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.. ~ THE RESTORER'S CORNER

Last month we talked about the material needs of your convention chairmen to insure that Oshkosh '76 would run smoothly and efficiently, and that you would have a most enjoyable time. Material needs are only half of the story, and this month we are going to talk about another need of your convention chairmen which also must be met so that you can enjoy your convention to the fullest. This need is manpower (and womanpower, too) . Your parking committee as well as your convention headquarters committee are divided into four three-hour shifts per day. Your parking committee has ten posts which must be manned during the day, and your cnvention headquarters barn has four positions . This works out to a total of 360 three-hour shifts for the parking committee and 144 three-hour shifts for the headquarters committee during the nine convention days . If 180 of you gentlemen members will volunteer to serve two three-hour shifts on the parking committee, and 72 of your wives, daughters, sweet­hearts or girlfriends will volunteer to serve two three-hour shifts on the headquarters committee sometime during the nine convention days, your convention chairmen will be eternally grateful to you. You will also have the satisfaction of knowing that you made the convention more enjoyable for your fellow members just as they will make it more enjoyable for you when they are working. And if just serving your fellow members is not enough incentive, two three-hour shifts will entitle you to a buddy ride in the type of antique or classic aircraft of your choice . How's that for an opportunity?

by J. R. NIELANDER, JR.

Last year the Florida Sport Aviation Antique and Classic Association picked one day during which they manned all the positions. This worked out very well, and your chairmen hope that they will volunteer for a re­peat performance. How about some of you other chapters volunteering for one day?

There will be sign-up sheets in the Antique/Classic Headquarters barn, so please come down and sign up for the time slots of your choice as soon as you arrive. In this way your chairmen will be able to help you pick times which will not interfere with other activities which interest you. Your officers and chairmen look forward to meeting you at Oshkosh and working with you. Please don't let them down.

An Antique Classic Division Board of Di­rectors meeting will be held at EAA Headquarters in Hales Corners, Wisconsin at 9:30 A.M. on Saturday, April 24, 1976. All divisional members are invited to at­tend.

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EDITORIAL STAFF

Publisher Paul H. Poberezny

Editor Assistant Editor AI Kelch Lois Kelch

ANTIQUE AND CLASSIC DIVISION OFFICERS

PRESIDENT J . R. NIELANDER, JR.

P.O. BOX 2464 FT. LAUDERDALE, FLA. 33303

SECRETARY RICHARD WAGNER

BOX 181 LYONS, WIS. 53148

EVANDER BRITT P.O. Box 458

Lumberton . N.C. 28358

CLAUDE L. GRAY. JR. 9635 Sylvip Ave.

Northridge. CA 91324

JIM HORNE 3850 Coronation Rd .

Eagan . MN 55122

VICE PRESIDENT MORTON LESTER

P.O. BOX 3747 MARTINSVILLE, VA 2411 2

TREASURER GAR W. WILLIAMS, JR .

9 S 135 AERO DR ., RT. 1 NAPERVILLE , ILL. 60540

DIRECTORS

AL KELCH 70t 8 W. Bonniwell Rd .

Mequon. WI 53092

E.E. " BUCK " HILBERT 8102 LEECH RD UNION . IL 60180

GEORGE STUBBS RR 18. Box 127

Indianapolis. IN 46234

Centri but ing Ed ito rs H. N. " Dusty" Rh odes

Evand er Britt Jim Bart on

Claude Gray Ed Escall on Rod Spanier

Dale Gustafson Henry Wh ee ler

Morton Lester Kell y Vi ets Bob Ell iot

Jack Lanning Bill Thu mma

KELLY VIETS RR 1. Box 151

Stilwell. KS 66085

JACK WINTHROP 3536 Whitehall Dr. Dallas. TX 75229

T HE VINTAGE AIRPLANE is owned exclusively by Antique Classic Aircraft . Inc . and i!:. published monthly at Ha les Corners, Wisconsin 53130. Second c lass Postage paid at Hales Corners Post Office. Hales Cor­ners, Wisconsin 53130 and Random Lake Post Office, Random Lake . Wisconsin 53075 . Membership ra tes for An ti que Classic aircraft, Inc. at $10.00 per 12 month period of which $7.00 is for the publication to THE VINTAGE AIRPLANE . Membership is open t o all who are interested in aviation.

Postmaster: Send Form 3579 to Antique Classic Aircraft , Inc., Box 229, Hales Corners, Wisconsin 53130

OFFICIAL MAGAZINE

ANTIQUE / CLASSIC DIVISION

of THE EXPERIMENTAL AIRCRAFT ASSOCIATION

APRIL 1976 VOLUME 4 NUMBER 4

The Restorer' s Corner ... by J. R. Nielander, Jr. .... ... .. ...... . .... ... 1 The Restoration of an Aeronca "K" ... by Tom Trainor . ..... . . . . . . . . . . . 3 The Stinson Three Seater ... by John Underwood .. .. . .. . . . ...... . . .. . 5 '76 Sun 'n Fun EAA Fly-In. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 7 Gathering of the Eagles Cub Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 8 Yintage Album . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 9 The Crosley Biplane . .. by John Carter . .. .. . . . .... . .... . . . .... . .... .. 12 Judging ... by Claude Gray . . . .. . . . . .. .. . . ... . .. .. .. ... . . . ..... ... . . . 13 Douglas Builds New Airplane ... by Paul Little . . . . . . . . . . . . . . . . . . . . . . . . 16 Whistling In The Rigging . .. by Paul H. Poberezny . ....... .... ... . . . .. 16 Letters .. ...... .. .. .. .. .. .. ... ... .. ... ... .. .. .. .... .. . ..... .. . . .. ... . 17 Calendar of Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 18

-------. EDITOR'S NOTE: I

S.o.S. Send Old Stories

ON THE COVER PICTURE BOX Aeronca K on skis. (See story page 3). (Back Cover)

Andy Anderson and his American Eagle.

Copyr ight c 1976 Antique Classic Aircra ft , Inc. All Rights Reserved . 2

These are all photos of the last Aeronca K to leave the Aeronca factory. With skis the The Restoration of an numerous lakes in Michigan all become auxiliary landing spots .

AERONCA "K" By Tom Trainor

EAA 1379 - AIC 443

Photos by Robert F. Pauley (EAA 1277)

NC 22338 on Federal SC-1 skis. Cabin heater muff and carb heat hot box leave little exhaust pipe exposed. Spacers hold skis inboard on the axle. Heads up taxi procedure and forward planning are a must when equipped with skis .

3

The events tha t had a direct bearing on this resto­ration took place over a seventeen year period from 1952 to 1969. Now seven more years later it is quite a challenge to capture these memories on paper. Where do you start? What do you leave out? You, who are restoring right now, know how hard it is to log the

. events as they are happening, but remember you too may wish you had, just as I do now.

In 1936 the Country was coming out of the depres­sion. Piper, Taylor and others were poised in the wings ready to offer many of the features that pilots who flew light aircraft had been going without. For the first time in several years the Aeronca C-3 with its home­made looks and minimum pilot comfort was in danger of losing its place as the most popular light aircraft in the U.S. With this in mind, the Aeronca management took the basic C-3 design and up graded it into what they felt would be considered the best in its class.

When the K model was unveiled in 1937 it was ahead of all previous light plane conceptions. Featured were side by side seating for two, dual control wheel which made for an uncluttered floor, a fully enclosed and upholstered cabin, and a single strut oleo landing gear. The power plant was the single ignition 36 horse power two cylinder horizontally opposed E-113 series engine of their own design, which had already proven itself. The two throw crankshaft allowed both pistons to travel up together and down together there-by making the smoothest two cylinder engine possible.

In addition to these basic design and comfort fea­tures, options such as a tail wheel, Goodyear brakes, left door, navigation lights and battery, auxiliary gas tank, wheel skirts, floats, skis and a heater were avail­able. What more could you ask for? Yes, you guessed it - more power. The Aeronca management was fully aware of this, therefore the basic airframe was de­signed so that with minimum modification it could be adapted to the larger engines that were on the horizon. This foresight resulted in the evolution of the K into the Chief series which would continue for many years.

I had just turned 14 when the decision was made at Aeronca to build one more K model powered with their own Aeronca E-113 series engine. At this time they had been in production for over a year on the new "Chief" series, but it looked like Mr. W. C. Clements of Battle Creek, Michigan would never quit asking until they built one more model K for him. So it was on May 14, 1939 that my Aeronca K serial 357 became the last Aeronca engine powered ship to leave the Middletown, Ohio factory for a new owner.

During the first 7 years of its existence this K had 7 owners who compiled a total of 328 hours between

them. The ship was in storage for over a year when Herm Houseman of Wayland, Michigan bought it from Jim Potter of Owosso, Michigan with the intent of part­ing it out.

