VA-Vol-1-No-10-Sept-1973 by EAA Vintage Aircraft Association

IN THE MIDDLE OF IT ALL By E. E. "Buck" Hilbert, President

EAA Antique-Classic Division

These past several weeks have been the busiest I can remember. Also the most fulfilling. Oshkosh, my first experience at being on the inside looking out, all but drained me of incen tive and ambition. It was a lot of work. It also was a revelation. I have never been so busy, nor met so many people. I was so enamored and enmeshed with people I hardly had time to look at the airplanes. It was the greatest experience I've ever had. After Oshkosh, the family and I drove through the Ozarks and eventually wound up down Tulsa way. More people and an airpla1le I have been waiting for, my Aeronca C-3 "Collegi ate" that I've had around as a project fo1' the past seven years. It's laughable now, but when I got home from OSH there was a letter here with pictures of that C-3 flying! What better reason to DRIVE to Oklahoma? The Antique Airplane Association annual bash was next and again I was completely sub merged in people and airplanes. This time though , just enjoying the good fellowship and the airplanes. I was there as a private citizen and enjoyed myself tremendously. Our Oshkosh Grand Champion Antique, the OrmandlBrouse/Boren Alexander Eaglerock, was also award ed the Grand Champ Trophy at the AAA meet. It is a good thing those guys brought a chase plane along - to carryall that silverware back to Texas. Our membership list is well on the way to a thousand numbers. I expect this to increase accordingly over the next year. This will be a big year and· much will be accomplished. I ex pect to see more cooperation with the other Divisions of EAA with jointly conducted fly-ins, guest editorials and the like, and we'll all grow because of it. Our facilities at Oshkosh will be improved and we'll centralize our area and activities there, in our own building. Plans are also to use Ollie's Woods to better advantage for a cou ple days next year. The forums will be enlarged in scope so that all the type clubs can partic ipate and the antiquers too. I would also like to see a designee program among the Antique and Classic group. It's getting to the point where there are very few "stick and rag" men left. Maybe we can utilize their talents to teach us how to keep these old airplanes alive. Most of all though, I want to thank each and every member for their patience and under standing and their help through the past few weeks. Just keep on being yourselves, and shar ing the enjoyment of your airplanes with all of us. Sell aviation everywhere you go. Let's make this thing grow, together! 2

VOLUME 1 -

NUMBER 10

SEPTEMBER 1973

TABLE OF CONTENTS Classic Grand Champion ... Bill Hodges. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Oshkosh Fly-In Coverage - Continued . . .. . . .. . . . . . . . . . . . . . . . . . . .. . ... . . . . . ... . . . . . . .. . . . . . . Crosley Moonbeams .. . John Carter ...... . ..................... . ........ . ... . ...... .... .... . Staggerwing Fly-In . . . . . . . . . .... .... ...... ... . ... .. . . .. . . ... . ....... . ... . ........ . .... . ...... Aeronca See What? .. Buck Hilbert ..................................................... . . . Around the Antique/Classic World ....... . .... ... . . .... . . ...... . .. ...... . ..... . .............. ON THE COVER ... Doug Moore' s Classic Grand Champion Aeronca Champ . Ph oto by Lee Fray

4 6 10 12 14 18

BACK COVER ... Cabin of Dr. Ed Garber 's Stinson Jr. S. Photo by Ted Kosto n

HOW TO JOIN THE ANTIQUE-CLASSIC DIVISION Membership in the EAA Antique-Classic Division is open to all EAA members who have a special interest in the older aircraft that are a proud part of our a viation heritage . Membership in the Antique Classic Division is $10.00 per year which entitles one to 12 issues of The Vintage Airplane published monthly at EAA Headquarters. Each member will also receive a special Antique-Classic membership card plus one additional card for one's spouse or other designated family member. Membership in EAA is $15.00 per year which includes 12 issues of SPORT AVIATION. All mem gership correspondence should be addressed to: EAA, Box 229, Hales Corners, Wisconsin 53130.

EDITORIAL STAFF Publisher Pau l H. Poberezny Assistant Ed itor Gene Chase

Ed itor Jack Cox Assistant Editor - Golda Cox

ANTIQUE AND CLASSIC DIVISION OFFICERS PRESIDENT ...;... E. E. HILBERT 8102 LEECH RD . UNION , ILLINOIS 60180

VICE PRESIDENT J. R. NIELANDER . JR . P. O. BOX 2464 FT. LAUDERDALE , FLA.

SECRETARY RICHARD WAGNER BOX 181 LYONS , WIS . 53148

TREASURER NICK REZICH 4213 CENTERVILLE RD . ROCKFORD, ILL. 61102

33303

DIVISION EXECUTIVE SECRETARY DOROTHY CHASE, EAA HEADQUARTERS

GRAND CHA PIO By Bill Hodges What? What's that you say? A "Champ"? An Aeronca "Champ''? The Grand Champion Classic? Well, it must be something pretty special! Doug and Lois Moore of Orangeville, Ontario, Cana da think so, and so did the Classic Judges at the EAA's 1973 21st Annual Convention held at Oshkosh, Wiscon sin. To be picked number one out of 406 classics attend ing, well , that is something pretty special. CF-JUU started out life as a 1946 7 AC , Serial N um ber 5466, but was later converted to 7CCM standards: Continental C-90-12 on a short engine mount, removal of the nose fuel tank and installation of two 13 gallon wing fuel tanks, No-Bounce landing gear and the addition of the larger dorsal fin . Doug and Lois bought their red and black beauty three years ago for $1,000.00 from a friend, Harry Fletcher. The plane was flyable but they felt it needed to be restored to better condition. Another friend, Max Say, helped them with the restoration, which took about two and one half years. Doug was bitten by the flying bug at the age of 4, when he attended an air show in Minot, North Dakota, just across the border from his home town of Gainsboro , Saskatchewan, Canada. Doug learned to fly in 1949 on Champs, Taylorcraft BD-12D's and a Stinson 105, in Winnipeg, Manitoba. Doug went on to instruct on DeHavilland DH-82C "Tiger Moths" for the Brandon Flying Club in Brandon, Manitoba. He also flew "Champ's" on power line patrol and it was for this reason that he chose a "Champ" for his personal plane. In 1952 Doug went to work, flying for Air Canada, and today he is a Captain on their Lock heed L-1011 "TriStar". Louis, Doug's wife, is a stewardess with Air Canada. Doug, EAA 49700, along with Lois, is a staunch EAA supporter, and is currently building a Pitts "Special". He is lAC member number 679 and Antique-Classic member number 234. Our heartiest congratulations to Doug and Lois on their 1973 Grand Champion Classic! (Photo by Jack Cox)

