VA-Vol-18-No-7-July-1990 by EAA Vintage Aircraft Association

STRAIGHT AND LEVEL

In this month's column, I would like to review what will take place in the Antique/Classic area of EAA Oshkosh > '90. The Antique/Classic Division will ~ continue to give participant plaques as ~ our way of showing our appreciation ~ to the people who bring their antique Q and classic airplanes to Oshkosh. A'lother way we recognize these by Espie "Butch" Joyce people who attend and showcase their airplanes is the Interview Circle , con ducted by Charlie Harris . We will con tinue this practice in front of the An tique/Classic Headquarters, "Red Barn." These interviews are a way for all ob servers to learn about the interesting aircraft and their owners and restorers. The spontaneous conversations are both educational and entertaining . The OX-5 Tent is a place that everyone should visit. These people represent a wealth of aviation history and love to share their stories with us all. The Division instituted a program years ago to videotape interviews with the OX-5ers. We hope to preserve these peoples' experiences and adven tures during a golden time of aviation so that future generations will be able to view them . Go by and visit this warm and fun-loving aviation group. The people in the Type Club Tent Headquarters hope you will come by and visit with whatever special type club interests you. Just a few of the clubs represented are the Cub Club, The Cessna 1201140 Club, the Aeronca Club and many others . If you own one of these aircraft or are interested in maybe owning one, you should pay a visit and take advantage of the wealth of information that these clubs repre sent. The Workshop Tent will once again be in operation. Here you can observe an aircraft undergoing an annual in 2 JULY 1990

spection; or be instructed on how to overhaul an OX-5 engine. There will also be a number of experienced people there from the old school of aviation mechanics to answer questions on the workings of antique and classic airplanes and engines. The Antique/Classic Picnic will be on Sunday night with some special en tertainment. This will be held in the newly constructed Nature Center Pavilion. This should be a fun time for all. To buy tickets to the picnic, get more information or find out more about any of the Antique/Classic go ings-on, come by the Red Bam . This Headquarters for the Antique/Classic activities is the focal point for everyone to meet, find out what is happening or just set a spell on the porch and watch the world go by . We will have our daily bulletin board posted to keep you informed of the day's activities . The Headquarters' staff is eager to assist in any way possible. We also have Antique/Classic Division mer chandise available for sale at the Red Bam. After you've caught your second wind on the porch, consider a ride on the free tour wagon sponsored by the A/C Division . You can sit down while enjoying a 40-minute tour of all the beautiful aircraft in the area. It ' s a great break after walking around all day. There will be many exciting happen ings offered to you by your Antique/ Classic Division . Come visit with us as we have a great deal to offer anyone interested in old airplanes - and that includes just about everyone, doesn't it? Let's all pull in the same direction for the good of aviation . Join us and have it all. •

PUBLICATION STAFF

PUBLISHER

Tom Poberezny

\IlCE-PRESIDENT

MARKETING & COMMUNICATIONS

Dick Matt

EDITOR

Mark Phelp s

MANAGING EDITOR

Golda Cox

ART DIRECTOR Mike Drucks ADVERTISING Mary Jones ASSOCIATE EDITORS

Norman Petersen Dick Cavin

FEATlJRE WRITERS

George A Hardie. Jr. Dennis Parks

EDITORIAL ASSISTANT

Isabelle Wiske

STAFF PHOTOGRAPHERS

Jim Koepnlck Ca~ SChuppel

Jeff Isom

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

President Esple "Butch" Joyce 604 Highway St. Madison. NC 27025

\Ilce President Arthur R. Morgan 3744 North 51st Blvd. Milwaukee, Wi 53216

919/427-0216

414/442-3631

Secretary George S. Yo rk 181 Sloboda Ave. Mansfield. OH 44906

Treasurer

E. E. "Buck" Hilbert

P.O. Box 424

Union, IL 60180

Contents 2

Straight and Level/by Espie "Butch" Joyce

AIC Newslby Mark Phelps

Letters to the Editor

Calendar

Interesting Memberlby Bob Lumley

Members' Projectslby Norm Petersen Vintage Literaturelby Dennis Parks

Chief Yellow Birdlby Buzz Wagner

Perfect Refiectionlby Mark Phelps

Red Barn Goings Onlby Phyllis Brauer

Short Wing Pipers Over Brazil Iby Brett Clowes

Stan Gomoll 1042 90th Lane, NE Minneopolis, MN 55434

1989 AlC Photo Contest

6121784-1172

Pass It To Buck/by E. E. "Buck" Hilbert

Robert D. "Bob" Lumley 1265 South 124th SI. Brookfield, Wi 53005

Vintage Trader

Mystery Planelby George Hardie, Jr.

815/923-4591

DIRECTORS John S. Copeland 9 Joanne Drive Westborough, MA 01581

3121779-2105

508/366-7245

Philip Coulso n 28415 Springbrook Dr. Law1on. MI 49065 616/624-6490 C harle s Harris 3933 South Peoria P.O . Box 904038 Tulsa, OK 74105

William A Eic khoff 41515th Ave.. N.E. SI. Petersburg, FL 33704

Page 10

Page 14

813/823-2339

9181742-7311 Dale A Gustafsan 7724 Shady Hill Drive Indianapolis, IN 46278

419/529-4378

Robert C. "Bob" Bra uer 9345 S. Hoyne Chicago. IL 60620

JULY 1990 • Vol. 18, No.7

4141782-2633

317/293-4430 Gene Morris 115C Steve Court. RR 2 Roonoke, TX 76262

Ste ven C. Nesse 2009 Highland Ave. Albert Lea. MN 56007

817/491-9110

507/373-1674

S.H. oWes· SChm id 2359 Lefeber Avenue Wauwatosa. Wi 53213

414m1-1545

DIRECTOR EMERITUS S.J. Wittman

7200 S.E. 85th Lane

Ocala, FL 32672

Page 19

FRONT COVER ... Larry Lee and son, Darius over the Florida landscape in Larry's Ryan PT-22. See poge 19. Photo by Jim Koepnick. photo plane ftown by Jim Dorman. REAiR COVER ... Norm Petersen's Cub making a one-float take-off from the Brennand Seaplane Bose in Oshkosh - withou1 Norm! The 9O-hp J-3 on Edo 1320 ftoms is being flown by its former owner, Floyd Bockstrom. Norm took the picture.

904/245-7768

ADVISORS John Berendt 7645 Echo Point Rd. Cannon Falls, MN 55009

Gene Chase 2159 Carlton Rd. Oshkosh. Wi 54904

507/263-2414

414/231-5002

George Daubner 2448 Lough Lane Hartford, Wi 53027

John A Fogerty 479 Highway 65 Roberts, Wi 54023

414/673-5885

715/425-2455

JeonnieHili P.O. Box 328 Harvard, IL 60033

Dean Richardson 6701 Colony Drive Madison, Wi 53717

8151943-7205

608/833-1291

The words EM, ULTRALIGHT, FLY WITH THE FIRSTTEAM, SPORT AVIATION, aM !he klgos of EXPERIMENTAl AIRCRAFT ASSOCIATION INC., EAA INTERNA

TIONAL CONVENTION, EAA ANTIQUE/ClASSIC DIVISION INC , INTERNATIONAl AEROEIATIC CLUB INC., WARBIRDS OF AMERICA INC , are registOfed

trademarI<s. THE EAA SKY SHOPPE aM klgos of !he EAA AVIATION FQUNDATION INC. aM EAA ULTRAliGHT CONVENTION are 1rademru1<s of !he above

associations ..-.d IheiT use by atrf pe!SOI1 other !han !he above associations is stricIIy proI>bited.

E<ltooal Policy: Reader.; are encouraged 10 Slilmrt stories aM phoIog'aphs. Policy opinions expressed in arncIes are SOlely II10se of !he au1hors. ResponsiJilily I()(

"""'racy in reporting res1s erfuIy with !he COOIriJuIor. Malerial sI'ootd be sent 10: Efu, The VINTAGE AIRPLANE, Wittman RegionaI"'rpor1, 3000 Poberezny Rd ,

Oshkosh. WI 54903-3086. Phone: 41 41426-4800.

The VINTAGE AIRPLANE (ISSN 0091 -6943) ~ pJbIsOOd aM owned exclusively by EAA AntiqoolCiassic Division, Ire. of !he Experimental Aircraft AssociaOOn, Ire. aM

~ pJt;ished monthly al Willman Regional Airport, :n:xJ Poberezny Rd., Oshkosh, WI 54903-3086. Second Class Postage paid at Oshkosh, WI 54901 ..-.d additional

mailng offices. ~ rates I()( EAA AntiqueICtassic Division, nco are $18.00 {Of ","ent EAA members {Of 12 morih period of vdlich $12.00 is I()(!he publicatioo

of The VINTAGE AlRPLlINE. Merrbership ~ open to all who ate inlOfested in ..,;ation.

ADVERTISING - AnliqoolCIassic Division does nol guaranlee ()( endorne any product offered through our adverti~ ng . We invite constructive criticism aM wetcome

atrf report 01 inferior merchandse obtained through our advertising so thai corrective measures can be taken.

POSTMASTER: Send address changes 10 EAA Antique/Classic Division, Ire., P.O. Box 3086, Oshkosh, WI 54903-3086.

