VA-Vol-3-No-2-Feb-1975 by EAA Vintage Aircraft Association

THE

PRESIDENT'S

PAGE

By E. E. "Buck" Hilbert President, Antique-Classic Division (Photo by Ted Koston)

Great News! The Door Is Opened At the last EAA Board of Directors meeting the decision was made to allow membership in the Antique-Classic Division without mandatory EAA membership. Now how about that? This will open the door for the guy who can't really shell out that extra money, and it'll also ease the mind of a few people who feel that the mandatory membership is against their prin足 ciples. This move, the deletion of mandatory EAA membership; was for our benefit, to give greater freedom to the Division and give a lot more guys the opportunity to participate. This will break down some walls, for sure, and allow for people to participate without the feeling of taint. In talking to people over the past couple of years, I was often beleaguered for a reason why the prospective member had to join EAA in order to join the Division. The resultant attempt to explain all that EAA is, and is doing, was more than some could understand. I see the opportunity now for one to join the Division and then take time to learn more about EAA and then make up his mind as to whether or not he wants to join. I had mixed emotions about this because in my everyday dealings with EAA Headquarters, I see how important EAA is to the survival of sport aviation as we know it today. I see the rapport that has been built up over the years with other organizations both private and federal. I see the effort to sell aviation, softly or hard as the occasion demands, the meet足 ings at Headquarters to enable all interested parties to discuss and discourse their mutual problems and work out equitable solutions . Putting together all these things that EAA is doing everyday for you and for me, for aviation, makes me feel like I HAVE to belong, and so I do ... and I will ... and I know the majority of you will, too.

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 tJ:tat are a proud part of our aviation heritage. Membership in the Antique足 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足 bership correspondence should be addressed to: EAA, Box 229, Hales Corners, Wisconsin 53130. 2

Photo by Ted Koston

VOLUME 3 -

FEBRUARY 1975

NUMBER 2 TABLE OF CONTENTS

Cantilever Cessnas .. . Gar Williams . .. ... . . . . . ... .. .. . .. ......... . ... ... . . ... . . . . . . . . . . .. ... . Four And A Half Days ... In A 50 HP Cub?? . . . Robert G. Elliott . . .... . .. .. ... . .. ... .. ...... . . Reminiscing With Big Nick . .. Nick Rezich .. . .. . ... . ... .. . . .. . . ... .. . . . .. . .. . . . . . . . .. . ... .. .. . Antique Treasure Hunting .. . J. R. Nielander . ...... . ..... . ....... . ...... .. ........... . .... .. . . Around the Antique-Classic World . . .. . .. . . ... ... ... .. . . . .... . . .. . . . ..... .. . . ... . ... . ... .... . .. ON THE COVER - Willy Benedict's Monocoupe.

BACK COVER -

Photo by Ted Koston

Wedell-Williams racer. Photo by Lee Fray

EDITORIAL STAFF Publisher - Paul H. Poberezny Assistant Ed itor - Gene Chase

Editor - Jack Cox Assistant Ed itor - Golda Cox

ANTIQUE AND CLASSIC DIVISION OFFICERS PRESIDENT -

VICE PRESIDENT

E . E . HILBERT 8102 LE EC H RD . UNI O N . ILLIN O IS 60 180

J . R . N IELANDER . JR . P O B OX 24 64 FT . LAUD ER DAL E. F L A .

SECRETARY

TREASURER

RI C HARD WAGNER B O X 181 LYONS . WIS . 53 148

GAR W . WILLIAMS , JR . 9 S 135 AERO DR ., RT. 1 NAPERVILLE , ILL . 60540

DIRECTORS EVANDER BRITT P. O. Box 458 Lumberton , N. C. 28358

JIM HORNE 3850 Coronation Rd . Eagan , Minn. 55122

MORTON LESTER P. O. Box 3747 Martinsville, Va . 24112

KELLY VIETS RR 1, Box 151 Stilwell , Kansas 66085

CLAUDE L. GRAY, JR. 9635 Sylvia Ave. Northridge, Calif. 91324

AL KELCH 7018 W. Bonniwell Rd . Mequon , Wisc. 53092

GEORGE STUBBS RR 18, Box 127 Indianapolis, Ind. 46234

JACK WINTHROP 3536 Whitehall Dr. Dallas, Texas 75229

DIVISION EXECUTIVE SECRETARY

DOR OTH Y CHAS E . EAA HEADO U ART E RS

THE VINTAGE AIRPLANE is owned exclusively by Antique Classic Aircraft, Inc . and is published monthly at Hales Corners, Wisconsin 53130. Second Class Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin 53130 and Random Lake Post Office, Random Lake, Wiscon sin 53075. Membership rates for Antique Classic Airc raft, Inc. are $10.00 per 12 month period of whi ch $7.00 is for the subscription to THE VINTAGE AIRPLANE. Membership is open to all who are interested in aviation.

Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc., Box 229,

Hales Corners. Wisconsin 53130

CANTILEVER CESSNAS By Gar Williams

9 S 135 Aero Dr. Rt. 1

Naperville, Illinois 60540

Clyde Cessna winds up the inertia starter on his first 路 Cantilever airplane.

THE MODEL I A' Engineering progress - it's amazing how many ad vances have been made with light aircraft in the past fifty years. Take Cessna as an example - their sleek new Skyhawks whizz along at some 130 miles per hour carry ing four people in plastic comfort on some 150 Williams port horses. Yesterday - many yesterdays ago - the company was producing their Model 'A' which zipped through the air with four people - howbeit somewhat chummy - at 110 on 110. Do I remember right - wasn't that early version of the Skyhawk (the straight tailed 172) about a 110 mph airplane on 145 Muskegon horses? Sure, you say - but there have been advances . Just look at that beautiful training wheel up front - helps so much in snow and mud. And all metal - strong and enduring - but why the struts? Electronics - even the student can navigate from Fort Worth to Dallas pro viding the fuse holds. Yes sir - since 1928 we've come a long way - tailwheels - round engines - cantilever wings - pilotage - just memories to most - unknown to many! One must spin back through years of yesterdays to get to the Cessna Model A. Late in 1927 Clyde Cessna figured he could do as well as any Dutchman and build a wing without struts. Clyde's analogy was to compare his wing to the Creator's tree limb - "You don't see struts or wires on that!" His first cantilever monoplane carried a favorite name - the Comet. Many years earlier another monoplane - with wires - was designed, built and named by Clyde - the Comet of 1917. His new Comet carried four with impressive performance. Impressive enough to interest investors in forming a company to build more copies of this 120 horsepower Anzani speedster. Always the experimenter, while the new factory was being built Clyde continued work on a second design, similar to the Comet, powered with

a 225 Wright J-5 . With the addition of a closed cock pit, this racing version would run along at nearly 150 mph! Further refinements to the second prototype added windows in the cabin . The Wright was replaced with an Anzani 120 hp engine - the configuration now was that which went into production. Early in 1928 Cessna began in earnest to get the new 'A' in production. His major effort was to have the De partment of Commerce certify the airplane for com mercial production . While a detailed stress analysis was being made, Clyde began building and selling the ship with the certificates pending. The first certificate, Number 65, was issued, after considerable delay, for the Anzani powered Model'AA'. Several weeks later, Type Certificate Number 72 was issued on September 7, 1928 to the Warner variant - the Model 'AW'. At that time, those built with the type certificate pending were made available for modifications to allow compliance with the regulations . This then removed operation restrictions. The most popular version of the 'A' was the 110 Warner powered version . Production began in August 1928 and ran through 1929 with April of '29 peaking at a reported rate of 18 per month. This didn't hold for long for the A W was phased out in favor of the new larger DC-6 series and subsequent 'Chief and 'Scout' versions . A total of 48 of the A W' s were built between 1928 and 1930. Other versions of the A included the previously men tioned Anzani 'AA', the Siemens-Halske 125 hp AS, the 130 hp Comet 'AC', and the 150 Axelson powered 'AF'. Production counts on these totaled 14 AA's, 3 AS's, 1 AC, and 3 AF's . An in teresting varian t of the 'A' model was type certificated on December 16, 1928 as the ' BW' . The BW was intended to be a 'beefy' version of the 'A' series with the 'beef' coming from the installation of a 220 hp Wright J-5. Problems in certifying the ship arose due to an intended higher gross weight. The CAA wouldn't (From Cessna Guidebook)

The first cantilever Cessna - simply designated "Cessna DeSign No. 1". It was completed on August 10, 1927. Power is a 90 hp Anzani. That's Clyde Cessna in the cockpit.