AERONCA 7CCM "CHAMPION" SPECIFICATIONS

Engine . . .. ..... ... ....... .. ... Continental C-90-8FJ

Wing Span ...... . ....... .. .............. 35 ft. 2 in.

Length ......... . ........................ 21 ft. 6 in.

Height. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 7 ft. 0 in.

Weight (empty) ............................. 890 Ibs.

Weight (gross) . .... ........ . ............... 1450 Ibs.

Fuel Capacity ............... ... ... . ....... 18.5 gals.

Maximum Speed .... ........ ........ .... ... 105 mph

Cruise Speed ............ . ... . ... . ........... 95 mph

Stall Speed.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 40 mph

Rate of Climb. . . . . . . . . . . . . . . . . . . . . .. 900 ft. per min.

Range . .. .............. ....... ... . . 351 Statute Miles

Price FAF . ................... . . . ..... .... . $2,545.00

Doug Moore of Orangeville, Ontario and his 1946 Aeron ca Champion . .. an appropriate name since the beauti ful machine was voted the 1973 Classic. Grand Champion at Oshkosh.

CLASSIC

(Photo by Jack Cox)

CF-JUU started life as a 1946 Aeronca 7AC Champion , but since has been updated to a 7CCM with the instal足 lation of a Continental C-90 , dorsal fin , 13 gallon wing tanks and a lush interior. The ai rcraft is all red w ith a black stripe . The finish is tremendous . . . a beautiful airplane by any standard .

• • •

(Ted Kaston Photo)

Three Cessna UC-78s were on t he show line at Oshkosh . This one is N-51760 , owned by J . R. Boyer of Lebano n, New Jersey. Everyone knows the UC-78 was popula rly known as the " Bamboo Bomber" - how many of yo u remember another of its nicknames, " Jane Russell J-3" ?

(J ack Sc holler Photo)

Want to learn how to weld up that fuselage - Oshkosh is the place . Cutting , fitting and welding of steel tube went on all day, every day in the Welding Workshop .

(Ted Kaston Photo)

Teenager Mike Murphy of Oak Lawn, Illinois had th is full scale replica of a 1912 Bellanca on display in a not quite-complete condition . It is now flying and appeared at the Joliet, III inois Air Show recently. Power is from an engine you don 't see often today, a Continental A-50 . (Dick Stouffer Photo)

One of the big attractions at Oshkosh is the workshop program . Almost all the major companies involved with aircraft fabric covering are on hand to demonstrate and teach the use of their products - cotton and the syn thetics. This is a Monocoupe 90A wing - illustrating the point that these Skills are required for homebuilders and vintage aircraft enthusiasts alike.

(Ted Kos ton Pho to)

Best Classic Stinson - Ellis Clark 's N足 9562K from Caton Rapids, Michigan.

(Ted Koston Ph o t o)

Best Luscombe , Series II owned by Joseph Johnson of Bedford , Texas.

(Ted Kosto n Ph o to)

Best World War II Era Open Cockpit - owned by Dr. Tom Ehlers of St. Charles, Missouri.

(T ed Kos to n Photo)

The 330 hp Jacobs " F" series Staggerwing is being re足 stored today as never before. This fine example was flown in by M. Meltzer and J. Fuller of Cleveland Heights, Ohio.

(Photo by Lee Fray)

The " Most Unusual Antique" trophy went to Bob Burge of Sylvania, Ohio for his Henderson powered Heath Parasol. (Dick Stouffer Photo)

World War II Era Category Champion , a beautiful Oe足 Havilland Tiger Moth (NC-390H) flown to Oshkosh by J. P. Jordan and K. G. Hofschneider of Clark, N. J.

(Ted Koston Photo)

Special Classic Award - Anderson Greenwood AG-14 N-3903K owned by Mississippi State University and flown in by Howard Ebersole of the Raspet Flight Cen足 ter there. This machine has been used for various ex足 perimental purposes, including ducted props, but is now again in a stock configuration .

(Dick Stouffer Photo)

Roy Jensen of Las Vegas, Nevad足 a zooms out in his Cessna 170.

(Ted Kos ton Pho to)

(Dick St ouffer Photo)

Best Silver Age Monoplane, Dr. Ed Garber's Stin足 son Jr. S - from Fayetteville, North Carolina .

Arch Young of N. Redington Beach , Florida about to pour the coal to his E-75 Stearman .

(Oshkosh Daily Northwestern Ph o to)

Some of the old airplanes are still earning their way . Walt and Sandi Pierce are regulars on the evening air show programs in (and in Sandi 's case, ON) their highly modified Stearman .

(Ted Koston Photo)

Going to Oshkosh means getting a chance to see the resident antique champion of champions, Dave Jame足 son 's reincarnation of Wiley Post's Winnie Mae. Obvi足 ously aware a camera is pointed at them are Morton Lester , left , Dave Jameson, center and President Buck Hilbert.

