VA-Vol-3-No-6-June-1975

THE

PRESIDENT'S

PAGE

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

DISPLAY QUALITY AIRCRAFT . .. WHAT IS IT? Ever since my comments after last year's Convention about "show quality" or "display quality" aircraft, the question has come up many, many times as to a definition of "display quality" aircraft. There is going to be an argument about this, but my description of "display quality" can be summed up in just a few words.

It is an airplane that the owner takes considerable pride in, and WANTS others to see and enjoy as much as he does. He is proud of it, he takes very good care of it, and it looks it.

Regardless as to its age, or make, or status in the realm of life, if the above statement is true then that airplane is "display quality';! The owner has made it that way and we won't contest his right to enter the display area.

We only ask one thing: that you step ' back a few paces, take an abstract view of the situation, and truthfully answer your own question as to whether your aircraft is show quality for display. If you can truthfully say that you meet the criteria, then I'll see you in the display area at Oshkosh.

REMINISCING WITH BIG NICK is missing from this issue. Nick is working day and night to get his Travel Air ready for Oshkosh so we're letting him off the hook ... but we'll expect him to make up for missing an issue by providing us with a write-up on his restoration.

HOW TO JOIN THE ANTI.ClUE-CLASSIC DIVISION Membership in the EAA Antique-Classic Division is open to all EAA members ~ho have a special interest in the older aircraft that ar . ,a proud part o( 'our aviation heritag~ . Membership in the Antique­ Classic Division is $10.00 per year -·\vhich entitles one to 12 issues of The Vintag e Airplane published monthly at AA Headquarters. Each member will a\so receive a special Antique-<;:lassic membership card plus one additional card for one's spouse or other designated family member.

Membership in EAA is $20.00 per year which includes 12 issues of SPORT AVIATION . All mem­ bership correspondence should be addressed to: EAA, Box 229, Hales Comers, Wisconsin 53130.

2

Photo by Dick Stouffer

VOLUME 3 -

JUNE 1975

NUMBER 6 TABLE OF CONTENTS

Henley Aerodrome ... Buck Hilbert . ........ .. ... . ......... .. ................. . ... ....... ....

More On Fleets . . . Buck Hilbert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

What A Stag Party! . . . AI Kelch . ........ .... . . .. .............. . ......... . .... ... .. . .... . .. .. .

Meyers Aircraft Seminar ... Gar Williams ..... . ........... .. .......... . ...... . .. . ...... . .. ....

Air Currents . .. Buck Hilbert ................ . ..... . ............. . ... . .. . ..... .. .... . . . ......

Incident of Friday the 13th .. . Morton Lester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..

4 8 9 10 16 17

BACK COVER . . . The Gee Bee Model Z just minutes before its fatal plunge.

ON THE COVER ... Skeeter Carlson's Student Prince.

Photo by Buck Hilbert

The Detroit News Photo

EDITORIAL STAFF Publisher - Paul H. Poberezny Assistant Editor - Gene Chase

Ed itor A~sistant

Jack Cox Editor - Golda Cox

ANTIQUE AND CLASSIC DIVISION OFFICERS PRESIDENT E . E HILBERT 8102 LEE CH RD .

UNION. ILLIN OIS 60180

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

SECRETARY RI C HARD WAGNER BOX 181 LYONS . WIS . 531 48

TREASURER GAR W. WILLIAMS , JR .

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

33303

DIRECTORS EVANDER BRIIT 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 OT HY CHASE . EAA HEADQ UAR TER S 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, Wisconsin 53075.

Membership rates for Antique Classic Aircraft. Inc . are $10.00 per 12 month period of which $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

Copyright Š 1975 Antique Classic Aircraft, Inc. All Rights Reserved .

3

HENLEY AERODROME

Athol, Idaho

By Buck Hilbert (Photos by the Author)

In May I made a trip out to Spokane, Washington to compare notes with Skeeter Carlson. For those of you who have never had the opportunity to visit and meet with the folks out that way, I can report the fact that they are one fine bunch of aviation enthusiasts. Th e late Spokane Expo and the subsequent influx of thousands of tourists didn't seem to affect the local people other than to make them value their privacy a little more.

Skeeter has a field out in the boonies called OX Meadows, and although I didn't see an OX, I did see much, much more. How about a Hisso-powered Stear足 man C-3? A very historic one at that, as it appears to be the 7th machine that Walter Varney purchased to use on CAM 5 between Pasco, Washington and Elko, Nevada.

Presently, Skeeter has the machine down for rework back to . the original Wright Whirlwind J-4 configuration 4

to honor United Air Lines' 50th anniversary. Varney was one of the four who merged to become United's pre足 decessor back in mid 1930.