(Photo by Jack Cox)

West Wind III, A Cessna AW owned by Skeeter Carlson of Spokane, Washington .

buy the gross weight increase without a complete recalculation of the stress analysis. Unwilling to do this, Cessna decided to remove one of the front seats. Twelve copies of the three place BW were built. Construction of Clyde's cantilever monoplane embodied no materials or features unknown to the industry at that time. The wing was the impressive part of the structure in size as well as design detail. The heart of the wing was a fairly simple box spar very much like the Dutchman's Fokker D-VII which was produced to clear the skies of Nieuports eleven years earlier. The ribs were built up of plywood with spruce diagonals and cap strips. The leading edge was completely covered with plywood to produce the 'D tube' structure so effectively used on many airplanes built since then. The airfoil of the 40 foot span wing was a modified M-12 . No dihedral was used and the wing was bolted directly to the top of the fuselage with zero incidence. The fuselage was built up of welded steel tubing and used a very minimum of stringers to shape the sides. The gear was simple and included a shock cord mechanism which was carefully recessed into the belly . With a tread of over seven feet and large wheels it must have been a gentle ship on the ground. PERFORMANCE

Powerplant .. . .. . ........ . ... . .... . ....... 110 Warner Maximum Speed .. ..... . ..... .... . . . .. . .. ... 130 mph Cruising Speed. . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 110 mph Landing Speed ........ . ....... .. . ...... .. . ... 42 mph Cruising Range .... . . . ...... . .. . .. . .. ... . . .. 650 miles

THE 'DC-6'

Talk to a modern Cessna dealer and casually ask the gentleman if he could possibly find a parts book for the Cessna DC-6 you are restoring. Often that gentleman will turn to you and politely (possibly) tell you to go see Douglas! 6

Or speak to an Antiquer about the Chief in your hangar and he'll immediately think Aeronca. Considering the pop ularity of Cessna, it's somewhat amazing to find how little is known of the ancestory of the current tin whizzes . The DC-6 series was derived from the popular Model 'A' and an almost one of a kind six place Model CW-6. While the AW production was going strong during 1928, Clyde Cessna's interest turned to a larger more comfort able design and the result rolled out on November 1, 1928 as the six place Model CW-6. The white and red cantilever monoplane was powered by a 225 Wright J-5. This 43' 6" span ship had a rather colorful career. After being displayed at the 1929 automobile show in Detroit, the ship was confiscated by the Mexican Government while on a demonstration tour through Mexico . Although eventually paid for the airplane, Cessna's CW-6 prototype was gone forever. An interesting sidelight was that the ship was reportedly converted to a bomber by the Mexi can Air Force and helped crush the Revolution . From this design emerged the first production DC-6, a 170 hp Curtiss Challenger powered four place monoplane . The DC-6 received Type Certificate Number 207 on August 19, 1929. An interesting development of the CW-6 airframe. evolved in 1929 as the CPW-6. In May of 1929 Cessna built a two place endurance racer for the winner of the San Francisco to Honolulu Dole Air Derby - Art Goebel. The Goebel Special utilized a CW-6 airframe and a 420 horsepower Pratt & Whitney Wasp . This impressive cantilever monoplane spanned 43' 4", was slightly over 30 feet long and grossed at 4250 pounds with over 600 gallons of fuel in the modified CW-6 fuselage. The fuse lage had been rounded out to streamline the fully cowled P&W and enclose the monstrous fuel tanks . The one race that Art Goebel entered the ship in - a cross country race between San Francisco and New York was aborted due to leaky tanks. The airplane was sub sequently returned to Cessna and converted back to the second CW-6 only to be destroyed a short time later in

The DC-6A "Chief" powered with a 300 hp Wright R-975. This was a big hoss of an airplane and was impressed into military service in WW /I as the UC-77.

a hangar fire. Test flights of the prototype DC-6 indicated that more horsepower would be helpful for the slightly over 3000 pound airplane so two additional models were developed. The DC-6A 'Chief' received Type Certificate Number 243 on September 30, 1929. The Chief had a 300 horsepower J-6-9 and grossed at 3180 pounds. The 'Scout', an 80 pound lighter version, was labeled the DC-6B and had a J-6-7 Wright up front. It was identical to the Chi ef except for the engine installation and received it's type certificate - Number 244 - on the same September day. Behind Cessna's interest in turning out these new four place ships was a contractual agreement with Curtiss Flying Service signed back in February of 1929. Curtiss had approached Cessna with the offer of buying the entire Cessna production of up to fifty aircraft per month. Since their current production was under five aircraft per month, the offer and accompanying picture painted by the Curtiss representatives was quite attractive to the Cessna Board of Directors. Their enthusiasm resulted in the construction of a new plant on an 80 acre site which is the current location of the Cessna Commercial Aircraft Division. The new factory began building the DC-6A's and DC-6B's in earnest during the summer of 1929. We all know what was forthcoming late in October of that year - after building 32 of the series that year the bankruptcy of the Curtiss Fl ying Service - and many others - left Clyde and his Board of Directors with capacity - but no market - and debt. The following year (1930) saw production down to a meager 17 copies of the DC-6 series. Although records show that some were made as late as 1935, the new fac tory was in fact practically through with building aircraft for a few years. Cessna reportedly never did go bankrupt although during the period 1931 through 1933 did not build any aircraft.

PERFORMANCE No. Built

DC-6 DC-6A DC-6B Gross

2988 3180 3100

5 22 22

Engine

Curtiss Challenger J-6-9 Wright J-6- 7 Wright

Cruise

105 mph 130 mph 120 mph

Top Speed

130 mph 155 mph 145 mph

ELDON'S 'BABIES' During the time that Clyde Cessna was building a nd selling the popular Cessna AW's and the DC-6 series and Scouts, his son Eldon had thoughts centering on what is now considered the ' ultra ' light market. As the Cessna Aircraft Company bega n struggling throu g h the problems associated with the market crash in 1929, Eldon was at work designing and building his first 'light' cantilever Cessna, the FC-I. The FC-1 was a 90 horsepowe r Cirrus powered hig h wing cabin monoplane . The one of a kind Cessna carried two side by side and apparently did very well for the power. As many aspiring aircraft manufacturers found in 1930, there was not much of a market for any powered airplane. Cessna kept brea d on the table that year by building fifty-four of their primary gliders, the CG-2. Eldon's next attempt at an ' ultra' light was a con version of one of those primary training gliders to a powered single place aircraft. Rea lly more than a conver sion, the new ship - unlabel ed - sported a fully canti lever wing, stubby landing gear, and a roaring 25 horse powe r Cleone for power . This s hip was also built in 7

--- ,

...