THE CROSLEY MOONBEAMS

By John Carter (EAA 41061 , AIC 180) 1403 2nd Ave. East Bradenton, Florida 33505 (Photos Courtesy of the Author)

CROSLEY MAKES PLANES - FIRST OF TWO SHIPS FINISHED, RADIO PRODUCER REVEALS; FAC TORY SITE IS SOUGHT "Moonbeam" To Be Given Test Flight Tuesday At Lunken. Rumors that Powell Crosley, Jr., president of the Crosley Radio Corporation, has entered the aircraft in dustry were confirmed Monday when he announced com plete details of two airplanes, one of which is already completed. The first plane is a monoplane with a 40 foot wing spread, powered by a Warner Scarab 110 horsepower motor. It is an open plane, 25 feet 9 inches long, for two passengers and pilot. The plane will be test flown Tuesday at Lunken Airport at 4 P.M. It will then be christened the "Moonbeam". Alfred Marks, real estate dealer and aviation enthusi ast, is interested with Crosley in the new venture. A cabin monoplane for four persons, including the pilot, will be completed within a month, Crosley said. Both ships will have dual controls. Built in Northside At present the planes are being constructed in a build ing at Blue Rock and Turrell Streets. The first plane was assembled in the Metal Aircraft Factory at Lunken Air port. The designer of the Crosley plane is Professor Edward · A. Stalker, head of the aeronautical department at the University of Michigan. Hurbert P. Junkin is in charge of manufacturing the planes. Crosley said several factory sites are being considered as a location for building his planes. Construction of a plant will start in several weeks. Production later will be started on the cabin and open monoplanes. Crosley said that the open monoplane will sell for about $5,500. "The aircraft venture is one of mine personally and primarily," Crosley said. The Crosley Radio Corporation will not be connected with it, he stated. Wing Structure Different An engineering department may be established in connection with the new factory for development of air plane motors. The wing construction of the Crosley plane is different from that of most planes, Marks said. The ' leading edge of the wing will be metal, the center section plywood and the trailing edge of fabric. The ship will be of the overhead or parasol wing design. Most of the skele ton construction will be of metal. The cabin monoplane will be powered by the Wright J-6 motor. The plane will not embody any radical changes of con struction but will be the best in design of this type of ship, Crosley said he believed. Crosley said a smaller ship might be designed for larg er production later. He said the company would attempt to produce a quantity of modern type planes. The name "Moonbeam" was suggested by Mrs . T. Higbee Embry. The above is copied from a column which appeared in a Cincinnati paper in the spring of 1929.

These dreams of prosperity were short lived and no production was undertaken. Here is what I know about these fine birds. The parasol was first flown on April 29, 1929. It was flown for quite some time during the early 1930's and has disappeared. It is known that it was at the 1929 Cleve land Air Races. The second ship was the cabin. It was flown for the first time on August 9, 1929. As an economy measure the cabin was fitted with duplicate wings, tail unit, landing gear and engine mount as fitted to the parasol. Very little , is known of its history other than it was a nice flying ship and that it was flown in the 1930 Ohio Air Tour. In late 1928 Harold D. Hoekstra was hired as a de sign specialist. The other two Crosley designs are to his credit, also. The next aircraft was a small tandem open biplane, two of which were built. This is the design I am most familiar with. The biplanes are comparable in size to the Waco RNF. The unique features of the sister ships are the square tube longerons and corrugated aluminum ailerons. Power was supplied by a four cylinder inline inverted 90 hp unit of Crosley design. At one time the second biplane was tested with the 110 Warner Scarab. If this was only a ground test or if flying was included I have no knowledge to clarify one way or the other. I will appreciate any help any reader can give on this matter. The fifth and last aircraft was a single place high wing similar to the Aeronca K in size. It was powered by an ABC Scorpion of 38 hp. Very little is known of this ship other than it's overhead stick control which operated in the conventional manner. I do have a copy of a letter con cerning the ship which I will reproduce later. Of the two biplanes there is only the second with a known history. Only the first flight of the first is known. It took place in the fall of 1929. The exact date is not known to me. The second aircraft was flown on December 8 of the same year. In May 1930 tests with spoilers as lateral control de vices were conducted using NX-147N. They also proved effective in recovering from six turn spins. One of the early pilots privileged to fly this aircraft was Clarence Chamberlin. He put the ship through an excellent aero batic display for the enjoyment of the Crosley workers. From the time it was finished with its test period until she came to Kentucky there is a blank spot where no records were obtainable. The "Moonbeam" was owned by John Richardson of, Nicholasville, Kentucky from October 1939 until October 1958. The aircraft was flown by Mr. Richardson until 12-7 -41. At this time the engine was removed and the ship placed in storage for "The Duration". The "duration" lasted until the ship was purchased by James Goodrich of Frankfort, Kentucky in 1958. Jim flew the "Moon beam" until it was purchased by David M. Trapp of Lex ington, Kentucky on April 4, 1965. Jim placed approximately 200 hours on the airframe, the first 75 being with the Crosley engine. A Menasco Super Pirate is the replacement. In his correspondence with me, Jim mentioned the oleo gear made landings a dream. The Waco type brake, where the throttle was pulled toward the center of the cockpit making the rudder pedals become the braking surfaces was simple to learn. Jim changed the mechani cal mechanism to hydraulic using PT-19 hub and ex pander tubes, with Scott. (Piper) units. David Trapp purchased the ship after a run-in with a Bensen. Dave completely rebuilt the ship and placed

several enjoyable hours on the little biplane. The high light of this period came in 1968 when Harold Hoekstra had the opportunity to fly in an open cockpit once more. The Moonbeam's next owner was Ernest H. Moser of St. Augustine, Florida. Very little time was placed on the ship for the next two years. David D. Allyn of Sarasota caught Ernie in a low mo ment and purchased the aircraft in April 1972 to be part of his proposed museum. These plans fell through. How ever, since all of the museum equipment is paid for, everYthing went with Dave when he moved to Santa Fe in June. I was the historian. A letter seeking background ma terial of our aircraft appeared in the March 1973 SPORT AVIATION. I have not heard from Dave since the move, so I can not state that he is still the ship's owner. As mentioned above the only item I have on the fifth aircraft is a copy of a letter which I shall reproduce at this point. The copy was received from Harold D. Hoek stra who also designed the biplane.