Also in Skeeter's stable is a very cherry L-5, a Fox Moth and the only flying Student Prince. Skeeter has a stable, too! I would hazard a guess that there are enough projects stashed away in his buildings to keep him occupied for the next fifteen year.s, and if there aren't, he sure knows where to find more. Once a traveling salesman (forget the jokes!) for his own barber supply firm, h e covered the territories of Idaho, Eastern Wash足 ington, Oregon, Montana and parts of Canada. He took early retirement a short while back and the guy is doing what all of us would like to do . . . just what he pleases as long as it's with airplanes. He and his co-pilot are very happy just being themselves . . . two of the nicest people I've met.

Skeeter showed me all around the Meadows. We took

Capt'n Bucky and Skeeter Carlson 's cherry L-S.

Some of the aircraft, autos and buildings at the Henley Aerodrome near Spokane.

the morning walk out across the runway, and then we got out the airplanes. I got to fly the Student Prince, and I have to report that torque in the wrong direction can be a little disconcerting when you amplify it by pushing in the wrong rudder. Ever try to three point an airplane that doesn't stall? Well, I used up about a thousand feet of runway trying to do just that in the Student. Sure is a beautiful flying machine.

Anyway, Skeeter, because of his travels around the territory, has knowledge of just about every available antique airplane in his part of the country. So, anytime he runs short of projects he'll go out there and bring home something else to work on.

Having been an old Army aviator, I was really en足 thralled by his Stinson L-S. Having flown these noisy足 heatless-fuel-guzzling-headache-machines, I was at first repulsed at the thought of who would ever want to fly one of these miserable monsters again. But then the admiration_Jor the machine'L abilitv to do the iob came

back and I really felt quite good that someone like Skeeter would take the time to restore it. It's a real tri足 bute, too, to the men who flew these bone shakers in combat and used them as aerial jeeps. They proved their worth many times over, and the men who flew them are still heros. They never had the recognition the fighter guys did, and they couldn't haul the loads the bombers did, but in their own way they kept many a dog-face alive and a tactical situation fluid because they acted as the eyes for the people who called the shots. It's real good seeing one in flying condition . . . so beautifully done.

Skeeter took me on a tour of the area, and we visited several people and airstrips. One place we stopped was Jack Rose's strip and there in the shop was the prettiest Buecker Jungmann I'd seen and a Pitcairn project that is going to be a winner if I ever saw one. Jack's whole family is involved in this project and let me tell you they do beautiful work.

S

This is a Student Prince - built in 1930 and powered with a Cirrus engine. Notice the " backwards" prop. This plane is Serial Number 102.

That evening the Roses and Carlsons took me up to Henley Aerodrome to see Wimpy Redfern and look over his Fokker and Nieuport replicas. I'll tell you this is one of those places where it is happening . You can sit on the porch of the Wing-Over Cafe and watch the action. They have Tiger Moths used for student work and the WW-I replicas chasing each other, the usual assortment of other airplanes, and a flock of parchutists doing their thing . . . all at the same time. Never a dull moment and much to my surprise there didn't seem to be any conflict.

Everyone watched out for everyone else and they all had a good time.

Skeeter Carlson of Spokane and his Stearman C-3 which is being re足 stored in the livery of Varney Air Lines .

SKEETER's STEARMAN

MORE BUGGING ABOUT FLEETS

By Buck Hilbert, President

Antique/Classic Division

(P.hotos Courtesy Author)

You all know my Fleet-flighted imagination, and my fickleness when it comes to airplanes, and how I finally got hung on Mr. Fleet and set some sort of precedent by keeping him nearly six years. After averaging more than one trade per year for the previous eight years, it was indeed a precedent to KEEP an airplane that long.

I learned a lot from the experience of having Mr. Fleet around so long. Personality Plus was what that guy had, and when Dick Bach flew away with Him, I had a feeling I'd never had before. Sort of like watching your mother-in-law go over a cliff ... in your new car.

Also, it seems like every time the phone rings these past weeks it is someone with a question or comment on Fleets who also doesn't know He's gone making it necessary to tell the story all over again. Frankly, it hurts . Guess I'll never hear the end of it or be allowed to forget that I traded Him off.

And now to rub it in all the more, Roman Bukelt of Concept Models, has come out with this beautiful stand-off scale model of the Fleet (see pictures). Allow me to quote, "Wing span 49 in., Length 42 in., Weight 5 lbs. ready to fly . Powered by a .40 engine, it does all the traditional aerobatics with ease and more slowly than the typical R.C. aircraft. It is nearly stall-proof and can be landed at a fast walking speed. It spins nicely and recovers simply by neutralizing the controls.

Also, it does a nice snap roll."

I already know all this about Fleets. What he doesn't know is that it's even better than that when you actually fly the real thing! Woe is me! Why did I ever let Him get away?

Well, I've asked Romie to bring his model to Oshkosh and display it at the Antique-Classic Headquarters. May足 be some calm evening he will fly it for us, and when he does I'll DIE a little more ...

WHAT A STAG PARTY!