Herm had bought all the remaining inventory of Aeronca engine parts and was fast becoming known as the source for your Aeronca C-3 and K airframe and engine parts. Up until 1952 Herm's Aeronca parts ad appeared in each issue of Trade-A-Plane. This was the first place I went after I experienced engine failure in my razor back Aeronca C-3, NC 13386.

As some of you may remember back in early 1950 Bob Taylor and the Antique Airplane movement had not yet awakened the spirit of "Keep The Antiques Flying" . Those of us who were flying a C-3 or K had, at best, a $450.00 airplane, because that was what we could afford . After much rationalizing I decided that one more engine major would keep me in the air in the style I was accustomed to.

This decision to major the Aeronca engine not only led me to Mr. Houseman, but was to lead me indirectly to old Aeronca K 357. Herm and I really struck it off and before the day was over I became the new owner of his complete Aeronca airframe and engine parts inventory (subject to my wife's approval). Actually I didn't want those 6 Aeronca airplanes, but Herm was badly in need of space, so it was the complete inventory or nothing. The airplanes were trucked to Olivet, Mich­igan and stored in the bam of a boyhood friend, and the engine parts were trucked to my home in Royal Oak, Michigan. The parts were stored all over the house, in the closets, under the beds, and in the attic . Needless to say I had everything I needed to major my Aeronca engine and then some. Not too long afterward I sold the C-3 to the late Keith Hopkinson in Goderich, Ontario, Canada. .

In the next few years the antique airplane enthusiasm began to catch on, and all of a sudden an airplane with only two cylinders that was noisy and slow be­came a lot of fun again. Those who had flown these airplanes began to recall that this had been real fun flying. The popularity created by the Antique move­ment meant that the lack of brakes and absence of a tail wheel would no longer bring as many snide re­marks.

Here I was with a barn full of Aeronca K's. Why not go get one? A recover job would have me back in the air again in no time; or so I thought. As I started to assemble the landing gear, cowling, and etc ., it became apparent that things just would not fit. This was when I first discovered that mass production in some aircraft plants during the early thirties meant that even though many ships were being built at once, each seemed to

be built up by a group that followed the airplane through several stages on construction, as a result, one man would hold the part in place and another would drill a hole, weld a tab, etc. Back to the barn again , only this time the day was spent matching as many pieces to each plane as possible. Finally K 357, NC22338 was selected as th e plane with the most matching pieces.

In the meantime the decision was made to really do a complete restoration job. The K, just as all other Aeroncas up until this time, had a three longeron fuse­lage with wood formers and stringers . Everything was removed from the basic skeleton which was flushed with hot boiled linseed oil and then sandblasted. Immediately afterward a phosphate etch was applied followed by two prime coats of oxide of lead and two coats of zink chromate. The wooden formers were all made new along with the stringers and the other wooden parts . This was starting to become a lot of fun. As a matter of fact, instead of league bowling on Wednesday nights, Wednesday nights were set aside strictly for airplane restoration. This went on for about five years before it finally looked like everything was ready for covering . At this point a call came from Ed Schubert which was to set me back about two years. Ed was calling to tell me that he had finally discovered why his K was taking longer and longer take-off runs. He had found that, hardly visible except under close scrutiny, all the wing ribs had lost their airfoil shape and had become a series of flat surfaces between each truss section in the rib. This ' seemed to have resulted from a combination of prolonged rib stitch pressure and the inability of the paper gussets to withstand compres­sive force after so many years . The next weekend meant another trip to the barn. Sure enough all the wings were exactly as Ed had predicted. Working one night a week like I was meant that the complete disassembly of the wings and the building of all new ribs set me back the afore mentioned 2 years .

Finally everything was covered with Stits Poly­fiber and repainted to the exact color scheme as it had left the factory with over 30 years previously. On July 20, 1969, almost 8 years after starting this effort, Aeronca K 357 took to the air again for what some would call a gaint step backward. This first flight around the pattern at 600 feet took place only a few minutes before the news was received that Neil Armstrong had stepped onto the moon for a gaint step forward for Mankind.

We have been flying the K the year around now since that July day in 1969. Thanks to Les Steen of East Lansing, Michigan I am able to fly all winter on skis

(Continued on Page 11)

4

By John UnderwoodThe Stinson EAA 1984

.Three Seater

The prewar Stinson three-seaters are remembered, somewhat unfairly , for their uninspiring climb per­formance. No doubt about it; the rate of climb was any­thing but spectacular. But the little Stinsons had re­deeming qualities if you weren't in a big hurry to reach 10,000 fee t. They offered exceptional comfort, good visibility and, more important, were as nearly fool-proof as the state of the art could make it. The basic design was well conceived, the problem being the absense of a suitable power plant.

Avco, the parent organization, also owned Ly­coming. Their engineers were in the process of design­ing a geared 80 hp opposed-four for the projected Stinson. That was in 1938. Development troubles brought interminable delays and the engine never did get into production. This was unfortunate, for the pro­totype engine showed great promise in the test plane.

The classic Reliant had reached its zenith and Stin­son badly needed a' new product to stimulate lagging sales. Bill Mara, the company's long-time sa les manager, came up with the idea for a moderately priced three­seater which would sell for something under $3,000. The concept evolved at the University of Detroit under project engineer Lewis E. Reisner of Kreider-Reisner fame. Engineers Maurice Mills and Prof. Peter Alt­man shared equally in bringing it to fruition.

The prototype, initially powered by a 50 hp Ly­coming, got off the ground for the first time on the 3rd of Februarv 1939 with Al Schramm at the controls. Schramm ~as well satisfied with the results of his first 30-minute hop despite the paucity of horsepower. It

AI Williams and his " 105" Gulfhawk-Jr. , NC1049. This airplane was apparently short-lived. Perhaps some reader knows its fate. Underwood Collection .

5

NC27714 (s in 7761), the first 10A Voyager built, during a visit to the West Coast in 1941 . It is shown here at the Vultee plant in Downey with a gaggle of BT-13 's in the background. 27714 was last reported in the Sacramento area in 1970. Photo: Underwood Collection.

was spin-proof and next to impossible to stall. Certifica­tion was completed in the remarkably short time of four months and production got underway in May with the 75 hp Continental. The manufacturer's designation was HW-75; but to the fl ying public it became known as the Stinson 105. Evidently the number was derived from its quite respectable cruising speed.

The 105 made its debut at the 1939 New York Worlds Fair a nd some 275 were delivered before the year was out . Howard Hughes was reported to have bought o ne for commuting; likewise Indianapolis race winner Wil­bur Shaw and th e inimitable Roscoe Turner. Al William's "Gulfhawk-Jr." was a Stinson 105. It was about as econom ical an airpla ne as anyone could hope for. Hal Henning hopp ed across seve nteen sta tes in one, averaging 201/2 mpg over the 7,590-mile route. The Auto­mobile Club calculated that it would have required some 9,230 miles of driving to cover the same territory by car and the average Ford got about 16 mpg.

The HW-75 was superseded by the Model 10 early in 1940. It was reported at the time that the French were buying six hundred for Army communications duty. It wou ld have taken Stinson the better part of a year to build that many, so the French began buying up privately-owned 105's and 10's. These were flown to Canada in a huge formation of forty or fifty at a time and prepared for shipment out of Halifax. How­ever, only a few Stinsons reached French territory be­fore the fateful month of May. Hitler's panzers swept through Holland and Belgium in a matter of days and the French were overwhelmed in less than six weeks.

The Stinson HW-75, better known as the "105", was an attrac­tive proposition in 1939. At $2,995 it was a good value for the money. NC21180 (sin 7016) was the 16th airplane off the Wayne, Mich . production line .

(By Emil Strasser)

Another Model 10, NC27798 (sin 7730) delivered to General Tire Company at Akron, Ohio, in 1940.

How many of the little Stinsons got into the fray is unknown, but at least one participated in the his toric evacuation of Dunkirk. Bad weather kept everything else on the ground .

Some two-hundred and sixty Model 10's were built and Stinson introduced the Model lOA Voyager in 1941. Basically it was the same airplane as the HW-75 with minor refinements and a healthy boost in horse­power made possible by the advent of the 90 hp Frank­lin . Altogeth er about five hundred lOA's were built, the last in 1942.

Voyagers provided valuable service during World War II , mainly with the Civil Air Patrol. Approximately 65% of the C.A.P. coastal patrol and air rescue opera­tions were carried out by Stinsons of the 105/Voyager type. Some were even armed with light bomb loads for anti-subm ari n e patrols. Everyone's attention was focused on the battlefronts, however, and th ese opera­tions received littl e notice in the press.

Toward the end of the war Stinson's engineers took a s tock lOA and s tretched it to accommodate four passengers. It was fitted with a 125 hp Lycoming, then the 150 Franklin a nd became known as the Model 108 Voyager. Well over 5,000 were built, but that' s another story .

