VA-Vol-3-No-78-Jul-Aug-1975 by EAA Vintage Aircraft Association

Editorial For The Vintage Airplane By Paul H. Poberezny President, EAA

Fellow Antiquers and Classic Airmen, you will have to excuse our delay in gettin g Vintage Airman off on schedule. It is quite cha llenging for the small staff h ere at EAA Headquarters, especially at this time of the yea r, to produce three publications for the Divisions plu s our normal SPORT AVIATION . Many of us were very involved in putting together a most s uccessful annual flyin at Oshkos h and as a result of so much aviation enthusiasm, we fell behind in some areas. There have been p ro and con opinions as to why we should have an An~ique/Classic Division. Some feel that it all should be included under one name, Sport Aviation, and under the parent organization, EAA. While others would like their sep ara te ide ntification , separate publication and ac tivities. The Divisio ns of EAA were formed with the thought in mind that those within EAA, whose interests were in a particular area of aviation could offer a great deal to the EAA staff in handling the affairs of, for example, the Warbird enthusiast, AntiquelCla ssi c enthusiast and th e Aerobatic enthusiast. This was to be especially helpful a t th e annual Convention, when it seems birds of a feather flock together. This was proved over th e years, with ea ch of the Divisions taking care of parking of the aircraft of their interest, holding forum s, judging, etc. This has lightened the load con Siderably on those of us whose responsibility it is to insure that the overall convention runs smoothl y. However, in between times, we find that getting publications out and answerin g additional correspondence generated by Divi sions is a bit challenging and takes more manhours than was anticipated. We would very much Like to have your opinions and recommendations on how we keep our identities of our particular love at the moment, and yet be successful as a business. We have made a number of steps in that direction for each of the Divisions are armed with their own patches, decals, pins, buttons, etc. However, we all must recognize that unity and numbers are certainly to be considered when it comes to dealing with government matters pertaining to all of our welfare. If

we own a homebuilt, an antique, a warbird or a rotary wing aircraft, or even a fac tory built aircraft, all of our problems in using air space, airports, licensing fees, and o th er costs are the same. If we expect to continue to enjoy the freedom as we now know it, we must be united and present good recommendations, sugges ti ons and alternatives to governm ent. The meetings that we have held h e re a t EAA H eadq uarters over the years, with representatives from our Divisions, other avia ti on groups and the FAA are proof that all of us being united can lessen government regulation a nd be heard on all matters. Each of u s attempting to do this alone, would not be as successful and I dare say we would not d raw the attention or catch the proper ears to be hea rd. When any group becomes la rge, it certainly becomes more effective, but with bigness comes problems. Opinion s on what course to take will vary a nd even at fl y-ins or the annual Convention, logistical problems, peopl e problems, etc. must all be looked at in a different light. Many of us look back to the good old da ys - a less hectic pace - which all of us really desire, I am s ure. On one hand we would like to see aviation even more success ful an d stronger, but this again involves more p eopl e. I would like to look at EAA as having assumed a natural g rowth and if it has attracted a great many people then it must be a credit to all of those in EAA who believe in its principles, philosophies and what it can do for all of us . Putting out a publication is not easy. It takes the help of many. I am personally appealing to each of you to help us make Vintage Airplane an interesting and education al publication . Give us guidance and direction . Send us material. There has been so much printed on aviation that one wonders if there can be something new. We will be looking forward to hearing from you and I would like to take this opportunity to thank the Officers and Directors of the AntiquelClassic Division for their loyal support a nd unselfish giving, not only to EAA but to aviation as well.

I~f ~ ~IAbf ARPlA~f COVER PHOTOS . ..

VOLUME 3 NUMBER 7 and 8 JULY and AUGUST 1975

(Photo by Lee Fray)

(Top Right) This beautiful American Eagle . owned by Ed Wegner of Plymouth. Wisconsin , was thi s year's Antique Grand Champion at Oshkosh . Nicknamed " Tempus Fugit " - or " time flies " in Latin - this aircraft is known to have been in the Milwaukee area since the mid-1930's. Flown by none other than EAA President Paul Poberezny , the aircraft was owned at that time by Paul 's close fri end . Fred Matson. who later lost his life ferrying an aircraft over the Atlantic in World War II. Ed Wegner obtained the aircraft in Tomah. Wisconsin and restored it to mint cond ition . (Left) (Lower Right) Whitten beck in the " Speedwing " (see Page 8) . The Crites brothers (see Page 4) .

TABLE OF CONTENTS Editoria l .. . Paul H. Poberezny .. Barn sto rming ... Edward D. Williams . A Silver Eagle in Retirement . . Robert G. Elliott . .... . . . . ... . . . . The Bates Monoplane. A Visit to Blakesburg . . . Paul H. Poberezny Bringing Home the Ryan STM ... Mitch Mayborn . The Saga of STM -S2 . Downers Grove Squ adron .. . Maj. Florence West holm . Air Currents . . . Buck Hilbert It All Ha p pened in July of '69 ... Norbert Binski . . .... . .. . . .. .. . .. .. . ... . . . ... .. .. .. . . ...... . . . . . . . . A H idden Haza rd . .. Buck Hilbert . . ... .. ...... . . . . . . . . . . . Waco Aircraft Corrosion In spectio n Ford Tri-Motor Found in Jungle . ... .. . , . . . 3rd Annual Cub Fly-In . .. Gar Williams . .. . .... ...... ..... . . . . . . . Oshkosh Fly- In Stati stics. . .............. .... . . . . .... ... . . . .. • . . . . ... . . That Same O ld Q uestions and a Tragic A nswer Washington Offi cia ls Visit Oshkos h ........ . . • . . . EAA Honors " Grea ts of A viation" . . ....... ... .

CAP Cadets Help at O shkosh The Jaycees and EAA Do It' . . . . . . . . . . . .

. . . . . . . . . . . ... . . . .. . . . ..... . . . . . . .. . . . . .. . . . . . . . ... . . .

M ystery Air planes. . ....... .. . .. .. . Aerobatic Co ntes t at Fond du Lac . Minutes of Meetings.

8 13 14 15 18 19 21 21 22 23 24 25 27 27 28 29 30 31 31 32 33

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

Ed itor Jack Cox Assistant Editor - Golda Cox

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

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

SECRETARY RI CHARD WAGNER BOX 181 LYONS . WIS . 53148

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

33303

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

JIM HORNE 3850 Coronation Rd . Eagan, Minn. 55122

MORTON LESTER P. O. Bo x 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 Box 113 Braunsburg , Ind . 46112

JACK WINTHROP 3536 Whitehall Dr. Dallas, Texas 75229

DIVISION EXECUTIVE SECRETARY DOROTHY CHASE . EAA HEADQUARTERS THE VINTAGE AIRPLANE is owned exclusively by Antique Classic Ai rcraft, 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 10 all who are interested in aviation.

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By Edward D. Williams (EAA 51010)

713 Eastman Drive

Mt. Prospect, Illinois 60056

View not seen by usual aircraft passenger.

kesha, WisconSIn. Since last May, the 68-year-old Crites twins have been selling rides in a 1928 Waco ASO at Waukesha County Airport in just about the same way they did almost 40 years ago. And they have found that the rides, at a bar gain rate of $5 a person, have stirred tremendous inter est and are more popular now than they were in the late 1930s when they flew passengers in two Waco ASOs at the same airport. But their barnstorming days go back fa rther than that - to 1928, in fact, when they were numbered among the few pilots in the whole state of Wisconsin . Dean and Dale can be seen with their beautifully restored Waco almost every weekend at the airport from 9 A.M. until evening. On occasions they take the three place, open cockpit biplane to other Wisconsin cities and into Illinois for fairs and fly-ins, and it was one of the attractions at the Experimental Aircraft Association's annual fly-in at Oshkosh July 29 - August 4. The ASO, in fact, was awarded a large plaque at Osh kosh as category champion for the Golden Age era of 1923-1932. Dale also won the category champion award for the Wright Brothers era for his replica of a 1911 Cur tiss Pusher. Dale is well known to EAA members for restoring and then flying an original 1911 Curtiss Pusher named "Sweet heart", which was a familiar sight at air shows until Dale donated it to the EAA Air Education Museum at Frank lin, Wisconsin five years ago. "In order to give me a project to work on, Paul Pober ezny (EAA President) gave me the remains of the Waco which had been laying around the Museum," Dale said. Dean and he did not get right to it, though, as Dale wanted first to build a replica of the retired "Sweet heart". The replica was finished two years ago and was seen last year at the fly-in at Oshkosh .

The ASO touching down at Waukesha County Airport. Dale Crites is the pilot.

"With the replica flying, we were able to concen足 trate on the Waco," Dale said. "We had considerable help, both in labor and ideas, from a lot of friends." Stamped with the quality craftsmanship of the two men, the Waco was finished and got its certification from the Federal Aviation Administration on May 9, 1975. "We flew it immediately at Waukesha and it was quite an attraction, and so many people asked us how they could get a ride that we decided to carry passengers," Dean said. The response was amazing, Dale added. "Old and young alike have been thrilled by the rides, and no one has ever told us he was dissatisfied . Most of them get out of the plane, shake our hands and say it was the best ride they ever had. One old man told us that "I've been waiting a long time to fly in one of these'." Dale said that people call them all week long asking about the ASO. The airport management also is happy with the Waco flights from its field as it is good promo足 tion for the airport, Dale added . There is no age limit to the interest. "We've had a 65足 year-old couple go up and then rave about it, and we've had kids as young as two or three go up sitting on their parents' laps," Dean said. "That's O.K. as long as they are under five years of age." The front seat was de足 signed to hold two adults easily, and the Crites twins try to make four flights an hour, for a maximum of eight passengers an hour. The rides last 10 to 12 minutes. Each passenger gets to wear an old cloth helmet to keep his hair from being windblown. "At the Waukesha County Fair in July, we flew so often that we used four helmets," Dale said. "Two people waiting their turn to go up put on their helemts ahead of time so we wouldn't waste time," he explained. The fair was held on the grounds adjacent to the airport, and on one day the Waco was in the air more than eight hours. "We couldn't take all the people who wanted to go and had to turn many of them away," Dean recalled. "This is the greatest sport there is," Dale stated . "Remember that it was the old biplane that first got people into flying years ago." He added that many of the young people who have flown in the Waco since

The ASO always attracts a crowd. Dale Crites discusses the plane with this group while Dean Crites is the pilot getting ready to go on flight .

(photo by Le!l Fray)

Left to right: Dean Crites, Dale Crites, and Philippe Van Pelt, check out the engine of the Brown racer, "Miss Los Angeles". The Brown is on loan to the EAA Museum by Bill Turner of Belmont, California.

Engine View on Take-Off.