(From Cessna Guidebook)

The EC-2 powered by a 30 hp Aeronca E-107A. Two were built. Some of you replica builders ought to consider this slick little airplane as your next project.

1930 and encouraged Eldon Cessna to develop the design further - although the Cleone engine had to go eventu ally . 1930 continued as a busy year, in spite of the econo mic climate, for Eldon and his baby Cessnas. Records show the next version - the EC-1 to be another single place - this time built from scratch with a 25 hp Cleone - possibly the engine from the converted CG-2 - for power. The evolution of detail design between the con verted CG-2 primary glider and the EC-1 speaks highly of the aeronautical genius of the Cessna family . In one short step, Eldon had gone from a crude, ungainly ship to a very attractive single place ultra-light of which three were built. Design development didn't stop there for by early 1932 Eldon had designed and added - this time another seat - and built two Cessna Model EC-2s. This was in the Aeronca C-3 class with the C-3's 30 horsepower engine as a powerplant. Unfortunately, the Board of Directors felt that no airplanes should be pro duced and as a result, the present antique and classic world has no examples of what must have been a great - fully cantilever - light aircraft.

Several of the photos illustrating this article are from the CESSNA GUIDEBOOK, Volume 1, by Mitch Mayborn and Bob Pickett. This excellent publication covers the history of Cessna

from Clyde Cessna's first modified Bleriot in 1911 through the ubiquitous 150. Extremely rare pictures of the early models are themselves well worth the price of the book. A section on Cessna magazine ads dating from about 1928, reproductions of some Airmaster flight tests from the Sportsman Pilot, three views of most of the important models (including the Cessna racers) and tables of complete specifications of all the various models covered in this volume make the book a valuable research tool for aviation historians and a collector's item for any aviation enthusiast. Cessna Guidebook, Volume 1, is available for $6.95 from Flying Enterprize Publications, I 3164 Whitehall, Dallas, Texas 75229. .

BOOK REVIEW

I TAUGHT AMELIA TO FLY By Neta Snook Southern,

Vantage Press, Inc., New York. 169 pages. $6.95

Neta Snook learned to fly in 1917 - no small feat for a young red haired schoolgirl from Illinois. Arriving at her first flying school in Davenport, Iowa, she was shocked to learn that she and her fellow students would first have to build their airplane before their flying lessons commenced. Unfortunately, before Neta could solo, the school's lone plane crashed, putting all involved out of business. Riding the rails to Hampton Roads, Virginia, Neta then enrolled in a Curtiss school (where one of her instructors was Eddie Stinson). Just before she was to solo, the government closed the school by banning civil flying in the area because of the troopships disembarking daily - those aviators might be spying for the Kaiser, you know! Trasfering to another Curtiss school in Miami (where she met Curtiss himself one day), Neta was again just ready to be turned loose when the government banned all civil flying for the duration. Undaunted by these almost unreal near-misses, Neta eventually purchased a wrecked Canuck and had it shipped to Iowa where her parents now lived. After the war, she rebuilt the plane and proceeded to solo herself! After a summer of barnstorming, Ne ta had her Curtiss shipped to Los Angeles where she shortly became

the operator of a small airport owned by a budding aviation designer named Bert Kinner. It was here that Neta Snook met and taught Amelia Earhart to fly . Aviation was a very small world in the five year period in which Neta Snook carved out her flying career. Aviation history buffs will recognize a number of familiar names among those with whom Neta crossed paths Eddie Stinson, Bert Kinner, Glenn Curtiss, Barney Old field, Waldo Waterman, Donald Douglas . In August of 1922, a now married Neta Snook Southern stepped out of her Canuck and has never flown since. She lives in very active retirement in California today and has pro vided us present day aviation enthusiasts with an impor tant documentation of what flying was like in the early 1920s. The fact that Neta was a woman and, therefore, had to get all her training on her own, as opposed to men of the day most of whom were trained by the military, provides some new inSights. Much of the book is devoted to Neta's brief association with Amelia Earhart, of course, but I found her own experiences just as interesting . . . a delightful little morsel of aviation history from the pre-FAA days when you got your license through the mail! -Jack Cox

GRIMES' GOODIES Rare old aviation photos from Don Grimes of Atlanta,

Georgia. Right, a Curtiss TS-1. Below, the Navy's C-7.

FOUR AND A HALF DAYS IN A 50 HP CUB?? •

• • •

(Photo by Robert G. Elliott)

Refueling of the Cub and the pilots was via a hand-over-hand rope hoist method . .. from a speeding 1937 Ford Convertible. Merrill and Allen had a radio but it rarely worked, causing them to resort to dropping notes. The flight was in conjunction with the New York State Fair so a part of each circuit was over the fair grounds. There a hugh checkerboard was laid out on the ground and pretty girls in bathing suits acted as checkers. Phoenix and Allen played checkers with local champions by dropping notes indicating where they wanted the girls to move.

Editor's Note : Endurance flights were the rage of the late 1920s and 1930s .. . until ominous war clouds began rolling in to bring a halt to such aerial masochism . Though most flights were conceived as shortcuts to instant fame and, hopefully, fortune for the pilots in volved, they did have some practical value. Having endured a decade of the OX-5's recalcitrant Dixie mags, leaky water pumps and brittle rocker arms, the average pilot and his potential passengers were understandably unenthusiastic over the durability of aircraft engines of the 20s. Lindbergh 's 33 hour flight across the Atlantic was a sensation to pilots accustomed to being forced down in every other cow pasture in their Standards and Jennies, and overnight the Wright engine became the new standard of reliability. Other engine manufacturers were quick to see the publicity value of endurance 10

flights and were soon sponsoring all sorts of record attempts. Newspapers and the budding new medium, radio, could be counted on to give front page coverage to such flights . . . anything to counter the usual fare of numbing depression news. The late 1930s saw a quickening of the pace of record endurance flights in the lower horsepower classes. This was the heyday of the Cubs, Taylorcrafts, Aeroncas, et al . .. the days when hard times dictated that the average Joe fly on 50 to 65 hp or forget it. Pilots used to big rip snorting Wrights, Pratt & Whitneys, Shakey Jakes and round Continentals didn't exactly lovingly clasp the little four-bangers to their busoms, however. Continental, Lycoming, Franklin, Menasco, etc. had a selling job to do to gain acceptance of their products - so were more than willing to underwrite an endurance flight . . or two.

In 1937-38-39, the ink certifying one record was hardly dry before someone else had broken it. The story below tells of one such record enduro flight. The story was written in September of 1938 by Robert G. Elliott (EAA 85145), 1227 Oakwood Ave., Day tona Beach, Fla. 32014. He was living in Syracuse, N. Y. in those days and worked as a photographer, never missing a chance to cover an aviation event. I think all of you will agree the photographs accompanying the article are spectacular. Also, the story is unedited so that you can enjoy the terms (" flivver planes ", etc.) and phraseology common to the late '30s. Bob Elliott is today an audio /visual specialist for General Electric in Daytona Beach. - Jack Cox

FLYING BACHELORS

Sept. 10, 1938 - Starting May 17 of this year the world's e ndura nce record for flivver pla nes was hung up by Messrs. Kress and Englert. O n Sept. 2, also of this year, NX-20261 , a stock model J-3 Cub, took off from the infield of the New York State Fair Gro unds to hang up a record of 106 hrs., 3 mi n ., and 10 sec. Prof. H arold Allen and Merrill Phoenix, both of Syracuse, N. Y. , were the two pilots w ho accomplished this feat. The boys were a little foresighted , and so they constructed a collapsible bed in the rear of the fu selage. Th e forward p art of the bed formed the rear seat w hen nobody was taking a snooze. Also installed was a two way radio and a few extra instru ments. For a p owerp la ne th ey used o n e of the ne w Franklin engines, rating 50 hp.