Stinson delivered six Model 10's to the Army as the YO-54 . It was too short on power and became hopelessly bogged down in the mud during Wright Field tests. Stinson's engineers wasted no time in developing the eminently successful L-5, a direct descendant of the YO-54 and the most widely flown liaison plane of World War II.

Note: The Stinsons, by John Underwood, is available from the EAA Air Museum Foundations bookstore. Price $5.95.

6

2ND ANNUAL SUN 'N FUN LAKELAND, FLORIDA

You missed all the fun if you didn' t ma ke it to this a nnual fl y-in , tha t is des igned espec ially for "sno w diggers". The re is something for everyone in this grea t affair, a nd excepting those dedica ted workers who slave over a hot airport to serve us, it is a very relaxed affair. Almost a ny thing you wo uld want to do, is a t your disposal.

An interes ting innovation this yea r was the fl y-out drive-out approach . They furnished a bookle t for those who w ere on the mailing list in advance, a nd for those that asked for one at the fly -in , that gave a series of self-conducted tours of the area, las ting o ne o r two d ays . To go such places as Dis ney World , We eki­Wach e Springs, Cy press Ga rdens, Busch G a rdens, local to urs around Lakela nd to many interesting points and jus t fun places to go. Th ere was tenni s, golf, fish­

ing, sailing and of course all of the other sports ava il­able loca lly, and a t p laces easil y accessible by air or car. All th ese a re avail ab le, provid ed of course you ca n tea r yourself away fro m the engrossi ng activiti es a t the ai rpo rt . O f course it was possible to split th e tribe, with th e ones interested in fl ying ac tivi ties s tay­ing, and the others going w here they p leased . Quite a few fa m ilies did jus t that.

The w ide va riety of ac tivities a t the field inclu ded a delightful visit w ith a group of people ca lled "The Ga th ering of the Eagles", a ll pe rsons h avi ng soloed prior to 1935. This group incl udes a ll as pects of his toric avia tion , and time wo uld be short if you spent the week only try ing to visit wi th each o f these wonderful people. There were 41, accordin g to my record , in a ttenda nce. To quote their definition , the Ga thering of the Eagles w as don e o n a theme o f commonali ty, of spirit, a nd com­radeship, shared across the generati ons, from pioneer airmen to the youngest of aviators a t the Fly-In. For ma ny it was an opportunity to see and hear what ~uld otherwise only be read in a book. The tota l group in­cluding g reats, near greats and jus t plain aviators were available throughout the fly-in participating in m any events and vis iting in gene ral with the people around them. It was a truly success ful operatio n.

Th e highlight of this operatio n w as a daily fl y-by of fi ve Cubs, flown by five tea ms of two eagles each . The five Cubs, as they fl ew over, represented 567 yea rs of fly ing experie nce and 210,000 tota l ho urs of fl ying time . Imagin e if you will the 5 Cubs flying over with literally a contrail of history.

Immediately after the fly-by, the 5 Cubs la nded , ce remoniously taxied into position and parked in a neat row . The crowd gathered as soon as the props stopped , and the g roup of fliers made themselves available for pictures, or jus t plain talk . A more hospitable and inter­es ting group would be ha rd to find.

For those who wanted to get educated or enter­tained , there were constant forums and activities on ma ny interes ting subjects, both educational and enter­ta ining . One forum by Cole Palen on fl ying th e old rotary e ngi nes wa s mos t interes tin g. Hi s prese nta tio n of the fact that the pilo t in such case beca me part o f the engine, performing the functi on of the carburetor con­trolling the mixture literally by adjus ting the flow of gas, was spine tingling and informative. Just imag in e yourself fl ying such a machine and having time a nd presence enoug h to be its carburetor.

The campground was large a nd well used all week. The usual s ights and sounds o f boys and girls fl ying toss glid ers a nd gen eral camp activity, bes t d e fin ed

Awards GRAND CHAMPIONS IN CLASS

(1) Antique - Spartan Executive NC1761 S, Jim Patterson, Louisville, KY (2) Classic - 1949 Piper Clipper N5335H, Phil Cashmere, Addison , IL (3) Homebuilt - Kingfisher N-2EK, E. K. Morice, Delray, FL (4) Military Configuration (Wayne Thomas Award) - Combat Aircraft -

Vought Corsair CG-CWX, Dennis Bradley, Toronto, Onl. , Canada (5) Amphibian (Jack Brown Award) - Kingfisher N2EK, E. K. Morice,

Delray, FL

ANTIQUES Golden Age ( to 1935) (1) Best Restored - C-34 Airmaster NCl6403, Roy Wicker, Atlanta, GA

Insts. & placards by Bob Baldwin (2) Best Custom - Travelair 2000 NC4952, John Dekle, Thomasville, GA (3) Best Original - Curtiss Fledgling Nl72Y, Hank Palmer, SI. Peters­

burg, FL

Sliver Age (4) Best Restored - Howard DGA, NC95462, John Turgyan, Trenton, NJ (5) Best Custom - Stagger Beech Nl038M, Vernon Ford, Ft. Pierce, FL (6) Best Original - Ryan STA, N17349, Walter Hill, Miami, FL

CLASSIC (1) Best Custom Restoration - 1946 Globe Swift N78055, Clay Sisson ,

Ft. Myers, FL (2) Best Custom Restoration - Aeronca Champ 83633, Melvin Hill ,

Danville,IL (3) Best Original Restoration - Mooney Mite 346M, John Wright, Kirby

McKinney, Greenville, SC (4) Class I - 65 hp - 1946 T-Craft N44493, Warren Long , Thomasville,

GA, restored by Jeff Hayward, first aeroplane (5) Class II - 66 - 165 hp - 1954 Cessna 170B, N2535C, M. R. Baas,

Irving, TX (6) Class III - 166 & up hp - 1949 Cessna 195 N4374V, Art Brown,

Marietta, GA

HOMEBUILTS (1) Best Metal - T-18, N22DS, Bill Suttler, Nashville, TN (2) Best Bi-Plane - Pitts N51 RA, Dick Adama, Tampa, FL (3) Best Original Design - BJ-520, N520BJ, Dr. Bergon Brokow,

Leesburg, FL (4) Best Non-NC Engine - Sonerai N2MX, John Monett, Elgin, IL (5) Best Fabric - Aerosport N6AS, Dorothy Aiksnoras, Oxford, CT (6) Runner-up Grand Champ - BD-4 , N325BD, Lloyd Brekke, Newton, KS

WARBIRD AWARDS (1) Best Primary Trainer- PT19 (M62A) N58109, Frank Mock, Tampa, FL (2) Best Advanced Trainer - SNJ-5, N4QU. Jeff Michael, Lexington, NC (3) Best Original Trainer - Temco Buckaroo, N6877~, Charlie Nelson,

Athens, Tenn. (4) Best Custom - P-51 , N988C, R. J. Shaver, Atlantic City, NJ (5) Best Restored - P-51 , CF-FUZ, Gary McCann, Stratford, Ont., Can .

DIRECTORS AWARDS (1) Best Static Display - Ira Jones, CA-65 (2), Spirit of EM - Airparts, Frank & Ethyl Ferre (3) Best Forum - Ken Rand (4) Spirit of EM (out of state) - Russ Dutton of Australia

7

by the camaraderie associa ted with fly-ins in general. The "F lea Market" could h ave been Gathering of the Eagles Cub Flight

named differently , for its proportions and activiti es were far from flea size. Everything from a complete Gnome ro tary engine on a s tand and runable, to an in­strument panel screw was available . Much money and many parts cha nged hands with great fun.

The Piper Plant, just across the airport , w ho manu­facturers the Piper Navajo, most graciously conducted planr tours . Free buses left from the main gate, and returned you to the fly-in. They also lent their facilities to the group for a fashion show one evening. The same buses above mentioned, were used for a continual shuttl e service to all motels and back to the airport. It was a scenic and enjoyable ride with a lot of friends , and the usual bus chitter chatter.

Each evening th ere was a corn roast on the field. The huge sized grills were laden with roasting corn over glowing charcoa ls that by then felt good, since the evenings were cool. The "gemutlichkeit" ran knee deep with swaping of stories, meeting new people and chance meeting of old friends, a ll to cap off a pleasant day.

The main banquet was held at a beautiful civic center in Lakeland, a tremendous complex of buildings and meeting rooms, designed primarily for convention work, made an enjoyable setting for such a huge crowd. The edi tor' s estimate would have been around 500 peo­ple sitting and having dinner at one time, with what else but an airp lane sitting along side of the main podium. The food was good, and everyone was served promptly and efficien tly, and the time had come for the awards program. Th e awards program was pre­sented, and the winners are listed herewith.

The guest speaker of the evening was Paul Pobe­rezny, who gave an informative and inspirational talk on what can be done to help in these times of dominat­ing government regulations. There was a surprise presentation to Audrey Poberezny of a birthday cake and singing of "Happy Birthday" by all, immediately after Paul's speech . It was an enjoyable program and everybody retired from the meeting hall to small groups all over town to visit and continue far into the night.

