome lamps and individual reading lights'. A su mmary of the performance data and character­ istics of the new Condor is as follows: Length Overall ........... ... . .. .. . ..... 48 ft. 10 in .

Height Overall ....... .. ... ..... .. ... . .. . 16 ft. 1 in .

Wing Span .. .. ... ... ... .... .............. . . . . 82 ft.

Climb at Sea Level . . ............ . 850 ft. per minute

Service Ceiling ........... .............. .. 15,500 ft.

Absolute Ceiling .......... .. .. .. . .. ... .. .. 17,500 ft.

Top Speed ..... ............ . . .. ... ... .... 170 mph

Cruising Speed ... .... . .. ... . ...... ... ... . 145 mph

Range at Cruising Speed . ...... ... ........ 560 miles

Gasoline Capacity . ..... .. ... . .. .. .. .. .. 300 gallons

Power Plants .. .. ......... 2-700 horsepower R-1820F

Wright Cyclones Carries 15 passengers, 2 pilots, 450 Ibs. of baggage and exp ress and 200 Ibs. of mail , a total payload of 3200 pounds.


By Cedric Ga lloway 14624 Willow Street Hesperia, CA 92345 (Photo Provided by th e Author)

A visiting aircraft to any airfield is bound to create a great deal of interest. When this unusual low wing open cockpit monoplane landed at the Braley School of Flying field in Wichita, Kansas, I grabbed my brownie box camera and was on hand as he taxied up to the flight line. In 1930 such an airplane was not seen very often . The pilot had stopped in for gas and a stretch be­ fore continuing his cross-country flight. Having been at the school but a short time , I didn't know that the Skylark had been built right there in Wichita. A notice printed in the Wichita Eagle describes the plane: ­ Another new airplane being produced at Wichita , Kansas, is the Watkins Skylark, a two-place open cock­ pit monoplane manufactured by the Watkins Aircraft Company. This ship , a low-wing land monoplane, is powered with a 5-cylinder LeBlond radial air-cooled engine rated at 60 horsepower at 1,900 revolutions per minute.

The fuselage is of reinforced shell and steel tub­ ing construction, fabric covered. The wings are of the conventional type - two box spars and built-up truss ribs. The wings are likewise covered with fabric. The plane has a fuel capacity of 20 gallons and an oil capacity of 3 gallons. The Skylark was designed by Wallace C. "Chef' Cummings . WATKINS SKYLARK X-470E SPECIFICATIONS

Span . ... . ............ ... ........... ...... . .. 37 ft.

Length Overall . ... . ... . .. ..... . .. .. .... . 23 ft. 6 in .

Height Overall .... . ... . ............. . . ... 6 ft. 5 in.

Chord ............ . . ... . ...... . .... .... .. 4 ft. 9'in.

Total Wing Area . . ...... .. ............... 175 sq. ft.

Elevator Area ........................... 13.8 sq. ft.

Weight Empty ........................... .. 885 Ibs.

Useful Load ... . ..... .... .... . ............. 465 Ibs.

Gross Weight Loaded ....... ........ . ..... 1,350 Ibs.

Wing Loading ............... . . ... 7.7 Ibs. per sq. ft.

Power Loading .. .. ... . . . ... . ....... 20.7 Ibs . per hp

High Speed . . ...... . .. . ... . . . ... .. ........ 103 mph

Cruising Speed .. ... . ........... ... ........ 80 mph

Climb ..... . .. ......... . ..... .... . . 725 ft. per min.

Service Ceiling . .. ... . .................... 13,000 ft .

Absolute Ceiling ......... .. . .. ... ..... ... . 16,000 ft .

Fuel Consumption . ... .............. ....... 20 mpg

It has been stated that about 10 Skylarks were built.

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Officers 8. Members of EAA Chapter 610 Good morning : It is an accepted fact that the EAA has a most outstanding exhibit of historical aircraft representing the pioneer development of aero­ nautics and it would seem most appropriate at this period of the EAA in its effort to keep the history of aviation accurate, to now con­ sider the proper recognition of those aviation pioneers who truly contributed to the tech­ nical design and construction of the airplane and its power plant and not neglecting to rec­ ognize those who contributed and "s park plugged " the airplane by the fantastic books which have been compiled covering the tech­ nical factors of the airplane and its engine through the progressive development stages. There are many who have noted with much interest the omission of so many contribu­ tors to the development of the airplane in na­ tional recognition which surely has been strangely neglected . The EAA consists of a strong membership and if perhaps EAA Chapter #610 could pre­ sent to acceptance by the Official EAA that a national recognition program on a sophisti­ cated status could be established , then avia­ tion pioneers could be selected for recogni­ tion by those who have a knowledge of avia­ tion contribution . The following names are only a few of the neglected aviation pioneers who greatly con­ tributed their "k now how " to the design and construction of aircraft. Henery Kleckler, right hand man of G. H. Curtiss Charles L. Lawrance , Aero Engineer Alfred Verville, Aero Engineer Ed Heath , Pioneer light plane designer and builder Charles Kirkham , Aero Engineer L. E. Rausenbesger, Aero Engineer (Designer of first 12 avo engine in U.S.) Alfred Lawson, " Spark Plug " behind the first real for sure airl iner in U.S. John B. Rathbon , Technical Books on aviation Victor Page, Technical Books on aviation Edward P. Warner, Aero Engineer Holden C. Richardson , Aero Engineer Charles H. Day, Aero Engineer