Compiled by Mark Phelps

on display at EAA Oshkosh '90. In Dues increase EAA Vice President, Finance, Jerry addition , there will be a press confer Strigel announced that the EAA Board ence at 9:00 a.m. on Monday, July 30, of Directors has approved a member that will include a group photograph of ship increase of $2.00 for the Antique/ any pilots who once flew a Super Con Classic Division effective November nie. If you qualify, or know someone I, 1990. As of that date, membership else who did, you have extra motiva dues will be $20.00 for an EAA tion to attend EAA Oshkosh '90 and member and $30.00 for a non-EAA participate in this historic photo oppor tunity. For more information, contact member. EAA Public Relations Director, John Burton (414/426-4800) or ask for de Calling all Connie jockeys For those who haven't already tails at the Airline Pilots Association heard, the newly restored Super Con tent adjacent to the Antique/Classic Di stellation, "Star of America" will be vision Headquarters, Red Bam . •

A PICTURE POSTCARD HIS TORY OF US AVIATION by Jack w. Lengenfelder. 122 pages, numer ous black and white photos. Published by Almar Press, 4105 Marietta Drive, Binghampton, New York 13903.

IJ()()I\ 12~VI~W

by Gene Chase

A PICTURE

E=3 POSTCARD ~

E=3 HISTORY "U.S.

OF ~

AVIATION ~

4 JULY 1990

Since the days of the Wright Brothers, aircraft and aviation events have been portrayed on postcards. This unique book contains full-size photos of postcards picturing a wide variety of both civilian and military aircraft from the 1903 Wright Flyer to Con corde. Included with each example is the published caption plus a brief but well researched description of the subject by the author. Of interest to other col lectors is the source of each postcard and a value rating from "Very Rare" to "Very Common." An example of a rare card is one showing the arrival in 1931 of the huge Dornier 12 engine DO-X flying boat over New York City at the end of a 10-month trip from Europe . The book was not intended to be a definitive history of U. S . aviation but it does cover the gamut from the early pioneers through the barnstorming era, both World Wars, general aviation and the airlines. The format is chronologi cal and the text is excellent. This book would definitely be a welcome addi tion to an aviation buff's library. As Frank Kingston Smith states in his in troduction, "The objects pictured in this book are 'artifacts' in the true meaning of the term : they are historical objects of Americana which tend to make the observer think about the past and contemplate the future.".

M4IL

Crosby CR-4

A do-it-yourself magazine Dear Mark, In the May issue of VINTAGE AlRPLANE there is a letter from Tom Wadsworth (in Aero Mail) requesting more material in our magazine on the Classic side of things. Now Mr. Wadsworth has constructed some very fine points in his thesis, and probably most of us agree with his point of view. What he has overlooked is that the VINTAGE AIRPLANE staff is very small and can only stretch so far in trying to please most of us. If I can encourage Tom to select a topic among all of the Classic era airplanes and to write about it for all of us to enjoy, he will have achieved his goal. He will also gain a great deal of personal satis faction from the effort. There are also a lot of intangible benefits such as re spect and friendships that seem to bloom. Tom does not have to be apprehen sive about punctuation or the rules of grammar as the editor and staff always seem to make you look like a lot better writer than you really are (the voice of experience here) . When a gent can put together his words in such a clear-cut order as Tom has in his letter, then he is capable of putting a good article to gether, too.

This is directed at Mr. Wadsworth only because he wrote the letter. Can I encourage the rest of you to write on your favorite aviation topic for VIN TAGE AIRPLANE? As our president always says at the end of his column, "Join us and have it all." You will find that all of us like each other a lot more when we pull in the same direction. Let's not avoid Tom's unwritten complaint that the majority of coverage seems to be on antique airplanes. One huge reason for this is that we older members did not apply ourselves while many of the designers and builders of these aircraft were liv ing. Now we are scrambling in an at tempt to cover most of the gaps while some fragments of history are still available. The second reason is that any author can only write interesting material when he or she is fully in volved in the topic. Let us hope that Tom and his friends can avoid some of the pitfalls that we encountered. They can if they act now. I hope this encourages some of our Classic members to try their hand at telling us about topics upon which they are expert. Cordially,

Ted Businger (EAA 93833, A/C 2333)

Evening Shade, Arkansas

Dear Mark, I had a hunch that someone might someday have a use for Harry Crosby's blueprints. That's what prompted me to save them. Harry designed several interesting airplanes that were never built, beginning with a "motorcycle of-the-air" concept in ) 930. He was trying to make a living as an FBO and designing racers on the side. One of them gave Larry Brown the idea for "Miss Los Angeles." Maybe soemone among the National Air Race buffs knows something about the Crosby/ Brown connection . Harry was killed testing the Northrop XP-79 jet fighter in 1945. It was a big surprise when [EAA Di rector] Morton Lester called the other day to ask me if [ had any structural data for the Crosby CR-4. It seems that the racer has been found but it's mis sing some tail feathers and a few other bits and pieces. Harry sold the Menasco Buccaneer engine to North rop to use in the N9M flying wing pro gram, so they'll have to dummy up a powerplant. Anyway , the plan is to fix it up for display in the EAA Air Ad venture Museum . Great idea! It was an airplane ahead of its time and one that gave a lot of young engineers a chance to test their creativity. Harry's widow is really delighted. Best regards, John Underwood Glendale, California

The plot thickens. Recently, EAA Editor-in-ChieJ, Jack Cox and Manag ing Editor Golda Cox were in North Carolina (their home state) and Mor ton showed Jack the Crosby. He's been hot on the trail ojthe airplane's history ever since. Even as /' m typing this, I can overhear Jack on the phone with Morton filling him in on how the Crosby appeared in the movie, "Tailspin." The airplane later spent time on Universal Studios' sound stage as a static dummy . The beginning oj Jack's story appears in the "Hotline" section oj the June issue oj SPORT A VIATION and you can expect to read more there in the months to come as the story develops . - Ed . • VINTAGE AIRPLANE 5

July 7-8 - Emmetsburg , Iowa. Sec ond Annual Aeronca Champ Fly-in and fly-in breakfast. Emmetsburg Air port. Contact Keith Harnden, Box 285 , Emmetsburg , Iowa 50536. Tel 712/ 852-3810 . July 13-15 - Simsbury Connecticut. 2nd Annual Northeast Stearman Fly-in at Simsbury Airport . Contact Jim Kip pen, II Crestwood Street, Simsbury, Connecticut 06070 . Tel. 203/651 0328. July 14-15 -lola, Wisconsin. Airport breakfast and Old Car Show. Central County Airport, lola, Wisconsin. Call 414/596-3530. July 14-15 - Delaware, Ohio Air port, just north of Columbus ARSA . 9th annual EAA Chapter 9 Fly-In. Food , camping & more. Contact Art TenEyk , 614/363-6443 or Alan Hard ing 614/442-0024. July 20-21 - Collingwood , Ontario . Second Annual Gathering of Classic Aircraft sponsored by Collingwood Classic Aircraft Foundation . Col lingwood Airport (NY3). Contact Doug Murray, 5 Plater Street, R.R. No.3, Collingwood, Ontario, Canada L9Y 3Z2 . Tel. 705/445-5433. July 20-21 - Coffeyville, Kansas. Funk Aircraft Owners Association Reunion . Contact Ray Pahls, 454 S. Summitlawn, Wichita, Kansas 67209 . Tel. 316/943-6920. July 27-August 2 - Oshkosh, Wis consin. 38th Annual EAA Fly-in Con 6 JULY 1990

vention, "EAA Oshkosh '90." Wittman Regional Airport, Oshkosh Wisconsin. Contact EAA, EAA Avia tion Center, Oshkosh, Wisconsin 54903-3086. Tel. 414/426-4800. August 18-19 - Schenectady, New York . Northeast Flight '90 Airshow , Schenecdady County Airport . Contact John Panoski, Northeast Flight '90, 419 Mohawk Mall, Schenectady, New York 12309 , Tel. 518/382-0041. August 19 - Brookfield, Wisconsin. 5th Annual Ice Cream Social spon sored by EAA Antique/Classic Chapter II at Capitol Drive Airport . Contact George Meade , 5514 N. Navajo Av enue, Glendale, Wisconsin 53217. Tel. 414/962-2428. August 24-26 - Sussex, New Jersey. 18th Annual Sussex Air Show . Sussex Airport. Call 201/875-7337 or 702 9719. September 1-3 - Blakesburg, Iowa. Culver Cadet 50th Anniversary Cele bration, Antique Field . Copntact Burke Bell, 3795 Smuggler PI., Boul der, Colorado 80303 Tel. 303/494 0108 or Dan Nicholson 713/351-0114. September 8 - Chico, California . Chico Antique Airshow. Chico Air port. Contact Chico Antique Airshow Committee, 6 St. Helens Lane, Chico, California 95926. Tel 916/342-3730. September 14-16 - Tahlequah , Ok lahoma (50 miles easUsoutheast of Tulsa). 33rd Annual Tulsa Fly-in and

10th Annual Bucker Fly-in . Contact Charlie Harris, 3933 South Peoria, Tulsa, Oklahoma 74105, Tel. 918/ 742-7311. Bucker fans contact Frank Price, Route 1, Box 419, Moody, Texas 76557, Tel. 8171772-3897 or 853-2008 . September 15-16 - Rock Falls, Il linois. Fourth Annual North Central EAA "Old Fashioned" Fly-in. Pancake breakfast Sunday . Contact Dave Chris tansen at 815/625-6556. September 21-23 - Jacksonville , Il linois . Sixth Annual Byron Smith Memorial Stinson Fly-in and Reunion at the Jacksonville Airport. Contact Loran Nordgren , 4 West Nebraska , Frankfort, Illinois 60423 . October 6-7 - Sussex , New Jersey Airport . Fly-In sponsored by EAA A/C Chapter 7 and EAA Chapters 238, 73 and 891. Info: Bill Tuchler, 2011797 3835; Konrad Kundig, 201/361-8789/ FAX 201 /361-5760; or Paul Steiger, Sussex Airport , 2011702-9719 . October 13 - Dayton , Ohio. Annual EAA Chapter 610 Wright-Patterson AFB and USAF Museum tour. Contact Jim Hammond at 5131767-8751. October 13-14 Hickory, North Carolina Municipal Airport. EAA Chapter 731 5th Annual Fly-In . Con tact Norman Rainwater, 1415 Linwood Place, Lenoir, NC 28645 ; evenings 704/578-1919 , or Lynn Crowell, 113 Auld Farm Road, Lenoir, NC 28645, 7041754-2723 . •