By Sunday, the bright faces (some bright red and sunburn) turned to long faces, as departing time, thoughts of home and snow entered our minds . On cue, we arrived in a raging blizzard, with a two hour driving fight to make it home and in the driveway , the one re­warding thought being that we will be back there again next year, and of course, there is the thought that Spring is coming.

Al Kelch, Editor

~~

5. L. Roger Don Rae R. L. J. Smith

__ .L

~

3. L. Merl Jenkins R. Bill Green

8

-

J.

.. _~. 't# ..... ~;

Jr '!.: .",

A proud owner of a beautiful Air Matty & Elsie Laird. (Super Solution). Coupe, owner unknown.

., I

Cole and Rita Palen . The Old Rhine­beck people.

\.. \ \ ~

Hal Thompsons Aerocar. He has the rest of it and is going to fly it.

Tiger Moth, owner Lanny Gardner, Ft. Benning, GA.

.'

Wisconsinites Mr. & Mrs . Kellog , Loren Gilbert and Gene Morris clown a bit.

..

-!

~~~.J'"~... - -~......../"-, ~",~ ~~ ':%_ ~ _ "'-v/ L . • . ...- ..,..,.

ancGeorge W. Haldeman , Clem Whittenbeck Len Povey, a jolly threesome.

Walter Hills Cuatemalan STM Silver Age winner.

Edna Gardner Whyte said she taught in these Spartans.

A Majestic Corsair.

Sun 'N Fun F Editor 's Note : Due to the tremendous proportic aircraft, you will have to forgive us for our lac This is an all for fun event. Registration not r

Album lintage Machines ~$~=-.~ 'c-·.....--

.

'-"' ~..I .,..,,;,;.? ~::.~.......r ~' . .........~-. ~""-~~

Travelair 2000, owner John Dekle. .......~ Cessna 170 N4531C owner unknown .

Mike Murphy, left Jessie Woods and Roger Don Loren Gilbert contemplating the Flea Ed Escal/on tending Super Solution Pilot briefing just like Oshkosh. Rae, at the buffet dinner. Market. display.

Stinson NC34676, owner Tom Scott , NC7091 Waco Bob White, Orlando. Miami, FL.

The traffic of onlookers was constant.

, I n Pictorial )f this event and the great number of unregistered f and sometimes inaccurate information . ired!

way?)

---- ---- ----

OSHKOSH CONVENTION COMMITTEES AND CHAIRMEN ANTIQUE/CLASSIC DIVISION 1976

AERONCA K .•. (Continued from Page 4)

which belong to him. As it has turned out, the K has won many trophies and plaques. A couple of which 1 am especially proud are, the Best Cabin Monoplane award at Oshkosh in 1973 and the Outstanding Antique Aeronca at Oshkosh in 1975.

When the restoration started my good friend Tony Young began documenting the whole process on 8mm color film . This was really a great idea and J would sure suggest that if you don't have a friend like Tony, try to take a lot of snapshots . Needless to say a project like this can be even more enjoyable when you have the support and help from a wife and five children, as I had. A ride in the K is the only tangable thanks that Bud Drum our local chapter 194 Designee ever got, even though the work was done under his supervision. The same goes for Roger Perreault who sat on the other side of those wings during the many rib stitch hours. Martin Oosta of our local FFA GADO area, was always helpful and had to make extra inspection trips due to the fact that two spar splices had to be made during the restoration. Aeronca restorers all eventually get to know John Houser who has been with Aeronca many years, and is still at the Aeronca factory . John is always there with the information required if you are trying to make an authentic Aeronca restoration. Finally it gets to where you realize that the job was really com­pl~ted because there were friends like Bob Ebbert who allowed me to use his machinery and special tools, Ken Sanders who helped night after night and the numerous others who were there when they were needed.

-~~, £,1

EXPERIMENTAL •••••••••AIRCRAFT ASSN.

Antique/Classic Convention Management Antique/Classic Convention Chairman J. R. Nielander, Jr.

Box 2464 Fort Lauderdale, FL 33303

Antique/Classic Convention Co-Chairman E. E. " Buck" Hilbert

8102 Leech Road Union , IL 60180

Antique/Classic Forums Antique/Classic Forums Chairman J. R. Nielander, Jr.

Box 2464 Fort Lauderdale , FL 33303

Antique/Classic Forums Co-Chairman William J . Ehlen Route 8, Box 506 Tampa , FL 33618

Antique/Classic Parking & Flight Line Safety Antique/Classic Parking Chairman M. C. " Kelly " Viets

RR 1, Box 151 Stilwell, KS 66085

Antique/Classic Parking Co-Chairman Allen D. Henninger 939 McKellar Drive

Tullahoma, TN 37388

Antique Parking Chairman Jack C. Winthrop 3536 Whitehall Drive

Dallas , TX 75229

Antique Parking Co-Chairman George E. Stubbs Box 113

Brownsburg, IN 46112

Classic Parking Chairman Arthur R. Morgan 513 North 91st Street Milwaukee , WI 53226

Classic Parking Co-Chairman Roy Redman 7120 Irving Avenue South

Minneapolis, MN 55423

Antique/Classic Fly-By Schedule Coordination Antique/Classic Fly-By Schedule Chairman

Gar W. Williams 9 S 135 Aero Drive

Naperville , IL 60540

Antique/Classic Fly-By Schedule Co-Chairman Eduardo C. Escallon

335 Milford Drive Merritt Island , FL 32952

Antique/Classic Judging & Awards Antique Awards Chairman & Chief Judge

Claude L. Gray , Jr 9635 Sylvia Aven ue

Northridge , CA 91324

Classic Awards Chairman & Chief Judge Morton W. Lester Box 3747

Martinsville, VA 2411 2

Classic Awards Co-Chairman & Co-Chief Judge James C. Gorman

Box 1217 Mansfield , OH 44902

Antique/Classic Headquarters Staff Antique/Classic Headquarters Staff Chairman Edna Viets

RR1 , Box151 Stilwell , KS 66085

Antique/Classic Headquarters Staff Co-Chairman Kate Morgan

513 North 91st Street Milwaukee, WI 53226

Antique/Classic Merchandise Sales Chairman Pauline Winthrop

3536 Whitehall Drive Dallas, TX 75229

Antique/Classic Merchandise Sales Co-Chairman Alicia Smith

706 N.W. 87th Avenue , Apt. 303 Miami . FL 33172

Antique/Classic Equipment & Supply Chairman Richard H. Wagner

Box 181 Lyons, WI 53148

Antique/Classic Equipment & Supply Co-Chairman AI H. Kelch

7018 West Bonniwell Road Mequon, WI 53092

Antique/Classic Pavilion Programs Antique/Classic Pavilion Programs Chairman

Gar W Williams 9 S 135 Aero Drive

Naperville, IL 60540

Antique/Classic Pavilion Programs Co-Chairman James B. Horne

3850 Coronation Road Eagan , MN 551 22

11

NX147N when owned by Ernie Moser.

The Crosley inverted 4 cyl. air cooled 90 HP engine. Russ West A 110 HP Warner engine. Herb Junkin shop superintend'mt test pilot in rear cockpit and Hoekstra in front, note Gosport helmet. in cock pit and Hoekstra standing.

By John Carter (EAA 41061/A C 180)

THE CROSLEY BIPLANE A couple years ago I wrote an article on the aviation

activities of Crosley Radio of Cincinnati. The piece was lacking in the historical area. This I would like to correct through the, probably, only known ship, NX 147N.

Like all Crosley's 147N bore the name " MOON­BEAM".

She was completed on December 8, 1929 and served as test bed for the ideas of Powell Crosley Jr. Opera­tions included being flown with a Warner Sacrab of 110 hp and Crosley's Four inline of 90 hp. The highlight was the use of spoilers for lateral control in recovery from six turn spins. A first in use.

A unique feature in the airframe was the square tube longerons. Trussing is standard round tube. Ailerons are from bent aluminum sheet/rolls. This sys­tem was sold to WACO where it was used on several cabin models.

After leaving Crosley around 1932 there is a break in the logs of ownership. The next entry is 1939. At this time she was sold by John Richardson of Nicolas­ville, Kentucky to James D. Goodrich of Frankfort, Kentucky. Mr. Goodrich operated 147N until December 7, 1941. At this time the engine was removed and the a irframe stored in the proverbial barn. There she rested until some time after the war when rescued and made flyable, bearly. From all indications th e Moon­beam was s till owned by James Goodrich. The rescuers remain a mystery .

In 1958 she had an altercation with a Bensen causing substantial damage .

Following this mishap the ship was sold to an Antiquer, David M. Trapp at Lexington, Kentucky, who rebuilt her to her former glory, if not better. The major substitution was a Manesco C4 "Pirate" of 125 hp, re­placing the Crosley Inline for power.

The highlight under David Trapp's ownership came in 1967 at a fly-in. The aircraft's designer had a chance to fly in her again .

When Harold D. Hoekstra came down his remark was "Open Cockpit again - Wheee".

Upon the approval ot antique markings in 1970 the Moonbeam was repainted silver and blue. Registra­tion was placed on the wings of silver. These markings are blue while those on the vertical surfaces are white.

Here is a puzzle. No Crosley was certified for production yet NC

prefix entries are in the log. Can anyone explain? Late 1970 found the little biplane in the ownership