By AI Kelch (EAA 35767 Ale 700)

7018 W. Bonniwel/ Rd.

Mequon , WI 53092

PROGRAM FOR WALTER H. BEECH HANGAR DEDICATION

Back in the hills of Tennessee, they not only make moonshine, they throw fantastic Stag parties. The one to end them all was held at Tullahoma on June 12-14. Before you get any wrong ideas and I insult the distinguished guests, a Stag is a Staggerwing Beech. The party, a dedication ceremony to launch the wonderful Stagger­ wing Museum at Tullahoma - and the honored guests were Olive Ann Beech and Louise Thaden.

Festivities actually started June 12 and lagged over to the 15th and the party was so good that some were even there the day after. They sort of encourage this thing down there, and someday they are going to have the proverbial "Ma n Who Came To Dinner". To give you a run down on the type of hospitality, I will quickly out­ line the printed program: Thursday, June 12: Arrival - Reg is tration. (Lunch will be available at the Tower). Evening cookout at "The Barn" .

Author's Note: Now I have to break in here and tell you that " The Barn" as they call it, would put the Play­ boy Club to shame, and the cookout was steak and all the other trimmings, catered by a wonderful caterer.

Author's Note on the Author's Note: She serves cat­ fish breakfast back at the shop on Sunday .

Friday, June 13: More arrivals and registration.

9:00 a.m. - 5:00 p.m. - Fly Out/Drive Out to Par­ ish Patch Airport. Swimming. Lunch on the lawn .

Author's Note: Now this place should be in Texas for

what they call at the " patch" is 1200 acres more or less, and the cops should have arrested them for running a Roman orgy. A large swimming pool and cabanas to change in, 4 or 5 patios to sit on, and views from each that take all day in a rocking chair to digest. A private airstrip at the bottom of the hill so you can watch it all!

Magnolia trees 50 feet tall in bloom. If you've had enough say, "When!" - but don't wait for me!

1:00 p.m. ·3:00 p.m. - Committee Meetings Author's Note: This was just for the poor devils who had to work and did such a superb job of running the affair.

6:00 p.m. - 10:00 p.m. - Cocktails and Cookout at The Barn.

Author's Note: The Barn, which is really a clubhouse, is located in a beautiful woods, with a large patio, large enough to have a bar and seat several hundred people.

After another steak and goodies, they showed slides of previous Staggerwing activities . It was staggering ­ mind boggling and discombabelated me to think one bunch of bananas could have so much fun!

Saturday, June 14: More registrations .

9:00 a.m .. 2:00 p.m. - Fly OutiDrive Out to the Patch .

12:00 noon: - Lunch at the Tower.

2:00 - Fly-bys , Formation Flying, Photography (the news media was on hand and busy.)

9

Author's Note: They have been practicing - the fl ying formation was superb!

An unscheduled treat was the arrival of the guest of honor, Olive Ann Beech, who was immediately taken on a tour of inspection. It was a treat to see her and enjoy the place and people enjoy her.

6:00 pm. - 7:00 p.m. - Dedication of Walter H .

Beech Building.

Author's Note: Now that we have gotten all the levity over, we get to the real business of the Fly-In. All were seated at banquet tables in the hangar, and the program was started: Master of Ceremonies, H . H . "Red" Holloway, Jr. Invocation, Father Garnett Smith Pledge of Allegiance, Aviation Explorer Post 142 Introduction of Special Guests, Steve Worsham and Robert T. Smith Introduction of Trustees and Officers , Glen McNabb Introduction of Beech Aircraft Corporation Guests, Jim C. Gorman Dedication of Walter H. Beech Building and Unveiling of Dedication Plaque, W. C. Yarbrough , Museum President; Guest of Honor - Olive Ann Beech, Chairman of the Board, Beech Aircraft Corporation

10

CLosing Comments, Louise M. Thaden After the program, there was a formal unveiling of the plaque on the building, which carries an etched-in picture of Mr. Beech and No. 1 Staggerwing. Olive Ann Beech did the honors assisted by Louise Thaden. It was an impressive, memorable moment.

8:00 p.m. 路9:00 p.m. - Banquet.

Author's Note: Back to the tables after time for the caterers to set up the food and then a lovely fe stive banquet with the usual fine food and hospitality. All guests were introduced and the highlight wa s a few words from Olive Ann. I might comment for those of you who do not know, Mrs . Beech is not reveling in the past but looking to the future. She is Chairman of the Board and all concerned with current growth of the industry and Beechcraft. She is truly a representative of the industry!

Louise Thaden , who has the personality of a teenager and the aura of charm that emanates from people who do their own great things, gave a wonderful, entertaining talk . The evening was a delight and ended with a fun auction of old Stag parts and donated items from many sources.

Sunday, June 15: A day to unwind, relax, fly and do your own thing.

An early morning balloonist landed at the field and delivered a member. Dave Jameson, quite unexpectedly, was invited aboard and with a 'foosh' of fire from the torch - away he went. Didn ' t see him again until midafternoon. He came back with some wild tale of champagne landing celebrations, all female helpers and chase crew. (Lori Jameson, I hope you read this.)