Char1le l3ell

I~T~12~~TI~f3 '"fitlj~12 by l3()b Lumley W hen I started to write this article, I contacted the one person who knows Charlie better than anyone - his wife Donna. After explaining to her that I wanted to do an article on Charlie, she immediately volunteered to produce a few pictures and some background in formation. Most people who hang out at the An tique/Classic area during the conven tion will eventually meet up with Char lie or Donna. They both spend the week helping others enjoy the Conven tion. Donna is usually found behind the sales counter at the Headquarters building and Charles working as a judge for the NC Division where he puts his knowledge of antique and classic aircraft to use . Charlie's interest in aviation was fueled at an early age by a brother who was an Air Force pilot and who, I am told , will still let Charlie wash the airplane for him . In 1966 Charlie ac quired a basket case Tri-Pacer and began his first restoration. At the same

time he and Donna started taking flying lessons in a Cherokee . Once the resto ration was complete, Charlie com pleted his private license in the Tri Pacer. They enjoyed the Tri-Pacer for a long time but eventually sold it and bought a Citabria and then a Cessna 182. A long-time desire for a round-en gine airplane finally led to Oklahoma where Charlie bought a Fairchild 24 that had been stored for 15 years and trucked the parts home to Sheboygan, Wisconsin. The restoration was com pleted in 1983 and they flew the airplane to EAA Oshkosh '83. Charlie didn't enter the aircraft to be judged, but Donna did, knowing the quality of his work. The result was a very sur prised Charlie when he was awarded Grand Champion honors. Charlie's last project was the con version of a basket case Tri-Pacer to a Pacer for Donna. As can be expected, this is one of the finest Pacers in the country. The only problem is deciding which airplane to take to the many fly-

Charlie and Donna

ins they attend each summer. Often, both aircraft will arrive along with their son, Jeffery in his immaculate Stinson. Charlie is currently working on the restoration of a 1933 Fairchild 22 that was purchased in pieces. This airplane had been in storage since 1944. Watch out, Charlie! Donna is going to have this one judged, too. The Bells live adjacent to their 2,500-foot grass strip a few miles from Sheboygan. Since 1983, they have been hosts for the October fly-in and meeting of the Midwest Antique Airplane Club . Charlie is the past pres ident of this group, an office that he fulfilled for eight years. Charlie and Donna, from all of us who have enjoyed your company and your hospitality, THANK YOU! You both make the world of sport aviation a better place . • VINTAGE AIRPLANE 7

b~ ~()r-m

Obviously one of the surviving Cessna T-50 "Bamboo Bombers," these pictures were sent in by Herb Williamson (EM 120743, AlC 14887) of Hillsboro, Oregon. Herb writes that he recenlly purchased the T-50 proj足 ect which the previous owner had started. " came with a hangar full of spare parts, so he feels he should be able to complete the big twin with the material on hand! Herb has promised to keep us advised as to the progress as the restoration con足 tinues.

8 JULY 1990

veter-sen

Sharp-eyed readers will easily identity this Lockheed Model 18 "Electra" (Navy desig nation R50-6) owned and flown by Dr. Frank Anders, Jr. (EM 350576, NC 9709) of Villa Platte, LA. Powered by two Wright Cy clone 1820 engines, the Electra is in excel lent flying condition and is flown regularly. Frank plans on either a polished or painted finish and possibly a National Airlines paint scheme. He has promised to send us a photo when the aircraft is finished for publication in VINTAGE AIRPLANE.

This pretty blue & white Taylorcraft BC-12D, NC95979, SIN 8279, is the proud possession of George B. Stearns (EM 351499, NC 15250) of Old Town, Florida. One of 2,378 BC model Taylorcrafts on the FAA register, NC95979 was built in May of 1946, spend ing its early years in Ohio, Michigan and Indiana, before moving to Florida in 1957. It has had 22 owners since new and has 2200 hours on the airframe. George re ports it has been rebuilt several times and has been put in long-term storage on two occasions. The T-Craft is on the second 65 hp Continental engine and is flown nearly every day! A close look at the photo re veals a Ward Aero wind generator hang ing between the gear, minus the propeller! Our hats are tipped to George for sending in the photo.

This white & blue Aeronca Chief, N85803, SIN 11AC-218, belongs to James N. (Jim) O'Brien (EM 345974) of Winterville, NC. Jim is a former ultralight pilot who recently started flying lessons and soloed just 17 days after his 63rd birthday! He is en thused with the Aeronca and looks forward to getting his Recreational Pilot's Certifi cate. The Aeronca has 1,850 hours IT and is still using the original Continental 65. It had been restored in 1988 by Benjamin E. Drake of Galion, OH. If you should need Aeronca parts, Jim says to call the follow ing: Joe & Julia Dickey 812-342-6878; Roger Davenport 608-339-6810; David Hor well 404-227-2932; Richard Knight 404 228-1580; Ronnie Powers 404-227-4042 and Buzz Wagner 605-532-3862. We hope to see Jim and his Aeronca Chief at Osh kosh one day.

VINTAGE AIRPLANE 9

IA4. Lib..-aIT/4...-chives [)i..-ectu..

Popular Aviation Discovers World War I in 1932 In 1932, during the heart of the De pression, there didn't seem to be much interest about the World War in avia tion magazines. The 1932 issue of the BIBLIOGRAPHY OF AERONAU TICS lists only one article on the World War. The article was in the Jan uary 1932 issue of AERO DIGEST and was titled, "Have We Forgotten the World War" written by James E. Fechet, a great champion of military aviation. Retired General Fechet was the former Chief of the US Army Air Corps and in 1932 was the director of AERO DIGEST's Washington, DC bureau and its National Defense Editor. During 1932 he had written more than a dozen articles supporting military aviation in AERO DIGEST and in WESTERN FLYING . Some of the titles were, "An Adequate Air Force Needed," "Our Need For Or ganized Reserves" and "Our Precari ous Military Policy." In the article on the World War in 10JULY1990

the January 1932 issue of AERO DI GEST , Fechet wrote of his concerns for the loss of the lessons of the World War. "There has been very little evi dence during any of the past thirteen years that the results , effects and les sons of the World War have been re membered or taken to heart in the United States." He apparently felt that as a nation, we were slow to learn and profit by our mistakes . Mistakes is the key word as he feels we were only victorious be cause our better-prepared allies were able to hold off the enemy until we could prepare. "Even then our lack of training and equipment cost us thousands of men. We are probably the most striking example which history affords in all her troubled annals, of a smug, self satisfied, foolish people." He said that though we had three million trained men in arms who had been discharged, the effects of the training had disappeared in the years

since. In regards to the Army Air Corps , he lamented the small budgets that allowed regular fliers only 120 hours of flying per year and the re serves, 14 hours . "That is inadequate to keep the aver age pilot in training . Consider the fate of those 5,000 reserve fliers with only 14 hours for the whole year!" The lack of aircraft was also lamented. "In the Army we have less than a thousand first-class fighting planes. If we had twice that number it would still be in adequate to properly defend our widely extended frontiers."

ENTER POPULAR A VIA TION Fechet may have worried about the condition of the Air Corps and the loss of the lessons of the World War, but during 1932 in the heart of the Depres sion, one aviation publication, POPU LAR A VIA TION, did not forget the war, in fact it had articles on World War I aviation for almost each month of the year and continued covering the

subject into 1933. Of the 13 World War I articles in POPULAR A VIA nON , seven were about aircraft , two about aces, two covered training, one dog fighting and one, air medals.

TRAINING One article on training called, "Training Errors of the A . E. F." seemed to mirror General Fechet' s concerns . It presents the opinion that poor training, inadequate equip ment and incompetent officers caused needless loss of life in the training camps of Europe. This negative viewpoint was unusual in a magazine such as POPU LAR AVIATION as it usually gave an enthusiast's boost to anything dealing with aviation. Today this would be called "re visionist history. " The article, written by Carl B. Ogilvie, presents some of the story of the first class of Amer ican aviation cadets to be trained at a Royal Flying Corps field in England, much of the informa tion coming from the diary of one of the cadets who lost his life in France . The cadet was in one of the first two groups, totaling 204 cadets, sent to Eng land to receive fly ing instruction. The author of the diary was worried about the growing loss of cadets and felt that none would be left to reach the fight ing in France. Among his wor ries were the re quirements to loop Jennies and spin Camels which were hazardous indeed. So hazardous that the training casualty rate in England was much higher than that in the United States. The author reported that stateside training resulted in one fatal ity every 2,960 hours of flying . On the other hand the diary noted that 34 deaths occured out of some 400 Amer ican cadets in England, a rate of one to every 606 hours . However, it was noted that as bad as that was it was very low compared to the life expectancy of a pilot at the

Front. Of the 216 American pilots sent to Royal Flying Corps squadrons in France, a total of 95, or 44 percent, were killed or missing. The diary noted the causes of the fatal accidents, not mentioning the role of the lack of proper instruction. Most of the fatalities resulted from tailspins. Mid air collisions took the second-heaviest toll. Nose dives with the pilot unable to pull out were listed third . The author

by the American Squadrons. There were 45 squadrons assigned to the Front of which 34 saw combat. Of the 34, 15 were pursuit, 13 observation, four day-bombing , one night-observa tion and one night-pursuit. The Amer ican squadrons flew only 10 different aircraft types , all of which were bi plane tractors . These were the Spad II , Avion Renault 2, Sopwith I 1/2 Strut ter, Salmson 2-A-2, Nieuport 28, Spad 13, Sopwith Camel, Breguet 14 A-2, Breguet 14-B-2 and de Havilland 4. However, American airmen attached to the English, French or Italian forces flew many other types . The author's comments were limited to those aircraft used by purely American squad rons. In the article the lieutenant gave his opinion about some of the aircraft.