of Ernie Moser of St. Augustine, Florida. David D. Allyn of Sarasota purchased the ship in

April 1972 for part of his proposed Flying Air Museum. Following no cooperation from the local airport officials, Dave packed up bag and aircraft in June 1973.

Approval was easily obtained from the Municipal Airport of Santa Fe County New Mexico for the con­s truction of the new museum, which is underway.

If all goes as planned, I may rejoin the museum as historian.

Anyone with information on the Crosley aircraft is encouraged to contact me . Needed is historical data

1403 2nd Ave. E. Bradenton, FL 33505

and spare photos so that the file can be closed. Working for the museum, I started compiling data

originally on NX 147N. Not only did I find data on our ship but a scattering of details on the others.

DATA SHEET

Five Corsley Aircraft were built. All bore the name MOONBEAM.

Serial No. 1: Three place ·parasol monoplane seating in open cockpits. First flown April 1929. Warner Sacrab 110 hp. License X 642E.

Serial No.2: Four place cabin monoplane. Wings tail unit, 1. g., engine mount as No. 1. First flown August 9, 1929. Engine Wright J-6-5 165 hp. Registration X 10M.

Serial No. 3-4: Identical biplanes. Two place open cockpit. Warner Sacrab 110 hp or Crosley four inline 90 hp. Registration No.3 X 146N, No.4 X 147N. Number 4 now fitted with a Manesco C-4 of 125 hp.

Serial No.5: Single place high wing. Outer panels fold . Aeronca K size. Control stick hung from roof. Flown 35 days from layout. ABC Scorpion 38 hp engine. First flown May 28, 1930. License X 9679. Serial No.3 first flown in the fall of 1929. No.4 was f10wh on December 8, 1929.

No further data.

12

, ~ _~" ~~~ . '_ . _ \\~~T=,~~~~ .._ ;~~~F ---: \ ,-, . '\ . ~. ~ . /~"= .':".\- ~ . \'\ . AY

'1- - ~ . .J ~,--

Judging *

Outline of Judging Information

By Claude Gray Ant. Awards Chairman & Chief Judge

This article has bee n written for the benefit of those of you who have restored or are now in the process of restoring an antique or classic aircraft for display and judging at the 1976 O shkosh Fl y-In Conve ntio n , It is intended to provide you with some insight into what will be looked for by the judges. The informatio n is taken largely from our manual of Rules a nd Standards, Restoration Judging, worked up early in 1975 by the Antique-Cla ss ic Division directors. These rul es and standards have already been tested under fire - a t the 1975 Oshkosh Fly-In - and were deemed quite suc­cessful. They remove much of the personal tas te and bias that all too often seem to creep into the decisions of judges, subs titutin g instead a sys tematic means of fairl y judging a ll a ircraft equ ally .

Throughout our guide book, " authenticity" is the , key word . The s ta ndards are structured in such a way to enco urage th e individual to complete a " fac tory fresh" restora tion ... " facto ry fresh" referring to the way th e a ircra ft ca me fr om th e factory, a nd not necessarily utilizing methods a nd ideas used in modern day manu ­facturin g . It is rea lized that some of th e factory fr esh ways of doing things, circa 1920s and 19305, might need a little improvihg today from the s tandpoint of sa fe ty and current s tandards or airworthiness, so such changes are give n pro per consideration a nd carry little or no minus point valu e in th e judging g uide .

We do wish to s tress tha t what was o riginal, even if

crude by today's sta nda rd s, is to th e res tore r's ad­va ntage, p o int- w ise, if reproduced fa ith full y in hi s restoratio n .

It should be noted on the judging form rep roduced he re that a Presenta ti on Book and Proof of Authenticity is good for 5 po ints of the possible 100. Thi s book ca n contain old photos, pri n ts, drawings or even a display of old parts that have been replaced ... all to authen­tica te one's restora ti o n. This is pa rticularl y importa nt in ins tances in w hich a n aircraft originally left the fac ­tory with a non-sta ndard or "cus tom" paint job. Also, we des ire tha t the res torer be present during the judging of his aircra ft to answer any questions that might arise. We cannot spare the time for a complete story on each aircraft, as much as we would enjoy it, but having the owner present for ques tions is fair to all concerned . It is well to remember also that a restora tion completed by an individual is given consideration over a plane tha t is known to have been jobbed out to the repair s ta tions, with the owner's principal labor res tricted to w riti ng the checks .

Follo wing are som e excerpts from o ur judge's guide tha t we feel can be of h elp to the restorer :

" Throug h o u t th e rea ding of the Sta nda rds, you will find re ference to one concept tha t reflects the opin­io n expressed by practica ll y all th e people contacted during the development of the guidelines . .. the under­lying concept of authe nticity. If it is th e desire o f the owner to d evia te from th e attainment of thi s goa l for considera tio ns of sa fe ty , p ersonal whim or other rea ­sons, the 'cos t' o f not cQpforming is known in ad va nce . A portion of the guideh'hes pertains to the docume nta ­tio n of a uthenticity as it re la tes to the restored aircraft. The owner/resto rer is encouraged to prove the authen­ticity via p ictures, le tte rs, factory specifica tions or other means w hich will a llevia te the need for ' judges opinion' in determining authe nticity."

"Judges are to be guided by the following ge neral policy. The prize- winning airpla ne is eith er in o r has been res tored to fac tory fr esh condition. In the case of restored airpla nes, the quality and a uthenticity o f the completed restora ti on is the main issue. Any altera tion for whateve r purpose should be di scouraged , with the exceptio n o f sa fe ty items . These a re covered in s ta nda rd deductio ns o n the judging sh eet. Duplica tio ns of parts sho uld be as close to th e original as possible. Pe nalti es

should be give n for lack o f res traint in 'over res tora­tion : Judging fo r cl ea nl iness should take into considera­tio n th e ex te nt to w hich the pla ne is used , a nd authe ntic restorati o n should not b e penalized w hen it bears o nly the oil and grease normall y accumula ted in opera tio n . This will not excuse poor housekeeping, as it onl y takes a few minutes after a rri ving a t a m eet to clean the oil sp atte r from mos t of the pla ne. Planes that have been fl own to the mee t shoul d by a ll means receive preference ove r s ta ti c di sp lays t rucke d to the s ite . Airpl a n es completely restored by an individual sho uld , of course, receive preference the sa me as authenticity, Replicas should no t be qu alified for judging as an a ntique res tora­tion . Our goa l should be to restore and fl y planes exactly as they were in the pas t, preserving a part of his tory for pos terity. Ju dges must keep thi s in mind ."

CATEGORIES A. Antique - '

An antiqu e aircra ft is de fin ed as a n airpla ne manu­factured at leas t thirty (30) yea rs prio r to the contes t da te.

B. Classic-Classic aircraft is defin ed as a n airplane ma nu ­factured prior to 1950 a nd resto red to show cond i­tion .

e Replica-A replica is de fin ed as a ny rep roduction of an airframe that was not built by th e orig inal ma nu­facturer.

After reading over these guidelines, you should have a good idea of w ha t is be ing looked for in yo ur a ircra ft. Keep in min-d that old Ca lifornia sloga n fo r ho t rods, " If it won ' t run - chro me it" .. . rem embering th at it gets yo u no points, using this judging sys tem . If ori­g ina lly c h ro med or pl a te d , fin e, but if a dd ed for modem -day show - no. The goa l of the EAA Antique ­Classic Divis io n is to res tore and save old airpla nes in the g race and glory that was built into the m - the know-how (o r lack of it) o f that time.

Let' s not ruin the bea uty of a rare old antiqu e with modern day short cuts a nd gadgets . As w as o ften quo ted in the 1920s and 1930s, " For every ho ur o f fl ying th ere were about 8 hours of work keeping it running." We ca n' t be in such a hur ry today th at the rule shoul d n' t still a pply.

13

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Form V

OFFICIAL SCORING FORM AIRCRAFT JUDGING

AIRCRAFT_____ yEAR_____ REGISTRATION ________ &OWNER______ ADDRESS

Authenticity Appearance Only Score Minus Points - Deduct as Specified Poor Fair Good Very Good Excellent

General Appearance (25) P + 0 to 5 Non-au thentic color scheme -5 F + 6 to 10 Non-authentic finish -2 G + 11 to 15 Non-authentic Stripings -3 VG + 16 to 20 Non-authentic Markings -2 EX + 21 to 25 Other