Mr. Lew Townsend, Executive Editor AOPA P. O. Box 5800 Washington, D. C. 20014 Dear Mr. Townsend: Pete Bowers' always interesting articles, this time on confusing Control systems (Pilot Feb. '73), reminded me of another example. Early in 1930 near Cincinnati, Ohio, sometime after we completed the Crosley "Moonbeam" biplane and other aircraft, our boss, Powell Crosley, Jr., the radio man, re quested that we produce a minimum cost single place air plane. This we did in 35 days from request to first flight including structual analysis , perhaps a world's record. It was a high wing, strut-braced monoplane with a 38 hp ABC Scorpion engine. The wings could be folded - volun tary, that is - and with hand holds at the tips the aircraft could be "wheel barrowed" into a garage size shelter. For simplicity I designed an overhead stick control which did not require disconnecting the aileron control when folding wings. The hand hold was in the usual posi tion, the motion was conventional, the stick was merely hinged at the ceiling instead of the floor. Overhead wheel controls had been used, particularly in flying boats, but this might have been the first overhead stick. Soon after our first flight, Crosley brought out B illy Brock, a 1927 trans-Atlantic flyer, to wring it out. Soon after take off the left wing dropped a little, then a lot, almost scraping the ground. The airplane then straightened up and all went smoothly the rest of the test. To me the interesting point is despite all of Brocks' experience and skill, the stick hanging down became a visual image of a lever, momentarily overpowering his normal flight reactions. Just an early example of design-induced pilot error. Sincerely, Harold Hoekstra, Consultant It is known that two of the Crosley's were destroyed by fire. Two have disappeared and the disposition of the fifth ship is unknown to me. Question: Which aircraft were destroyed? Where are the remaining two? Unless sold recently, NX-147N, the only remaining "Moonbeam", is in Santa Fe. Are two hidden in barns or were they destroyed also? Any and all help in concerning the disposition of the unknown's will be greatly appreciated. Does anyone have spare photos of the parasol, cabin, the biplanes, and the high wing I could borrow or locate for my file on Crosley?

THE CROSLEY "MOONBEAMS" Serial 1 2 3

4 5

Registered X-642E X-10M X-146N X-147N X-9679

Type Parasol 3 pl/ld . Cabin 4 pl/ld . Biplane 2 pl /I.t. Bi plane 2 pl/I.t. High Wing 1 pl/ld.

First Flight 4-29-29 8-9-29 ?-?-29 12-8-29 5-28-30

Serial's 1 and 2 had the same wing, landing gear, tail unit, engine mount and various components that were interchangeable. Serials 3 and 4 were sister ships.

The Crosley biplane with the inverted 4 cylinder 90 hp Crosley engine. Test pilot Russ Wiesta is in the rear cock pit and designer Harold Hoekstra is in front. Note the gosport helmet being worn by Hoekstra .

The third Crosley aircraft, a small biplane . The plane was normally equipped with an inverted 4 cylinder en gine of Crosley design. Here the biplane is fitted with a 110 Warner. Herb Junkin , Shop Superintendent, is in the cockpit and Harold D. Hoekstra, the designer, stands alongside.

The first Crosley Moonbeam, a parasol with a 110 hp Warner. It is shown here with Jiggs Huffman in the cock pit. The airplane appeared at the 1929 Cleveland Air Races. 11

STAGGERWING FLY-IN

Better late than never, we present some shots of the annual Staggerwing Fly-In held at Tullahoma, Tennessee over the storm ravaged Memorial Day weekend this past May . Hosted by John Parish and Staggerwing Club Presi dent Dub Yarbrough the weekend started offin great form - 24 of Beech's finest flew in and everyone had a great time attending panel discussions on the care and feeding of Staggerwings, buddy riding and, as always at such af fairs, lots of just plain visiting with aviation friends one gets to see only two or three times a year. On Saturday evening a banjo pickin' hoedown and cocktail party gave "flat-landers" a chance to see - and experience - how the folks down home get their enjoys. This was followed by steaks and the very special speaker of the evening, Louise Thaden. It was Louise and her co-pilot Blanche Noyes who flew a Staggerwing to its pinnacle of success - Floyd Bennett Field in New York City to Los Angeles' Mines Field in 14 hours 55 minutes and 1 second . .. to win the 1936 Bendix Transcontinental Speed Dash. Need less to say, her remarks were received with rapt attention and rewarded by a standing ovation at the conclusion. Earlier in the day Louise had arrived in Nashville by air lines and was met by Dub Yarbrough. They headed for Tullahoma in "Big Red" and were joined by four other Staggerwings who escorted them in . .. a grand entrance for a great lady! Sunday was a rude awakening for most of the pilots . . . a phone call at 5:00 A.M. to warn of the approach of severe weather and a "suggestion" that they hot-foot it to the airport to get their birds in a hangar. Most had done so by the time the storms hit and no damage was sus tained during the day-long deluge - 6 inches in 3 hours! Dub Yarbrough, Lannon Mfg. Co. , Box 500, Tulla homa, Tennessee 37388 was re-elected Club President and the 1974 Staggerwing Fly-In will be held June 13-16 at Tullahoma. Our thanks to Charlie Morman of Atlanta for sending along photos of the Staggerwing Fly-In.

(Ted Ka ston Pho to)

Possibly the most famous of the present day fleet of Staggerwings, " Big Red " owned by John Pa.rish of Tul lahoma.

(Charli e Morm an Photo )

Bill Schultz of Madison, North Carolina is proud of his Staggerwing - and wants the world to know it .

(Charlie Morman Photo)

Notice the wingwalkers and the message painted on the taxiway.

(Charlie Morman Photo)

A Lear and a T-6 want to get in on the fun .