(Phoro by Robert G. Elliott)

Harold Allen , left, and Merrill Phoen ix with their record breaking 50 hp Cub. Note the belly tank and the sliding panel in the windshield. The wheel pants and tailwheel were not installed during the record flight .

(Pho to by Robert G. Elliott)

Merrill Phoenix leans out through the sliding hatch bu ilt into the wind shield. Spark plugs were changed and other engine maintenance was ac complished in flig ht in this manner. Unleaded Sun Oil auto gasoline and automotive spark plugs were used on the record flight . . . probably why it ended in a lake.

(Photo by Robert G. Elliott)

In this spectacular sequence of photographs, Bob Ellio tt, riding in the Ford convertible, caught Phoen ix and Allen as they eased in for another can of fuel . Wonde r what Allen is yelling in the last picture?

From the very start the boys had trouble. In the first place they had not started to prepare for the flight in time. The takeoff had been slated for the middle morning of Sept. 2. As it was, the takeoff from the Fair Grounds was not until 11:29:50. Original plans were for a takeoff with a full load of gas and supplies, but as the engine was not turning up just right the boys just got out with five gallons of fuel. At once they headed for the airport where they picked up a full capacity of gas, clothing, blankets, and also their two way radio. The radio, by the way, had not been tested until just before leaving for the fair grounds and, as it happened, was a small trouble maker. One specific time that it nearly caused disaster was when it went dead. Harold had two ropes with which he hauled up the cans of gas, so he tied the radio up in the blankets with one of the ropes, and when they came in to refuel, the ailing radio was lowered to the car. That maneuver left only one rope in the plane. On the next approach the rope fouled on something and as a result was lost. With only a very few gallons of gas in the tank, both fellows were indeed required to think fast. Out came a spare coil of safety wire. Onto this was tied some of the radio wire . Added also were belts, shoe laces and finally on the end a couple of wrenches as weights. By flying low enough, Merrill was able to place the ship so that one of the crew could tie another rope on the end of their makeshift affair. As it was the two boys had every reason in the world to come down then, but with some gift or other they stayed up. After the first contact was made, every suc足 ceeding one seemed to be just routine. Everyone was just like clockwork. Downdrafts were another thing that caused many a headache. Several times it looked as if "Miss Dairylea", as the ship was named, would not rise over the hill to the west of the airport. At one spot were two trees . Because of the difficulty that the boys had in getting around, through, or over them as the case happen足 ed to be, they jokingly named th em Mike and Ike. Frequently, the two innocent trees were cussed for their delightful position. When the radio went out of the ship, the note system was adopted. This proved to be very effective. FLIGHT FIGURES

New World's Record ................... 106 hrs. 6 min. Previous Record . .................. . . . . 63 hrs. 54 min. Time added to old mark ... . .. . .. . ... . " 42 hrs . 12 min. Engine used . ......... . . Franklin 50 hp Model 4AC-150 Ship used ... ...... . .... . ... . .......... Cub Model J-3 Distance covered (Approx.) ................. 7214 miles Gas consumption (non-lead regular 70 Octane) .. 287 gal. Average gas usedlhr. ........................ 2.707 gal. Average miles per gal of gas ... . .. . .. . .. . ... 25.09 miles Oil consumption ...... . . . ......... . ............. 2 qts. Average oil consumption/hr. .. . ..... . .......... .018 qt. Refueling contacts .... . .. . ... . .. . . .. ... . . .......... 60 Contacts for food, supplies, etc. ....... , . ..... , . . . . .. 25 Engine run on block directly before flight .... .. .. 35 hrs. 'Engine run on block directly after flight ...... ... 25 hrs.

The most etficient ground crew is to be praised for their excellent cooperation. They should be given credit for making the flight as well carried out as it was. It might be noted here that they experienced a tougher time than the two pilots. Circumstance made it necessary for these fellows to always be at the beck and call of Harold and Merrill. Whenever the ship flew over the field, they would drive out on the runway and wait to see if the boys upstairs wanted anything. As this got troublesome, they were informed that if they wished anything, to fly low over the hangar; otherwise, to stay up around a thousand feet. After this method was installed, things clicked more smoothly. To acquire access to the motor to change plugs and to make any necessary minor adjustments, Charles Flaherty, a mechanic at the Ward Air Service Hangar, installed a sliding front windshield. With this the boys could easily gain access to the motor , A domestic touch was lent to the whole flight by Merrill. According to Harold, Merrill would borrow Harold's comb to comb his curly blond hair just before every refueling. Also, he shaved nearly everyday. Food was sent up in a large duffle bag along with their liquids. All was packed in waterproof containers. Incidentally they had the best of eats . Some of the time they would go as much as a whole day on but ice cream. These occasions were warranted by those days spent battling downdrafts and motor trouble. The difficulty with the motor was nothing against the engine itself, however, but was just caused by lack of time before the flight began to iron out all minor ailments. It was the changing of the plugs that brought the whole flight to an end. Tuesday night, Sept. 6, a contact was made at about nine o'clock . The radio went up that time. Around again they came for five of gas. Then again for another five . As Merrill gave her the gun to rise out of the field, it was noticed that the engine was missing badly. A change of plugs was in order for the occasion. Up they went over Onondaga Lake where the plugs were always changed. Formerly this act had always taken place in the daytime, and no trouble had been experienced. This time, however, different conditions prevailed. It was necessary for Merrill to hold a flashlight in his teeth, and with his two hands then went about changing the bad plugs. Be足 cause he was standing up, it was impossible for Harold to see the instrument panel. Being dark over the lake also made it hard to see their altitude. Finally, the water was seen. The ship was given full gun, but she would not take . Harold guided it around the yacht basin and set her down about fifty feet from the end of the breakwater. She hit the water with a small splash and began to settle . The impact had sent Merrill through the windshield, and Harold had dived through the window. At once they began to tow the ship in towards the shore. The boys called the field and were taken over by the police . A roaring fire, dry clothes and hot drinks were waiting them. The ship was not damaged to any extent, and the boys were not hurt in any way. They later stated that they had planned to dry the ship out, and fly it back to the airport, but when they went back that night the mechanics had removed the wings and opened the fabric to let it drain faster. Harold's watch stopped at 9:33:20 Sept. 6. The flight was called a huge success, in view of the fact that numerous difficulties arose, (Photo by Robert G. Elliott)

Miss Dairylea Onondaga. happened to longer carried

after her dip in Lake Wonder whatever 20261? - she's no on the FAA 's records .