Engine (15) P + 0 to 3 Non-authentic Engine -12 F + 4 to 6 Non-authentic Mags -I G + 7 to 9 Non-authentic Wiring -2 VG + 10 to 12 Non-authentic Chroming -5 EX + 13 to 15 Other

Landing Gear (10) P + 0 to 2 Non-authentic Brakes -2 F + 3 to 4 Non-authentic Wheels -2 G + 5 to 6 Non-authentic Tires -I VG + 7 to 8 Non-authentic Tail Skid -2 EX + 9 to 10 Non-authentic Steering -2

Other Cockpit (15) P + 0 to 3

F + 4 to 6 Non-authentic Instrument '2 G + 7 to 9 Non-authentic Upholstery -4 VG + 10 to 12 Non-authentic Chroming -5 EX + 13 to 15 Non-authentic Controls -2

-------- Other Fuselage (15)P + Ot03

F + 4 to 6 Non-authentic Windshield -2 G + 7 to 9 Non-authentic Cowling -5 VG + 10 to 12 Non-authentic Fairings -2 EX + 13 to 15 Other

Wings & Tail (15) P + 0 to 3 F + 4 to 6 Non-authentic Wires -2 G + 7 to 9 Non-authentic Pitot -I VG + 10 to 12 Non-authentic Nav. Lights -I EX + 13to15 Other

Presentation Book !- 0 to 5 Proof of Authenticity

- - ----------- TOTAL MINUS GRANT TOTAL Judges Names Total Appearance : Less Total Minus : GRAND TOTAL: ----- ­

Score Score

Pr·"/01l8 Or·"d Ch""',~... ....... .................~~.."""..,.... ""'" .............

MOdern finish _~'i::'or SCheme ..... t. :~~~%:~;;$~~'::r""".'"" ....,.......... .. N'}:!-aUthent/c StrlPi~rgt~and°rlglnal fabric and d ""YlJs:......h··· ..d ! -....... .,~... • ....N ""'.... '''' " ~

""'..-'... . -PO .... ....,.... ;" ::_''''' '.'h ""~ ., ~. ...... ~n..... .....'::;:;; ::':';-"" .. ,;;, :d~~,_ '"'' ....;:'

ITE., 3 Non-aUthentic ""iring .....··,::C~ ""......". Of...... " ..... . - L-4NOING GE.ot HYdraUlic brakes ,: (10.Polnts)

Noo-aUthentic tira sT?laClflg mechanica/s -10ITe Nn"-aUth", ,. IZe Or tires ""","" ,;.':.!::::;,.. Of ............

-2 - d. l~s7~",;.~~t~e:~ instrument

-I

:':Iterations in co:~t~~:/han Original Panel 2 -2'~'·~h~h' h -' ......~"" , . -2Ct."",.,. ......' Of"", ""'..., 'mod" Ok. _, ., -I

...... 'PO,.OfON""" 'h '" W,. Of ........'o,. '2 . ...- -........Ifldshleld..,..., '_ .Fairing mise; .........,t> "_., .. b - - ng ""here fairln

III Ca In Slruts to fUBelage gs ""ere Orig/nally fUBela _""-. ..............N...- ""NGS & T""L l' 0,.. ""heel III ....... Non-aUthefl/ic b, (5 POI"tS) Non-aUthentic lan~~ ""::es -2

ITE., 7. ~~-aUlhefl/iC PitOt t~be9hts Or naY/gation lights -2

SENT"'TiON PROOF (5 PoI"ts) -3

-2 -I -I

Date

Letter to Ed Williams Ed,

A s a p o int of clarification in your article in the las t issue of Vintage Air­plane concerning the 50th Anniversary of Commercial Air Tra nsporta tion which I enjoyed very much, it was a young lady who rea ll y gave rebirth to the Swal­low not Buck Hilbert. This lady knew of the wh ereabouts of the Swallow for over 30 years . She mentioned it to me about 12 years ago and afte r investigating and finding same to be s till located w here it was whe n she was a toddle r and in very good conditio n d es pite th e yea rs in s torage; I told m y g oo d fri end s Bob Schroeder and Buck Hilbert tha t when I got the plane, and I was determined to d o so, I wanted them to be equal partne rs with me .. . after many years of talking, barga ining, more talking, etc. I'm sure the two though t I'd never get Bill Irwin to release he r to me, but I p ersisted a nd with some good proding on th e part of Ern es t Fumaso li w h o knew Irwin for more than 55 years, he finally relented about a yea r ago so th at he could see his "baby" fly again . About two yea rs ago he turned down, he told me, a n offer to put the Swallow in the EAA Museum be­cause all these yea rs he wanted h er up in the sky.

Rea lizing tha t too many bosses ca n upset the kitch en, it was decid ed tha t Buck head up the project, and I must admit as does Bob, that he is doing an ad mirable job of ca lling the shots .

By the way, the yo ung lady is my lovely bride of 22 yea rs Ginny, Ernes t Fumasoli is my charming father-in-law - th e Swallow you see was s tored across the alley from the old homestead since 1933; more or less a fa mil y a ffair. In closing I would like to close with a tri­bute to Bill Irwin who died in the la tte r part of 1975 witho ut seeing th e Swallow fl y again like he and r talked those many years. H e started this project back in the twentyies, I'm glad G inny was born to that neighborhood so tha t we ca n now be a pa rt o f th e 50th Anniversa ry Celebration .

Da ri o L. Toffenetti EAA Chapter 7 15

DOUGLAS Builds New Airplane

Paul Lit tle (EAA 56229) 17103 So . Gryland Ave.

Cerritos, CA 90701

Tucked away in a not too obscure cor­ner of a n e ig ht-s tory han ga r, large enough to house two or three DC-10's or several DC-9's, s its a sma ll skeleton of a fuselage on its landing gea r, its Liberty engi ne uncowled, tail fea th ers sometimes on, sometimes off, a nd generally look­in g as if it w ere in th e developm e n t s tages .

Li ke a wren to a n Eagle, compared to its brother the DC-10 is the Douglas M-2, being given a new start in li fe by some Wes te rn Airlines a n d Do ug las e m­ployees . This a irplane, now fifty years old, ha s bee n stored by Western Airli nes since 1941 and is now being restored to cel ebra te th e Bice nte nni al yea r a n d Wes tern's 50th An niv ersary as a n air­line.

Western Air Express, as it was called in the beginning, s ta rted ope rations wi th five airplan es, two M-2's and three M-4's. This particu lar ai rplane was actuall y an M-4, one of fifty pu rchased by the U.s . Postal Servi ce, but sold to Wes tern before it ca me off th e assembly line . On the entry s tep is s till the WA E made up of rive ts, a goodw ill ges ture by Douglas employees to Wes tern em ployees .

Firs t fligh t was a n April 20, 1926 by Morri s G raham and it was the n put into regular service from Los Angeles to Las Vegas to Salt Lake City, primaril y as an a ir ma il a nd pa rcel servi ce, alth o ugh passe ngers were carri ed a t times in th e mai l hopper which is in the front of the cockpit.

On e amusin g s to ry comes from Wes t­ern reti red Captain Ted Homan, of an entry in ship's logs, which read, " Made unschedu led la nding in fi eld to persuad e passe nger to s tay in a irpla ne." Wh at

actuall y happened was that the passe n­ge r, be ing som ewha t in ebr ia te d , kept climbing out on the wing, p robably to get a breath of fresh air and no amoun t of coaxing by the pilot could cha nge his mi nd . So th e pilot made his un sched uled landing, hit the passe nge r on the head with the fire extinguisher and took off again .

I asked Captain Homa n, who by the way is in charge of the restoration pro­jec t and also will be the tour pilo t, if he ever flew this airpla ne fo r Wes tern . He laughed and said , " No, I'm not that o ld , but I once flew as a p asse nge r in it when I was a boy." Then he to ld me how the M-4 go t it's lo nger wings than the 39'8" of the M-2. Seems the Pos tal Ser­vice had a little trouble getting off from C heyenne on a ho t day , so th ey asked Douglas fo r longer wings and Douglas compli ed by addi ng 4'. This was called th e Rocky Mo un ta in Wing , which a ll M-4's had .

Wes tern has asked the FAA to let them redes igna te this M-4 as an M-2 for thi s projec t and al so to use its origi nal regi­s tra tion o f Cl 50. Additio nal fu e l tanks are a lso be ing added to ens ure an a mple supply o f low octane fu el required for the 5:1 compress ion ra tio engine. The ori­g ina l fu e l capacity was two 60-ga ll on ta n ks, one in each lower wing. Present

configura tion will have 58 .5 ga llon tank in each lower wing, a 30-ga llon tan k in each upper wing and two 25-ga ll on tanks in the mail compartment.

Tires were origi nally B.F. Goodrich 20-inch Balds. On e day th e Goodyear rep walked in and sa w this, and yep! You guessed it . He had th e tires and wheels sh ipped to Akro n and 10 a nd behold, they ca me back sporti ng the Goodyear nam e comple te with hydraulic brakes w hich th ey never had before . Also a ta ilwh ee l has been add ed w hich wi ll enable it to be fl own on paved run ways. The trim wheel has been moved from the right side of the cockpit to the left at the request of Capta in Homa n. Other than tha t th e a ircraf t is be in g rebuil t to original specs. The wings were in such bad shape tha t new ones a re being buil t as was the tu rtl e deck.

The 1599 CID, V12 Liberty engine was rebu il t by re tir ed Wes te rn m ech an ic, B. G. Smylie. It has a metal ground ad­justable prop and puts out 425 hp, cru ise speed is 110 mph and stall is 45 mph with the longer wing.