May have expressed a n interes t in learn ing to fly , "j us t like 40 yea rs ago when barns torm ers gave peopl e the fl ying bug". Dale said th at there are repea ters of two types w ho come bac k for a second ride - those who flew in a bi plane man y yea rs ago and wan t to recaptu re the nos tal gia of years past and those who flew in the Waco for the first time this year a nd come back again . He added that th ey even h ad passe ngers who flew in their ow n two ASOs back in 1937 and 1938. "But the cos t was cheap er in those day," Dean recalled. For example, at the Elk horn (Wis. ) County Fair in 1937, a ride in a Crites ASO cost $1 a passenger. Dean a nd Dale were Mukwonago, Wisconsin farm bo ys in 1927 w h en the y star ted takin g flying lesso ns from anoth er farm boy, Robert E. Hu ggin s of Honey Cree k, near Burlin gto n, who had attended an Illinois fl ying sc hool. At that time, pilots, instructors and s tu dents did not need flying licenses. In a story printed in The Milwa ukee Journal o n May 19, 1929, h ea dlined " From Plows to Airp lanes, Crites Twins Turn From Fanning to Flying", the paper reported how th e boys overcame their father's objection to their flying. "The sons cured th e fa th er," th e paper sa id , "by h avi ng the mother go aloft, and sh e twitted the dad into taking a flight." After that, the father was enthusi as tic abou t flying. The twin s originally had am biti ons to be avia tion mechanics, and fl ying not only was rare in Wisconsin at that time but it was expensive. "We carried passengers at Honey Creek just to get money for gas and oi!, " Dean said . But by 1936, barnstorming had become th eir main source of income as they made their base at Waukesha and flew an OX-5 Waco 10 . " We flew out of Waukesha even before there was a hangar h ere," Dale recalled . In 1934, the twins toured the state in a Stinson Trimotor findin g passengers where th ey could , but th eir affinity for the Waco ASO goes back to October, 1938 when they got their first one. In May, 1941 , they got their second , and hundreds of per sons flew in th e two Wacos . The brothers formed the Spring City Flyin g Service at Waukesha in 1941, but World War II found th em givin g flight instruction in Piper C ubs for th e military under co ntract, a nd their barn s torm in g ended. " We were much too busy with flig ht training for the Ferry Command," Dean said. However, they kept the Wacos for a few more years. Finally, one was sold in 1944 and the o ther a year later. The firs t one crash ed later in Arkansas, but the other is still flying as a crop dus ter at Orlando, Florida . Dale stayed with the business continuously until he sold the Spring City Flying Service, then an established fi xed base operat ion, in January, 1970, a nd retired. At th at time h e also retired as airpo rt manager, a pos t h e h ad held since 1945. Both men h ave amassed more than 20,000 flight hours each and h ave flown just about every type of ge neral avia tion airpla ne ever built. Dea n, who h ad interrupted his service with Spring City Flying Ser vice in 1942 to work with the FAA in Milwaukee and then as manager of th e Manitowoc , Wiscon sin airport, re joined Dale in 1963 as the FBO plant manager, and he also retired in 1970. Dale located his famous "Sweetheart" Curtiss Push er in a barn at Lake Mills, Wisconsin in 1951 after man y years of s torage. He boug ht it for $500 a nd completed res toration in 1966 at a cost of about $5,000. Built in 1911, it was purcha sed in 1912 by John Kamensky of Mil waukee, and it was the firs t aircra ft in Wisconsin . Kamen sky flew it in the Milwaukee area at man y public events 6

and it got widespread publicity. Th e Crites Waco ASO came out of the Advance Air craft Co. factory at Troy, Ohio, as seria l number A14 on July 21, 1928. Since it had a blue fuselage with red trim dnd silve r wings, the Crites brothers made s ure that that is how it looks today. The Waco model ASO s tarted out in 1927 at the "Ten-W" or " Waco Sport" and also was known as the "J5 Waco", the "Whirlwind Waco" or the "J5 Straight-Wing" (to distinguish it from the "J5 Taper Wing") . It also was known as the "220" and finally as the ASO . Th e factory fresh ASO was a handsome plane with simple lines. It had an upper span of 30'7" and a length of 22'6" . It had a useful load of 1,050 pounds, a maxi mum speed of 125, a cruise speed of 105 and a range of 575 miles. Price at the factory in 1928 was $7, 215. Power was s upplied by a nine-cylinder Wright Whirlwind J5 of 220 horsepowe r. " People are amazed that the en gine is th e same type that Lindbergh used on his fam ous solo fli ght to Paris," Dale reported. Al thoug h th e Crites brothers are experienced air craft res torers a nd have re-done a number of aircraft over the years, they hope now to spend more time on fly ing, their first love. "Buck Hilbert wanted us to restore his Swallow , but we jus t don ' t have the time," Dale sa id . E. E. "Buck" Hilbert, President of the EAA's Antique and Classic Division, has arranged for the res toration of the only fl ya ble Swa llow in the World (SPORT AVIATION , August, 1974) . A Swall ow made the first commercial airline flight in history on April 6, 1926, for a predecessor company of United Airlines, and Hilbert, a United DC-8 captain , plans to hav e hi s plan e read y to celebrat e United's 50th anniversary next year. In addition to the Waco and " Sweetheart" replica, the Crites stable consists of a Davis D-I-W, Piper J-3 Cub and Piper L-4 military version of the Cub. Dale used th e J- 3 in his "Flying Farmer" comedy routine at air shows, and the Civil Air Patrol is using the L-4 in its work. But it is the Waco that is the star in their eyes, and they said th ey are h appy to have the opportunity to provide " another piece of nostalgia ". "We try to give people their money's worth," Dale said. "A lot more than they got in the post-World War I days when they paid $10 just to go up and come right down again in a Jenn y." " People say the flight is just short of breathtaking," Dean added, " and many of them pose with us for pictures afterward . I've never seen so much film shot up ." For people who don't have their own cameras along, the two pilots give them a 3" x 5" picture of the Waco as a souvenir. Sometimes , before the passe n ge r-carrying flight s begin , Dale's dau ghter, Barbara, gives a sky-diving dem onstration to draw interest. Barbara, 25, has about 80 parachute jumps to her credit. She has not jumped yet from the Waco but hopes to soon. " Years ago, Harrison Rice jumped from one of our Wacos in the Waukesha area," Dale recalled, and Barbara hopes to duplicate that feat. In addition to being a workhorse, the Crites ASO is a show horse. At an antique airplane fly-in at Harvard, Illinois the Waco won three trophies . "It took the oldes t plane, best res tored biplane and clean sweep awards," Dale said . Dean and Dale plan to take it to more county fairs and air shows "to show people that there still is an opportunity to fly in a 1928 biplane" while other bi planes are brought in for viewing only by their owners. Throughout the coming winter month s, the Waco

probably will rest in a hangar as the Wisconsin winter weather is not conducive to open cockpit flying . "But we may take it throughout the South the following win足 ter," Dale said. The two retirees plan on flying the Waco as long as they can, with no plans to hang up their hel足 mets. At 68, the Crites brothers - and at 47, the Waco ASO - are going strong, and there still are a lot of willing people who have never had the chance to fly in a 1928 airplane. Where will the Waco eventually end up? The EAA Air Museum - of course.

(Photo by Lee Fray)

Dale and Dean Crites (left and middle) work on the "Spirit of St. Louis " replica prior to its being taken to Oshkosh . Dave Jameson later flew it during the Con足 vention for the enjoyment of thousands of EAA mem足 bers.

Dale on wing - Dean is pilot.

By Robert G. Elliott Daytona Beach, Florida

IN RETIREMENT The anxious voice of Hugh Thomason, announcer for the Fordon-Brown National Air Show, directed the eyes of every person in the bleacher stands towards the rapidly growing dot ... low ... low .. . on the horizon. Although a stand of maple trees on an adjoining farm had caused the fast approaching dot to rise slightly, it still snarled closer and closer, trailing a little smoke. Just over the extremities of the fi eld , the small aircraft dipped even lower, and as one . . . the crowd rose to their feet, because the little biplane was upside down, barely six feet above the turf. It scooted across the field, with not an engine sput ter nor a waver of the wings and gradually rose ... way out there to the left. Some thirty to forty feet above the ground, it slowly rolled upright. Momentum carried it even higher so that the pilot turned the plane in his favorite crowd-thrilling landing maneuver, the power slip, and before anyone was aware of it, the Great Lakes had turned 180 degrees about and was landing on the same runway over which it had just flown inverted. Without hesitation, the Great Lakes turned off the runway and taxied to the reviewing stand ... the cheers of the crowd overcoming that staccato rhythm of the 100 hp upright Cirrus engine. Before the prop had ticked to a stop, out climbed Clem Whittenbeck ... undisputed inverted aerobatic flying showman. I saw Clem perform this feat that da y, and another time at the old Amboy Field, Syracuse, New York, during July of 1936. Luckily, early arrival had afforded me an opportunity to pick an excellent spot with no-one sitting before me. Announcer Hugh Thomason had presented the Stars of the Fordon-Brown National Air Shows in their respective order. As I recall, there was Harold Johnson stunting at low level, the tri-motor Ford. A par ticular maneuver which always astounded the crowd was the loop, immediately after becoming airborne. Roger Don Rae, retired now and living in Lakeland, Florida would stunt his Waco Taperwing. Buddy Batzell would thrill the crowd with his parachute jumps while Charley Abel performed glider aerobatics with silent precision. Joe Jacobsen and his Howard Pete gave the crowd a taste of speed in the many low level passes at times rac ing with the Laird Sport, owned by Harold Johnson. Every air circus of those days had a comedian, in this case it was Dick Granier, who, dressed like a real country bumpkin, stumbled down from the stands, ran onto the field yelling that he too, could fly a plane like anyone else. Without further ado, he would climb into a wait 8

(Photo by Robert G. Elliott, Daytona Beach, Fla.)

Clem Whitten beck and Jessie Woods laugh about old times in front of a present day Great Lakes. Clem worked for the Flying Aces Air Shows back in the late twenties and early thirties, a traveling air show owned by Jessie and her late husband.

ing Curtiss Pusher, and perform all kinds of low level stunts before the crowded stands, making it appear as though he was completely out of control. But the show stopper was always Clem . . . with his inverted aerobatics. Clem would perform anything in verted, that other pilots would perform upright. Visiting with Clem at his mobile home alongside the Withlacoochee River near Bushnell, Florida several weeks ago, Clem made the observation to my wife, Muriel, and I that during those early days, from the late twenties to the late thirties it became more and more difficult to attract the crowds . Many would come to the field for the performances, but would park outside to avoid paying. It was for this reason that he decided " to perform so low that the cheap skates would have to pay for a seat in order to see". Only seven years after the Wright Brothers m ade their flight at Kitty Hawk in December of 1903, Clem and a gang of neighbor kids made their first glider. They col lected ba mboo strips, pine strips, wire, tin and from their mothers closets, many sheets. After much figuring , wir ing and nailing, they were ready to attach the fabric. They had no knowledge of nitrate dope in those days, so they covered the fabric with clear varnish , which they borrowed from their fathers work shops. In view of the fact that Clem's father had a large barn with a high hay loft, he was elected to be test pilot. So, after much huffing and puffing, the kids got the glider up on the roof. Clem climbed in the glider, and they waited for a

(Photo Courtesy of Clem Whittenbeckj

(Photo by Robert G. Elliott, Daytona Beach , Fla.)

Clem Whittenbeck in his 100 hp upright Cirrus during an inverted low level pass over the Amboy Field at Syracuse, New York during the summer of 1937. He had changed the paint job from light blue and white to black and white for the 1937 appearances with the Fordon-Brown National Air Shows. During a cross country pass such as this Clem was usually about 6 feet above the ground.

The 1930 Cirrus powered Great Lakes flown by Clem Whittenbeck during his Fordon-Brown National Air Show performances, circa 1935-1937. This particular model was made in 1930, the second Great Lakes owned by Clem . He had souped the engine from 90 hp to 100 hp for greater power in his inverted flying act. The site of this photograph was the old Amboy Field, Syracuse, New York. June, 1936.

(Photo Courtesy of Clem Whittenbeckj

Fordon-Brown National Air Shows performers, circa 1936-1937. Seated, left to right: Clem Whitten beck, in verted flying in Great Lakes; Capt. Dick Granier, erratic flying of Curtiss Pusher; Harold Johnson, stunting Tri Motor Ford; Roger Don Rae, aerobatics in Waco Taper wing . Standing, left to right : Hugh Thomason , an nouncer; Buddy Batzel!, parachute jumper; Charley Abel, glider aerobatics; Joe Jacobsen, racing Howard Pete.