REMINISCING WITH BIG NICK Nick Rezich

4213 Centerville Rd.

Rockford, III . 61102

THE PYLON CLUB PART II The Pylon Club opened officially on Valentine's Day with Bob Babb, the aluminum welder from Howard Air craft, serving as Chief Mixologist and my brother Frank and myself assisting behind the timber. Opening night was gang busters - we were wall to wall in people and they were standing five deep outside trying to get in. The Club was an overnight success. Word about the Py lon Club spread like fire throughout the aviation indus try and auto racing fraternity which resulted in every night being New Year's Eve. The Pylon Club started out as a saloon but it wasn't long before it also served as an employment agency, a ground school, flight training center, aviation con sultant service, a charitable institution, EAA recruiting, aircraft sales, blood donors center and marriage and divorce counseling. The club also introduced many "firsts"; the first public use of the now popular " Gone Flying" signs was incor porated by the club. The "Gone Flying" sign came about due to my absence while I was flying weekend air shows or flying for the non-skeds. About 4 months after the club was opened I signed on with several non-skeds to fly and supply flight crews out of Chicago on a demand basis. What I mean by demand basis is that a flight would leave Bur bank for New York with stops in Kansas City and Chicago with only a crew of two pilots and the required stewardess who would be out of time by the time they reached MOW. During the fifties the FAA was riding herd on all the non skeds and checking papers and logs at every stop. Nine times out of ten, when a flight would arrive at MOW, the airplane was legal but the crew illegal to go on to La Garbage, so a fast phone call to the Pylon Club was in order to furnish a fresh crew for the New York leg. It was during this time that I hired the extra barkeepers

and the "Gone Flying" sign evolved. The two daytime barkeepers were mail carriers from the post office one block west of the club and the night crew came from the Midway Control Tower. I'll skip over Roy and Milo, the daytime help, at this time because they are a whole story by themselves. The tower guys were watch supervisors at MOW who loved to fly and enjoyed the company of other pilots. I would like to name them but, with all but one of them still being with the FAA, I don't think it is ethical at this time to remind some chicken - -- supervisor about their activities some 25 years ago. The "Gone Flying" sign saved a lot of explaining as to my whereabouts . When I was away flying an air show, we would hang the air show poster under the sign and if I was out on a non-sked trip we would hang a strip with my destination and return date with the sign. I don't know where " Flying" picked up the idea of their "Gone Flying" sign, but BELIEVE YOU ME it was the Pilot Club that originated and popularized it. The Pylon Club's success and world wide notoriety was not a result of my sole efforts or popularity but that of the people and happenings that were a part of the club. Many people were responsible for the success of the club, but I must single out a great humanitarian who played a major role in the club and my well being. The late " Dan" Clark was the president of his family's firm in Chicago and resided in a modest home close to the club. Dan was a very close friend of Benny Howard and it was through Benny that I met Dan while working for Howard . Dan was an avid auto racing and air racing fan and a guy that the whole world loved and he in turn loved the world of people. It was Dan Clark who introduced the club to the world of business which included such names as the Rothschilds of European banking fame, Sherman Brothers Furniture, and numerous other world figures of industry. As a regular club member Dan knew everybody who came through the doors and visa-versa. He was as much a part of the club as I was. 15

Our first annual picnic was a result of a bragging con test we had over who could build and fly a kite higher than the other. The more we bragged how good we were the l110re the customers encouraged us to have a contest. What started out as a private boasting affair now turned into a full blown contest with everybody wanting to wit ness the outcome. This tickled Dan and he agreed to the fly-off with the stipulation that the kites would be home built and no box kites allowed. The sight of the contest was to be the Bailey Airport in Lowell, Indiana where Dan kept his BT-13 in a hangar along with my Travel Air. The Bailey Airport was a private airport operated by the Bailey brothers, Charly and Don, on their father's farm and it was best thought that we s hould obtain approval of the Bailey family before we drug all the saloon people down to their peaceful and quiet farm. The following Saturday Dan and I drove down to the farm to seek permission for our wacky contest. During the hour and half drive to the farm, we concluded that we were defeating the purpose of our boasting - mainly that kids today don't build their own kites as we did in the yea rs past. It was then decided to open the contest to all the Pylon Club members and their families. We now had a program - a special fly-off between me and Dan and an open contest for all. When we announced our crazy program to the Baileys, they were overjoyed and suggested we hold the contest on a Sunday so that they could participate by furnishing fresh sweet corn for a corn boil and making lemonade for the thirsty. Hence, the idea of a picnic. Driving back to the club Dan suggested we send invitations to all of the out of town members and make it a huge gala affair complete with an air show, an air lift, parachute jumps, etc. - the works!! Our little private kite contest was now taking on the shape of a major event that would require funding and much help. I called on club member and old time EAA favorite, " Pete" Myers, to join me in the Travel Air and the Bailey Super Cub for the air show portion 'and Mike Burson for the chute jumps. We now had an air show not much different than a regular weekend show. We recruited Walter Brownell, former test pilot for Howard, and John Murray as pilots for the air lift. We printed official kite contest rules and entry forms, ordered trophy's, lined up a panel of judges, cooks for the spare ribs, official starter, and my brother, Mike, for the beer. Another trip to Bailey Airport was necessary, this time to obtain permission to bring beer on the premises. Permission was granted with the mutual agreement that no beer would be served until after the air show and all airplanes put away for the day . We adhered to the agree ment religiously, however, we learned a thirsty lesson the first year we flew until sundown giving rides in the "Clark Airlines" BT-13. By sundown many tongues were hanging long and dry, including yours truly. The following years we made some modifications to the air lift by adding more airplanes and pilots so we could get to that beer sooner. The kite contests were good for business due to the publicity gained from the annual event. We had contest ants come from all over the country just for the contest and picnic. I still get letters to this day inquiring when and where the next contest is going to be held. The fly-offs between Dan and myself were always won by Dan. He proved his point every year - he was the better kite builder! I could tell stories about Dan Clark for the next 10 years and never run out of material ... like the time he 16

(Photo Courtesy Nick Rezich)

Dan Clark holding his winning kite, the Pylon Club Special No. 43. Number 43 was the racing number for the Rezich Brothers Goodyear racer.

lead a six car auto caravan up to race driver Bob Muhlke's "Clover Club" in Skokie, Illinois . This was a two level wall-to-wall carpeted saloon that was the gathering place for all the "500" drivers and owners. The six car caravan contained the members and friends of the Pylon Club band that was invited to perform at Muhlkes during the "Indy 500 Week". Muhlke had arranged to have Merle Bellenger's Indy 500 winning race car on display along with owners and drivers of the rest of the field. The evening was quite festive with most everyone being pretty well bent out of shape by 2:00 a. m. When it was time to go home, Dan lined all six cars behind his new Hudson and cautioned all of us not to race or pass him and that he would lead us home without getting pinched. I must say here that Dan loved to drive at high speeds so it was hard to believe that we would make it back to the Pylon Club without a race with Dan. Nevertheless we (Photo Courtesy Nick Rezich j

Dan Clark and his BT-13. This BT is now fAA Museum property. Big Nick flew this aircraft to Hales Corners when it was donated - full story on this later.