A study would be required regarding the procedure of a proper recognition , placing it on a sophisticated basis and recognizing of aviation pioneers who contributed to aviation 's fantastic development. EAA Chapter #610 members ' interest in the recognition for aviation pioneers surely is an interest that coincides with the EAA preserva­ tion of yesterday's fantastic aircraft. Here is wishing EAA Chapter #610 luck in presenting the plight of aviation pioneers to the Official EAA Board. Best of good wishes, Ray A. Watkins



AERONCA 0-58B, 1943 " Defender" 3000TI, Good Con­ dition , Fabri c Poor. Continental 65 hp recent over­ haul. Licen se d until August 1979. Asking $3500.00. Call 319-267-2721 days or 319-267-2673 nights and week­ ends or write Jim Shepard, 503 N . Main St., Allison, Iowa 50602 . Wanted: 3-D, 35mm slide projector or viewer. Con­ tact David Gustafson, EAA Headquarters , Box 229; Hales Corners, WI 53130 (414/425-.4860).

Calendar Of Events MAY 4-6 - BURLINGTON , NORTH CAROLINA - Spring Fly-In. Planes to be judged should be on the field by 2 P.M. on the 5th . Awards din­ ner Saturday evening. Sponsored by EAA Antique Classic Chapter #3 . For further information contact Geneva McKiernan, 5301 Finsbury Place, Charlotte, North Carolina 28211. MAY 20 - ROMEOVILLE , ILLINOIS - 1st Annual Fly-In Breakfast of the year at the EAA building at Lewis University Airport. 7 A.M . to 1 P.M. For further information contact J. P. Fish , P.O. Box 411, Lemont , il­ linois 60439: MAY 25-27 - WATSONVILLE, CALIFORNIA - 15th Annual Antique Air­ craft Fly-In and Air Show at the Watsonville Airport. Co-sponsored by the Northern Ca lifornia Chapter , Antique Airplane Association and Watsonville Chamber of Com merce. For further information contact Earl Swaney, 525 Saratoga Avenue # 3, Santa Clara, Ca lifornia 95050, (415) 645-3709 '(days) , (408) 2%·5632 (eve nin gs). JULY 8 - EASTON, PENNSYLVANIA - 3rd Annual Aeronca Fly-In at the Easton Airport . Any and all Aeroncas invited. 10 A.M. to 2:30 P.M . (Rain Date July 15). Contad Jim Polles, (215) 759-'3713 nights and week­ ends. JULY 14-15 - ROMEOVILLE , ILLINOIS - 19th Annual Midwest Fly-In and Air Show at Lewis University Airport. Shows theme and feature will be W .W. I aircraft. Airport will be re-named to add to the illusion of the era. Spo nsored by Chapters 15 and 86. For further information contact J. P. Fish , P.O. Box 411 , Lemont , Illinois 60439: JULY 28 - AUGUST 4 - OSHKOSH , WISCONSIN - 27th Annual EAA Fly-In . Plan now - it 's the greatest show on earth . OCTOBER 12·14 - CAMDEN, SOUTH CAROLINA - Fly·ln. All division s, awards will be presented . For further information co ntact Geneva McKiernan , 5301 Finsbury Place, Charlotte, North Caroli na 28211. Sponsored by EAA Antique Classic Chapte r #3. SEPTEMBER 5·9 '- GALESBURG, ILLINOIS - 91h Annual Stearman Fly·ln . Anyone with any interest in Stearmans is cordia lly invited . For further information co ntact the Stearman Restorers Association , Inc., 823 Kingston Lane , Crystal Lake, Illinois 60014. SEPTEMBER 27·30 - TULLAHOMA, TENNESSEE - 1st Annual Fly·ln. Plan now for the greatest show on ea rth .



THE FLYING AND GLIDER MANUAL FOR: 1929 1930 1931 1932 1933 1929-1933 MISCELLANY $2.50 Each Post Paid





Total Cost For All Six $12.50