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good Oklahoma prairie breeze. When it did stir the hot air, Clem jumped off the roof ... and went straight down into the farm yard manure pile. It was a lot later in 1919, while living in Oklahoma, that a friend of his, Bill Hale, a hardware dealer, bought an old WWl IN-4. Another mutual friend who operated a feed business, John Stouffer, who had been a flight in structor at Kelly Field during WWI, was asked to give fly ing lessons to Bill Hale . . . and as time went by Clem also got some flying time. Clem soloed the Jenny that same year, 1919. Not long afterwards, while in Tulsa, he encountered Jimmy Hazlip who gave him further fly ing instruction. Soon after his solo flight, Clem became an operator of a small single runway field in Miami, Oklahoma, with a 1450' north-south approach. During those early years, there was no such thing as a flying license nor did many pilots keep logs, but Clem's accumulation of air time by then was close to four or five hundred hours as near as he can recall. When the first inspector of the newly-formed Aero nautics Branch of the Department of Commerce came to Clem's field , he of course found neither pilots nor planes licensed. Clem was out on a trip at the time, and when he returned he was told of this new regulation. Realizing the importance of this restricting regulation, he flew to Tulsa to see Jimmy Hazlip again for a brush up course, as Hazlip was well informed of the new flight rules of the time. Clem studied navigation, mechanics, meteorology and shortly afterward took the test and passed easily. For his effort he was awarded what was called a Transport License in those days. Clem recalls that when he retired from flying in 1947 he had a total of between eleven and twelve thousand hours . . . a huge portion of which had been recorded during aero batic performances. He has said that one of the most monotonous periods of flying for him, was that of flying from one air show field to another. The routine of Air Line flying never had any appeal for Clem, though his activities over the years included that of aircraft sales man , demonstrator, flight instructor, stunt pilot and professional racing pilot. Spotted in there along the way were hours of charter work, carrying passengers for sight seeing rides, and testing new aircraft deSigns. Clem spent many hours giving flight instruction dur ing those early days, and perhaps one of the better known personalities he gave instruction to was the late Wiley Post. Wiley had lost an eye working in the oil fields of Oklahoma, and from the cash settlement he received from the accident he purchased an old WWI Standard. Wiley, however, was not as interested in aerobatics as he was in straight and level cross country flight . His pro ficiency in this, together with his knowledge of naviga tion and aircraft were proven later with his two flights around the world. Of course, Wiley also became a pio neer in high altitude flight research with a pressure suit of his own design, using the famed Winne Mae modified for high altitude flying. In 1930 Clem joined the Flying Aces Air Shows, which was owned by a husband and wife team. Jessie Woods, the surviving half of the team, still resides in Sarasota, Florida, and it was at a fly-in at Lakeland, Florida in the spring of 1975 that Clem and Jessie met once more after many years. He had been a contract pilot for the Flying Aces during the period of 1930 to 1932. The first Great Lakes used by Clem during his Fly ing Aces performances was a 1929 model, while the plane he used for his performances in the Fordon-Brown shows was a 1930 model. He had increased the horsepower of 10

the Cirrus from 90 to 100 by then to assure a greater re serve for his inverted aerobatics. In the period of time from about 1931 to 1932, Clem went to White Plains, New York and bought a Gee Bee to be used while performing with the Flying Aces. Clem attributes his many hours in racing and tricky planes plus his aerobatic knowledge as a major factor to his many successful and relatively safe flights in the Gee Bee. Clem's aerobatic fame caused the Army Air Corps to approach him in 1939. Nine contract flight schools were being formed and Clem was asked to teach aerobatics to potential flight instructors. The program began in Lin coln, Nebraska, all cadets having had a refresher course at Randolph Field. As the Army Air Corps had no suitable aircraft for aerobatics at their disposal in Lincoln, Clem was allowed to use his old 1930 Great Lakes. It was during one of these instruction flights that a serious accident almost ended his career. At about 3500' above the field, with a student in the front cockpit, Clem rolled right out of an Immelman turn, and his right rudder pedal jammed full down. He in stinctively put the ship in a vertical power slip and yelled to the student to jump. Clem kept kicking the left rudder to no avail and it was while the student in front was squirming about that the rudder pedal came free, the student's toe having hit one of the rudder control rods. At about 150' from the ground, Clem rolled the Great Lakes level, cut the throttle and landed. His first gesture after climbing out was to touch the student on the shoulder and say, "Son, let me shake your warm hand". During his aerobatic exhibitions he never had the front controls active, so had not been aware of the fact that a broken spring caused a joint in the control rod to travel past its center, thus causing the locked pedal. In July of 1939 the first class of Cadets had formed, but because of inclement weather the school was moved to Lakeland, Florida in 1940, Clem going along with the first group. Later, an instructor school was started at Carlstrom Field in Arcadia, Florida and Clem was named Director of Training. After WWII, Clem and his wife moved to Tampa. Fre quent visits to the area over the years had created a de sire to retire in the countryside nearby. In the early years shortly after WWII however, many towns began their annual air shows again, so Clem decided to make one more tour to see his old friends. For the purpose he borrowed a plane and was booked into several shows with huge success. The crowds so loved his thrilling per formances that he decided to get his own plane again. Harry Porter, a friend in Chattanooga, had an old Laird which Clem remembered so he called Harry to see if it was for sale. "Of course it is," said Harry, "but, Clem ... it'll take a lot of work to make it fly." With a mechanic friend and helper, Clem drove to Chattanooga, bought the basket case Laird Jr. Speed wing, piled the wings on top of the car, and towed the fuselage all the way back to Tampa. When completed, the Laird was a beauty. (Accord ing to Ed Escallon, President of the Florida Sport A via tion, Antique and Classic Association, the Laird of Clems was first flown by the designer-builder, Matty Laird. It had been built in 1930 for a race at Curtiss-Reynolds Airport. The registration number is one 'N' number less than the Laird Solution, which was NX10538 .) Clem had the 300 hp Junior Wasp replaced with a 250 hp Continental with fuel injection, which he considered more reliable for aerobatics. A while later, Tampa offi

(Photo Courtesy of Clem Whitten beck)

The Laird Jr. Speedwing , restored under the supervision of Clem Wh ittenbeck about 1947. Clem was invited to come out of retirement and after much thought of the amount of work necessary versus the pleasures of fishing on the Florida rivers near Tampa , he decided to make one more swing around the country seeing his old friends in the flying game. The Laird was a typ ical basket case when he found it up north, but after trucking it back to Florida serious restoration work made it blossom into the beautiful ship below.

(Photo Courtesy Clem Whit ten bec k)

Clem performs a low level high speed pylon turn in the Laird Jr. Speedwing .

(Pho to Courtesy o f Clem Whitten beck)

Th is Laird Jr. Speedwing was just one registration number less than the Laird Solution . Matty Laird had been the first owner and pilot of the plane, as well as the de signer, and it was flown in an Air Race in 1930 at CurtissReynolds Airport. Clem stands proudly before the newly restored Laird at Tampa, Florida . 11

cials decided to have an air show , so they engaged the services of Steadham Acker, who s upervised the annual Binningham National Air Carnival. Steadham of course knew Clem very well, a nd when h e h ea rd of the Laird being rebuilt, he insis ted Clem be on the show progra m . Quite a bit of engine trouble was being experienced at that time and Clem didn' t wish to fl y, but the persistence of Steadham made him change hi s mind, so th e me chanics were instructe d to find th e trouble fa s t a nd make necessa ry correction s. Durin g thi s modification period, the fuel wasn't fl owing properl y to the combus tion chambers, which caused it to quit now and the n. The show date arrived, and Clem after having been promised that the repairs had been made, took the Laird up for a check fli ght. He went north of Tampa over an abandoned auxiliary fi eld , just in case h e had more en gine failures. He tried every trick h e had, and the en gin e functioned perfectl y. When his afternoon pe rformance time arrived, Clem was in the ai r almost before th e announcer had fini sh ed describin g what th e crowd should exp ect. South of the field h e went into a Split-S for his inverted dive across the field. A smoke ge nera tor had bee n ins talled for visual effect a few days earlier. Ju st as h e leveled out, inverted near th e ground, the engine quit. He had pl enty of sp eed, so h e pu sh ed up . .. rolled out and looked around, all the whil e trying to s tart th e engine. To th e right was the crowd ... ah ead were houses and stores ... so h e elec ted a 180 degree to the left to return over the west side of the field . All this w hile he was low in the cockpit try in g to resta rt the Continental. As h e took a quick look ahead though, there they were ... p ower lines . . . and he smash ed right throu gh th em . Rega ining consciousness the next day in the hospi tal, s tanding a t his side was Margie, his wife. When h e asked about his pla ne, sh e said "Oh, it' s fine". Four or five months later when released from the hospital he knew how cl ose it had been becau se th e wreckage was s till piled in a storage area. His wife Margie died a yea r or so ago after a lo ng ill

(Photo by Robert G. Elliott, Daytona Beach, F/a.)

Clem Whitten beck probably recalling some old times while flying his Great Lakes back in the early thirties, at the Fly-In , Lakeland, Florida in April 1975.

n ess. They had decided to settle in a mobile h ome earlier . . . so that's w hat Clem has done. He lives in s uch an abode, a ston es throw from hi s fi s hin g boat , securely tied to a dock in a cove at the Wynn Have n Fishing Camp, on th e Withlacoochee River, Bushnell, Florida. Vi sitors are always welcome, made so by this wonder full y warm, kind Oklahoma man, who will be eig hty years young this Dece mber.

A Visit To Blakesburg Home of AAA Antique Airfield

By Paul H. Poberezny

fAA President

The annual Antique Airplane Association's Fly-In Convention at Blakesburg was deemed a success. This year wife Audrey and I went to Blakesburg to spend a few days with fellow airmen, antiquers and aviation enthusiasts. Though we would liked to have flown over with the Stinson SM8A, we had another trip after leaving Blakesburg, to travel to Rochester, Minnesota to pick up daughter Bonnie who was undergoing some tests at the Mayo Clinic. With bad weather forecasts and night flying being anticipated, we went over with Dick Wagner's Aztec. Our flight over was uneventful and upon landing at Blakesburg we were met by one of Bob Taylor's sons. After tying the aircraft down, we were taken over to Bob's office. We spent an hour and a half just remini csing and discussing problems facing all of us who love old airplanes and general aviation as well . Bob and I have worked together over the years for the cause of the antique airplane, and we can well remember our joint EAAlAAA fly-in at Oshkosh back in 1956. At that time, not only did the weather turn bad, but upon arrival we had found that a local civic organ ization had turned our combined annual convention into a local money making airshow. I took the M! Baby Ace that I built that year and I can well remember the four times that I was tossed off the field by local guards and police men, for not having proper identification, that was issued by the local civic organization. I am sure we both learned that we should take nothing for granted and be more definite about our plans and arrangements for the annual event. We saw many of our good friends we had just seen previously at Oshkosh , and it seems birds of a feather flock together. We only wish that there could be a large event everywhere throughout the United States, within a geographical location of most of us. It does take a lot of time, patience, dollars and planning to do these things . When we look back we find that there are cer tainly a lot more of these activities, which are fostered by AAA and EAA throughout the nation . Aviation is richer for this and any of these activities allowing peo ple to fly more frequently are a credit to aviation safety for one's proficiency improves through more frequent use of his airplane. While walking down the line we spotted Jack Win throp, who along with Kelly Viets and others were very busy handling the antique and classic parking at Osh kosh . Jack immediately said - "Paul, how abou t flying my Waco UPF". Before he knew it, I whipped my h elme t and goggles out of my pocket and was in th e cockpit to shoot a half dozen touch and go landings at Antique Airfield . We moved to the campground and talked with old friends and it was a real treat. Meeting two Air Mu seum Trustees, Morton Lester and Evander Britt who car ried us to town, was a pleasant surprise. We would like to take this opportunity to thank Bob for his hospitality and the courtesies shown us, and taking us to every nook and cranny to see old airplanes and the fine people who make up AAA. 14

Bob Ta ylor, President AAA, left, and Paul H. Poberezny, President fAA , at Antique Airfield, Bla kesburg, Iowa.