(Charlie Morman Photo)

STAGGERWINGS!

(Charlie Morman Photo )

Louise Thaden , winner of the 1936 Bendix . Left , Dub Yarbrough , and , right , George York :

AERONCA SEE WHAT?

By E. E. "Buck" Hilbert The story begins with a kid working at the local air port way back in 1940. I saw one then, when I was a line boy at the old Elmhurst Airport outside Chicago. It was an Aeronca C-3 Collegiate, transient, on the way through to Michigan and someplace, with about the sportiest lookin' guy you ever did see flyin' it. I think the clothes make the man, and this was really a sporty guy - dapper little mustache, pulling on a pipe, golf knickers and real sporty two-tone shoes. The airplane didn't create as much attention as he did, for most, but I was more interested in the airplane. A classic study in ugliness, so ugly it was beautiful. I just couldn't get over it. All the wires and pot belly, a two cylinder engine to drag it along - why, the simplicity of its construction made it look as though anyone could fly it. Maybe even I could fly it. I was completely en amored by this seemingly simple little bug. The VW of airplanes in its day . More than thirty years would pass before I would actually fly one, and then it ain't as easy to fly as one would suspect, but that's getting ahead of the story. Serious efforts to find a C-3 began about nine years ago. Erv Eshelman was president of the Aeronca Club at that time. I began searching the records, asking ques tions, writing letters and looking everywhere, to no avail. George York was elected club president a couple years later, and it was he who came up with a list of Aeroncas, owners and the present status of the machines. I guess I wrote twenty letters and made thirty phone calls and then one turned up almost in my back yard. Gene Ba3tian at Hinkley, Illinois had a project razorback he hadn't touched since he'd started on his Volmer Amphibian. He didn't want to part with it, but I cajoled and bugged the poor guy 'til he finally consented to sell it to me just to get me out of his hair. After I'd made the deal I got my first good look at the mess I'd acquired. About the time I was deepest in thoughts as to why I ever wanted something like this, Gene said don't forget the engine, it's under the work bench there in that basket. It was, too ... all disassembled and a REAL basket case! I piled all the loose stuff in the truck, pulled the fuselage up on the trailer, and tied what was left of the wings on the roof of the carry-all and home we went through a driving snow storm. I was really worried the moisture from the snow would hurt my wings 'cause they were un covered. I need not have been the least concerned they weren't worth repairing, but I had hopes anyway. Once home with the pieces, the time had come for a complete inventory of what I had and didn't have. The fuselage was relatively complete, standing on the gear with tires and skid intact. One of the previous owners, Mr. Bill Rasor, Garden City, Michigan, had done pretty well on this . It was covered with linen and painted through white with red trim. There were floorboards, seats, in struments, controls, and gas tank installed, and it looked real good. The engine was another matter. It was all there, but subsequent "miking" and probing turned up two usable cylinders with pistons and rings - the rest worn beyond recall. The wings, now , were a different matter. I discovered later through correspondence with the man who resur rected the machine that they had been in a chicken house for fifteen years or more with the chickens roosting on them. Now you take a little chicken dirt and rub it into

the aluminum alloy of forty years ago, and presto! just a fine powdery substance instead of fittings. The ailerons were the same way. I opened one up and the inside was so corroded as to be unusable. The old fiber gussets used to construct the ribs had lost all intent of purpose and the ribs were mostly ready to fall apart at first touch. The Casein glue had long passed its useful life. I looked at those bird dirtied-rusted drag and antidrag piano wires, the corroded fittings ... and I was overwhelmed. I knew I'd have to have new or dif ferent wings, and so started a long, long search. I went backwards. I called Gene Bastian and asked if he could supply a lead for wings. He referred me to Bill Rasor . Bill referred me to Les Steen in Okemos, Michigan. Nothin! I started on George York, from there to Erv Eshelman; that led me to Tom Trainor of Royal Oak, Michigan, who referred me to Joel Qualls in Phoenix . Joel was a tremendous source of information and help , but still no wings . Finally, Bob Rust of Fayetteville, Georgia, came into the picture, and he referred me to Dr. Ed Garber of Fayetteville, N . C. who had recently purchased a set of wings from him, and we'll pause here for a li ttle side story. There was much correspondence going on at this point. No, I am not married to a suspicious woman, but while I was away on a two day trip this letter shows up with "Dr. E. C. Garber and Associates, Obstetrics and Gynecology" as the return address on it. I won't say there was tension in the air when I came home, because you know darned well there was. Try explaining to your wife some time how come you got a letter from a Gynecologist without diggin' yourself into a real hole. I finally figured a way out. I confessed that we were collaborating on the birth of an airplane and trying to figger out a way of artificial i n semination. That didn't get a laugh then, either ... Well, Dr. Garber had had the misfortune to have his C-3 clobbered in a forced landing and had purchased a set of wings, probably the only set in the USA, from Bob Rust. He had a left wing, intact, with a suspected crack in the front spar, and many pieces of right wing and some odd wires and stuff. Frank Lang and I drove down and picked up all the leftovers he had, including the set of ailerons that are on the airplane today. This was a won derful trip. On one side swing to Wings and Wheels in Santee, S. C. we met Jack and Golda Cox and began a friendship that I hope continues on for many, many more years. One humorous incident took place during this trip. Heavily loaded with parts inside, and two wings, wires and some spars lashed to the roof of the carry-all, we were finally homeward bound. Way up ahead on the In terstate we could see what looked like an airplane going backwards behind a station wagon. We speeded up and eventually caught the guy. He had the fuselage of a Cess na 150 minus firewall forward, wings and tail feathers jammed into the rear of his station wagon. We flagged him down. While in the process of having a very animated air plane conversation with this fella , up charges a breath less Virginia State Trooper who excitedly wanted to know if anyone was hurt in the airplane accident. We dutifully maintained a straight face while we explained to him that "these were just pieces and a collection of parts and not a real airplane that had crashed into my carry-all and this fella's wagon". Much relieved to know this, he then pro