Mrs. Beech departed in her handsome King Air and by evening there were only locals and Dave and I. We stayed over and intended to depart early on Monday.

There was a wisp of smoke from some moonshiner on one of the hills, and we decided we didn't want to fly through it IFR, so stayed for another gorgeous day, and a chance to visit with the people who had been so busy during the meet. John and Charlotte Parish are such energetic contributors of time, money and their own gracious selves, it was worth the trip just to meet them, the Senior Parishes and all the Tullahoma Bunch.

A finer bunch of bananas even Chiquita hasn't produced!!

11

STAGGERWINGS IN ATTENDANCE NAME, CITY AND STATE

Dick Perry, Hampshire, IL Jim Gorman, Mansfield, OH Beech Wiggins, Warsaw, IN George LeMay, Calgary, Alberta, Canada 5. Sonny Clave!, Wauchula, FL 6. John Womack, lola, KS 7. Lane Leonard, Covina, CA 8. Red Holloway, Baton Rouge, LA 9. Bill Schultz, Madison, NC 10. Norm Coffelt, Lebanon, OR 11. John Henry, Fort Collins, CO 12. Fred Brown, Ridgefield, CT 12 1.

2.

3.

4.

TYPE N路NUMBER

D G D

N53298 NC80305 N9886H

D D D D

C-FGWL N663 N1195V N51969

G D D D C

N911 N16S N1030 N79091 N47024

13. Jim Delaney, Washington, DC

14.

15.

16.

17.

18.

19.

20.

21.

Robert Hayes, Cleveland, OH Dick Hansen, Batavia, IL Stan Francis, Saylorsburg, P A Vernon Ford, Fort Pierce, FL Bern Yocke, Naperville, IL Les Grotpeter, Kirkwood, IL Glen McNabb, Jasper, TN William Hembree, Jacksonville, FL

D F D F D D D D

NC19493 NC50256 NC6923 N1422T N1038M N1336V N192H N40E

G

NC80315

MUSEUM STAGGERWINGS

22. John Parish, Tullahoma, TN 23. Dub Yarbrough, Tullahoma, TN 24. Bob Smith, Smyrna, GA

G

N44G

D F

N75544 NC20798

(Photo by Ted Koston)

The three AI Meyers' designs - far left, Meyers 200; foreground, Meyers 145; and far right, the Meyers OTW.

THE MEYERS AIRCRAFT SEMINAR

By Gar Williams

9 S 135 Aero Dr., Rt. 1

Naperville, III. 60540

Friday evening - January 17, 1975 - saw a unique 'happening' at the Antique Hangar, DuPage County Air­ port, West Chicago, Illinois. The Antique Airplane Association, Greater Chicago Area - the people behind the fabulous DuPage Air Show - sponsored a Meyers Aircraft Seminar. As they billed it - " It's a rare oppor­ tunity to see the planes and meet the men who were responsible for a remarkable chapter in aviation history!"

The Meyers Aircraft factory in Tecumseh, Michigan is just an hour away from Chicago via their high per­ formance Model 200. The relative closeness of the factory prompted the Chicago group to make arrangements for the factory manager and test pilot Ray Betzoldt, and Pard Diver, Chief Inspector, to conduct this evening seminar. Both of these gentlemen - now of Tecumseh Aviation - are long time employees of Al Meyers and were intimately acquainted with the OTW' s, 145's and 200's produced by Meyers Aircraft. Most obviously, this gathering was an unusual opportunity to see and hear the inside story on the highly regarded and proudly prized Meyers aircraft.

The program was opened by Troy Dodd, President of the Chicago Antiquers, with the following welcome: "We are indeed happy to be able to present the unique program you are enjoying tonight. Most often, the actual stories of past accomplishments are clouded by myth and hearsay. But, we are fortunate in having on our program this evening , two gentlemen who are intimately acquainted with the development of the var­ ious Meyers aircraft. We owe both Ray Betzoldt, factory manager and test pilot, and Pard Diver, chief inspector, hearty thanks for their time and effort in revealing the facts of Meyers' development to us.

We also owe thanks to those owners of Meyers air­ craft who have made it possible for us to have a repre­ sentative sample of each type on display tonight. A brief paragraph on each of those owners - Lou Seno, Sr., Bob Haney and Captain Charles Downey appears in the program.

And last, but certainly not least, we have to thank the vision and creativity of the man who made these wonderful machines possible. That man is, of course, Allen H . Meyers . One publication said that all the Meyers 13

aircraft were each the 'best aircraft of their time'. That I think is tribute enough, and fine tribute indeed to an outstanding designer."

Each guest received an eight page brochure com足 memorating the seminar. Within it was a short narrative describing the history of the Meyers Aircraft Company.