SPAD TYPE 11 "History will probably record the Spad II as the most unsatis factory warplane ever built. A flight in the Spad two-seater without motor trouble was a rarity. If the re duction-gear for the propeller didn't start grinding, then the pilot could be sure of an oil leak re sulting in an over heated motor. "It's difficult to believe that the Spad II was a cre ation of the same minds that pro duced the Spad 7 and the Spad 13, among the finest pursuit ships of the war."

AVION RENAULT concludes with, " It plainly indicates that life for a cadet was pretty much a bowl of backwash ."

AIRCRAFT Most of the articles dealt with the aircraft of the war. One was a five page piece by a Lieutenant James M . Richardson optimistically called, "A Complete Summary of World War Planes ." The author was attempting to describe the aircraft flown into combat

"The A. R. of course was out of date in 1918 . It was weak, maneuvered like a steamroller and had tendency to nose down to the left. By test the machine was 24 miles an hour slower than the modem Salmson."

SOPWITH 1 112 Strutter 'There were two interesting innova tions incorporated in the I 112 Strutter - an air-brake and a trimming gear. The trailing edge of the lower wing, VINTAGE AIRPLANE 11

12 JULY 1990

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near the fuselage, had adjustable fl aps that could be altered by the pilot to reduce speed when about to land . 'The trimming gear was to alter the angle of incidence of the tail plane while in fli ght. The pilot could thus set the tail at the proper angle for climb ing, high speed or landing." Another aircraft item was one that gave specifications of performance fo r German aircraft. These fi gures were compiled during the war by British air services and by the US Signal Corps. The author stated that it was interesting to note that the actual figures were con siderably lower than given in the lay press and in fiction magazines . The table is reproduced for your informa tion .

NIEUPORT Type 28 " Even in building warplanes, the French did not forget their ideas of beauty . Their finest creation in thi s re spect was the Type 28 Nieuport . Un fortunate ly, however, the machine had several serious defects which impaired its usefulness. " It sometimes caught on fire in the air , and the fa bric would strip off the top wings in precipitate di ves. On sev eral occasions the latter defect en dangered the lives of American pilots

who flew the Type 28." SPAD 13 "The machine's high speed was 130 mph . It climbed rapidly, ecl ipsing the Fokker 0 -7 in this respect. The service ceiling was j ust above 18,000 feet and the landing speed was between 60 and 70 miles per hour (and no brakes). "In performance, the Spad 13 and the Fokker 0-7 were almost matched. The Fokker maneuvered a little better, but the Spad outclimbed and outdived the Fokker . Their speed was a stand off."

DOGFIGHTING Of course one can' t di scuss fighter aircraft without mentioning dogfight ing . The 1930s was the era of World War dogfi ghting fiction; " Pulps" as the format was known . Such titles as G-8, BATILE ACES and WINGS pre sented sc intillating stories of air-to-air combat with thrilling titles such as " Death Rides the Last Patrol" and "The Tough Don' t Pray." POPULAR A VIA TION had its own article on dog fighting called " What Takes Place In A Dog Fight" by Carl Ogil vie. " Dog Fight ! Mad beasts snapping, snarling, biting, leaping; battling for a strang le ho ld ; holding on until death - that is

a dog fight. In the air it 's nearly the same. Picture two or more pl anes , sev eral miles above a shell-tom earth ; machine guns snapping at one another; planes furiously di ving, zooming, rip ping and tearing at one another. In thi s struggle between men and planes all the savage instincts of beasts of the j ungle are symbo li zed in mad and seemingly hectic lunges and swi ft acrobatics . It is a fi ght until death . A survival of the fittest. Dog Fight !" In the article, the author interviewed some fi ghter pilots most of whom stated that it was almost imposs ible for a pilot mi xed up in a dogfi ght to give details with any degree of acc uracy be cause so much was happening at once. One pilot interviewed said , "When I came out of a scrap , all I seemed to be conscious of was that sometimes I had a ripped pl ane; usually a wheezing motor, and that I had been fi ghting to beat the o ld Harry . Even if a saw Ger man planes go down I seldom was positive that I had shot them down ." These are just some of the examples of POPULAR AVI ATION 's overview of the ai r war as it took pl ace during the World War. Why they did this in 1932 is conjecture. Maybe it was to counter the sensational images of World War I aviation be ing presented by the pulp av iation fi cti on of the time .• VINTAGE AIRPLANE 13

CHIEF YELLOW BIRD

A reluctant seaplane pilot overcomes his

fear of floating with the help of

an Aeronca.

14 JULY 1990

Dakota. If you don't believe it, call him at 605-532-3862. Having been emersed in aviation for more than 40 years, Buzz has accumulated not only a list of friends a mile long in every facet of aviation, but a dedicated fol lowing through his "Aeronca Lover's Club", which helps members gather necessary parts to rebuild and/or mod ify the many models of Aeronca air craft. Buzz has chaired various Aeronca forums at EM Oshkosh for many years . Ifyou have a problem with an Aeronca of any size or shape, chances are that Buzz Wagner can help . Now east central South Dakota, where Buzz Wagner's Clark County Airport operation is located, is not the world's most popular floatplane area! It consists ofmostly flat prairie country with farms and ranches , and very few places to land a seaplane. However, sometimes a guy gets backed into a corner with no other way out - you know the feeling - and he has to bite the bullet and press on, regardless. Here are Buzz Wagner's own words: - Norm Petersen

by Buzz Wagner

Few people in this world have the knowledge and backgound experience with Aeronca airplanes of C. L. "Buzz" Wagner (EM 20159, AIC 2684) of Clark, South

Many of you have known me for years as a dedicated Aeronca Champ fan, but I have also owned a number of Aeronca Chiefs over the years. My association with Aeronca Chief N4535E, SIN IICC-243, began sev eral years ago when a friend, Paul Jas pers of Walker, Minnesota, hauled his 11 CC Chief down to my shop in South Dakota for an engine change . The Chief, with a Continental C-85 engine, was mounted on Edo 1400 floats and on a warm day, the performance was pretty marginal! As the engine needed overhaul, it seemed like a good time to make some changes .

Paul had located a low time Lycom ing 0-235 CIB which runs on 80 oc tane or auto fuel and puts out 115 hp at 2,800 rpm. Of interest was that this Chief - really an S II CC - came right out of the factory on floats and had never been on its wheels . It had been purchased by PeeKay Float Corp. and used to get approval on their 1500 floats using Edo struts . The fabric was in good shape and it had a rather awesome paint job with bright yellow poly tone and no trim at all. We installed the 0-235 engine with a full electrical system, which is part of the STC, so you don't have to stand on the float and fall in the lake trying to start it! In addition, we installed a new interior to clean up the cabin and found a used set of wheels to fly it back to Minnesota. When converted back to floats, it turned into a real tiger, jumping off the water quickly, climbing at a much faster rate and cruising at an easy 95-100 mph. After a couple of years, we had the floats in the shop for heavy bottoms (thicker skin) and dual water rudder in stallation. In addition, each year meant a trip north to do an annual inspection and enjoy some float flying. One day, a couple of years ago, dur ing a phone conversation, my friend said he had decided to sell the Chief. After trying to talk him out of it, I told him that if he insisted on selling, I would buy it - which I did! So now I owned a seaplane, but with no seaplane rating. My wife was ill and I could not get away to go up there, so it sat in his hangar for a year. At this point I should admit that I was always a little reluctant to get in volved in floatplane flying . The flying part did not worry me but I swim like a rock! Once I had a boat sink under me in the Gulf of Mexico and although I was in the Air Force, I got to ride in a bunch of Navy boats. Anyway, I was never too enthused about being out on VINTAGE AIRPLANE 15

the water - my land planes always went on "automatic rough" over any large body of water! However, with a floatplane on hand, my chance for a seaplane rating had come, so I decided to give it a try. We finally managed a week off in the spring, so my son and I flew the Bonanza up to Walker, Minnesota and dusted off the "Yellow Bird". We did an annual inspection on it, shoved it into the lake and did a run-up. I had read Jay Frey's Edo book on flying floats and also Gordon Newstrom's book, "Fly a Seaplane," plus talking to everyone I ran across who had been on floats. The "BASE" at Walker on