( Lee Fray Ph ot o)

Just like a great big free

flight model airplane!

ceeded tell us to move it along 'cause we were caus.i ng a back-up. It was true. There were motOrIsts creeping by at five miles per hour o.gling the wreck.a ge of the "airplane crash". Frank and I stIll talk about thIS one, and the "fuss" we created. Back home we discovered the fracture of the front spar was for real and that the wing, although in near pe:足 fect condition, would be good a s a pattern only. ThIS wing served us well over the next couple years.. It w~ s the pattern for several wings manufactured dUrIng thIS time and had we not had it available for reference, I doubt that the wing drawings would have been sufficient to really visualize how to do it. It's still intact, by the way, and available for reference if the need be. The search hadn't ended yet, however, and I made the acquaintance of several more interesting people in the next few months . Del Denly of Osceola, Iowa had a C-3 (later sold) and through him I met Larry Farnham of the GADO at Des Moines, Iowa. One of them referred me to Norm Raby up in Washington state, and he, too, had much helpful information, but still no wings. I was resigned to the fact , now, that I'd have to build them, when the heavens opened and sent me David Warren of Collinsville, Oklahoma. Someone had told me about David, I don't know who, and it was then, that I called him. "Sure!", he said, he'd build me the wings. So about three days later Curt Tay足 lor and I rolled into his backyard at Airman Acres with all the C-3 wing stuff I had on hand: the complete pat足 tern wing the two original junk wings, several extra spars, hardware: turnbuckles, piano wires and wing drawings. David gave us the twenty-five cent tour of Airman Acres and after John De Marie gave us a Bonanza flying tour of the Tulsa area we left for home secure in the knowledge that the wings were at last "in sight"! Little did we know it'd be almost four years before we would see the finished product. There's one thing rve found out about a good deal or a good person - everyone wants in on the deal. Well, David is one of the nicest guys you'd ever meet, and he'll help anyone, anytime, anywhere. But that's the problem - there is always someone needing help and there is only one David Warren and there just isn't enough of him to help everybody with everything all at once. You gotta wait your turn - and it's a long line to wait out.

( Lee Fray Photo)

Pugnacious . . . toy bulldog .. . looks like it's smelling something unpleasant! Whatever your description of the little Aeronca C-3 , it's still a cute little rascal.

The delays weren't all his. Try finding spar stock I " x 6" in 18 foot lengths. He finally had to make a scarfing machine, and 10 to one splice to get the length. Then there was a house to build, and furnish, and there were innumerable other people who needed help sooner. And,

( Lee Fray Ph o to)

PreSident Buck and his new Razorback.

of course, American Airlines had first call on his labor and this was, after all, a part time labor of love. I bugged him at least once a month for four long years. One day after the EAA Convention last year I got a phone call from David. He wanted to do the whole air足 plane. I said something to the effect that I did not think I would live long enough to wait for him to do the whole airplane. He did not think that was funny! One word led

to a nother. I insisted he complete the wings before we discussed the matter further. He stated he would not finish the wings unless he could complete the entire air plane. I told him I was coming down there to get my wings, "RIGHT NOW! " After a very pregnant silence on the line he came back with word that he wished I would let him 'do the whole airplane, that he realized how long it h ad been, and that he felt he owed it to me to get the j ob done. He wanted to do me right. It took me a while to give in, but I demanded a firm deliv ery date, a firm price a nd no nonsense, to which he acceded. Three or four days later David and a fellow named Don Horst were up here, packed the little C-3 on their trail er and were gone. I was left with a real sinking feeling and a void in the pit of my stomach. I really never expected to live long enough to see that C-3 again, but I was wrong. Oh, he didn't make the firm delivery date, or the firm price. But there was no nonsense. He got right with it and finished it up in time for Blakesburg. It took time out for a retirement celebration at American Air lines and the help of half the Tulsa bunch, but that C-3 is settin' out there in my ha ngar right now and I'm mighty thankful to a lot of people. In that Tulsa bunch were Jesse Criswell , Don Horst, Milton Silfies, Lloyd Durrett, Bob Rogan, Curtis Corn and David Warren. There is some of all these and the others I've mentioned in this airplane, and the a irplane stands there in tribute to what can be done when a dedicated bunch of antiquers really get into the act. I thank you, one and all , gentlemen, for one of the most fun airplanes I've ever had the good fortune to fly. Just another paragraph or two to tell you poor un fortunates who don't have a C-3 how much fun it is to fly. I've never been in an ultra-light machine like this before, and I had my doubts about that clankety-two banger be ing able to stand the gaff. The engine has turned out to be a real jewel, and with Dr. Kindel's Bendix mag con version, starts and runs just beautifully. It hasn't missed a beat in almost thirty hours now and just purrs right along. It's not the fastest thing in the world, but solo it gets right off in about three hundred feet. Climb seems best at about forty-five knots indicated , and cruise at 2250 rpm gives an honest 57 knots indicated at seven hundred feet above the ground. Glide seems real comfortable at 50 indicated, and the landings are quite a thrill because even an Aero Commander doesn't sit that close to the ground. Several things strike you about this airplane. One is the hands off stability even though there are no trim tabs . It's so stable that it takes a real definite hard-over ap plication of control to make it do something. Maybe the aileron gap seals will make a difference, but the machine flies hands off and is extremely stable. It'll recover from a stall or a spin hands off, if you just leave it alone, as any old timer will tell you. One very interesting item is this airplane's seeming reluctance to go above seven hundred feet. Oh, it'll go higher, but it just doesn't want to. I got it all the way up to 3500 feet on the way home from Ottumwa, Iowa, in search of some airliner, any airliner. I was chuckling with glee in anticipation at the thought of meeting some Air line Type and him later trying to explain to someone about meeting this thing that looked like 1927, way up there at 3500 feet . Truth is, I never saw an airplane all the way home, except in the traffic pattern at Stransky Memorial Airport at Savannah, Illinois. Stalls are another thing in this machine. No warning at all, the wing just suddenly drops off to the right side. Re covery is as quick as the stall, add power or just drop the nose and it's flying again. But do this even six inches off the ground on landing and you dance all the way down the