Big Nick at the drums back in the Pylon Club days (left) - and he's still at it (right). If you ' ve seen him fly the Travel Air, you've seen only half the show . .. he doesn't walk on cars too much anymore, but he still plays a mean set of drums!

followed. All went well and legal for the first ten miles when, suddenly, Dan puts his foot into it. As we are going through Cicero, Illinois, a place no Chicago driver should get pinched, sure enough, the race la sted about two miles when a squad car pulled all of us over to the curb. As the two burly cops approach Dan's car, Dan gets out and tells the copper that all the cars belong to him and he will take care of all of them. About now I knew we were all going to spend the nig ht in the pokey and that it was going to cost a bundle to get out of this one. Dan and the No. 1 copper exchange so me words then drive off in Dan's car while the No. 2 boy watches over the rest of us. About ten minutes later Dan and the copper return and Dan gives us the crank up signal. As we start up, I notice the squad car pulling in front of Dan's car with the red fla shers on. I knew it - we were going to the slammer!! Damn you, Dan! Damn me for following! Sud足 denly, we are running at 50 mph again. With the police car in front and last car doing 60. I don't know to this day what Dan said to the copper or what he paid ... if he paid . . . but I do know that we were escorted at 50 mph to the Chicago city limits a nd turned loose!! When we all arrived back at the club, I asked Dan how did he do it and how much did it cost ... he laugh足 ingly told us to be careful driving home. Then there was the time we all were driving to my brother Frank's wedding reception . I had just purchased a new Dodge and was driving at 30 mph to break it in when Dan pulled up behind me and started pushing me. We went through the busy intersection of 79th and Ashland Ave. doing 55 mph - Dan pushing and laughing, Jo Anne, my wife, was screaming, "Stop! Stop!" ... and I am steering like hell hoping and praying nobody pulls out in front of me. That gutless Dodge would never have out accelerated Dan's Hudson, so I rode it out. We turned the tables on Dan one night. He had a home in Miami and would visit his mother regularly. Before going on his visits he would always stop in the club and

tell me his schedule and check to see who would be flying the trip . His favorite airline to Miami was Delta and they would do anything to please Dan. When I found out what flight Dan was going on, I called the Delta station manager and told him I would like to bring my band from the saloon out to Midway and set up on the ramp alongside the loading ramp to give Dan a surprise send off. The manager said it was O.K. with him if it was O.K. with the airport. The airport's O .K. was no sweat because John Casey, the airport manager, was an old friend of mine and a club member. We put the band between the DC-7 and the terminal out of sight from the waiting lounge. When they called the flight and Dan walked out of the terminal, we started by playing "Danny Boy" followed by " Moon Over Miami" and the Pylon Club's signature song, "When the Saints Go Marching In"! Ole Dan damn near fell off the boarding ramp with surprise. The captain met Dan at the doorway and advised him that he was Delta's first celebrity to be boarded with an orchestra. When they finished boarding all the passen足 gers, we went into our Dixieland show number. This brought the whole plane load to the door and the captain was leaning out of the cockpit for a better look and listen. All the colored porters were on the ramp doing a jig saying, "Mr. Clark sho' goes first class!". By this time the whole terminal converged on the Delta ramp . We kept playing waiting for the skipper to start the engines, but unbeknownst to me, he was waiting for us to stop and leave the ramp. After about 40 minutes the station manager advised me that he had to release the flight because an incoming flight needed the gate. The Delta flight was over an hour late getting off but not one passenger complained. Dan spent the whole trip explaining the band and telling the passengers about the Pylon Club and Crazy Nick. I have always wondered what the captain and station manager filed as the reason for the one hour delay in departing MDW . 17

I don't know why they called me Crazy Nick ... sure, stopped street cars and invited the passengers for a drink, and I walked on automobiles, drove sports cars through other's saloons and flew under bridges (with my Culver Cadet), but I wasn't crazy . During the 50's Chicago was still operating two man street cars on 63rd Street which ran in front of the club, and whenever I felt devilish and generous I would run out front and flag down a street car and invite everybody on board in to the saloon for a free drink, play them a fast number on the drums and send them on their way. The first few times I pulled that stunt I damn near got run over by the street car . But after the motorman got to know the spot and the word was passed on, they would slow down and stop right in front of the place and inform the riders it was O.K. to leave the car. I drove the coppers nuts! First time customers could never figure why I parked my own car out front instead of leaving the space for cus足 tomers. The club was opened during the Mardi Gras and to mark the occasion the band adopted the song, "When the Saints Go Marching In" as our signature number. Sooooo!! when we would open the night's first show I

would lead the band out of the saloon playing the "Saints" and would march up the back of my car, over the roof and down the hood banging the drums. We then would march down to the corner and back - all the while playing the "Saints". My new Dodges were a huge mass of dents that would have been on someone else's car if they parked in front . People would come from all over the continent just to see that march and I didn't dare disappoint them . A friend of mine had a saloon down the street, and most times I would march the band through her saloon and back and in doing so, I would clean out all of her customers who would follow us back to my place. Her place had a large set of doors, so one night I jumped into an M.G. that my bass player owned and drove it into and out of her place before anybody realized what had happened ... Crazy Nick? No way!! We had some crazy customers also like Merle F. Buck who played a piano concert in the rain on the street in front of the club . Yes, the piano belonged to the club . I'm late again - gotta run. Next month I'll tell you about Crazy Bart ... the blood run . . . the python lady ... Pylon Club and EAA .

(Photo Courtesy Nick Rezich)

This is a series of ~,hots of the Rezich Racer taken during its construction at Midway Airport ("Chicago Muni" to all the old hands). The aircraft is presently in the EAA Museum in much the same state as you see it here,-except that the wings are nearly completed. As you can see, this job was hell for stout. We think Big Nick must have REALL Y intended to put an Allison in it for competition in the Thompson rather than a Cont. C-85 for running the Goodyear races!

(Photo Courtesy Nick Rezich)

Big Nick behind the timber at the Pylon Club.

Antique Treasure Hunting

PART II

By J. R. Nielander, Jr.

Box 2464

Fort Lauderdale, Florida 33303

Introductio n

Last month we presented the first of a series of articles on Antique Treasure Hunting. This month we have infor mation on the location of more rare old birds. With the formation of the Antique-Classic Division of EAA, the search for unrestored antique aircraft can gain new momentun. Being an international organization with members in all parts of the world, the EAA, through its Antique-Classic Division, is in a unique position to dis seminate information on the location and condition of rare unrestored antiques so that persons interested in restoring an antique may have a better opportunity to acquire the aircraft of their choice. However, there can be no success in this effort without the help and coopera tion of you, the member, and particularly you, the foreign member. Please address all correspondence either directly to this writer or to EAA Antique-Classic Division at Head quarters . You alone may be responsible for helping to get a very rare antique aircraft back into the air. Curtiss-Wright Travel Air Sport

Curtiss-Wright introduced its Travel Air Sport Trainer Model 12 in early 1931. It was available as -Q, -K, or -W with the difference being Wright "Gipsy", Kinner 85, or Warner "Scarab" engines respectively. The Model 12 was the two place version. Later in 1931 a three place version, the Model 16, was introduced, and it was available as either a -K or a oW, again with the difference being the engines mentioned above . Production of these models for civilian consumption was short lived and ceased about the end of the year. However, the Model 16-W was later modified into a military primary trainer for export. By 1932 the Travel Air had evolved into the Curtiss-Wright "Sport" Model 16-E which was powered by a five cylinder Wright R-540 engine of 165 horsepower. This model was still being produced in 1935. It, too, was slightly modified and exported as a military trainer. 1 Numerous Curtiss-Wright Sport Model 16-E's were

exported to Argentina. One is located at Merlo Airport a few miles northwest of Buenos Aires. It is hangared and is airworthy, but apparently has just been continuously maintained and never completely restored. There are also at least six more of these aircraft at airports in the interior of Argentina . As with other aircraft in Argentina mentioned pre viously, any antiquer interested in acquiring one of these aircraft would be wise to make the acquaintance of a Pan American or Braniff pilot who regularly flies to Buenos Aires, and enlist his aid in making arrangements for pur chasing and exporting it. Caudron C.635 Simoun