16 JULY 1990

Kabekona Bay (on the west side of the much larger Leech Lake) has a pro足 tected inlet that requires some skill in entering and leaving, especially if it is windy. Luckily, they don't have wind like we do in South Dakota! We called a floatplane instructor and after about 30 minutes of ground school, we pumped out the floats and cruised out into the lake. (Ed. note: ALL floats leak, some more than others!) The water rudders were down to maneuver in the channel and once on the open water, I raised the rudders and the Chief immediately weather足 vaned into the wind. With the wheel all the way back, I did a run-up and a mag check. The nose was so high I

couldn't see over it! Next came high足 speed taxiing, on the step - wheel back - full power - nose way up - watching the spray under the floats. It moves back as the speed increases - almost at once, it goes back even with the float struts. Forward pressure - oops - too much and it starts to porpoise - light back pressure and she pops on the step. Now, setting nearly level, the speed picks up so we ease off the throttle to just enough power to keep it on the step. Now for the tum, we "fly" the airplane around in a big tum. We are using aileron, keeping the speed right and the nose low enough so it won't take off. A little hairy! This airplane will tum either way, although the tor足

que makes a left turn easier and I am told many airplanes will not turn to the right. A little scary, but it works. NOW we have survived that , so it is time to go flying. Into the wind - wheel back - full power. It comes up on the step fast. Let the speed build a little - apply back pressure and she flies right off. No use climbing very high, a couple of hundred feet is fine over water. Shoot ing landings is just like on land - into the wind - let down at 65 mph - nose up just a little as she touches down. These were power-on landings , so I asked what happens if the engine quits. I soon found out as the instructor shut it off! No sweat, but it does settle in

right after landing! Really beautiful - if done right - you can feel the waves tickling the tail of the floats just before it touches down. Again, these were power approaches all the way to the water. It comes down on the step and if you have some dis tance to go, you keep the power just right to keep it on the step and taxi to where you want to go. When you DO cut power, it settles into the water with a "whoosh". Water taxiing is SLOW to keep spray from hitting the prop . It will eat the prop just like gravel - or worse! On the water, you are a boat but a poor one! Imagine a large weath ervane. The rudders are down and you have to allow for wind drift, current etc. With the instructor coaching, we had some more practice on drifting, boating and getting where you want to go . This is completely different from land flying where you go to an airport and they will usually have a designated runway where you land , fuel , tie down , etc . With a seaplane , YOU ARE ON YOUR OWN! You decide if you have enough lake to land on and which way you should land (so you don't have to taxi a mile or more to the dock, beach or whatever.) It is nice to have an engine that will burn boat gas - as that is what you will find. You will also find that nearly all boat piers have poles sticking up ready to tear the wings or break the struts - or worse! And don't forget the large waves that bang you into the dock! Back to the flying. Another thing we practiced was "glassy water" landings. I was lucky and had two days of glassy water to practice on . The water is so clear you can see right to the bottom so you don't KNOW how high you are above the water. I practiced landing right over the shoreline , coming down the beach and landing just off the beach, and also the standard instru ment type approach where you level the wings and set up a standard des cent, watching the gauges (the few there are in a Chief!) until you hit the water. Mostly, you hold the airspeed constant which in a Chief - say 70 mph - is a little nose down . This made me a little nervous as these things can turn into a submarine pretty easy . Any little wake or wave, such as from a boat, helps the depth perception just as you touch down. We also tried coming in over islands, rocks, etc . to see how close we could land. Well, things went pretty well. Of

course , I hadn ' t started flying yester day and had flown this airplane before with my friend . After an hour, the in structor said I should get at least 10 hours of practice and he would then ride with me again before I went for my checkride . It turned out that I flew some 12 hours, but then [ had to go home to South Dakota . A couple of weeks later, I was able to get back and make an appointment with the inspector for the check ride. I flew the Chief over there (nearly 100 miles!) and things were going well, BUT, the first thing he wanted to see was the aircraft log books. Naturally, they were at home! What to do? Inspiration - I am an A & P with Inspection Authorization, so I bought a pair of log books and signed off an annual - and we were in busi ness! I filled out a bunch of other pa pers and it was time to fly . Out on the lake we proceeded, with a good strong wind blowing . The take off was okay . We flew about five miles over to a small lake - came in over the trees - got it down quickly - stayed on the step with a left 360 step-turn, wide open throttle and climbed out of there. We jumped over some hills, around a turn, in low over a dam, made a touch & go, around another hill and a narrow pond with trees on the end . Again, no problem - in and out. We flew back to the seaplane base and landed down wind, crosswind and step-taxied right up to the dock! He was satisfied and so was I! I left out a lot of the little stuff but at least you get the idea. You OLD seaplane pilots are probably bored stiff, if you got even this far. For my 12 hours practice, I would go to the farthest down wind of a string of lakes, come in over the trees and land, take off and land again , hop over the trees and do the same on the next lake. Fi nally, I would work my way up to the big lake (Leech), pick spots and make landings all across it. Eventually, I got to love the Chief on floats and can now fly over water all day without worries. My only regret is that my wife, L1oydine, whom so many of you knew from Oshkosh, passed away June 15, 1989, without a chance for me to take her for a seaplane ride. A true pilot and aviation promoter all her life, she used to hand prop a Champ to go and visit her friends, al though she was only five feet tall! I have a small prairie lake three miles from Clark, South Dakota that is VINTAGE AIRPLANE 17

friend ' s house on the south shore, useable in the spring and early summer I tried to beach the floats but it was too made a tight tum and put the old girl steep, the floats just bobbed up and before the water goes down and also down, headed straight into the beach. down along the shore. I jumped out two large lakes within 25 miles, one His son came out and we managed to with my 60-foot rope and tied the strut with a landing strip right by the water , get the plane on shore, sink some an to a pier on shore. so I can fly over for a visit. chors and tie it down. My home-made Running up to the store, I discovered During the fall of the year, I tried control locks were installed and I the boat pump had been drained for the three times to get the Chief home from jumped in my pickup and drove home . winter but a car pump in front of the Minnesota without success - weathered store was still operating. Some search out each time . The distance is just right Immediately thereafter, I was sweat ing located a four-gallon plastic fuel for making the trip non-stop with a ing out the lake freezing over, so I had can, so I used my funnel and after four slight tailwind . With a 20 mph head to get the Chief home somehow. A or five trips, the Chief was full of fuel. wind, the Chief would fall 60 miles couple of friends from Canada stopped short . There are lakes on the first third We lost about as much blowing away by to visit and they wanted to see the in the wind! floatplane . We drove over there in the of the trip, NOTHING on the second, I managed to get the tail of the floats a long lake with a boat dock on the rain, taking an extra drive around the third and then open country until al partly on shore, rolled up the rope, lake, trying to find a spot to put the most home . jumped in and just as the wind was wheels on to fly it home. As we came Let me say that I'm a bit new at this ready to make the airplane "swap up to the parked Chief, my friend, who ends," the engine caught. I fed in full going cross country on floats and did has a Champ on floats, just had to hear throttle and the Chief pulled away from not like the idea of landing in some it run, so we started it up and pushed shore . The waves pounded the floats body's pasture (although I was told it it into the water. He was dying to fly like solid cement, but the wings finally could be done). Perhaps I could stand it, so I said, okay - we would just fly lifted us clear of the violent impacts losing the airplane, but the Lycoming it over to Clark and land on the grass! is a great engine, doesn't use It was raining and almost any oil and I would hate to dark as we approached the air bend it up, not to mention the port, circled a friend's house floats! and made a smooth landing on Finally, we were able to go the grass. In no time, we north toward the end of Oc placed the trailer under the floats and rolled the Chief into tober. If I didn ' t get the Chief the hangar for the winter. (We home soon, the lakes would had plenty of help!) How be hard and the airplane would have to sit over the would I get it off in the winter. All the lake resorts spring? Well, I had all winter were closed by this time, so to think about it. fuel would be a problem but The grass landing? It was I decided this was IT, so I really no problem. We picked fired up the engine and took a spot and came in about 60 off into a 42 knot headwind! mph, letting the heels of the I had called an operator on the Pondering the sanity of flying a chief on floats when you don't floats touch first. The Chief long lake, two thirds of the know how to swim, Buzz Wagner poses in front of the "Yellow Bird". just settled in and slid to a

way home, and he had five stop in 204 feet! I really don't and I headed for home. The headwind gallons of gas if I wanted to stop. think it makes any difference if it is seemed to be a bit less severe as, ac In the air it was ROUGH! I was sure wet , frosty or dry . The dirt was fairly a Model T Ford could have passed me! cording to my navigation checks we soft and only the keels made any mark were making better time. (Float plane I came across the end of Big Pine Lake at all. It went straight ahead and I think pilots are never lost - only temporarily and was already on the auxiliary tank . that is the important thing. If it turned confused!) There was no one on the beaches and at all, it could have spoiled my whole The long lake finally hove into view no sign of life, so I pressed on. Big day! with the wind right down the middle Otter Tail Lake came up and I soon Since then, I built a special trailer to of the lake from the southwest, so I realized the fuel situation was getting retrieve the Chief from the lake. Our critical. I crossed to the south shore, decided to chance it and try for Pelican lakes have big enough waves that you Lake, south of Watertown. It's about feeling the waves would be smaller cannot leave the floatplane on the shore 40 miles from home but there is a fil no such luck! Nobody , but nobody for very long. In addition, I built a seemed to be around, so I swung west ling station about one block from hoisting trailer that lifts the Chief and shore . The Aeronca was riding like a and ran the shoreline . Clear on the west moves it around after landing on the roller coaster in the choppy air and I end, out in all the wind (and waves), grass. Beyond that, I built a dolly for didn't need any more water landings I spotted a Mobil gas pump on the taking off from the runway or grass. I beach. "AHA, boat gas!" I saw what than absolutely necessary . have not had a chance to try all these Finally, about five miles out, I was looked like a small store next to the machines yet, but I suspect they will able to identify Pelican Lake in the pump. Now if it were only open! I work - at least as long as the heavy haze. The aux tank was dry and the came around and dropped the Chief in bottoms on the floats hold up! main tank gauge was bouncing off the the waves next to shore after holding Happiness is an Aeronca Super bottom. I made a swing over my it off almost all the way to the pump. Chief on floats! • 18 JULY 1990

CT FLECT by Mark Phelps Photos by Jim Koepnick

VINTAGE AIRPLANE 19

Larry

Lee was returning to his home airport near Atlanta one evening at dusk. Thunderstorms were lighting up the distance like a Vincent Price movie but the air around his Ryan PT-22 was smooth enough. Every time the light ning flashed, however, it reflected off the polished aluminum skin so brightly that the tower controller told him he had a, "lightning-colored airplane ." Larry is a 44-year-old plastics man ufacturer from Atlanta who has been flying since the mid-1960s. "My father had an interest in aviation in the 1920s," he said, "and my brother-in law was a flight instructor when I was in high school in Miami . Even though I wouldn't be able to afford much fly ing then, it seemed like a good time to get my ticket." While a senior at Geor