Bringing Home

The Ryan STM

By Mitch Mayborn

~.:.

-Studebaker's and Ryan airplanes have been together a long time. Here 's the Spirit of St. Louis being towed by T. Claude Ryan's 1925 Studebaker roadster.

About 10 years ago I decided that there was just one airplane for me - the Ryan S-T. Small, mostly metal it was a classic American design of the 1930's . Plus if I was lucky enough to find a PT-20 or Dutch STM I would also have a genuine Warbird. Since I made th e decision 10 yea rs ago about the Ryan, I've had a Tri-Pacer (great fun and a good trainer), a Cessna 182 (good for an ins trument rating) a Fair child 24, 1937 model (a good way to get into antiq uing), and spent a lot of time in a corporate G ulfstrea m G-159 a nd a Convair 240. For years I've h ad a photo of one or ano th er S- T posted on my wall - I always knew "someday" I would find my Ryan, but didn't have the slig htes t idea when. This past January, DOff Carpenter called to say that my Rya n - th e one I really wanted - was ava ilable in Ca l iforn ia. I call ed the owner Mike Cuddy, and a fter a coupl e of weeks of negotiations over th e telep hone, Rya n STM S2, cln 476, ex- VH-AGZ was mine. It came with a run out C4S ins talled and an ex tra 04-87 freshly overhauled and in a cra te. The wings a nd fl yin g sur faces had just been recovered. All I had to do was get it back to Dallas. Beki ns (bless their heart) had sa id they wo uld bring it to me for a paltry $450.00. OK, let's do it. Contract signe d , I sat back to awa it its arrival. A week la ter Beki ns called. " Is the plane here," I asked in all inn o cence. "No," th ey said, " th e price is $1600.00 not $450.00. Do yo u still wan t us to pick it up. "

.I': .. -

, - ~.~:.,-- ~ ~

.,; - -.

That is what was called a dumb question. I tried several alterna te carriers, and several differ ent ideas . The only economical way to get the airplane home would be to go get it myself. I have a 1961 Studebaker Champ l/2-ton pickup truck that I bought several years ago for $300. It was in good working order though, and before leaving on the trip I scrounged up an extra water pump, starter and genera tor. I had an extra fan belt, the tires were good and the front end was freshly aligned. When I first got the truck I changed the fuel pump, water pump, overhauled the carburetor, and had the wheels repacked . We had a spare tire mounted and another spare unmounted. We planned the trip carefully. The airplane was 20 ft. long, so we a rranged for a 25 ft . ta ndem wheeled trailer. I was able to get it from a filling station friend in trade for rigging lights to it - something I wanted to have a nyway. I installed 2 x 12 boards for the wheels, and put dow n some composition boards for a floor. I found a friend willing to go, a ge ntleman w ith aviation and mechanical experience, H . G . (Andy) Ander son . Andy bought the food for the trip - the plan being to drive straight through from Dallas to Los Angeles to pick up the airplane. Stops only for gasoline, since we were carryin g our own food. We would pick up the air plan e, return to th e east side of Los Angeles and spend a sh ort night, then drive straight th rough to Dallas. We left Dallas at 4:30 a. m . March 7, 1975. The trip to Los A ngeles (1500 miles) was made in 28 hours. We averaged 59 mph for the trip . Only two small p roblems occurred - near Van Horn, Texas we blew a hole in the exhaust line just ahead of the muffler which I cured by 15

wiring a tomato juice can around. At Bowie, Arizona as dark approached we noticed a tire going flat and did a precautionary change. The change went fast, but it took 30 minutes in Tucson to get a new tube installed. We had dry roads and interstate highway all the way except for one 60 mile stretch in Arizona south of Phoenix. However we arrived in LA at 6:00 a.m. in a driving rain and dark. The truck brakes would get wet and wouldn't work and I would have to ride them to steam out the water. We lost an hour (lost) when a free way on the map wasn't a freeway on the ground. In any event we arrived at Thousand Oaks just as the rain quit at 8:00 a. m. and spent the rest of the afternoon loading the airplane on the trailer and truck. Now, the fun started! The airplane was at the man's home - high on a very steep hill. When we started to leave the truck was point ed so it would drive out straight (I had earlier decided to not "back" out of the driveway - one of the better decisions of the trip) but it was uphill. We were going to go up hill, do a U-turn and creep downhill. I pulled out across the street, uphill and got nothing but a smoking and slipping clutch for my efforts! CANCEL THAT! I backed up into the driveway, and after several careful back-and-forths maneuvered so we could head out downhill. There were several side streets all going uphill which I planned to use in case the brakes failed. I hated to do it but I rode the brakes all the way to the bottom. In low gear and riding the brakes we went downhill at a walking pace. It was a couple of miles to the LA freeway and imme diately I knew we would not make it to Dallas! On board was a 600 lb. engine (on the truck), all of our supplies, a 1000 pound trailer and 1500 pounds of airplane. On the freeway we had to force it uphill and got pushed down hill. HELP! I immediately considered what we could do to lighten the load and knew the extra engine had to go. It was Saturday afternoon, the truck lines were closed that was out. I thought of a cou pIe of aviation minded friends in Los Angeles and one in Glendale. Aha! I left the engine with John Underwood in Glendale and made arrangements for him to ship it later. OK, ready to go once again. Hop in the truck and drive off. GOSH, it won't pull at all! Andy says, "Wait a second" and hops out with a sheepish grin on his face. Seems he left the trailer post still on the ground. That solved the problem. But by now it was raining again and we had lost two more hours. The truck was working good, the load was trailering well now and I felt once more more optimistic about our chances. We'll make it to Dallas. We drove to Indio for the night. Indio was 44 hours into the trip with no sleep. Except for the time loading the airplane, the truck had been working constantly. It rained on us hard all the way through Los Angeles to Banning Pass and after that we saw the dry desert and were much relieved. One interesting note - we drove past every point of the trip at least once in daylight. Went to bed about 10:00 with a 6:00 a.m. wakeup. On the road east of Indio in the desert as the sun came up. At the Arizona border a zealous guard making sure no contraband oranges go through the state takes one look at our "grapes of wrath" load and says we have to see someone about a "permit". However the guy in the office takes pity on us, "inspects" the load at about 100 feet and says, "get moving" which we do with great happiness.

Fuel stop - California Desert.

East of Indio as the sun comes up.

Glendale - where we got rid of the extra engine.

Moving in my Ryan STM-S2 9N476. Our desert portrait - the truck, me, the airplane.

The Ryan neatly tucked in for the long trip home.

Ha Ha - we got through with two oranges too! We were so far ahead of schedule that we took out an hour at Tucson to visit the Pima County museum . At Las Cruces, New Mexico just after dark, we de cided to put in some of our extra gasoline and not make a formal fuel stop until El Paso. We pulled off onto a "scenic overlook" and amidst all of the lovers viewing the scenic overlook proceeded to refuel the truck . 1'm certain we disturbed several of the cars with our bang ing around fueling the truck, checking the airplane and getting moving again. Our first problem occurred at El Paso. The generator quit. I noticed the lights going dim as we hit the out skirts of town . PANIC! Well we got off the freeway to a lighted s tation before the lights quit. We did. I had "oiled" the generator bearings at the gas stop at El Paso ' (moral- if it is working - leave it alone) and I guess this did it. Anyway, no problem, whipped out the spare generator and were on our way in 30 minutes. It was a dark night south of El Paso. And cold. There

was snow along th e road. The tru ck heater did not work (never has). The holes in the floor (the cab is rusted throu gh in a couple of places) let copious amounts of cold air in - it keeps the driver awake and the guy try ing to sleep uncomfortable. At Monahans, we stop for gas and to change drivers. It is 4:00 a.m. 80 percent of the trip is behind us, the weather is good, it will be the last da y soon and the sun will be up . WE'VE GOT IT MADE! 10 miles east of Monahans we hear a strange noise. We check the chain . It' s ok. I pull up a few feet and we know the problem - the left rear wheel bearing is ... you g uessed it. (NOTE: This shouldn't have happened either. When I first got the truck three years ago I knew it had been standing idle for several years so the first thing I did was have the rear bearings repacked. You guessed it again ... I paid for a repacking I never got!) The promising da y evaporates. It is dark. It is cold. We are broken down 10 miles out of town. Nothing to do but put emergency plan A into effect. Unhitch the trailer, bundle Andy up against the cold in the Texas desert at dawn, pump up the Coleman lantern and stick a pistol in his belt to guard the load . I head back to Monahans. I pu sh as hard as I dare go, but that te rrible GRING, GRUNG, GRIND, GRIIIIND! hold s me back. I go to the filling station and talk the attendant out of his truck. I hop back in it and go get Andy and the trailer. It's only a moment's work to hitch the load up, do a U-turn across the highwa y and back to Monahans as dawn a pproaches. We stash the load in an open lot between the service station and the highway patrol's office. We jack up the rear end but without a puller, we can't get to the bear ing. On foot at 6:00 a.m. in Monahans . This is the low point of the trip. We'll never get that *&? //% truck fixed . Already I'm wondering how we'll ever get home. Andy takes charge and we walk around to s~veral places (by now it is 8:00) and finally locate a guy \who thinks he can do the job. We locate a bearing the first parts house we call. It still takes 3 hours to get the job done . We eat one of our everlasting roast beef sandwiches out of our grocery store and sleep on the garage floor. Andy said he talked to me for three minutes while I sat in the sun on a truck tire, before he realized I was asleep. On the road once more - $30.00 shorter and 6 hours lost time . But on our way. Nothing can stop us now . Nothing can stop us, but a load of bad gasoline s ure can slow us down . Got the gas in Monahans (the god of bad luck and challenge really stuck us there!) No way to use the over drive. Had to keep rpm up to get any power. Creeping along C}t barely 65 (yes, we know, but it was a long, 3000 mile trip in 4-days and if the truck would pull the load we would push it). We nurse the truck the rest of the way into Dallas. We add gas more often to try to dilute whatever problems we have . We use "extra" instead of regular. It gets better, but never good. We finish the trip, arriving before sunset on the 4th day of the trip . We have met and exceeded all goals. We returned with the airplane in perfect shape thanks to Andy's careful loading . We went 3000 miles - a real endurance run - in four days with the '61 truck doing a super job. I still don't know the cost but it was less than Bekins $450.00 estimate and certainly lots less than the $1600.00 quote. We crossed desert, mountain, big city and through day and night. But, we got the airplane home and that's what counts! 17

THE SAGA OF STM-S2

476

~ Flying the 1300 mile trip from Melbourne to Rosedale, the engine quits and No. 476 ground loops on landing at Charleyville. A new left landing gear is fitted and on March 5, 1964 it arrives at Rosedale (Jerico Station) Flights include trips to Kensington, Long Reach, Blackall and Barcaldine.

~ STM-S2 c/n 476 starts its journey in December 1940, leaving San Diego and the Ryan factory for shipment to the Netherlands East Indies (Java). Arrived February 1941 and used by the Dutch Marine Air Arm (MLD) out of Soerabaja as STM-S2 No. S-40.

By February 17, 1942, only 34 o f the original 108 STM airplanes are left. These are shipped to the Royal Australian Air Force. No. 476 is one of these planes. It was delivered to the RAAF August 21, 1942 at Mascot Aerodrome and flew as ASO-30.

~ On June 12, 1946, the 26 surviving STM airplanes are sold surplus to Brown & Dureau of Melbourne. No. 476 has accumulated 170 hours of military flying and is overhauled at this time. Registered as VH-AGZ, No. 476 flies from Moorabbin (Melbourne) and makes two trips to Tasmania (over 200 miles water!) and back. Also flies to Berwick, Kerang and Yarra wonga. On August 3, 1957 she hit high tension lines at Corowa and wrecked. Total time is 402 hours.