I ca n imagine tha t the firs t flight of th e res tored M-2 will be jus t as exciting as the first fl ight of one of Douglas' la tes t crea­ti ons. Th is should ta ke place sometime this spring and pla ns are to tour the U.S. and Ca nada with it. Perhaps it will make one of the EAA Fly- Ins.

Whistling In The Rigging Paul H. Poberezny

EAA President

We have received a great many fine comments re­garding Vintage Airplane. We are very appreciative of your fine support and I am proud of the fine work that Editor Al Kelch and his lovely wife are doing for the cause of aviation. We, as antiquers, restorers, lovers of classic aircraft, sometimes become so involved with perfection and the details of restoring, searching out old airplanes and taking them to events for display, that we sometimes lose sight of what can happen to all of us if we do not concern ourselves a little bit with the overall welfare of general aviation. True, our activities­whether it be homebuilts, warbirds or rotary wing - are s port aviation, fun, recreation and great personal plea­s ure. To many, the problems of TCAs, controlled air­space, Towers, increased effor ts by government in the area of taxes and even Washington, seem far away and unimportant. This is until such time as you have to put more expensive equipment into your airplane to be able to legally use it.

While we do our "thing" we, as an organization, must be alert to insure that our freedom is not tampered with by bureaucratic thinking. In fact, just in a small way, while writing this column, our foreman at Osh­kosh called to advise that the local plumbing inspector was out at our EAA Convention site and was very un­happy with our drinking facilities, our shower facilities and our holding tanks. These certainly have served us very adequately . Two of the facilities are brand new, as is the water sys tem. The showers pose no problem as they were pumped daily; the drinking water has always passed state testing. However, as he has stated, he has his codes. Realistically, can we put in thousand s of dollars into fancy faucets and other systems for one

week per year? I am sure I can go into other areas of his community such as the fairgrounds , for instance, and point out to him standards that are far !ower than EAA's high standards. 50, whether it be in matters pertaining to the actual airplane or to the ground activities neces­sary to support us, we as an organization will continually have to be on the alert for over-zealous individuals. We, as EAA members, need the support of all of general aviation to insure that our privileges and rights are sus­tained. We must all realize that once a rule is written it is most difficult to get it off the books. A responsive membership is one of the most valuable tools in the organization. It certainly is a pity that the many thou­sands of people who, in one way or another, earn their living in aviation a nd are not part of or support a national aviation organization. Perhaps this is why aviation in our country is really not progressing as much as it should . We certainly have the capability, the pro­duction know-how, the skills, etc. to make aviation a significant factor in our economy and in our recrea­tional endeavors. It seems that many of us in aviation get into a small corner of it and expect others to hold up the majority.

I am proud of the work that EAA has accomplished over these past twenty-three years, in being the real spokesman, not onl y for the homebuilders, antiquers, rotary wing en thusiasts, warbirds or classic aircraft owners, but for all that general aviation stands for. I am very proud that we have such a variety of individuals and s uch a variety of talen t that actively participates. I am pleased with the great amount of expertise that we have, that we can call on and have called on in the past,

who can speak authoritatively on any phase of aviation, be it private or commercial. Herein lies our strength.

I wo uld like to see the rolls of membership in EAA grow, as well as in our Divisions , . You can make it possible. Each year, at Oshkosh, I see an ever increasing number of people come to visit us. Most of them are not members. Wouldn't it be nice if each of these people came as a member? They are attracted to us, for what we are doing and what we have done. Yet, when I stop many of these people who arrive via factory built air­craft, and question them on being a member of EAA, they usually reply "No. I just came to the airshow" . I feel sorry that they do not know more abou t us and about what we are doing for them. I feel badly when I learn they do not belong to a national organiza tion of their own choice. Yet, they expect "them" to insure cheaper operation of their aircraft; less rules, less taxes. It reminds me of the individual who wants all the benefits of citizenship without paying the taxes . It also reminds me of some who come to our annual Fly-In and Convention a t Oshkosh with their homebuilt, anti­que or classic; parking in our areas; putting demands upon us for more service, trophies, forums, etc. They then write letters which are not quite complimentary, telling us what we should have done for them and that next year they expect to see an improvement.

I cannot fully understand how a person can come to someone's convention, though they would be welcome, and become demanding and offer nothing to enhance the image of aviation.

I was pleased with the decision of the Antiquel Classic Officers and Directors to limit awards and recognition to EAA members. It is high time those few freeloaders look elsewhere for' their recognition and a helping hand . I may seem to be a bit firm on this, but after twenty-three years of trying to encourage indi­viduals to be a part of an organization which supports and promotes their interests, and to see a few continually expect you men and women to work for them, while they offer nothing, it becomes intolerable. Maybe it is because there are so many in our country who find the government handout is the easy way to go rather than working for something that is worthwhile, that has caused the reversal in my thinking.

As I have often said, Oshkosh is not the place for you if you don't have tolerance, patience, love and understanding for your fellow man. If you don't have this, maybe one should choose a vacation spot else­where .

Your Officers and Directors will need your full sup­port at this year's meet. Let's make it a safe, educational and enjoyable family vacation.

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January 12, 1976 Dear Paul :

We made our second trip to Oshkosh this past summer and enjoyed ourselves immensely. We were able to meet and talk with a large number of EAAers who have a shared interest with us in Antique/ Classic aircraft . The members and the Vintage Airplane are both excellent resources. We have saved each copy of the magazine published.

We realize we are a special interest group within the EAA structure. We appreciate the opportunity to develop this interest by using the excellent means within the EAA. We feel a stronger sense of belonging by your allowing us to have our separate recognition. This has encouraged communication and mutual support.

We hope to see the Antique/Classic Division continue to be an active , contributing part of the EAA.

Sincerely yours, Duane G. White, EAA 45416

Antique/Classic 501 Patricia Pate White, EAA 62324

Antique/Classic 500

January 19, 1976 Dear Sirs :

Am enclosing $10.00 so that you will permit me to join your club. At present I am restoring a 1932 Great Lakes 2T-1A.

I am one of the orginators and member of Chapter No. 79, Spokane, WA.

Thank you , Russ Swanson, EAA 1658 Rt . 3, Box 150 Sheney, WA 99004

January 23, 1976 Dear Sirs :

As an owner of Fairchild F 24 W 1942 (OH-FCK) and Taylorcraft 50 plus 1942 (O H-AUH). I would like to join EAA classic division sending hereby a check of $10.

My postal adress is: Mr. Reni Hildeen 10210lNKOO FINLAND

I wait for your soon issues with great interest.

With best regards, Mr. Reni Hildeen Suomi FINLAND

December 9, 1975 Dear Sirs:

I notice that it is never easy to purchase an antique plane and unless overhauled they can be troublesome.

Many years ago I pu rchased a couple of Avro Avian Biplanes from Harold Kenny my instructor, They needed lots of work and I accumulated all the drawings for the Avian. The machines are built similar to the Currie Wot being all spruce and plywood , although there are drawings for a tube steel fuselage . The wings can be folded and the aircraft towed home. Its 8 feet wide x 8 feet high by 21 feet and 28 feet span or 32 feet span. It takes 85 hp to 120 hp engines. English Cirrus 1183 and Cirrus Hornet 11 of 105 hp and Gipsy Major and carried 2 people although for air shows 3 were carried.