THE MEYERS STORY

Like many, Allen H. Meyers, was captivated by the exploits of the fliers of World War One - The Great War, as it was known at the time. Unlike many others, though, Meyers took action on his dreams. When he was unable to find a school that could teach him how to design and build aircraft, he apprenticed himself to the leading builders of the era. At one time or another during this period, he worked for Chance Vought, Glenn Martin and Stinson.

In 1928, Meyers soloed in a JN4 with an OX5 engine.

The milestone event took place at Curtiss Field, Long Island, New York, and from then on, he was on his way.

Prior to the Second "Great War", Meyers flew in a multitude of aircraft. Among the memorable flights was his journey in a Waco 10 from Baltimore to Evansville, Indiana - a flight that saw him downed by snow several times.

For a man like Meyers, flying alone was not enough.

He came to believe that there were some aspects of the design of current aircraft which could be improved.

This creative spirit led to the OTW - Out to Win - an advanced aerobatic biplane/trainer. In a unique tribute to the design of the craft, Meyers, after only nine hours of testing, flew from the Wayne County Airport in Mich足 igan to Middleburg, New York to visit his injured mother.

The plane later became the first to be approved for the Civilian Pilot Training Program during the war.

The end of the war saw Meyers' ideas turn to fast, efficient, personal transportation. The result was the 145, an all metal monoplane with a great deal of speed and grace.

(Photo by Ted Kaston)

Left to right, Ray Be/zo/dt, Pard Diver, Bob Haney and Chuck Downey.

(Photo by Ted Kaston)

Question and answer session.

14

(Photo by Ted Koston)

Left to right, Walter Kimotek, Ray Betzoldt, Pard Diver, Troy Dodd and Lou Seno, Jr.

(Photo by Ted Koston)

Walter Kimotek (at microphone) and Lou Seno, Jr. framed by the wings of a Meyers OTW.

The post-war market, however, was changing, and customers were looking for an executive/family size airplane. Meyers was quick to oblige with the 200, another low wing monoplane, this time with room for four, and all aluminum construction. The 200 model set world speed records that still stand today.

There the story, at least temporarily ends. The 200 was sold to North American Rockwell, and due to their "rationalization" program, is out of production. Allen H. Meyers is grounded as the result of a devastating stroke.

But who knows? Certified aircraft, like cats, seem to have many lives. Witness the Citabria - perhaps the Meyers, too, will fly again.

THE SEMINAR As Ray and Pard amplified the Meyers story many questions were raised by the guests. The enthusiasm and interest was readily apparent and for those who attend足 ed, this truly was a rare opportunity.

Each of the Meyers aircraft owners who had their

ships on display had the spotlight turned towards them for a chance to relate the background of their ships.

Chuck Downey described how he acquired and has maintained his colorful OTW, N26487. A 145 Warner powered 1941 product of Al Meyers, Chuck's ship is really a 'family' ship having purchased it in 1960. His son is the crew chief and most often the occupant of the front cockpit.

The MAC-145 on display was rebuilt after severe wind damage in 1965 by its present owner, Bob Haney . Bob covered the story of its rebuild and the requirements of keeping this beautiful airplane airworthy .

The 200 series was well represented by four ships including the last two produced. Lou Seno, owner of MAC-200 N235M, proudly related how he and his son, Lou, Jr., have enjoyed the speed, comfort and handling qualities of this classic airplane.

For the fortunate 125 attendees, the presence of Ray Betzoldt and Pard Diver - their airplanes and proud owners - made an unforgettable evening - one to be remembered and treasured.

15

AIR CURRENTS

By Buck Hilbert, President

EAA Antique/Classic Division

The visit to Spokane, Washington was the beginning this month , and it seems like the warm weather and the spring thaws have really made the sap run. I've had phone calls and letters you wouldn't believe. The Convention planning is getting closer and closer to being a fulltime job and the firm-up of the judging standards put out by AI Kelch and Gar Williams promises to make the decisions easier but maybe the job a little harder when it comes to judges and judging. The ever increase in numbers of the Classic airplanes and the decrease in parking area at Oshkosh is putting us in a real bind . EAA President Paul Poberezny has given us a show airplane camping area where we can camp with our airplanes for the same daily fee regular campers pay, and at the same time has installed additional facilities for shaving and showering to ease our way. Just across the road from Ollie's Woods, too, will be more facilities with a country store located in the old barn on our new property . As I asked you to do and you so admirably did, have patience and bear with us and we'll all come out all right!

Due to that aforementioned lack of parking space, and the even tighter squeeze of the area designated for airplane camping, the decision was made to cut the Classic display aircraft numbers down by limiting that parking to pre-1950 airplanes. The EAA Board and President Paul feel there were just too many airplanes to cope with. I don't readily agree now or will I in the future . I feel that our Classic airplanes constitute almost fifty percent of the Convention attendance and we must recognize that the Classic will one day outnumber all the other aircraft at the Convention. This will be a temporary situation, I'm sure, and we'll have a CLASSIC case to present for next year.