First flight test after repairs, on December 25, 1959. New tail cone (from c/n 448, Dutch Navy S-12) is fitted and front cockpit reskinned. Owned by Mr . B. Buchanan, Seymour, flights include Warranambool, Benhalla, Ballarat and Broadford. Sold in 1964 to Mr. E. R. D. Mackay with 555 hours. )----+-----

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~ January 1969, Dorr Carpenter goes to Australia and buys No. 476 with 597 hours total time. Dorr flies it from Jerico to Sydney via Roma, Cliff ton and Scone. January 20, 1969, Rex Aviation (Banks town) crates No. 476 for shipment to the USA .

~ Dorr flies No . 476 between July and October 1969. At that time it is sold to Jeff Cannon and shipped to him in California via United Airlines DC-8 freighter. It is shortly sold to Mike Cuddy of Thousand Oak s who takes it out of service with 630 hours total time for a major overh~ul in December 1971.

Shipped via the Australian Gem steamship from Sydney t o New York City, No. 476 returns home after 29 years in the Far East. From New York to Lake Bluff is via truck . Dorr Carpenter checks her over and relicensed No. 476 as N288Y with 613 hours time.

STM-S2 No. 476 remained stored from December 1971 through January 1975. During this time the wings and flying surfaces are recovered. Purchased by Mitch Mayborn in January 1975 and hauled from California to Dallas, Texas via truck. Restoration to flying status should be complete by fall 1975 and as N7779, No. 476 should be flying once more.

Downers Grove Squadron, Civil Air Patrol Auxiliary Of The United States Air Force

By Maj or Florence Westholm

(All Photos by Jack Signorell i)

Major Florence Westho lm explains svmbols on a Ch i cago sectional to cadet members of the unit.

Sandy Clock with Cadet over Naper Aero.

The Downers Grove Squadron, CAP, has put the "air" back in Civil Air Patrol. . The unit placed ninth nationally in the 1974 competition among more than two th ousand cadet and composite squadrons. During 1974, some 300 hours of instruction was accomplished in powered aircraft and gliders. Two classic airplanes are used to provide all of the powered flight instruction . A neighbor, Mr. Gar Williams, pur足 chased a J-3 Cub, N92227, to be used as a primary train足 er, that is, to take the student pilot through solo in a simple taildragger before advancement into the Cessna 140A which in addition to being more difficult in ground handling also has a full gyro panel. The other trainer is a 1950 Cessna 140A, N9682A, which was purchased three years ago by three unit mem足 bers for flight instruction. It is only one of one hundred

and fifteen 140's with an 85 hp Continental engine. As it was used it became appare nt that it was, indeed, a very nice aircraft and the project of restoring it became as important as flying it. Three years ago cadets and Seniors of th e unit began stripping off the paint. Eig ht coats of paint covered most of the con trol surfaces . Arrangements were made to have it pain ted according to t he original Cessna scheme. Photos in books, the original owner's manual, a nd an original parts ma n ual were used to determine the origi足 n al markings. Since it was confirmed that some 140A's were completely pain ted, it was decided that N9682A would also become a comple tely painted craft. Dupont Imron was used in the colors match ing as closely as possible that used originally on th e aircraft. The interior is yet to be completed. Only recently the material for the 19

headliner and the rest of the upholstery was found to match that being produced by a company that makes fabrics for restoring model A Ford's . The fabric shop at Cessna still has the patterns and the plan is to purchase the fabric and restore the interior to its original state . The only changes made to the aircraft were the addi tion of dual brakes, the IFR panel with gyros, a 360 channel radio and the STC'd strobe installation. With regard to flight instruction, those CAP cadets and Seniors receiving instructions in both of the aircraft have a rigorous training program provided by CFI's Al Freedy, Stan Tonkin, Art Arnett, Nick Selig, and Sandy Clock. First of all, all students receive spin training (Look at your girl friend's house spin and look at your friend's girl friend's house spin, that is, both left and right spins). Then, of course, each student must become proficient in making wheel landings as well as all other flight maneu vers required by the recent changes in the FARs. Thus cross countries are a real challenge in this aircraft. We also have an FAA certified ground school for both in terested cadets and Seniors to prepare them for their private pilot written examination . Two cadets have obtained their licenses in the Cessna 140A: ClLt. Col. Ed Powers and ClSSgt Greg Reese. Re cent soloes include ClWO Mark Stodola, ClLt. Col. Mark Signorelli, ClWO Rich Wolf, and ClA-lC John Quinn . Cadets who received their licenses in tricycle gear air craft are, of course, challenged to solo the Cessna 140A. So far three cadets, ClLt. Col. Boyd Bender, CWO-STP Bob Castle, and ClCapt. Steve Puis have ac cepted the challenge. ClWO Mark Stodola earned his license in a Cessna 150 as the Cessna 140A was being annualed at th e time . Cadets who are too young to solo a plane but are challenged by fl ying are sent for glider training to Hinckley Soaring Enterprises headed by Mr. AI Freedy and his tea m of flight instructors and two pilots. ClLt. Col. Greg Augst soloed in a glider before he moved to Arizona; ClLt. Col. Robert Haddick soloed and ClLt. Col. Joel Signorelli earned his glider license (they were 15 and 16 years of age, respectively). (jesides a strong flying program, we also have a s trong Civil Air Patrol cadet program which is ad ministered by our cadets under the guidance of com petent Seniors. The program emphasizes a general knowledge of aviation: its past history and current impact on our lives and leadership : effective people management. In addition, to the rewards of flying 6 cadets and 1 Senior over the years have spent time in foreign countries as part of the International Air Cadet Exchange (lACE), toured the FAA academy in Okla homa City and have been guests at the Arnold Space Center in Huntsville , Alabama. These activities were sponsored by the Air Force through our National Head quarters. To add impetus to our program on a local level, regular field trips are planned . The unit has toured the local FSS, ARTCC, control towers, airline hangars, Air Guard facilities as well as the EAA museum and the AF museum at Dayton . Thus our unit prepares cadets for careers in engineering, aerospace science, general avia tion, and all related fields . Cadets from the unit are at the Citadel, the AF Academy, in schools of aviation at Southern Illinois University, and the University of Illi nois, and various engineering programs. One cadet is currently a CAP reCipient of an AFROTC scholarship at Purdue University. Two recent past commanders of the Cadets are Air Force pilots: 1st Lt. Raymond Schlanser, USAF and 2nd Lt. Larry Larson, USAF. Both earned their licenses while members of the unit. Lt. Schlanser also earned his glider pilot's license. In conclusion, the real

success of our unit can be summarized as: GAP is FUN, FLYING and following the CADET PROGRAM, and FLYING TAILDRAGGERS (CLASSIC AIRPLANES).

Left to right. FAA designee examiner AI check ride with CAP Cadet Joel Signorelli.

Seniors also receive flight instruction in the Cessna 140A. Pictured above is SM Melania Wilson who is receiving flight instruction in the squadron plane. SM Wilson is the third member of her family to join the unit. Her husband, Ron, is currently the squadron operation officer and her daughter Wanda is a squad leader.

Cadet Wanda Wilson tries her hands on the controls while Cadet Dave Haak looks on . Both cadets look for ward to the day when they, too, will solo in the glider.

AIR CURRENTS By Buck Hilbert

President, Antique /Classic

Type Club Interest con tinues to grow. We've had newsletters and inquiries from just about all of them to date. Constant monthly repeaters are the International Ercoupe Association, Carl Bury's Stampe Club, The Cub Club headed up by J. T. " Bucky" McGeoghegan (GAGAN) whose address is Round Tower Ranch at Ojai, Califor足 nia 93023. The Aeronca Club, the Staggerwing Club. The Monocoupe Club and the West Coast Ryan Club headed up by Wm. B. Richards at 2490 Greer Rd ., Palo Alto, California 94303. The ever newsey Little round Engine Flyer and the Wisconsin Chap ter newsletter come from Ken Williams at 331 E. Franklin St., Portage, Wis. 53901, and the Penn a Tri-State Chapter news comes from Charles Stewart at Coraopolis , Pa. EAA Chapter 260 of Dolton, Ill . always sends their ca lendar of even ts and keeps us up to date on the South Side events around Dolton, Illinois. Chapter 180 is back in existence down around Sarasota, Fla. and the President is Lee Bennett 4462 Maygog, Sarasota 33581. Letters this month are running as high or higher than usual. I've been pushing people to put down on paper anything that might be interesting to all our members to put into Vintage Airplane . So far we have promises from some of our fortner contributors and some new ones too, Garth Elliot of Ontario, Canada is going to do an article on Cubs in Canada and old Wally Wingover may come out of hiding and do some of his past articles over agai n. And Norb Binski of the Cross & Cockade is gonna write up his Fleet project. How about some of you g uys getting in on this too, a couple pages of explanatory notes and some pictures, prefe rably 5x7 black & whites will do the

It All Happened In July of '69 By Norbert Binski

I had always dreamed of having a Fleet, but this was a fantasy beyond my wildest imagination. Then one day I received a call from a good friend Julius "Rosey" Head . He had located two Fleets and had to buy both to make a deal. Do you want a Fleet? We all know the answer to that. The next time I heard from Rasey was at 2:00 a.m . in the morning. He was on his way over with a Fleet on his trailer. Can you imagine the comments when I called a couple of friends to help unload an airplane at 2:00 a .m. in the morning. Well , little did I know how many more sleepless nights that Fleet would bring. It was a good thing I was half asleep, because you can't imagin e how I felt when I saw that hopeless mess. The only consolation was that it was a model 7 and very rare . Many of the parts were missing including the engine. The wings looked like somebody had walked across them . The upper wing was deliberately cut in half. The only lucky thing that happened was I found a Zero majored B 5 Kinner. I spent the next two years trying to make them bones look like an airplane.

job nicely. No fancy manuscripts, just put it down on paper. R. O. Cornelius of Chico, Cal. sent some real tough questions and some pictures of instruments that he has acquired . I couldn' t identify them or their origin, but it was fun trying. Mike Mandiak, a photograph er from Lackawanna, New York, really threw me a curve. He wanted to know why we always parked the airplanes at Oshkosh facing north. After years of attending the con足 vention and photographing them facing in that direction he felt it was time for a change . Howard Holman of Sky Ranch , Way ne, Maine is looking for a pair of original Wheel Pan ts for his J-3 . Good luck Howard . Sure hope yo u can come up with the m . They are even more scarce than Warner parts. As us ual Nick Rezich is hosting the an nual OX-5 picnic at the Rezich Ranc h near Rockford. Maybe he oughta invite Chapter 260 to come out th e re to launch their Balloons the same day. Chapter 260 has a real novel fu nd raising project. They launch helium filled toy bal足 loons with a message inside at their annual picnic. You buy the balloon and the return addressed post card from the chapter. Then if the post card is returned from some far away place and yo urs is farthest, yo u win a portable TV set. How about that? New spars were made and every nib was removed, disassembled, straightened and repaired. Every nut and bolt or part that could be removed was taken off cleaned and repaired . All this work was being done in my garage basement and a small barn I was renting. Now came time to assemble. The barn was too small. The Chicago chapter Antique Airplane Assn. was looking for an airplane to display at a shopping center. A perfect place to see if it all fits together. This was N1929B's first public appearance since its rebirth . The fleet still needed to have instruments and control cables installed and covering. After this I realized that I must have a proper place for this bird. Well the search started for a farm, airstrip or what have you to caIl home. Now 3 years later I have finaIly settled on an airstrip, built a home and hangar. With a little luck and a few months of work, the Fleet and I will celebrate in the air where we belong.