"IT WAS A ROUGH ORANGE HULK WHEN THE WORK BEGAN."

gia Tech, Larry started his own prod uct-development business and has been going strong ever since. From early on, aviation has played a powerful role in his business. Over the years he has owned three different Mooneys, half of a Skyhawk and Schweitzer 134 sailplane. Besides the Ryan, Larry also currently owns a Piper Malibu which he flies for business and vacation trips. He also met his wife, Cathy while at Georgia Tech and the couple have two sons, David , 21 and Darius, 16. David is an instrument-rated pilot and Darius holds a student certificate. David is now en route to California for the big Ryan reunion and Larry will be joining him early next week. He said that when David landed the Ryan at Aero Country Airport north of Dallas,

the FBO had just opened his mail and was admiring the pictures of the Ryan in the May issue of VINTAGE AIRPLANE (Sun ' n Fun '90 , page 8) when it landed and taxied up to the ramp in front of him . Larry has 5,000 hours' flying time but this is the first antique and the first taildragger he has flown. He does have about 500 hours in sailplanes . Larry says it took him a year to talk Rick and Janet Loomis of Flabob Airport in California into selling the Ryan . It took them 12 years to restore and it has been flying for about four years . Their scrapbook on the airplane reveals that it was a rough orange hulk when the work began . Like all the fine work the Loomis' perform , the PT-22 was a complete job - taken to the bare bones

Larry Lee and son, Darius.

VINTAGE AIRPLANE 21

and worked up from there. Every nut and bolt was removed and replaced and the fuselage was sandblasted and treated. The entire airplane was reskin ned although the spar is original. Larry says that the intricately curved sections of cowling on his airplane came from a wreck that sat in the High Sierra for 30 years. Rick saw a news paper story about the discovery of the wreckage and recognized the pictures as those of a Ryan. He also knew that this was not a wreck that was "known" among dedicated Ryaneers. When he arrived on the scene of the accident, other Ryan fans were there first, going through the pieces. Larry says that a disappointed Rick made an off-hand comment about wishing he could get those cowl pieces, and the first-claim ers handed them to him for free. With all the new skin on the PT-22, the shiniest and deepest glow comes from those sensually-curved cowling sections that sat in the High Sierra for 22 JULY 1990

30 years . Larry doesn't know if it's something about the old aluminum making process or what, but he says

"'WEVEBEEN

HAVING A BALL WITH THE RYAN.'"

those pieces polish out to the purest and bluest sheen. Larry says that with all the Loomis' Ryans to be flown and exercised, this

one only had about 100 hours on it when they bought it. In less than a year they have put more than twice that amount of time on the airplane. After the Ryan celebration in California, Larry plans to fly the PT-22 to Osh kosh this summer. Larry loves to fly and confesses that his out-of-town clients are likely to see more of him than his in-town clients based around the comer from his of fice . "If I can fly there, I'm more apt to go," he says. This summer the Lees hope to fly to Alaska in the Malibu and they regularly take scuba diving vaca tion trips to the Caribbean. "I love the Malibu for cross-country travel, but we've been having a ball with the Ryan just flying around and doing simple , downhill aerobatic maneuvers. I had heard stories about how nasty the airplane was in the stall and on land ing, but I haven't found that to be the case. I think I enjoy flying it more and more all the time.".

RED BAI{N GOINGS ON by Phyllis Braue r

visit to EAA Oshkosh would not be complete without a stop at the Red Bam, Antique/Classic Division's offi cial headquarters. Co-chairmen, Katie Morgan of Milwaukee, Wisconsin and Ruth Coulson of Lawton, Michigan , along with their volunteers promote the AIC Division of EAA, offer AIC mem berships and merchandise and assist people with their questions. "The building also serves as a meeting place for pilots and friends ," says Ruth . During convention week the Red Bam is a beehive of activity and, "Hec tic isn ' t the word for it," says Ruth, especially during the first three or four days. "We process EAA and AIC

memberships, sell T-shirts, sweat shirts, hats and AIC tietacks and jack ets. We assemble and present plaques to pilots who fly their antique or classic airplanes into our area, make conven tion passes into badges , and sell books and magazines for the EAA Air Ad venture Museum and VINTAGE AIRPLANE". In "off moments" the staff takes in coming calls, delivers messages and answers what seems like a million questions. People want to know where the bathrooms are , the locations of the various forum tents, how to find the first aid station, where to rent a golf cart and where a particular airplane is

parked on the field. Katie explains that the first four days are the busiest because so many people are interested in getting convention badges made and seeing what new merchandise is being offered . "After that it begins to slow down, and by Thursday, it's fairly calm, " adds Ruth. Busy as it is during the Fly-in , work at the Red Bam begins weeks in ad vance . "I usually spend most of the weekends of July in Oshkosh preparing for the Convention," says Katie. "Our first project is to clean out the Red Bam . Over the course of the year the place gets pretty dirty . The debris in cludes everything from dead mice and

VINTAGE AIRPLANE 23

Katie Morgan closes a sale.

birds to empty acorn shells and mil lions of cobwebs. After a good spring cleaning, we put out all of our mer chandise and back issues of VINTAGE AIRPLANE magazine ." "At the beginning of the conven tion ," says Katie, "we open the Red Barn at 7:00 a .m. and stay until at least 7:00 p.m. Later in the week, we don't open until 8:00 a.m . and are usually there until 7:00 p.m . , and yes, the little tootsies get rather tired ." After the convention Katie and Ruth are faced with the tasks of cleaning up , putting the magazines in storage, re turning merchandise to the EAA Wearhouse, taking inventory and figuring out what should be done with unsold items. "We also try to deter mine who our regular volunteers will be for the next year," Ruth says . "We appreciate all of our volun teers," she continues, "and we could not do without them . They have been friendly, helpful, fun and knowledge able and have come from many profes sions and from all over the country. We have had flight attendants, nurses, mail carriers, beauticians and pilots . They have ranged in age from young single women to grandmothers ." Dur ing the last convention key volunteers were Betty Anderson of Boerne , Texas , Donna Bell of Sheboygan , Wisconsin, Dee Doyle of Oshkosh and Fay Gustafson of Indianapolis, In diana . Anyone (male or female) who wants to volunteer at the Red Barn need only show up and, "We will put you to work," says Ruth, "selling merchan dise , making badges, presenting plaques, taking memberships or answering questions ." "All you need is a friendly smile and the willingness to be helpful," says Katie . "Working in the Red Bam gives 24 JULY 1990

Ruth Coulson answers a question.

you an opportunity to meet many fan tastic and great people and to form lifelong friendships. I feel that I could travel the world over and always have a friend wherever I would be. I've had the opportunity to meet such people as Cliff Robertson, Mom Rutan (mom to Burt and Dick) plus many, many more ." Katie' s first convention was in 1974 , and she has not missed one since . Because she and her husband Art were most interested in classic and antique airplanes, the first place they headed after setting up their tent was AIC headquarters . "In no time at all I had a paint brush in my hand and was painting bulletin boards. Before long I was inside the Red Barn helping Edna Viets and Dorothy Weick , and away it went from there . I became co-chair man a few years later and then chair man in 1979 ." Her work at the Red Barn has also been recognized by the Midwest An tique Airplane Club. Last November the club presented her with its annual award for "Female Antiquer of the Year. " Joe Simandl , the organization's secretary-treasurer, said that Katie was chosen to receive the trophy because of, "many years of religious service at the Red Barn and for being an all around nice gal." A way from the convention Katie is Mrs. Art Morgan and keeps herself busy with husband, cats and her job as branch finance representative for American Family Insurance in Mil waukee. Ruth first attended an EAA conven tion in 1962 when the fly-ins were held in Rockford, Illinois. Her career did not permit her to return until 1972 when she and her husband, Phil came to Oshkosh for a weekend . "From that time on we started to take a week's

vacation and have been returning every year since. Phil started doing volunteer work in 1974, and after a few years I was getting bored doing nothing . He suggested that I too should become a volunteer so I went to the Red Barn . I loved it and liked working with Kate. After the 1981 convention Kate tele phoned me and asked me to be her co chairman. I was pleased and hoped that I could do the job." "Aviation people are the greatest," Ruth says enthusiastically. " I enjoy getting to know and to talk to aviation veterans such as Jessie Woods , Dale and Dean Crites and Ray Brooks. This past convention was most exciting be cause of the opportunity to see so many Jennies together. Such an event will probably never happen again in my lifetime, and for a biplane lover the memories shall Iinger forever. " In addition to flying in Phil' s open cockpit biplane or one of their two Wacos or Beech Bonanza, Ruth is a lover of wildlife . "I enjoy feeding birds and working outdoors in my flower garden." Ruth is also on her local li brary board and a Rotary member and works as a loan counselor for a savings and loan institution. Both Katie and Ruth soundly reject the idea that the EAA convention is of interest only to pilots. They feel that the people who come to Oshkosh make their time with the AIC Division so much fun . "Try volunteering some where on the convention site ," suggests Katie. "You will be surprised at what a great time you will have and the number of fantastic friends you will meet." The 1990 convention is close at hand , and many volunteers will cer tainly be needed . How about it? •

SHORT-WING PIPERS

• • •

etc.

over Brazil

EAA super volunteer, Brett Clowes files a remote

report on our kind of aviation activity in

South America.