Type Club news this month came in from just about everywhere. Most novel of the newly formed type Clubs is one called SPARs. S. E. "Scott" Carson and Capt.

R. A. " Zot" Brazzotto have started this one to foster and preserve Rearwin and Commonwealth Skyrangers .

Potential SPARs can write the club at S. E. Carson's address, 29912 4th Ave. South, Federal Way, Washington 98002.

Robert Von Willer, Chief Fleet Owner, checked in.

He was over revv ed about coming home from Casa

Grande with Grand Champion. I can't help but be just a little envious. Fleet Club, P.O . Box 1426, Spring Valley, Calif. 92077.

The National Ryan Club is with Bill Hodges down in Searcy, Arkansas. Bill moved down there a while back and last I heard was back in school again completing work for his CPA "ticket". Bill's address is 708 N. Pine, Searcy, Ark. 72143.

Letters this past month are numerous as ever and I can't tell you about all the problems and suggestions people have but a few were really unique or humorous.

Ray Little, Leeds, Alabama got himself a Mooney Mite.

Ray is putting an aux tank and a lemon yellow paint job on his "Mite" and will bring it to Oshkosh. Dick Pingrey of Santa Rosa, California turned up a Swallow Com足 mercial just like mine . Dick may come out here to take pictures as he has no wings for his . Got a nice letter from Bob Collins of New Hope, Pennsylvania who wants to learn how to A&P his own antique airplanes. He has already had a little taste of maintaining them, but wants to know how to get himself some real experience. John Whitehouse of West Suffield, Connecticut is bringing his Seabee to Oshkosh. I'm lookin' forward to this one.

It's got to be the only Seabee in the world if you believe him. Chuck Woodhull down there in Naples, Florida has his Aeronca C-3 flying again. And Dick Stouffer, one of our EAA photographers for many years, has his Piper Tri-Pacer going at last. Dick is trying to pass it off as an Acro-Sport . At least he copied the paint scheme almost to the tenth of an inch .

Chapter newsletters from: EAA 152, Birmingham, Ala.; the AAA Tri-Counties Chapter at Pittsburgh; EAA 260 at Dolton, Illinois; the Greater Chicago Area AAA Chapter, Inc.; the Stearman Restorers Association; the Monocoupe Club; the Stampe Club; and the Ercoupe Club.

George Stubbs has his beautiful Stinson SR-I0G for sale. (See March 1974 issue of The Vintage Airplane.)

Contact George Stubbs, Speedway Airport, R.R. 18, Box 127, Indianapolis, Indiana 46234 .

That's enuf for now. I'll see most all of you at Oshkosh and maybe we can talk it up a little there.

"Buck"

16

INCIDENT OF

FRIDAY THE 13th

By Morton Lester, Ale Director

P.O. Box 3747

Martinsville, Va. 24112

The early morning quiet of Friday the 13th of June was broken by the voices of Bill Schultz, Butch Joyce, Pete Covington and myself as we struggled to get Bill's beautiful Beech D17S out of the hangar and prepared for our early morning liftoff for Tullahoma, Tennessee, home of the Staggerwing Museum. The occasion was the annual Staggerwing Fly-In hosted by John Parish and the "Tullahoma Bunch" . Parish Airdrome is indeed one of the most outstanding antique facilities imagin­ able, and one could not plan a more pleasant holiday.

As the big 450 Pratt-Whitney throatedly barked, coughed, and came to life, we carefully went through the check list and run-up. Our take-off and climb-out was routine and we soon found ourselves level at 10,500 and on course. I loosened my belt and comfortably set­ tled into my seat, relaxed, and concentrated on the smooth and rhythmic drone of that wonderfully depend­ able engine.

My mind soon wandered back to thi s same day exactly one year ago, the same destination, and flying precisely the same course. My brother-in-law, Bob Allen of Fayetteville, North Carolina, my cousin, Pete Coving­ ton of Martinsville, Virginia and I were on our way to Tullahoma, flying a handsome new Helio Courier. We were in a festive mood and looking forward with much pleasant anticipation to joining with many old friends and acquaintances for the dedication of the Louise Thaden Building which forms the nucleus of the Stagger­ wing Museum Foundation.

I was in the left front seat, Bob to my right, and Pete directly behind Bob. We had established a very gentle cruise climb and had reached 6,500 msl as we approach­ ed the Smokey Mountain area which joins Tennesse, Vir­ ginia, and North Carolina. I was so very pleased with the

turbine smoothness of the Lycoming 295 and triple bladed prop, that I placed my hand on top of the instru­ ment panel, leaned over to Bob and said, "Bob, this is the smoothest engine that I have ever sat behind." With those spoken words, the engine decided to " self destruct" and quit "cold turkey." The next spoken words were, "Well, I'll be darned, this couldn't have happened in a worse area." A hasty survey revealed heavily forested moun­ tains in all quadrants. The quietness was deafening.