A Hidden Hazard Within recent weeks two of our good Illinois airmen were killed in an accident which was caused by a hidden failure in the aircraft. Shortly after completion of an annual inspection on an old aircraft (antique), the own er attempted a loop. One of the wing struts failed near the lower end and the wing separated from the aircraft. Investigation showed that although the strut had a good coat of paint on it, the steel strut had corroded from the inside, and then failed under the added load applied in the loop. While it is true that wing struts and fuselage tubing are treated during the manufacturing process to prevent such internal corrosion, there are times when the treat ment does not seem to be eternal in its effects. In some manner or another moisture gets inside this tubing and in time rust thins the tubing from the inside. The result is a weakened structure unable to bear the loads which might be imposed on it. We have seen the same situation show up in the tubing used for longerons in some of the older fabric covered aircraft. We have seen situations where an ice pick could be pushed through the lower surface of every longeron in the aircraft near the aft end of the fuselage. This is often a difficult condition to detect. Even the most skilled mechanics at times have been fooled by the excellent appearance of the outside of the tubing. We have two suggestions. First, if you are rebuilding an aircraft which has such steel struts or a steel tube fuselage, ask the mechanic doing the work to give special attention to detecting such a condition if it exists . Secondly, we suggest you avoid applying sharp, high load factors to these older aircraft unless the integrity of the structure has been recently carefully checked. We like and enjoy the antiques too, but be very sure of their condition before you fly them . FROM ILLINOIS AVIATION Retyped September 4, 1975 DH-82 Tiger Moth , former RAAF Serial Number A17 712, as seen before recovery at Tully, Queensland.

LETTERS

Hi BUCk : Just a note to say how much LOis and I en joyed our stay at Oshkosh . So after nearly 4,000 miles we are back safely home and our trailer parked for another year. We were very pleased to have met you as this was part of our going to Oshkosh. What I also wanted to say was that I most certainly enjoyed your article on Henley Field in Idaho and your meeting with Skee ter Carlson who we have met on several occasions. We go to their (Chapter 79) fly-in every year and get to make many friends from the Spokane Chapter of EM. We were down there last weekend to attend their gathering but unfortunately, the weather was right on the deck so they had to cancel their plans. But I did meet a few of the boys there , some of whom had flown to Oshkosh. The rain most certainly didn't dampen their spirits. I think Henley is a perfect spot to relax and as you said , enjoy your dinner as well as

watch their various activities. I wish I had known you were going to be there and I would have flown my J3 down and given you a joy ride. I see Walt Redfern has added another Fokker Tri-wing to the group at Henley. My best to you in all your endeavors. Sincerely, Denny Hughes

Dear Buck : Please find enclosed a bank draught for U.S. $10.00 for this years subs. When I first joined the Antique /Classic Division, I was looking to buy a Ryan S-T-M, a very scarce item indeed . The Ryan I was after was eventually bought by an RAAF, F-III jockey to aid the restoration of his own Ryan, UH-RAE. At least this machine is in the right hands. I've since bought an aircraft (two in fact) for restoration . As the initial purchase in cluded both a DH Tiger Moth and an Auster F III , I took in a partner, with the view of re storing both machines. We've since sold the Auster to Mr. G. Law of Berwick, Victoria, who is actively rebuilding il.

Now we are well into the restoration of the Tiger Moth and are enjoying this hobby immensely. There are a number of other restorations in our area , most of which are also Tigers. I'm realizing now, the good for tune I had in locating these two machines as it is extremely difficult to find old aircraft in Australia, most of them having been bought up by prOfiteering exporters or enthusiasts try ing to save them from being sent overseas. As a result of this, the enthusiasm has grown, and the number of projects has boomed . Anyhow, I ' ll keep you informed of the Tiger's progress. Here are some pics in the meantime.

Sincerely, Graham Orphan 20 Tallaroon SI. Jindalee 4074 Brisbane Queensland, Australia

August 15, 1975 WACO AIRCRAFT - CORROSION INSPECTION Intergranular corrosion was found in the spar crush bushings in all wing fittings of a Waco Model UPF-7 aircraft during overhaul. The corrosion was most prevalent in the lower wing at the root and "N" strut fittings. It is recom mended that these areas be examined very closely during inspections. The bushings are a close press fit and can be removed by USing a wooden dowel and a hammer. If they are seized, this is a good indication of expansion caused by intergranular corrosion. When this occurs, the spar holes should be checked for elongation caused by expansion of the bushing. It may be necessary to remove the reinforcing plates to accomplish this inspection. If the spar holes are elongated it may be necessary to replace the entire spar. These conditions may exist in other models of Waco a ircraft or other aircraft of similar design.

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TVPlc.o-l B\J3\iING INST"LL"lION "' - ~TRUT 4. BOTT- END fiTTING3

WING SPAR CRUSH BUSillNGS

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GEOMe.'TRY

Please submit an FAA Malfunction or Defect Report if any of these conditions are encountered. available from the local General Aviation District Office, may be used for reporting purposes.

FAA Form 8330-2,

GENERAL AVIATION INSPECTION AIDS

Before and after - the Ford Trimotor fuselage which Antique/Classic Vice-President J. R. Nielander recently recovered in Nicaragua for the EAA Museum is shown how it appeared in the jungle. In the other photo, it is shown after it arrived by truck at the EAA Museum. EAAer Tony Sabatino donated his time to bring the aircraft back from Corpus Christi, Texas, where the local EAA Chapter members were of tremendous assistance. A detailed story will appear in a future issue .

3RD ANNUAL CUB FLY-IN By Gar Williams "Waukesha Tower, Cessna 25485." "Cessna 485, Waukesha Tower." "Waukesha, 485 ten south, leading flight of 14 J-3s, landing Waukesha." SILENCE! (Hmmm - did my receiver quit?) "Cessna 485, are you requesting special VFR? Wau kesha has sky partially obscured, 25 thousand thin over cast, mile and a half in fog and haze ." "Waukesha, 485 and flight eight south. Special VFR request for 0825 arrival made arid granted by phone prior to takeoff." SILENCE!! " 485, report five south." " 485. " " Waukesha, 485 and flight five south." " 485, hold your flight outside the control zone! I've got an IFR inbound ." "Waukesha, I can't stop these guys!" SILENCE!! "Cherokee 41 Mike, where you at?" "Waukesha, 41 Mike, VOR, 3 minutes from Wauke sha." "41 Mike, use caution, no radio Curtiss Pusher in pat tern for 36 right - FLIGHT OF 14 CUBS APPROACHING FROM SOUTH!" " Cessna 485, advise when field in sight." "485." "Waukesha, 41 Mike right downwind 28." " 41 Mike, cleared to land 28 right. " "Waukesha, 485 and flight one south, field in sight." "485, cleared to land on the grass, 36 right. Are all those Cubs going to be able to land on the same grass runway?" "Waukesha, 485 - affirmative!" "But I got ships on downwind fo r grass 36R, grass 36L - AND WHAT'S THAT TAYLORCRAFT DOING?" With the comforting knowledge that we have been under Big Brother's control the J-3 overcast drifted slow ly over the airport, fell politely in line and slipped to a dewey landing on the grass at Waukesha, Wisconsin . What a start to the second day of the Antique and Clas sic Division's Annual "Cub" Fly-In at Burlington, Wis consin. Taildraggers will endure anything for a good fly in breakfast! Back at Burlington, after an equally frustrating dis course with Big Brother on the departure of fourteen "no radio" Cubs, the activities continued. Short Field Takeoffs, Flour Bombings, Barrier Landings, buddy hops, picture taking - what a way to spend a weekend! The Burlington site is the most attractive future home of the EAA Air Museum . Here in the shade of many huge old oaks , one can camp in an atmosphere of serene country woods yet the proximity of the runway allows you to bring your Cub - or Champ, or whatever - right to the campsite. The condition of the Museum property is outstanding - neat, clean and well trimmed. Inter spersed through the northern part of the woods are some of the larger Museum display aircraft - Skyraider, BT-13, AT-ll. Just across the runway - some 300 yards - is the

Burlington EAA maintenance and storage faCility . With in this building are most of the flyable Museum air craft - looking inside would find most people astounded at the cleanliness of a maintenance facility . Certainly an exhibit for which we should all be proud! The Antique and Classic Division has invited all Cub owners to this beautiful site for a Cub Fly-In during the early summer for the last 3 years. Certainly, this is clas sified as a regional fly-in but it's surprising how far some one is willing to go to bring their prized J-3 to a gathering of yellow eagles! This year found Kerry Sim and Kris Bach traveling from near Toronto in his modified "sand and spinach" J-3. Sometimes people seem to be proud of averaging "only 48 mph" ! This Cub has been modified to the PA-ll configuration and the airplane/pilot com bination is an excellent example of grassroots "let's have fun" flying. The oldest Cub was also (not by too far) the slowest Cub . Squadron Leader "Let's-penetrate-the-control zone" Gene Chase led the flock at 55 mph (statute, indi cated) in his 1935 Continental A-40 E-2. This ship had been originally resurrected from the graveyard by another Wisconsin antiquer, Ken Williams. Would you believe it cost Ken 85 bucks and a shotgun - howbeit some years ago! Gene has done very well in keeping this E-2 air worthy and doesn't hesitate to loan it out at the asking for a trip "around the patch". The games are ideal exercise for a Cub - putting everybody on equal footing and making the outcome a function of skill. Although not restricted to just Cubs, it's hard to beat the short field performance of a J-3 . As a matter of fact it's a fine bombing paltform as well! The short field takeoff was won by EAA Museum em ployee Dorothy "Carrot Top" Aiksnoras with an A-75 powered, "home-brew" fueled '46 J-3 . Weighing in at 98 pounds (including orange braids) she beat all others by at least a fuselage length . No one knows what hap pened to the Cub drivers in the Barrier Landing and Bomb Drop - Joe Simandl won both with his rare Lycoming powered, stick equipped, pre-war Chief. Although not restricted to J-3's, the Cub Fly-In has proven itself to be a real fun week-end. Many other types show up and, of course, are quite welcome, but the comradesh ip associated with the operators of this immortal design of C. G . Taylor and Bill Piper add a very unique flavor to fly-ins. Try one in your area - you'll do it again! PIPER )-3 CUBS

NC 30233 CF-NOU

N92227 NC 35098 N 70444

George Williams, Portage, Wisc. Kerry Sim and Kris Bach, Garrie, Ont. , Canada Jack and Golda Cox, Hales Comers, Wise. Gene Chase, Hales Corners, Wisc. Daro Miles and Marty Hvarre, Camp Lake, Wisc. Dave and Phyllis Hamilton, Anderson, Ind . Dorothy Aiksnoras, Milwaukee, Wisc. John McCann, Oak Park, m. Bob Cruthis and Lois Palmer, Decatur,

N 87937 NC 36471 N 2ll0M N 70652 N 87771 N 32920

Peter and C. H . Smith, Plainfield, III . Dick Hill, Lyons, Wisc. Joe and Janie Henley, Cherry Valley, III . Bill Thomas, Belvidere, Ill. Norm Sh uff, Watertown, Wisc. AI Kelch , Mequon, Wisc.

NC 1525N NC 15676 (E-2) NC 38259 NC 42621

OTHER PIPERS

N 7382D足

Super Cub N 7422D -

Tri Pacer N 4225M足

PA-12 N 2953M足

PA-12

Best Re stored Antique

John Schuster, Waterford, Wisc.

Gar Williams, Naperville, Ill. Short Field Take Off

Dick Walling, Muscatine, Iowa

Dorothy Aiksnoras, Milwaukee, Wise. - J-3 Cub N 92227 Longest Distanc e

Jack Taylor, Mt. Prospect, Ill.

Kerry Sim and Kris Bach, Barrie, Ont. , Canada - PA-11 Cub CF NOU

Tom Mulvey, Palatine, Ill.