Dear Mark , The role of film enclosed hopefully has some pictures you may be in terested in - mostl y of short-wing Pipers I found at Sorocoba , Sao Paulo, Brazil . They are scarce here and the group I fo und accounts for most of them . The owners are very enthu sias tic. At the slightest query from me they downed tools and emptied the hangar

for photos. I flew the Pacer around for about half an hour, the owner wisely doing the parts of the flight involving the ground. Later we went for an even ing flight in the Vagabonds. A most enjoyable tail chasing session ensued, with some low passes down a strip of land that they owned. Earlier they had shown me the plans they had drawn for an airport community; construction is due to commence shortly. The strip will be on the ridge of a hill among beautiful undulating farmland . I was a little concerned by the fact that at one end of the proposed air strip exists a stud farm of the equestrian type. But our low passes were ignored completely by the horses . The two pilots, Luiz Richieri and Luiz Vettorazzo also demonstrated some of the closest formation flying I've enjoyed. One is ex-military and has been training the others in forma tion work, with good results. They are planning a Piper formation arrival to the EAA fly-in at Porto Alegre in April. I'm looking forward to seeing that! I plan to attend and col lect as much info and photos as possi ble. I know they would enjoy seeing their event covered in VINTAGE AIRPLANE. This is just the first stuff I have got together so far; there will be more . Paul told me to send rolls of film, so show him this stuff too. I don't know if you can use it, or if you want to wait and see what else I can come up with. All the people at Soracoba are EAA members; some have been Antique/ Classic Division members too, al though they may not be current. The gliders in the pictures are owned by the Bauru Aero Club . One is a Lais ter-Kauffman built in America . I was told this one was originally a single seat model modified by the club many years ago to two seats. The other is the only airworthy Spalinge 25 in the world (a non-flying one exists in Ger many). I flew this for three and a half hours on Christmas Eve. Beautiful air craft! The club has many other old gliders among its modem fiberglass aircraft. Bauru Aero Club has a rich history; I will get more info on it. (I'm a member.) Please keep the negs for me . I'll keep in touch. By the way, I got the copy of VINTAGE AIRPLANE with my picture in it; thank you very much. I'm waiting now for the fortune to follow my fame. See you in the summer, Brett 26 JULY 1990

1948 PA-17 Vagabond, serial number 17-185 with a C-65 Continental.

1946 90-hp Aeronca 7AC, serial number 4563 owned by Jackson Moreia.

"At the slightest query they downed tools and emptied the hangar tor photos."

The world's only airworthy Spalinge 25.

Laister-Kauffman two-place training glider of World War II vintage.

After chickening out on spending the winter in Wisconsin, Aussie Brett Clowes returned this spring from Brazil with stories of beautiful women and vicious piranhas. Or was that the other way around? In be足 tween adventures, he snapped these pic足 tures of some familiar and not-so-familiar airplanes. G'day mate! - M.P. VINTAGE AIRPLANE 27

1989

ANTIQUE & CLASSIC PHOTO CONTEST

1st Place Ground to Ground (Water?) 28 JULY 1990

Bill McCarrel

1st Place Ground to Air -

1st Place Air to Ground -

l.w. Stephenson

LeRoy Falk VINTAGE AIRPLANE 29

2nd Place Ground to Ai

3rd Place Ground to Ground 30 JULY 1990

r足

Richard Hyde

Myron Heimer

1989

ANTIQUE & CLASSIC PHOTO CONTEST Chairman's Choice 足

Ground to Ground - Honorable Mention - MaDonna McMahan

Judge's Choice -

Myron Heimer

Dan Majka VINTAGE AIRPLANE 31

P~A~SS~IT~T~O~d

An information exchange column with input from readers.

by Buck Hilbert (EM 21, NC 5) Po. Box 424 Union, IL 60180

Dear Mr. Hilbert, been reading VINTAGE I' ve AIRPLANE for a few years now. It's been quite interesting. For a long time I thought having a real vintage airplane was for the rich . Well, I finally have my chance. A couple of days ago I traded my Piper Vagabond project for a Wiley Post Biplane. The all-wood project is of exceptional craftsmanship in Honduran mohogany . It's in various pieces at present but I'm determined to see it fly. My only problem is that I know of only one other one in exis tence! It's in the Kirkpatrick Museum in OKC. So I thought maybe you could assist me in locating more information about this airplane . I obtained only a one-sheet, three-view drawing of the airplane general arrangement. Well, I hope you can assist me in this venture . Thanks.

come by is that the FAA back in the 1960s decided to donate all inactive files to the Smithsonian Institution . The FAA's engineering districts such as Kansas City, New York and Califor nia boxed up all these outdated files and shipped them to Washington. They were stored in the basement of one of the FAA buildings at National Airport. Someone forgot , however, that the Smithsonian is a private organization and the U.S . Government needs an act of Congress to GIVE something away so those 50 boxes of specs, drawings etc. languished in that basement for years. Requests for information from these files were forwarded to the custodian and he invited people to come to DCA and look through the boxes for the in formation they wanted. Unfortunately there was no supervision of these

people rummaging through the files and a lot of the stuff disappeared. No one knows who got it or where it went. In about 1965, a whole raft of the stuff came up for SALE and the FAA caught the rascal and recovered the stuff he had , but it wasn ' t anywhere near the total that was missing. Of more than 50 boxes originally stored, there were less than four boxes worth remaining when I last saw them. I hope you took your tape measure , camera and a notebook when you vis ited the Kirkpatrick Museum because I'm certain that is the best source of information on your airplane. Good luck and let me know how you are progressing. Over to you, Buck . •

Sincerely, Robert J. Cravey, Jr. c/o 960 I Sonata Court Midwest City , Oklahoma Hello Robert Cravey; A Wiley Post! WOW! I won't ask where you came upon this project. I'll just say you really do have a rare one . The only Wiley Post I have ever seen was in Bloomington, Illinois back in the 1960s. It belonged to Dave and Marion McClure. I have no idea whether the McClure brothers are still around or not - that was a long time ago . I'll be at BMI next Tuesday and I'll ask if the boys are still active and then maybe you can contact them. (The Wiley Post in this picture is currently registered to Marion McClure in Bloomington. The picture was appa rently taken about the same time Buck saw the airplane . - Ed.) One reason that data is so hard to 32 JULY 1990

Wiley Post biplane.

MEMBERSHIP

INFORMATION

EAA

Where The Sellers and Buyers Meet. .. 25e per word, $5.00 minimum charge. Send your ad to

The Vintage Trader, EAA Aviation Center

Oshkosh, WI 54903-2591.

AIRCRAFT: Yes, a 1940 Stinson 10 - This fine old aircraft $9,500.00 (Canadian). Springhouse Aviation, Box 38, R.R. 1, Widgeon Drive, Williams Lake, B.C. V2G 2P1, 604/392-2186. (9-5)

ENGINES: Dynamic Antique Radial Engine Balancing Specializing in Warner 145, 165, 185 engines. "Smooth out the vibration when rebuilding ." 904/ 768-5031. (7-4) Engine Parts - for Continental A50, 65, 75, 80 and their accessories - cylinder cases, cams, rods, gears, everything but crankshafts. Send want list to : Air Salvage of Arkansas, Rt. 1, Box 8020, Mena, Arkansas 71953, call 501 /394-1 022. (-5/91) Good Used Ignition Harnesses - tested okay. Fuel pumps in boxes. Rod bolts in plastic bags. All properly identified as removed from engines gOing in for overhaul. Air Salvage of Arkansas, Rt. 1, Box 8020, Mena, Arkansas 71953, 501/394-1022. (-5/ 91)

MISCELLANEOUS: NEW EAA REFERENCE GUIDE - Now in one volume! Covering all EAA journals 1953 through 1989. Newly organized, easier to read . MUCH RE DUCED PRICE! Past purchasers : $7.50 USD plus $1.50 UPS/postage, $3.00 Canadian, $7.00 other. New purchasers: $15 USD plus $1.50 UPS/post age, $3.00 Canadian, $7.00 other. VISAIMASTER CARD accepted. John B. Bergeson, 6438 W. Millbrook Road, Remus, MI49340. 517/561-2393. Note: Have all journals. Will make copy of any ar ticle(s) from any issue at 25¢ per page. ($3.00 minimum). "Meticulous Delineations" Antique scale model construction plans, or wall decor by Vern Clements (AiC 5989), 308 Palo Alto, Caldwell, ID 83605. Catalog/Info/News $3.00, refundable. (7-4) 1910-1950 Original Plane and Pilot Items - Buy - sell - trade. 44-page catalog over 350 items avail able, $5.00. Airmailed. John Aldrich, POB-706 Airport, Groveland, CA 95321,209/962-6121 . (9-6) CLASSIC AVIATION BOOK - "Crusader. " Com prehensive 180-page look at 200 mph + futuristic early-1930s airplane, its young genius designer, financial intrigue that scuttled production plans. AVIATION'S VERSION OF TUCKER! 300+ previ ously unpublished drawings, photos including Amelia Earhart and dozens of rare aircraft designs. 34 JULY 1990