I recalled seeing a small open area among the trees at about the 4500 ft. level of a mountain that we had just passed, and immediately set up a 180, all the while hoping that my memory had not failed me. During this time the three of us were talking as calmly as if we were sitting in our own living rooms. The thought was expressed that if we had to go down in the mountains, the Helio was definitely in our favor.

By this time, the leading edge wing spoilers had fa,llen out and we were descending at 1000 feet per minute, but I had the small clearing in sight and was mentally setting up an approach. Our touchdown would be up hill on an approximate 30% grade.

I softly said to myself, "So this is the third one." You see, I had often wondered if there was any validity to the adage that things happen in groups of three's .

Shortly before this incident the engine of my Clip-wing Monocoupe had failed due to a fuel blockage, and within 30 days of that incident, I made a forced landing in a Comanche 260B due to a faulty fuel injector system.

Fortunately, both of these forced landings were made on beautiful paved runways.

Without power, the sink rate of the Helio is some­ what excessive, and we therefore were corning in a little high, and a little fast. The extra speed would be needed 17

in order to get the nose up high enough to execute the steep uphill ground contact. The trees were now rapidly rushing up toward us as I said, "It's gonna be tight ­ we'll need to get out of the ship as quickly as possible because of fire danger." Truthfully, in my mind's eye, I thought we had it made . In the final moments, as I was getting the nose up, the top of the last tree that we brushed, caught the right wing tip and turned the plane sharply to the right. We actually touched down on three points in the opening area, but the side load on the left gear caused by the steep unhill grade was so severe that it snapped off, taking with it the door on the pilot's side. When the engine struck the ground, rather than skidding along as it would have on level terrain, it simply bulldozed dirt and rocks and the ship decelerated to a stop in less than 20 feet.

I so vividly recall the snapping and popping of the tree tops, the dull sickening thud of the jolting and virtually instant stop, and the stifiling dust and smoke.

The pain in my back was extremely intense, but I was also aware of the sudden peaceful quietness. I could hear, but had no vision and was unable to speak because the impact of the control wheel upon my chest had been so great that I could not get my breath. I was momen­ tarily unable to move, but slowly began to feel for my seat belt release, and became aware of other activity in the cabin. Bob's seat had broken loose from the floor, slammed into the instrument panel and then toppled back over on top of Pete. I recall Bob saying, "We've got to get out of here," and Pete replying, "I can't till you get out of my lap."

I released my belt, fell out on the ground and crawled about ten feet before passing out. The next thing I became aware of was Bob leaning over me, loosening my tie, asking, "Mort, how bad are you hurt?" I replied, "It's my back, I've hurt my back." It was only then that I discovered that my white shirt was an all over crimson, which was somewhat disturbing, but was only the result of a number of rather minor cuts and abrasions .

Bob later related that when he saw me crawling away from the plane, he leaped out and ran about 20 paces and then realized that Pete was apparently still in the ship. He immediately turned and bolted back and upon reaching the aircraft, looked up over the wing just in time to catch a glimpse of Pete crossing the top of the ridge in full gate. Pete had lost his watch, wallet, and glasses, but had his EAA hat firmly implanted on his head, down to his ears. Bob said that Pete looked like one of those "Bronco Rough Riders", the type that never looses his hat.

Anyway, after the excitement had settled, we took stock of things and knew that we were going to need some help. The area appeared completely uninhabited, for we were indeed out in the boonies. During the short final approach I had noticed a small logging trail several hundred yards away, and suggested that either Pete or Bob start walking in that direction. Bob elected to go and upon reaching the trail, he was much amazed to see a small boy ride up on a bicycle and with wide eyes ex­ claimed, "Mister, did you see a plane go down near there!" Bob responded in the affirmative and asked where the nearest telephone was located. The lad advised that there was a country store at the foot of the mountain.

Bob related that his first impluse was to grab the bike and go for help, but he asked the youngster if he would have the store owner call the Highway Patrol for an ambulance. The lad replied, "Yes, sir" and was gone.

Bob said the boy's wheeling down the side of the moun­ 18

tain appeared far more dangerous and risky than our forced landing.

Back at the aircraft, I was unable to sit up or turn over, but found that I could move my feet and knew that I would be all right and decided to simply relax until help arrived. In spite of our circumstances, it was a beautiful area. The vegetation was abundant, and the air was crisp, refreshingly cool, and tranquil. The wind whisper­ ing through the tree tops was almost enchanting.

Some two hours later, we arrived at the hospital emergency room and were getting the very best of atten­ tion and care. Both Bob and I had several cuts that needed closing and while this was being done, I became aware of a great deal of moaning and groaning from across the room. An emergency room doctor had his knee in Pete's left armpit and was unsuccessfully trying to re-set his dislocated shoulder. Pete, of course, was still wearing his EAA cap. It was decided that it would be necessary to put him to sleep in order to set the shoulder.