Spot Landing

Joe Simandl, West Allis, Wise. - Aeronca Chief N 33702 Cross Country Bombin g

Joe Simandl, West Allis, Wisc . - Aeronca Chief N 33702 OTHERS

N 84231 Ron Berggent, Burlington, Wisc. Aeronca Champ NC 25485 Gar Williams, Naperville, Ill. Cessna Airmaster NC 13556 Buck Hilbert, Union, Ill. Aeronca C-3 NC 53298 Dick Perry, Hampshire, Ill. Beech Staggerwing Al Kelch, Mequon, Wisc . N 13139 Franklin Sport N 3603 Tom McCann, Naperville, Ill. Nieuport 17 N 25570 . Ken Williams, Portage, Wise. Rearwin Sportster NC 87618 Gene Smith, Topeka, Ks . Monocoupe 90AL N 3615H Tim Casserly, Rockford, Ill. Ercoupe N 44204 Gene and Audrey Townsend, Taylorcraft Decatur, Ill. N 33702 Joe Simandl, West Allis, Wise. Aeronca Chief N 4189V John J. Kaspar, Chicago, Ill. Cessna 170 N 9935A Loren Gilbert, Rio, Wise. Cessna 170 Hugo Feugen, Mendota, Ill. N 82198 Aeronca Champ N 12380 W. E. Ropp, Delray Beach, Fla. Travel Air N 1970K Bob Adamec, Plainfield, Ill. Luscombe 8E N 3396E Augie Wegner, Kenosha, Wise. Aeronca Chief N 355E Ed George and H. Koplin Ercoupe N 3706 C. Shuster, Chicago, Ill . T-18 NC 19464 Tom Rench, Racine, Wisc. Cessna Airmaster N 7968G Ray Konrath, Westchester, Ill . Cessna Sky hawk N 61179 John D. Banaszak, Hammond, Ind . Cesna 150J N Bob Ladd, Milwaukee, Wise. Fakker Fokker

OSHKOSH FLY-IN STATISTICS 1975 Seventh day statistics - Au gust 4, 1975 1973 1974

Custombuilt Antique Classic Warbird Rotorcraft Replica Special

1975

390 168 422 101 27

473 173 512 117 28

479 171 466 126 30

1120

1345

1338

Above numbers are subject to revision upon final check of all registrations .

TOTAL AIRCRAFT MOVEMENTS First Day 7,559 5,124 Second Day 6,177 12,720 Third Day 6,970 13,645 Fourth Day 10,422 14,754 Fifth Day 11,140 12,443 Sixth Day 12,071 6,407 Seventh Day 4,101 4,945

5,770 11,450 12,900 16,232 4,660 13,140 3,162

Totals

67,314

58,440

70,128

AWARDS Best Custom Bui lt

Bob Ladd, Milwaukee, Wisc. - Fakker Fokker D 6-1 /2 Best Original Classic

Dave Hamilton, Anderson, Ind. - J-3 Cub

(Photo by Lee Fray)

The 1928 Folkerts Hig h Win g - d esigned by Clayton

Fo lkerts - on display in the EAA Avia ti on Museum.

"That Same Old Question And A Tragic Answer" By Buck Hilbert President, EAA Antique/Classic Division

Back in the March '73 Vintage Airplane, I wrote an editorial about aerobatics in our old Antique & Classic airplanes . The entire thing was to make people think, to think about the structural integrity of a machine twenty-two years old. Doing aerobatics is fun. When you at least have the mental assurance that your machine is going to hang together; that it is structurally sound. But again , what about that old bird of yours? When did it have its last annual? Was it thorough as it should have been? And, even if it was, the article appearing in this issue courtesy of Illinois Aviation, serves to illustrate that maybe there is something internally wrong with the machine that a casual, or as the case may be , a rigid inspection will not and cannot reveal. I watched Don Taylor from the lAC Division rebuild his Great Lakes a few years back. He replaced every spar, all the hardware, and went over that airplane with a fine tooth comb and a microscope. I felt that he was overcautious, but then when we tore down Mr. Fleet to restore him , we found cracked bones , frayed cables, worn fairleads and just all sorts of discrepancies. He was forty-three years old, had been recovered several times, and still looked good ... outside. Give it some thought, and if you can truthfully say you've nothing to be concerned about, then have at it

<.. _

(Photo by Lee Fray)

Famed race driver Johnny Rutherford is pictured here with World Aerobatic Champion Charlie Hillard (right) next to the Aresti Cup, awarded the World Champion during the World Aerobatic Contest. Rutherford spent a day recently visiting the Museum and is currently involved in a Stewart P51 project of his own .

1 .. rlD Th!

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(Photo by Lee Fray)

The " Spirit" being towed to Hales Corners for its first flight after being on display at the EAA Museum for quite some time . From Hales Corners Airport, Dave Jameson flew the aircraft on to Oshkosh.

(Photo by Lee Fray)

Gil Bodeen - of the EM staff - poses next to the Pfalz OX/! in which he had a large part in restoring. Gil had to do extensive woodwork on the fuselage to make the craft suitable for display in the EM Museum. The Pfalz is on loan from the Smithsonian.

(Photo by Lee Fray)

The original Stits Playboy, N8K, now on display in the EM Museum, donated by EMer Ray Stits. The aircraft was flown from California to Wisconsin by Bill Turner.

WASHINGTON OFFICIALS VISIT EAA CONVENTION IN OSHKOSH On August 1 and 2, governmental officials from Washington visited the Experimental Aircraft Association's AnnuaJ Fly-In Convention and Sport Aviatjon Exhibition in Oshkosh, Wisconsin. Almost unanimously, these officials expressed their surprise and amazement at the size, magnituoe, and cleanliness of what is now recognized as the world's largest aviation event. Among these officials was Acting Administrator of the Federal Aviation Administration James Dow . In remarks before approximately 3,000 EAA members at the conve~tion, Mr. Dow stated that he was most impressed with EAA's annual event, the quality of the aircraft on the field, the excellent cooperation between FAA and EAA officials, and the fine working relationship between EAA and FAA. Three Congressmen visited Oshkosh for the first time . These were Representa tives Dale Milford, Gene Snyder, and Jim Lloyd. All are involved in aviation policymaking in the Congress and were deeply impressed with the Standards and breadth of the EAA movement. On their departure Saturday night, all expressed their appreciation for the hospitality extended by EAA members and officials. By far, Oshkosh 1975 saw the largest contingent of officials from the Congress, The Department of Transportation and the Federal Aviation Administration.

EAA HONORS "GREATS OF AVIATION" IN OSHKOSH The Experimental Aircraft Association honored many of the people who made aviation what it is today, in special ceremonies held during its Annual Fly-In Convention and Sport Aviation Exhibition at Wittman Field, Oshkosh, Wisconsin. Some 38 aviation personalities were in attendance. Included were such famous names as T. Claude Ryan, C. G. Taylor, Bob and Ed Granville, Eldon Cessna , Jim Church, Jack Rose, Mike Murphy, Len Povey, Steve Wittman, Tony LeVier, "Fish" Salmon and many others. The day' s ceremonies began with the dedication of a historical marker near Basler Aviation on Wittman Field, commemorating Steve Wittman's contributions to aviation and the Oshkosh community. Following this dedication, the "greats" got an extensive tour of the convention site, a lunch hosted by EAA Chapter 252 of Oshkosh, participated in a forum, attended the evening airshow, and then were honored at a special awards presentation during the evening convention program. Over 3,000 EAA members gave a standing ovation to these "greats" at the conclusion of the day's activities. All expressed their appreciation to EAA for being invited and said they would be back again next year.

(Photo by Lee Fray)

The 1912 Curtiss Pusher -donated to the EM Museum by Dale Crites of Waukesha , Wisconsin .

(Photo by Dick Stouffer)

Bellanca 14-13-2 at Oshkosh.

(Photo by Dick Stouffer)

Congressman Dale Milford's Temco Buckaroo. Even though he did not personally fly the aircraft to Oshkosh , Representative Milford did visit the Fly-In on August 2, along with Representatives Gene Snyder and Jim Uoyd.

(Photo by Lee Fray)

Some of the CAP cadets who were of great assistance during this year's EAA Convention in Oshkosh. These cadets were hand-picked from the midwest area and helped in many areas. 30

CIVIL AIR PATROL CADETS HELP AT EAA OSHKOSH CONVENTION Civil Air Patrol Cadets from nine different Midwest states assisted in key areas in the operation of the Experimental Aircraft Association's Annual International Sport Aviation Convention and Exhibition at Oshkosh, Wisconsin . The Civil Air Patrol is the official auxiliary of the U.S. Air Force and involves young people between the ages of 13 and 21 years of age. Under public law, CAP provides emergency aircraft rescue service, aerospace education for cadets, and the very active cadet program. Jim Pope, Chairman of the FAA ICAP Coordinating Committee stated, "EAA' s Fly-In Convention in Oshkosh provides cadets with a tremendous opportunity to gain exposure to aviation." CAP hopes that this combination working and learning exposure will be expanded in future years to involve cadets from all over the nation . Specifically, cadets are providing services in flight line operations, the control center, aircraft parking, emergency aircraft repair and photography. In addition to augmenting EAA volunteers in the FlyIn 's operation , each cadet will have scheduled time in each of the Fly-In's workshops. These workshops cover such areas as aircraft covering, synthetics, woodworking, sheet metal, and welding. EAA believes that the future of aviation lies in the involvement of young people now . It hopes that the cadets will gain from their expos ure to sport aviation and that this will further spur their interest in aviation .

THE JAYCEES AND EAA DO IT! From AIRTA LES EAA Chapter 160 Newsle tter Erie, Pennsylvania

To call it a success would be an understatement, because the smile of a plane ride for the first time on the face of a youngster is a thrill for everyone. The smile from a crippled child from the same experience is gratifying. In case you weren't there, the First Annual Erie Jaycees-EAA 160 Fly-In picnic for crippled children and their families was a success. I say First Annual because already, the Erie Jaycees have received thank you notes and requests of the EAA and Jaycees to please do it again next year. Adults and children alike all had a great time at Moorhead Air Park on Sunday, August 17. As presiden t of the Erie Jaycees I want to personally thank all of you who generously donated your time, airplanes and fuel for a very successful joint community service project. Gary Stevens These World War I aircraft have long ago left our skies. Can you identify them? Send your answers to Vintage Airplane . A

5 10.1R . 31

(Photo by Eric Lundahl)

The De Havilland " Dominie " pictured at Oshkosh formerly owned by Richard Bach . The EAA Museum has a similar aircraft, donated by Bob and No rma Puryear, wh ich is undergoing refurbishing now. The wings and tail surfaces are covered and the fuselage will be covered shortly.

(Photo by Lee Fray)

One of the highlights of this year's EAA Convention in Oshkosh was the " Greats of Aviation Day" on July 31 , 1975. Pictured here at a reception at Dorothy and Steve Wittman 's home the night before the festivities are C. G. Taylor, designer of the " Cub" and Taylorcraft, Karl H. Wh ite , designer of the Curtiss-Wright " Junior" , and Paul and Audrey Poberezny.

AEROBATIC CONTEST ENDS AT FOND DU LAC The world's largest aerobatic contest came to a close yesterday after setting new records for attendance, number of competitors and contest flights . The contest was conducted at the Fond du Lac County Airport by the International Aerobatic Club, a division of the Experimental Aircraft Association. The competition is held annually in conjunction with EAA's International Fly-In Conventton and Sport Aviation Exhibition. A total of 134 competitors participated in all four classes of competition: Sportsman, Intermediate, Advanced and Unlimited . Fond du Lac, Wisconsin beca me the aerobatic capitol of the world for the four days the contest was in operation. At lAC's Awards Banquet, the followin g winners were announced in their respective categories: UNLIMITED: Clint McHenry, Boca Raton, Florida flying a Pitts S-l ADVANCED: Chipper Melton, Boulder, Colorado flying a Pitts S-l INTERMEDIATE: John Keplinger, Palm Springs, Florida flying a Pitts S-lS SPORTSMAN: Giles Henderson, Charleston, Illinois flying a Clipped Wing Cub All the winners faced stiff competition considering the size of the contest and number of contestants they were pitted against. Sportsman category alone had 52 entrants. In addition, 8 women were entered in the competition - setting a new record for Fond du Lac.