I have damaged my back and if the association wish, I can donate the micro films and some full size drawings to the EAA Foundation Museum. Members could build new antiques of historical value, Bert Hurbiler and Kingsford Smith used them for long distance flights.

Hoping this is of value to members. You rs sincerely, Alan Lewis, EAA 1634

Jan uary 20, 1976 Dear Sirs:

Please include me as a member in the Antique/Classic Division. My father and I have a Waco YKC-S with 245 hp . Jacobs and ci s prop. We have enjoyed about 60 hours in her since getting the plane, she is a pleasure to fly . We hope to restore her soon and bring her up to new condition.

Thank you, Alan Brakefield , EAA 59766 Rt. 3, Box 301-A Okla. City, OK 73127

P.S. We also have a 1943 P.T. 19 with 175 Ranger, restored 2 years ago.

January 28, 1976 Dear Sir :

First of all I must say that I I enjoyed quite a few winter evenings pursuing my reference books trying to identify the Sept.-Oct. and Nov.-Dec. "mystery planes. "

Beginning with the " Swallow-like" craft of Sept.-Oct.:

The similarities between certain Swallow and Lincoln-Page models could be added to Pete Bowers ' observations on "Basic Biplane Confusions " (YESTERDAY'S WINGS - AOPA) . Lincoln-Page at one time did own rights to Swallow. See corrective note in U.S. Civil Aircraft (Juptner), Vol. 3 page 239. I think I am entitled to three guesses on this one.

1. Modified Swallow " 90" (All pictures of Swallows I've seen have cable aileron connectors instead of bar type shown.)

2. An early model Lincoln-Page LP-3. 3. A Lincoln-Page Swallow, if

there ever was such a bird . The Nov.-Dec , plane was much easier thanks

to Juptner-U.S. Civil Aircraft Vol. 1, pages 49-50. This is the Douglas Transport C-1, developed from the Douglas World Cruiser for use by the Army Air Service as a utility transport , It was also used as a refueling plane for early endurance flights. Span of both wings - 60 ft. Length - 36 ft. Engine was Liberty 12.

I do hope that other readers will verify or correct these observations.

New member, F. H, Manderfie ld 406 Emerald St. Houghton, MI 49931

September 26, 1975 Dear Mr. Lewis :

Thank you for the pictures and your recent letter with the kind offer to donate the micro films and some full size drawin'gs of the Avro Avian biplane . The EAA Air Museum would be pleased to accept these so that copies might be available to EAA members.

We are sorry to hear about your back injury and hope that the problem is of a temporary nature.

We shall look forward to hearing from you and receiving the above donation . Thank you for your kind consideration.

Sincerely, Gene R. Chase Executive Assistant

January 22, 1976 Dear Mr. Lewis :

Thank you for your kind donation to the EAA Air Museum Foundation of the microfilm construction drawings of the Avro Avian Trans

594, and some drawings of the Avro Avian type 616 with the metal fuselage . We understand this set is complete with the exception of about 30 modification sheets and the construction book. We note that the following are also responsible for the preservation of these plans : Stan Brennan, Keith Trillo , Albert Murray, N.A.P.S., A. V. Roe and Hawker Siddeley.

We will attempt to set up a system whereby interested members can obtain· prints from the microfilm at a nominal cost, and possibly this will enable some newly constructed Avians to fly.

We greatly appreciate your interest and desire to further the goals and princ iples of EAA and the Museum. Thanks again for your contribution,

Best regards , Gene R. Chase Executive Assistant

111 MEMBERSHIP DRIVE

One for one for one, If each mem­ber would take it upon himself to get one new member a year each year, the compounded effect would result in a very successful organi­za tion, Take pride in your activity - make it grow.

CLASSIFIED ADS

FOR SALE: P & W R 985 Wasp Jr. Ser. No. 39 built in 1930. From Sikorsky S-39 NC54V, OSMOH in 1945 $2500 or offer, Jim Ash, R1 Box 116, Ixonia, WI 53036.

WANTED WANTED ENGINE: Small 9 (vI. Sa lmson or 3 cyl. Szekely. Complete ci'r parts.

Don Carlson 340 East M innehaha Pkwy. Minneapol is, M N 55419

WANTED: 1 pai r E.D.O. No. 1965 Floats. T. Wood, Box 2080, Bracebridge, Onta ri o, Ca nada POB 1CO

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Calendar of Events April 28 - May 2 - lAC 4ger Gold Cup Aerobatic Jim Morr, a Director, Box 2312, Merced, CA

Regional Champs. ACA & lAC Sanctioned 95340 or call 209-723-0929. Contest, Apple Valley, Ca. Airport . July 3-4 - Gainesville, Georgia - 9th Annual

May 1-2 - Corona, California - Southern California Cracker Fly-In. Sponsored by North Regional EAA Fly- In sponsored by EAA Georgia Chapter of AAA, Antiques, Classics, Chapters 1, 7, 11, 92, 96, 448 and 494. For infor­ Homebuilts and Warbirds welcome. Contact Bill mation contact Terry Davis, 13905 Envoy Ave., Davis, 2202 Willivee Place, Decatur, GA 30033. Corona, Ca. 91720. Phone 714-735-8639. July 10-11 - Annual EAA Chapter 62 Fly- In,

May 15-16 - EAA 14th Annual Fly- In , Ramona , Hollister, CA, Contact D. Borg, 6948 Burning Tree, Ca. Airport. Contact: R. Borden, 2279 San Jose, CA 95i19. East Pasto St., Ramona, Ca. 92065. 714-789-0459. July 10-11 - 17th Annual AAA Fly-In, DuPage No Aerobatic contest this year. Cou nty Airport, West Chicago, Illinois.

May 15-16 - Conroe, Texas - Fly In a t Phone 312-763-7114. Montgomery, Texas Airport (40 miles north of July 31 - August 8 - O shkosh, Wisconsin ­Houston) , sponsored by EAA Antique 24th Annual EAA International Fly-In and Classic Chapter 2, EAA Chapter 12 and EAA Convention. Start making your plan s NOW ! Chapter 345. For information contact August 30 - September 3 - Fond du Lac, Doug Scott, 626 Lakeview Drive, Sugarland, Wisconsin - 11th Annual EAAIIAC TX 77478. Ph. (713) 494-3791 or Ed Pruss, International Aerobatic Championships. Spon­6327 Tall Willow Drive, Houston, TX 77088 Ph. sored by International Aerobatic Club. (713) 466-4490. September 17-19 - Georgetown, South

May 22-23 - Cambridge, Maryland - 9th Carolina - Second Annual Spirit of 76 Fly-In at Annual Potomac Antique Aero Squadron Georgetown County Airport, South Carolina . Antique Fly-In, Horn Point Aerodrome. Sponsored by Chapter 543 Antiquel

May 28, 29, 30 - Watsonville, California - Classics , Warbirds and Homebuilts . For infor­12th Annual Antiquer Fly-In Air Show. malion contact Hero Bailey, P.O. Box

May 28, 29, 30 - National Waco Fly-In, 619, Georgetown, SC 29440. (803) 546-2525 Hamilton, Ohio. days; (803) 546-3357 nights and weekends .

June 4-6 - Merced, California - Merced West Coast Antique Fly-In. For information contact

NEW! NEW! NEW! NEW!

Beautiful lie lac/Lapel Pin and charms with the official

Antique/Classic Emblem. Blue with silver or gold.

Charm - Silver $3.25 Charm - Gold $3.50 TIe Tae/Lapel PIn $4.00

(Gold Only) Above prices include postage.

Send orders to : Antique/Classic Division P. O. Box 229 Hales Corners, WI 53130

Back Issues Of The Vintage Airplane

Li m ited numbers of back issues of T H E VINTAGE A IRPLANE afl' ava il able a t $ 1.00 each . Copies s till o n hclnd a t EAA He"dquclrters arl' :

1973 - MA RC H , APRIL . MAY. JUNE, JULY. AU GUST. SEPTE M BER. OCTO BER, NOVEMB ER, DECEMBER

1974 - JANUA RY. FEBRUARY. MARC H . APR IL, MAY, JUNE, JU LY, AUGUST, SE PTEMBER, OCTO­BER. NOVEM BER, DECEMBER

1975 - JANUARY. FEB RUARY, MARCH, APRI L, MAY. JUNE. JULY-AUGUST, SEPTEMBER-OCTO­BE R, NOVEMBER-DECEMBE I~

1976 - JANU ARY , FEBRUARY, MA RCH ,

NOTICE OF ANNUAL BUSINESS MEETING AND ELECTION OF OFFICERS AND DIRECTORS

Notice is hereby given that an annual business meeting of the members of the EAA Antique/Classic Division will be held on Wednesday, August 4, 1976 at 10:30 A.M. (Cen­tral Daylight Time) at the 24th Annual Convention of the Experimental Aircraft Association, Inc. , Wittman Field, Oshkosh, Wisconsin_

Notice is hereby further given that the annual election of officers and directors of the EAA Antique/Classic Divi­sion will be conducted by mailed ballot to be distributed to the members in June_ Said ballots must be returned pro­perly marked to the Ballot Committee, EAA Antique/ Classic Division, Box 229, Hales Corners, Wisconsin 53130 no later than August 1, 1976.

The nominating committee has submitted the following candidates:

PRESIDENT SECRETARY DIRECTORS

J. R. Nielander, Jr. Richard H. Wagner AI Kelch Evander M. Bri tt M. C. " Kelly" Viets Jack C. Winthrop

t£ (Signed) Morton W. Lester, Chainnan

Nominating Committee

Richard H. Wagner, Secretary EAA Antique/Classic Division

16