Much discussion resulted from this because Pete did not want to give up his false teeth and the anesthetist would not put him to sleep unless this was done. This was accomplished, and Pete was on his feet the next day and doing just great.

My father came down the following day and expressed an interest in going up to the site and asked Pete if he would care to go. Pete advised, " No thanks, I've been there."

It was found that my back injury consisted of two crushed vertebra and a damaged disk. This necessitated a slow recovery and the wearing of a back brace for many months. But, all three of us have sufficiently recovered and our enthusiasm for sport aviation has not been dampened one whit.

In fact, I remarked to Bob just recently that the Helio was the first ship that I had ever damaged, and that in my mind, I had flown that approach on the mountain of Friday 13th so many times that I felt that I could do it with my eyes closed. I related that I just wished I could have another shot at it. Bob replied, "Not me, I'm sat­ isfied!"

During this year's Staggerwing Fly-In, I related this incident of a year ago to Al Kelch, one of our Antique!

Oassic Directors. At his urging I am offering this detailed account for our members in the interest that it might be of help should they ever find themselves in such a situation.

My suggestion would be to keep cool, keep control, KEEP FLYING SPEED, and keep flying the ship until all forward motion has stopped . Fatalities during forced landing are most often caused by trying to stretch a glide, not maintaining flying speed, and therefore going in out of control.

I was taught to fly by my father while I was still a small boy. How clearly I remember practicing power off approaches with his continuing to drive home the three golden rules of forced landings. Fly the airplane - Fly the airplane - Fly the damn airplane.

HAWAIIAN CUB Currie Lee, 1347 Pueo St., Honolulu, Hawaii 96816 completely restored this Cub and has done 3 others for friends . He now finds h is stock of airframes ru nn ing dry, so is consider­ ing building Wag Aero CU8 y's for other frie nds who want J-3s .

Classified Ads

AERONCA ENGINE OWNERS - Send your present and anticipated future requirements for plain insert-type con rod bearings along wi th crankpin diameter, if known, to: Tom Trainor, 4604 Briarwood, Royal Oak, Michigan 48073.

TRADE - Metal spar J-3 wings. Need little work before covering. Not for sale but will trade for GOOD wood spar wings for early '38 J-3. Will consider later model wood spar wings for J-3 if in really good shape .

Would also like an engine cowl for a 40 hp J-3 or J-2.

Dave Workman, Zane Auto Top, 400 South St., Zanes­ ville, Ohio 43701 .

WANTED - For Laird Super Solution project. The Florida Sport Aviation Antique and Classic Association is restoring this historic racing aircraft and they need a propeller. The plane was fitted with a Hamilton Standard, ground adjustable, design no. 21Al-7 SIN 36382 - 36385. Please contact Ed Escallon , 335 Mil­ ford Drive, Merritt Island, Florida 32952 (305) 453­ 0481.

WANTED - Blackface Cub altimeter, Szekely engine or parts or manuals . Phil Michmerhuizen, 186 Sunset Dr. , Holland, Mi. 49423 .

Calendar Of Events

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!

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SEPTEMBER 26-28 - CAMDEN, SOUTII CAROLINA - EAA Chapter 395 (Antique) Fall Fly-In - formerly held at Gastonia, N.C. Big Fall ga therin g of antique and classic aircraft with awards and plenty of flying fun. Contact Dwight Cross, Jr. , Box 468, Huntersville, N.C. 28078.

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.

OCTOBER 10-12 - TAHLEQUAH, OKLAHOMA - 18th Annual Tulsa Fly­ In. Located 50 miles ElS E of Tulsa. Sponsored by AAA Chapter 2, EAA Chapter 10 and lAC Chapter 10. Contact P.O. Box 4409, Tul sa, Okla. 74104.

SEPTEMBER 19-21 - KERRVILLE, TEXAS - 11th Annual EAAI AAA Southwest Regional Fly-In. Antiques and experimentals. Trophies, Air Show and Barbeque. Contact: Kerr County Chamber of Commerce, P.O. Box 790, Kerrville, Texas 78028. Phone: (512)896-1155.

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 f1y­ in is usually made on too short notice for inclusion in The Vintage Air­ pla n e , so ·we recommend to all planning a Florida vacation that they contact FSAACA President Ed Escallon, 335 Milford Drive, Merritt Island , FlOrida 32925 for fly-in details. Joi n the fun'

Back Issues Of The Vintage Airplane Limited numbers of back issues of THE VINTAGE AIRPLANE are available at $1 .00 each. Copies still on hand at EAA Headquarters are: 1973 - MARCH, APRIL, MAY, JUNE , JULY, AUGUST, SEPTEMBER, OCTOBER, NOVEMBER, DECEMBER 1974 - JANUARY, FEBRUARY, MARCH, APRIL, MAY, JUNE, JULY, AUGUST, SEPTEMBER, OCTOBER, NOVEMBER, DECEMBER 1975 - JANUARY, FEBRUARY, MARCH, APRIL, MAY

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