Gorgeous full-page color illustrations and dustjac ket. Huge 11 x 16 inch serial-numbered hard-cover limited edition with author's, designer's signature - FUTURE COLLECTORS ITEM? Special price for EAA members: $68.50 plus $5 shipping. (Mass. residents add sales tax.) Or send for details $2.00. Rare Birds Publishing, P.O. Box 67, South Berlin, Mass. 01549. (6-2) Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures. All makes of tube assemblies or fuselages repaired or fabricated new. J. E. Soares Inc., 7093 Dry Creek Road, Bel grade, Montana 59714, 406/388-6069. Repair Sta tion D65-21 . (UFN) CURTISS JN4-D MEMORABILIA - You can now own memorabilia from this famous "Jenny," as seen on "TREASURES FROM THE PAST". We have posters, postcards, videos, pins, airmail cachets, etc. We also have RIC documentation exclusive to this historic aircraft. Sale of these items support operating expense to keep this "Jenny" flying for the aviation public. We appreciate your help. Write for your free price list. Virginia Avi ation Co., RDv-5, Box 294, Warrenton, VA 22186. (C/11-90) 2D30 Wooden Constant Speed Propeller - for BT-13 Vultee Vibrator. Prop has never flown. Hub needs assembly. Have parts catalog. Prop needs varnish, otherwise like new. Original ERCO DE CALS. Asking $2,000. Call 203/925-0742. (7-1) ATTENTION OSHKOSH FLYING -IN PILOTS FREE overnight camping (shower and bathrooms). FREE tie downs. Continental breakfast by dona tion. STREATOR AIRPORT, CENTRAL ILLINOIS. R.S.V.P. RESERVATIONS, 815/672-8344. Motor vehicles welcome. (7-1) HISTORIC AVIATION VIDEOS - $8.88 and up! Collect the rare videos of your choice! Largest col lection at lowest prices! Each video up to two hours long, with several films! FREE LIST! Write to: SEMINAR PUBLISHERS, 210 Fifth Avenue, New York, NY 10010. (7-1)

HANGARS: Airplane Hangars - Save up to 50% on Arch Style Steel Buildings. Factory clearance on 50 x 40; 60 x 60; 50 x 50 and others. EX: 50 x 40 arches only $3,794.00. Universal Steel, 1-800-548-6871. (c-4/91) Quonset Style Steel Buildings Ideal for airplane hangars, equipment, and workshops. Easy to erect and disassemble. Buy factory direct and save up to 40 percent. U.S. ARCH BUILDINGS CORPORATION, National 1-800-527-4044. (-5/ 91)

Membership in the Experimental Aircraft Association, Inc. is $35.00 for one year, including 12 issues of Sport Aviation_ Junior Membership (under 19 years of age) is available at $18.00 annually. Family Membership is available for an additional $10.00 annually. All major credit cards accepted for membership. FAX (414) 426-4873.

ANTIQUE/CLASSICS EAA Member - $18.00. Includes one year membership in EAA An tique-Classic Division, 12 monthly issues of The Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number. Non-EAA Member - $28.00. In cludes one year membership in the EAA Antique-Classic Division, 12 monthly issues of The Vintage Air plane, one year membership in the EAA and separate membership cards. Sport Aviation not included.

lAC Membership in the International Aerobatic Club, Inc. is $30.00 an nually which includes 12 issues of Sport Aerobatics_ All lAC members are required to be members of EAA.

WARBIRDS Membership in the Warbirds of America, Inc. is $30.00 per year, which includes a subscription to Warbirds. Warbird members are required to be members of EAA.

EAA EXPERIMENTER EAA membership and EAA EXPERI MENTER magazine is available for $28.00 per year (Sport Aviation not included). Current EAA members may receive EAA EXPERIMENTER for $18. 00 per year.

FOREIGN

MEMBERSHIPS

Please submit your remittance with

a check or draft drawn on a United States bank payable States dollars.

United

Make checks payable to EAA or the division in which membership is desired. Address all letters to EAA or the particular division at the fol lowing address: EAA AVIATION CENTER P_O_ BOX 3086 OSHKOSH, WI 54903-3086 PHONE (414) 426-4800 FAX (414) 426-4828 OFFICE HOURS: 8:15-5:00 MON_-FRI_

Ryan STA Parts - R/H wing, steel center section, control surfaces, wing hardware, flying wires, wood spars, etc. Navy N3N Inventory - Fuselage, complete upper wing, lower wings , control surfaces, struts, etc.

ENGINES P&W R-985- Several different dash numbers, Cont. R-975 C1, Lycoming R-680-17 several, (2) Jacobs R-755-9, (2) Kiekhaefer 4-cylinder drone engines #V-105-2, approxi mately 25 engines.

SATURDAY, JULY 14,1990

Starting at 9:00 a.m. P.D.T.

PROPELLERS McCauley ground adjustables, 30 and 40 Spline, Hamilton Standard Ground Adjustable, (3) 2-0-30 Hamilton Standard Constant Speed, 450 Stearman hubs, Beech Roby Prop hub, several McCauley and Hamilton Standard blades, McCauley 20 Spline Ground Adjustable hubs.

HAWK AIRCRAFT

1715 N. Marshall

Gillespie Airport

EI Cajon, California

STEARMAN INVENTORY Several control surfaces, several fuselages - all on gear, windshields, N-struts, wing hardware and ribs, center sec tions, side panels, firewalls, fairings, push-pull tubes, control sticks, flying wires, seats, etc. VERY LARGE SELECTION OF PARTS.

IRS Public Auction Under the authority of the applicable Internal Revenue Code Sections, the following seized property will be sold at public auction for nonpayment of taxes. FLYING AIRCRAFT Stearman AN-1 - N58969 - SIN 757871, P&W R-985 En

gine, 450 hp.

Consolidated Vultee BT-15 - N67114, SI N 2678, Curtis

Wright R-975 AN-11 engine.

Experimental 2/3 scale P-51 D Mustang - N81905, SI N

001, Ranger L-440-C5 200 hp Engine. Edo-Aire RT-553 Nav.

Com.

Experimental 213 Scale Hawker Hurricane - N33000, SI N

HH-1, Lycoming 0-320 Engine. King KX-145B Nav. Com.

Note: At the time of this publication, the logs were not

available to get the times. By sale date we will compile

as much paperwork as is possible. All aircraft will have

clear bill of sales and lien releases.

BTINVENTORY Control surfaces, center sections, tail section, control sticks and columns, side panels, canopies, landing gear and parts, cowling, wheels and brakes. GOOD SELECTION.

WINGS Stearman wings - uppers and lowers. R/H, UH, Standards, extended square tips, etc. BT wings. There are approximately 20 wings. Some are rebuild, most are in good condition .

WHEELS AND BRAKES Several Stearman and BT wheels. Several Stearman and BT brakes assemblies. Tail wheels and tail wheel assembly of all types. Master cylinders. GOOD SELECTION .

REBUILD PROJECTS Ryan SCW - Complete. Wings and all control surfaces have been recovered. Fuselage repaired, interior all redone in leather. Has Warner Super Scarab engine. 0 - SMOH. Will have paper work. This project is approximately 85 percent finished . Mostly just needs final assembly. Vultee BT-13A Project - Fuselage, center section, tail sec tion, wings, control surfaces, etc. Project will have approxi mately 85 percent of all parts needed to build. "47" Bellanca Model 14-13 (Tail Wheel) percent complete. Needs to be reworked .

SI N 1478. 100

Engine inventory, hardware inventory, shop equipment and hand tools.

THIS WILL BE A LARGE AUCTION.

CALL FOR COMPLETE BROCHURE

==~STARMAN

BROS.l;J.=

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T his month's Mystery Plane has a modernistic look considering the year it was built. It was a product of a well known designer-builder who is still ac tive in the EAA. The photo is from the EAA Archives. Answers will be pub lished in the October, 1990 issue of VINTAGE AIRPLANE. Deadline for that tissue is August 10. Sam Burgess of San Antonio, Texas submitted a detailed answer to the April Mystery Plane . He writes: "Your Mystery Plane in the April VINTAGE AIRPLANE is a Verville and it did have a mysterious fate . "I flew out of Wayne County Airport in 1938 in a Travel Air Sport with a Wright Gypsy engine and the Verville was parked right next to it. The pilot was Dave Smith who was very secre tive about his plans. Twenty-five Ver vi lies were built just south of Wayne County and retrofitted by Smith and Joe Hance . You can see the cabin tanks through the round windows. Smith flew it to L. A. and then nonstop to N .Y ., then back to Detroit. It looks like a Stinson Reliant and had a brand new Wright J-5 engine with a Smith controllable prop with two positions like a BT-13 or Stinson. Smith was an air-conditioner engineer with Chrysler Motors and kept pretty much to him self. The Verville had NO brakes with a tail skid. It was assumed that he tried to fly nonstop from Wayne County to Germany as the swastika emblem was found on some of his tools in the tool box in the picture. When you consider that it is not that far from Detroit to NY over the great circle route, he had ample fuel as Lindberg had thought of 38 JULY 1990

continuing on to Rome . "The catwalks in the overhead led from the FAA offices to the restaurant. The biplane in back of the Verville is an original Meyers OTW as Al Meyers was in the process of having it certified with the FAA and was approved with a 125 Warner in the nose just in time for the CPT programs that I instructed in at Ann Arbor. The tail of the aircraft under the Meyers nose is a Ryan ST that belonged to Bobby Lupton, the current National Women's Aerobatic Champ." Jack McRae of Huntington Station , New York who sent in the photo , adds this: "The airplane is a Verville Air Coach , c/n 2, Identification No . 506 (Unlicensed), built in 1929, engine Wright J-5, 220 hp . Owner: Davis Em mons Smith, 1282 W. Grand Blvd., Detroit, Michigan. It appeared to have been modified with landing gear and lift struts possibly from a Stinson Re liant. It was stored at the Wayne County Airport, Romulus, Michigan during 1936-38.

"For several years the owner had been rebuilding it and installing extra fuel tanks that completely filled the cabin so that the only access was through a trap door in the floor, shown hanging open in the photo. "From New York Times, July 26, 1928, p . 3: 'Davis Emmons Smith re ported missing since takeoff from Wayne County Airport on June 29th - police department last night re ceived radio message from Detroit Police. Davis Emmons Smith, 46, dis appeared or left Wayne County Airport in his own airplane '506' at 4 pm on June 29 and we have not heard from him since. He may be heading east.' " "Bill Larkins added the registration data and NY Times reference. I seem to remember that talk around the air port was that Smith had attempted a trans-Atlantic flight as this was at about the same time as Corrigan's flight. A real mystery." One other answer was received from Charley Hayes of Park Forest, Illinois.

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