landing roll from one side to another. Ask David Jame son - he tried it! Cross country is a real ball . I get the feeling that this is the way it should be done - four or five hundred feet above ground at less than sixty knots. Plenty of time to look around for a field, just in case, and secure in the knowledge that it only takes a couple hundred feet to set her down. And everyone along the way looks up , waves and wishes you well. You can just feel the friendliness this airplane generates. Maybe a little more of this kind of flying would melt some of the adversity we encounter so often. It's really easy to fly. With thirty hours on the tach, I can name at least twenty people who have flown it since I got it and none have failed to come back without that cheshire cat-like grin on their pan. As one man said, "This has got to be the most fun flying I have ever done! - can I go again?" C-3 CHRONOLOGY

NC-13556 Serial Number A290

Built December 18, 1934

Acquired February 1968 1968-1969 - Lower rear longerons replaced. Tail wheel installed after removal of skid assembly, extra rudder hinge and steerable tail wheel rudder horn installed, Scott master brake cylinders installed and Cub wheels with brakes installed. Wings sent to Oklahoma. 1969-1970 - Newly majored engine, new propeller, new stainless steel firewall, Bendix mag conversion, and fuel system installed. Engine ready to run. 1972 - Aircraft shipped to Oklahoma for completion, new flying wires, windshield, new wings, installed after complete recover with Stits process using the polyurethane dope. July, August and S eptember 1973 - Aircraft assembled and finishing touches completed. A partial listing of the people who helped put NC 13556 back into flying condition: Capt. L. S. Wright, Grapevine, Texas , who rescued it from the chickens. William B. Rasor and William F. Gollbach, who brought it to the mid-west. Gene E. Bastian, Hinkley , Illinois who sold it to me. Erv Eshelman, Dayton, Ohio, leads, info and en couragement. George York, Mansfield, Ohio, leads, info and en couragement. Les Steen, Okemos, Michigan, drawings and informa tion. Tom Trainor, Royal Oak, Michigan, engine parts, drawings, info and encouragement and further leads. Joel Qualls, Phoenix, Arizona, aileron drawings , in formation and encouragement. John Thurman, Phoenix, Arizona, information and en couragement. Bob Rust, Fayetteville, Georgia, information, en couragement and leads. Dan Rush, Washington, D. C., engine parts, informa tion from the archives of the Smithsonian, prints and en couragement. Dr. Ed C. Garber, Fayetteville, N. C. , wing parts , ailerons, wires, engine parts, incentive and information. Ed Sanders, Ft. Worth, Texas, wing drawings and en couragement. Norm Raby, Torrance, California, information and encouragement. Ewing Cole, Montgomery, Illinois, the urge to kill! Larry Farnham, FAA, Des Moines, Iowa , information, leads and encouragement.

(Lee Fray Photo)

NC-13556, Serial Number A290, was built December 18, 1934. It is painted in one of the standard factory color schemes - orange wings, horizontal tail su rfaces and fuselage str ipe with a dark green fuselage - so dark it appears black when out of direct sun li ght. It looks g reat!

Del Denly, Osceola, Iowa, information, moral sup port, competition, etc. Joe Martin, Somerset, P ennsylvania, wheels, brakes and a pleasant afternoon reminiscing about the old days. Ed Schubert, Janesville, Wisconsin, President, Aeron ca Club, encouragement.

Frank Lang, Lemont, Illinois, machine work, use of tools, throat spray, personal attention to detail, help and encouragement and for not making a fuss . Curtis L. Taylor, Union, Illinois, supervisory services, assistance in all manner, encouragement and advice. Jim Dees, Jim Lacey, Don Taylor, Dundee, Illinois, help and encouragement. Don Kintzell , McHenry, Illinois , pictures, tips and in formation. The Tulsa bunch, EAA and FAA archives, the Smith sonian, and Aeronca for building the machine back in 1934. And the best famil y a guy ever had - who had the patience to see it through.

1~-----_-----rA-IFHi)I-A-"JF-S-)~-Trf)SH KOS H'- .-. -. === CONTI~~ NU E,-;::o D--------------'

(Ph oto by Lee Fray )

(Pho to by Lee Fray)

" Best Monoplane , Golden Age " - a Davis V-3 owned by Dick Geist, Whitaker, Kansas.

This is a Hartman-Welch owned by T. Johnson of Bel view, Minnesota. It won the award for being judged the " Best Cabin , Pre-World War II Era" aircraft.

AROUND THE ANTIQUE/CLASSIC WORLD

I ,

Butch Douma 's newly rebuilt Ryan ST-3KR (PT-22). Bob McDaniel's hangar and Waco UPF-7 - which is rarely ever on the ground when he is not off flying 747s for American . Bob lives at Naperville Aero Estates which is in western suburban Chicago. His home is just beyond the hangar and the paved runway with a fine grass area parallel to it is about where the photographer is stand ing to take this picture. Talk about having it made ...