In 1934 Rene Caudron introduced his Simoun line of four place single engine aircraft at the Paris Aeronauti cal Salon with his showing of the model C630. This was a full cantilever low wing monoplane powered by a Renault 6Pdi six cylinder inline engine of 180 horsepower. The wings were constructed of wood using the two spar design planked with plywood and covered with fabric. The fuselage was wood and metal construction having flat sides and rounded top and bottom with fabric covering. The landing gear consisted of a single unbraced u nit with strut fairings and wheel pants very similar in appearance to those of the Ryan SCW. Refinements were made to the design and the horsepower was increased to 200 by using the Renault Bengali Six, a six cylinder inverted inline air cooled engine. Production ran several years with the model designation evolving through C631, C633, C634, and C635 and the engine models varying back and forth between 6Q-0l, 6Q-07, and 6Q-09 2 There is a restorable Caudron C635 Simoun available in Portugal. It is owned by Dr. Crespo de Carvalho, whose address is Rua de Santiago, Covilha, Portugal. Dr. Carvalh o has owned the aircraft since World War II. lt is located at the Aerodrome Municipal De Covilha which , is abo u t one hundred and fifty miles northeast of Lisbon. More detailed information is available from Dr. Carvalho. Douglas DC·2

While everyone who has ever heard of or seen air planes is familiar with the venerable old Douglas DC-3 many are completely unfamiliar with its predecessors , the DC-l and DC-2. To the casual observer the DC-2 looks very similar to the DC-3, but there are many differ ences. The most obvious are the smaller wing span and (Pho to by Dick Stouffer)

Curtiss Wrigh t Travel Air 16E.

the more narrow fuselage. The DC-3 originally sea ted twenty-one passengers, seven double seats on the left side of the aisle and seven single seats on the right side. The DC-2, however, only held fourteen passengers in seven rows of single seats on each side of the aisle. The DC-2 fuselage and flat sides having a race track shaped cross section as compared with the DC-3 which had a round fuselage cross section. The DC-2 was powered by two 700 horsepower Wright Cyclone engines. 3 Introduced in January, 1933, one hundred and ninety-one DC-2's were built before introduction of the DC-3 in December, 1935. 4 There is a Douglas DC-2 complete and in apparently good condition parked in front of the Cessna dealer's hangar at San Justo Airport located a few miles north足 west of Buenos Aires, Argentina. The outer wing panels and the tails have been removed and are standing against the wall inside the hangar, but all of the parts seem to be there.

As with oth er aircraft in Argentina mentioned pre足 viously and above, any antiquer interested in acquiring this aircraft would be wise to make the acquaintance of a Pan American or Braniff pilot who regularly flies to Buenos Aires, and enlist his aid in making preliminary arrangements .

Bibliography

1. Juptner, U.s. CIVIL AIRCRAFT, Vol. 5, pp. 9-10, 21-24, 35-36, 87-88, 185-187. 2. Stroud, EUROPEAN TRANSPORT AIRCRAFT SINCE 1910, pp. 88-89. 3. Rolfe, Dawydoff, Winter, Bys hyn, Clark, AIRPLANES OF THE WORLD, p. 197. 4. Shamburger and Christy, COMMAND THE HORIZON p.318.

HELP!! These three pictures are from the collection of Robert G. Elliott, 1227 Oakwood Ave., Daytona Beach, Fla. 32017. Can any of you provide him with details concerning the aircraft? The shot to the left is a Waco JYM and the name on the headrest is " Roger Don Rae." How about this, Rog? (The picture was taken at Syracuse, N. Y. in 1935.)

This is an exceedingly rare Douglas 0-2H powered with a 400 hp LiMr..ty. The picture was taken at Rochester, N. Y. in 1935. The legend on the fuse/age reads , " U.S. Department of Interior/National Park Service." What was its mission?

This trim little Commandair 3C3 was snapped at Syracuse in 1935. The "N" number appears to be NC234E ... ring any bells for anyone?

Around The Antique/Classic World

Le Blond Engine Info

The following letter appeared in the January/ February issue of The Little Round Engine Flyer edited by Ken Williams of 331 E. Franklin St., Portage, Wisconsin 53901 . " Dear Ken : Per your questions in the latest Little Round Engine Flyer, concerning the 7 cylinder substitutions. AS FAR AS I KNOW there never was a 7 cylinder model using the improved cast iron cylinder as on the 70 hp 5 cylinder engines - probably because by that time the early 5 cylinder 85 (5-DF85) developed almost as much power and was 12 to 15 Ibs. lighter and simpler. However, there was a 7 cylinder model that used the 85 hp steel/aluminum cylinder, but was an early engine without thrust bearing and was a companion to the 5DF85. My info shows it as the 7DFll0. Remember, all the 0 models, 5 or 7 cylinders, were two bearing shaft engines. From my experience with my 5 cylinder models, you can put any cylinder on any case since all the cases and insides are the same. And it follows that since the flange areas and cylinder skirt diameters (outside) are the same, any cylinder should go on your 7 cylinder case. Should be just as capable a performer as the 5DF85, except that I think that here was where they probably ran into a marginal situation on the crank shaft which caused the development of the three bearing ~ngines. Probably more marginal on the 7 cylinder than on the 5's. Even though there never was a legal engine with the 70 hp iron cylinders , I'm sure they will fit and you'll end up with a superior engine without any other problems, since power would be only marginally increased by virtue of slightly higher rpm, assuming it would be the same as the difference between the 5 cylinder 65 and 70, 1910 versus 1950 rpm bore and stroke , pistons and valves, etc., all the same, balance the same. But I would not be above running it as it was if you can find two better cylinders

as replacements - or repair those you have. Look carefully for cracks around the tip of the valve guide bosses in the parts. Bosses are very skimpy. Also some early cylinders have thinner boss flanges. That's the big advantage of the 70 type cylinders. Not only inside valve gear but much heavier base flanges and alot of meat in the valve guide bosses - no pro blems in those areas. Also, as I think I mentioned earlier (and assuming similar problems in the 7 cylinder 90 as in the 5 cylinder 65), the spark timing is called out as 25 degrees in the 70, and 30 degrees in the 65 on the engine nameplates. I have to assume they had a detonation prob lem and were occasionally blowing jugs, which is why they retarded the spark 5 degrees and heavied up the cylinder base flange on the 70's. If you run either the 65 or the 70 hp cylinders on that engine, use the 25 degree advance setting . If you run the 85 cylinders you can turn it faster mainly because the cylinders cool better. Set spark as for any 85, 30 degree max. A couple degrees retarded won 't hurt it, say 27 or 28 degrees. But, to sum it up, any of the 65, 70, or 85 type cylinders will fit that engine and there should be no problem. Go which ever way is easiest. But take a good look at old cylinders - you have to be sure they are O.k. first. Are you sure the two cylinders you don 't like are not repairable? I've repaired a lot of broken cooling fins , etc. on those cylinders with silver solder (if that's what it is). 1. Sand blast cylinders. 2. Grind or sand areas that you expect silver solder to flow on. 3. Make replacement pieces out of mild steel sheet, 1/ 16 thick, and sand or grind Similar areas. 4. Warm up entire cylinder with torch and using any suitable clamps, wedges, etc., to hold pieces in place and with plenty flux all over, solder them on. 5. Grind off excess solder lumps, etc. You'll never see it after cylinders are painted

and the fin will be as effective as original and expansion is same as original cast iron. If you find valve guide cracks on otherwise good cylinders, they can be silver soldered also, unless hard to reach. In any case the new guides can be silver soldered to the end of the cracked boss. Some I have found cracked and even with pieces broken out of the tip edge. The cast iron is very thin there - as little as 1/6 in. in places. YOU CAN REPAIR MOST. Don 't try arc welding with nickle rod . Too much warpage. I've never cracked one in the soldering pro cess, iron seems quite ductile. I don't have any parts, just a lot of words." Yours truly, Frank Luft 1631 McGregor Way San Jose , Calif. 95129 Culver Cadet Addendum In the September 1974 edition of " Reminisc ing With Big Nick" , the Great One extolled the virtues of one of his favorite airplanes, the Culver Cadet. Nick followed his own exper iences with the little speedster with the story of two California dentists who attempted to fly completely around South America in their Cadet in February of 1941. He concluded with an appeal to EAAers in the San Francisco area to attempt to locate the two, Drs . Cecil Smith and Joseph Lorenz. It didn't take long for the word to come in. A letter from Mrs. Lorenz revealed that Dr. Smith had been killed in an airplane crash between Redding , California and San Francisco shortly after the South American adventure. His wife died shortly afterward . Dr. Lorenz died a number of years ago, also, but his widow was pleased to know that her husband and his friend were still remembered and admired by aviation enthusiasts of today. She sent along the two pictures that appear here - of the flying dentists preparing to depart on their epic South American adventure.

(Courtesy Mrs. Joseph Lorenz)

Dr. Joseph Lorenz, left and Dr. Cecil Smith pose before climbing aboard their Culver Cadet and heading for South America . The Culver would never see the U.S. again. (That's a Monocoupe visible ahead of the Culver's prop.)

(Courtesy Mrs. Joseph Lorenz)

Dr. Lorenz hand props the Cadet's ground adjustable Freedman Burnham propeller.

CLASSIFIEDS WANTED - Hisso engin e or crankcase . 150 or 180 hp to complete a B.E.2 project. Call Mark Spry, 201 /3277128, 22 Fabio Dr. , Ramsey, New Jersey 07446.

FOR SALE - Three low-time 175 and 200 Ranger engines. Elmer Farris, Jr. , 142 Preston Ave., Lexington, Kentucky 40502.

WANTED - Stinson 108-3 in excellent condition . R. W . Ross, 1700 N . Williams St. No . 48, Valdosta, Georgia 31601 . Ph one 912/244-3235 or 8332.

INFORMATION SOUGHT - Am res toring Lockheed lOA, Mfg. 4-38, N-241M, to authentic World War II markings . An y help regarding history, use, purpose , s ervice markings, etc . of the Lockheed 10 series will be g reatly appreciated. J. R. Almand, 909 Dalworth St., Grand Prairie, Tx. 75050. WANTED - One GOOD front strut for a PRE-WAR J-3 . Small barrel O .K. Trade late model strut with sib for it. For sale or trade: '46 Chief less engine, struts and tails. Good wings and fuselage w/cowling and windshield . Also 125 Warner open rocker, taper sh aft engine. Removed for 145 in Monocoupe . No logs. Has s tarter. Dave Workman, 400 South St. , Zanesville, Ohio 43701. 6141452-1636.

Calendar Of Events MAY 23-26 - HAMlLTON, OHIO - Annual National Waco Fly-In. Contact Ray Brandly, 2650 West. A1ex.-BeUbrook Rd ., Dayton, Ohio 45459. MAY 23-26 - WATSONVILLE, CALIFORNIA -11th Annual West Coast Antique Aircraft Fly-In for antique, classic and amateur-built aircraft. Static displays, flying events, air show, trophies . Friday and Saturday night get-acquainted parties . Sunday Awards Banquet. For further information contact Watsonville Chamber of Commerce, Box 470, Watsonville, Calif. 95076, or W. B. Richards, 2490 Greer Road, Palo Alto, Calif. 94303. MAY 23-26 - KENTUCKY LAKE, KENTUCKY - 1975 National Swift Fly-In . Contact: Charlie Nelson, International Swift Association , Inc., P. O . Box 644, Athens, Tenn. 37303. MAY 31 - JUNE 1 - CAMBRIDGE, MARYLAND - Potomac Antique Aero Squadron Annual Fly-In at Horn Point Airport on the Frank DuPont estate just WSW of Cambridge, Maryland . Beautiful grass runways, no registration fees, free camping - just a super fun f1yin. Contact Sam Huntington, Fly-In Coordinator, Avery Road, Shady Side, Maryland 20867. Phone 3011261-5190. JUNE 6-8 - ORANGEBURG, SOUTH CAROLINA - 6th Annual Old South Hospitality Fly-In, sponsored by EAA Chapters 242 and 249. Antiques and Classics welcome. JUNE 8 - ZANESVILLE, OHIO - 3rd Annual EAA Chapter 425 Fly-In! Breakfast. Municipal Airport. Contact Dave Workman, 400 South St., Zan::sviUe, Ohio 43701 .

JUNE 12-15 - TULLAHOMA, TENNESSEE - Walter H. Beech Building Dedication and Invitational Staggerwing and Travel Air FlyIn . Contact: The Staggerwing Museum Foundation, Inc., P. O . Box 550, Tullahoma, Tenn. 37388. JUNE 13-15 - DENTON, TEXAS - Texas Antique Airplane Association, Inc. Fly-ln. Contact Myrna Johnson, 2516 Shady Brook Dr., Bedford, Texas 76021. Phone 8171283-1702. JUNE 15 - WEEDSPORT, NEW YORK - 2nd Antique-Classic and Homebuilt Fly-lnlPancake Breakfast. Trophies . Whitfords Airport. Sponsored by EAA Chapter 486. Contact: Dick Forger, 204 Woodspath Rd ., Liverpoor, N. Y. 13088. AUGUST 24 - WEEDSPORT, NEW YORK - Air Show and Fly-In Breakfast sponsored by EAA Chapter 486 . Whitfords Airport . Contact Dick Forger, 204 Woodspath Rd. , Liverpool, N. Y. 13088. JULY 29 - AUGUST 4,1975 - OSHKOSH, WISCONSIN - 23rd Annual EAA Fly-In Convention . Sport aviation world's greatest event. It' s not too early to make plans and reservations! FLORIDA SPORT AVIATION ACTIVITIES - The very active Florida Sport Aviation Antique and Classic Association has a fly-in somewhere in the state almost every month . The decision on the location of the next flyin is usually made on too short notice for inclusion in The Vintege Airplane , so we recommend to all planning a Florida vacation that they contact FSAACA President Ed Escallon, Box 12731, St. Petersburg, Florida 33733 for fly-in details . Join the fun!

Back Issues Of The Vintage Airplane Limited numbers of back issues of THE VINTAGE AIRPLANE are available at $1.00 each . Copies s till on hand at EAA Headquarters are: 1973 - MARCH, APRIL, MAY, JUN E, JULY, AUGU ST, SEPTEMBER , OCTOBER, NOVEMBER, DECEMBER 1974- JANUARY, FEBRUARY, MARCH, APRIL, MAY, JUNE, JULY, AUGUST, SEPTEMBER, OCTOBER, NOVEMBER, DECEMBER 1975 - JANUARY

~'t.o't.\..\:.'tH\..LI AMS ~-

RP .... IR SER'JICE C.O .