Dear Jack: Enclosed is a picture of my hangar and my Waco UPF 7. Ifit is good enough I hope you will publish it in the an tique magazine, The Vintage Airplane. On the long table in the hangar you can just barely make out the fuselage of my Jenny. Actually, it is a JN4-C Canadian Jenny, com monly called a Canuck. I hope to have this flying before the local undertaker puts the lily in my hand. The hangar is also housing a 1936 Rose Parakeet and the garage to the west of the hangar has a Travel Air 4000 in it. So you can see that I am up to my elbows in antique airplanes all to be restored. After 34 years flying for American Airlines, I will be retiring this coming February and then I can devote all my time to my airplanes. I also belong to the Canadian Aviation Historical Society and the American Aviation Historical Society. For two terms I was the president of the Illinoi s Wing of the OX-5 Club of America as well as serving for five years as Director of the Chicago Area Grey Eagles (American Airlines Senior and Retired Pilots). Sincerely, R. A. "Bob" McDaniels (EAA 22895-A/C 56) 9S 237 Aero Drive Aero Estates Naperville, Illinois 60540

OCTOBER 13-14 - TAHLEQUAH , OKLAHOMA - 15th Annual TULSA Fly-In to be held this year at Tahlequah . Oklahoma (50 Miles ESE of Tulsa). Cookout on Friday night for early arrivals. Sponsored by AAA Chapter 2. EAA Chapter 10 and EANIAC Chapter 10, all of Tulsa. Contact Doug Philpott (918-936-9418) or Ray Thompson (918-622-3492). OCTOBER 27 - TULSA, OKLAHOMA - Airman Acres Free Fly-In Bean Dinner. Dinner served from 1 P.M. Bring your own bowl, spoon, coffee cup and appetite. Troohy for Champion Beaneater. JUNE 13-16 - TULLAHOMA. TENNESSEE - National Staggerwing Club Fly-In. Contact W. C. "Dub" Yarbrough, Lann on Mfg. Co., Box 500, Tullahoma, Tennessee 37388. JUL Y 28 - AUGUST 3 - OSHKOSH, WISCONSIN - 22nd Annual EAA International Fly-In Convention. Largest and best Antique and Clas sic gathering anywhere. Make your plans and reservations early.

Dear Jack: I have recently completed an entire re-build project on a Ryan ST-3KR (PT-22), N-53998, Serial No. 1053. Thought you may be interested, The project was begun in December, 1972, and com pleted and flown on July 28, 1973. The aircraft was completely stripped down, rebuilt, refinished and reassembled. We have put her into authen tic USAAC colors and have all the authentic decals , placards, etc. made up and installed. We found the original USAAC field number inside of all the nose cowlings and she bears No. 132 again. The Kinner R-56 starts on the first hot throw of the prop, however , I would like to have an inertia starter for her. Any leads on one for a Kinner or a replacement mod el would be very much appreciated. It has been an interesting and rewarding experience and as you can probably tell I'm proud of the old girl in new clothes. We have a couple of hours logged flying her now and a few more wiping oil and polishing aluminum. Sincerely, Butch Douma EAA 46656-A/C 491 7955 Juniper Road Colorado Springs, Colorado 80908 Dear Mr. Hilbert: I would appreciate your noting that I have acquired and am rebuilding a Belgian Stampe SV4C and having that noted in your magazine as well as SPORT AVIA TION. Along this line anything you have on file on the Stampe SV 4C , the Renault 4P05 engine, or rebuilders now listed on this aircraft, I would appreciate receiving. I am also attempting to start a Stampe Club and any notation of this in your magazines along with my name and address would be appreciated. In this way I hope we can exchange information, parts, etc. Thank you for your assistance. Sincerely, Carl F. Bury 125 Old Orchard Drive Hudson, Ohio 44236 Dear Mr. Hilbert: I would like this opportunity to thank you and your organization for the plaque my father , Avory Gauger, re ceived for "The Best Cessna 170" at Oshkosh 1973. We feel very honored and pleased to receive this award. Thank you again. Sincerely, Bill Gauger (EAA 44511 ) Phoenix , Arizona

EAA Ant ique/Classic embroid ered patches (pictu red at right) - A distinctive, co lo rful emblem. $1 .50 each EAA Caps - men and lad ies. Specify small , med ium , large , or extra large . Ladies, one size . $2.25 eac h 1973 EAA Calenda r. Made of heavy, unbleached cloth . Features full color renditions of a Standard J-1 , P-51 , Scorpion Heli copte r, and a Dyke Delta. $2.30 each EAA Flight Bags. Durable nylon w ith waterp roof lining. Blue with EAA decal on both sides. $4.50 each

-------- *-------足 Write fo r a complete l isting of EAA publ icat ion s and merchandise free of charge . In cludes a listing of all available back issues of Sport Aviation

-------- * -----足-EAA PUBLICATIONS OF INTEREST TO ANTIQUE AND CLASSIC ENTHUSIASTS AND/OR RESTORERS Wood . Vol. 1

Wood. Vol. 2 Sheet M etal. Vol . 1 Sheet Metal . Vol. 2 Tips on Fat igue Welding ........ .. . Dope and Fabric Hand Tools. Vol. Hand Tools. Vol. 2 CAM 18 (Reprint) CAM 107 (Reprint) . Flying and GI ider Manual Reprints ..

1929 . 1932 . 1929-32 .

$2 .00

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$400

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$2 .00

'" Add 30c postage for first man ual pl us 10c for each additional o n e

Wings Of Memory - 72 pages of Aero Digest reprin ts. Covers the greats of civil aviation f rom 1932 to 194 1. Rya n STA , Howard DGA-9, Fairc hild 24 , Cessna Air足 master, Rearwin Speedster. Fleet wings " Sea B ird " , Stinson SR-1O , Stearman Model 80, and many more. Beautif ul photos, 3-views and fligh t reports. $2.50 Golden Age Of Air Racing - 168 pages covering t he great 1929-1939 air raci ng era. A ll ab out t he racers and their pilo ts wh o f lew for the Bend ix, Th ompso n, Greve a nd ot her t ro ph ies. $2.75 Back Issues of American Airman. Wh ile they last -

25c ea.

ANTIQUE AND CLASSIC ACHIEVEMENT AWARDS - When you complete the restoration of an an足 tique or classic (specify wh ich) , you are eligible for a beautiful certificate you will frame and be proud to display in your home or office. These certificates are free , courtesy of EAA to recogn ize your efforts to save another great old airplane. Just send your name and address and the year, make and model (i .e. - 1937 Monocoupe 90A) of your aircraft. Solo certificates are also available.

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