MINUTES

ANTIQUE/CLASSIC DIVISION BOARD MEETING

April 12, 1975

Conference Room, EAA Headquarters

The meeting was called to order by President Buck Hilbert at 10:30 A.M. Division Officers and Board members attending were: E. E. "Buck" Hilbert J. R. Nielander

Richard Wagner

Morton Lester

George Stubbs

Claude Gray

Gar Williams

Jack Winthrop

Kelly Viets

Absent: Evander Britt Jim Horne Al Kelch Others attending were Jack Cox, Pauline Winthrop, Dorothy Hilbert, Edna Viets, Mary Alice Williams and Dorothy Chase . Minutes of the previous meeting in January had been mailed to all Officers and Directors and the following correction was made: J. R. Nielander is Co-Chairman of the Antique /Classic Division for the Convention, and Kelly Viets is Chairman of the Aircraft Parking with Jack Winthrop as Co-Chairman . Secretary Wagner gave the following report on member ship in the Division: 1750 memberships issued 1450 active members 30-40 new members each month 12 non EAA members at this time Renewal rate is about 85% President Buck Hilbert reported that the type clubs are becoming more interested in the Antique/classic Division. Treasurer Gar Williams reported that the Division had a working capital as of March 31, 1975 of $6,234.05 . Gar also stated he had attended an EAA Chapter meeting at Lockport, IL and that they were not aware of the Antique/classic Divi sion's existence. He presented the program with slides and explained the Division's aims and goals. It was suggested that consideration be given to sending an issue of THE VINTAGE AIRPLANE to all EAA Chapters with a letter containing information about the Division, asking that the letter be read at the Chapter meeting. It was stated that a copy of the publication (VINTAGE) was sent to each Chapter President in May 1974. No further discussion. Following a brief discussion, a motion was made by Dick Wagner and seconded by Gar Williams that the Division pay motel bills for 1 night for officers and directors attending board meetings. Motion carried. A motion was made by Gar Williams and seconded by George Stubbs that the Division repay J. R. Nielander $400.00 owed him by the Division. This amount was advanced to the Division by J. R. in January to finance a purchase of jewelry to be sold at the Convention. Motion carried. Amendments to the Division By-Laws were discussed and will be presented for voting upon at the Annual meeting at the Convention. Petitions on file and recommended by the nominating com mittee for re-election are the following: Vice President - J. R. Nielander Treasurer - Gar Williams Directors: Jim Horne George Stubbs Morton Lester Claude Gray Ballots will b" mailed to all active members 60 days prior to the annual meeting and results announced at the annual meeting. A report was given by Gar Williams, Judging Standards Committee. Appointments to the committee were made by the President to fill the void left by the committee appOinted in January. The committee consists of Gar Williams, Dick

Wagner and Al Kelch . This modification to the committee was approved by the officers of the Division . Gar stated he had talked with Bob Taylor, AAA President regarding the Division's aim in setting up ground rules for restoration standards for governing the judging of antique and classic aircraft. Following a discussion on the clarification of the intent of the rules and standards for judging these air craft, a motion was made by Morton Lester to support the committee's presentation of rules, with the intention that the rules as corrected this date be used at meets throughout the country this year. Seconded by J. R. Nielander. Unanimously carried . There was some discussion as to copy rights, etc . but no more action taken. Al Kelch was appointed to get the forms printed for use in judging. Dick Wagner reported that a classified ad would appear in several publications in an effort to increase the Division membership. The ad will be coded so that we can monitor the response. Claude Gray suggested the Division publication include a current column each month to keep members informed of what the other members were working on and flying, etc. The Annual business meeting was set for Monday, August 4 at 9:00 A.M. at Oshkosh. Convention report by J. R. Nielander - J. R. is recruiting volunteers and plans to set up a time schedule for each day at the Convention . He suggested that each volunteer be given a ride in an antique airplane. He stated that he would need 250 volunteers, working 2-3 hour shifts. It was stated that there would be no camping in the Antique/ Classic Parking (Aircraft) area this year. Gar and Mary Alice Williams will be in charge of pre-regis tering classics again this year. An announcement will appear in the next Hot Line of SPORT AVIATION, asking members to contact Gar Williams directly, for reservations. It was suggested that the date and time of the Chicken dinner in Ollie's Woods at the Convention be announced far enough ahead of time and that arrangements be improved over last year. The meeting was adjourned at 2:45 P.M. Respectfully submitted, Dorothy E. Chase EAA Divisions Executive Secretary

Minutes of Antique & Classic Division

Board Meeting at the EAA 1975 Convention

August 4, 1975 at 0900

Meeting began with an informal discussion of Division Status within EAA structure until arrival of Directors Al Kelch and Vice President J. R. Nielander when a quorum was then met. Meeting called to order by E. E. "Buck" Hilbert, with the following officers and directors present: E. E. "Buck" Hilbert, President J. R. Nielander, Vice President

Jim Horne wlproxy from Evander Britt

Al Kelch wlproxy from Claude Gray

Kelly Viets

Jack Winthrop

Excused and absent without proxies Gar Williams, Treas urer; R. H. Wagner, Secretary; George Stubbs and Morton Lester. Also absent was Divisions Secretary Dorothy Chase. Also present were Ed Escallon, President of the Florida Sport Aviation Antique & Classic Association, Bill Ehlen of the Southeast Sport Aviation Council and Stan Gomoll, Presi dent of the newly formed Minnesota Chapter. Ed Escallon was appointed to act as Secretary for the pur poses of this meeting. . Election results were announced. The balloting committee composed of Pauline Winthrop and Irene Gomoll provided the count. Re-elected were the incumbents : J. R. Nielander, Vice President by 274; Gar Williams, Treasuter by 276; Claude Gray, Director, 270; Jim Horne, Director, 262; Morton Lester, Director, 269; George Stubbs, Director, 268. On the ballots submitted were write-ins of a very humorous nature as*ell as some very talented and worthwhile individu als. There were 6 runners-up each with one vote for Vice

President, there were four runners-up for the Treasurer position with one vote each and there were twenty-nine write-ins for the Board with Ed Escallon (3), Ted Homan (2) and th e remainder with one each. A discussion of Election Procedures followed. The expense of mailing and the cumbersome administrative effort to hold and tally the ballots led to a motion by J. R. Nielander to have the Division President appoint a nominating mechanism committee, to study and rewrite this section of the ByLaws. Seconded by Jim Horne and passed u nanimously. J. R. Nielander moved the By-Laws be amended to provide staggered two year terms for the officers to assure contin uity of leadership and the benefit of one year's experience to new incoming officers. Seconded by Kelly Viets . Passed u nanimously. Discussion of EAA Membership tie-in as a prerequ isite for Division membership. Directors and Officers agreed that although present administration duties are increased, the idea be given a little more time that the prerequisite not be enforced . Discussion of the Minnesota Combined Chapter consisting of both EAA and AAA members. This is a first. Discussion of Type Club & EAA A&C Division tie-in by offering Chapter status to Type Clubs. Motion by Al Kelch to encourage and invite type clubs to become a combination Type Club Antique & Classic Division Chapter. Seconded by Jim Horne. Passed unanimously. Motion by Al Kelch that existing aviation organizations sharing our mutual interests be invited to consider affiliation as A&C Division Chapters. Seconded by Kelly Vie ts. Passed unanimously. Discussion of By-Laws: Motion by member Bill Ehlen, Article VII, Section 1, Officers, Section 1 Paragraph (a) be amended to include, "And will be members of EAA in good standing". Seconded by Jim Horne. Carried unanimously. Motion by J. R. Nielander that Article 8, Paragraph M be amended to read, "Each board member must be a member of the EAA and the Antique & Classic Division in good standing" . Seconded by Jim Horne. Carried . Personal note of thanks to the Judging Committee for their development of the new standards, to J. R. Nielander for his extensive and far reaching efforts to make the convention a success, and also to the volunteer workers for their participation and help in making our part of the 1975 convention the success it was. Special thanks to our parking committee Chairmen Kelly Viets and Jack Winthrop. Discussion of Judging Standards as developed by Gar Williams and Al Kelch brought out the need for type clubs to provide assistance to the Committee and the Judges on authenticity of restorations during the 1976 Convention and at anytime for that matter. J. R. Nielander will write to the various Type Clubs and so inform them along his invitations to participate at next year's Convention. Discussion of additional problem a reas and their possible solution prompted the suggestion that members write to President Buck with their ideas. Motion to adjourn by Al Kelch, seconded by Kelly Viets. Carried, and the meeting was adjourned at 1110 COT . By Ed Escallon Acting Secretary

CLASSIFIEDS RANGER AIRCRAFT ENGINE, model 6-440-C5 (200 HP) 443 TT, OSMOH, long term preservation , 1946, not maintained , mags, logs, best offer. RANGER AIRCRAFT ENGINE , model V-770 (520 HP), not preserved, no logs, salvageable parts. Best offer. W. B. Nixon, 609/452-5111. Please submit bids to Princeton University, Box 33, Princeton , New Jersey 08540 . Attn: Philip Krier, Assistant Director of Purchasing.

WANTED TO BUY - Gull Wing Stinson SR-7 through SR-10, V-77 & At-19 for restoration project. E. W. Brockman, No. 1469, 14320 Joy Rd., Detroit, MI48228.

WANTED - Old CONTINENTAL A-40-4 Aircraft Engine complete, also later Model Cont. 65 H.P. , What have you? Please give full particulars, price - first letter Chas - Opalack, 1138 Industrial Ave. , Pottstown, PA 19464. WANTED - Piper Cub J-3 about 1938-39-40 Models, complete or in parts. Need a 1939 J-3 Cub FUSELAGE mostly for one project, will also buy a Taylorcraft and Aeronca complete Airplane needing restoration for another project. Give FULL details in your first letters please and fair prices, if you actually want to sell. Chas . Opalack, 1138 Industrial Ave ., Pottstown , PA 19464.

WANTED - 2 fuel tanks for 14-13, Lou Casey, 3909 Englemar, NW, Washington , D.C. 20015, 2021537-1991.

'FOR SALE -

Hamilton Standard propeller - 2B20-220 (6135A-15) and governor & large spinner from Cessna 190. 4 hrs. since overhaul ' and polish: w/tags. $695.00 or trade for Curtiss-Reed 96x71 in like condition. Also Cessna 190 cowl and engine mount: $150.00 each. Carburetor for W670-23 Cont. $125.00. Dennis K. Owens, 140 Second St. , Deposit, NY 13754.

WANTED - PA-7A Pitcairn Mailwing Wheels needed for a Smithsonian Restoration. The aircraft has to go back to the Smithsonian by early 1976. Joe Toth and Charles Lasher of Miami are rebuilding this one . Contact Charlie Lasher if you know where they can obtain a set of wheels at: Southern Aeronautical Co., 14100 Lake Candlewood Ct., Miami Lakes, Fla. 33014.

1936 Terrap lane Auto Wheels - FREE. 3 wheels and 1 hubcap. Contact: Joe Evans, 2254 W. Alvina Ave., Milwaukee, WI 53221.

FREE -

WANTED - A pair of original J-3 wheel pants. Howard C. Holman, Sky Ranch , Wayne, Maine 04284.

(Photo by Dick Stouffer)

Another EM Division, the International Aerobatic Club, held the world 's largest aerobatic competi足 tion, in conjunction with the EM Fly-In Convention at Oshkosh this year at Fond du Lac, Wiscon足 sin. 135 competitors entered - they, their aircraft, and the contest officials are pictured here at Fond du Lac on July 27, 1975.

(Photo by Lee Fray)

The Pober P-9 " Pixie", after its conversion to the Limbach engine. The aircraft is now equipped with a special Sensenich wood propeller and is performing well.

-::. ..."t

(Photo by Lee Fray)

Some of the " Aviation Greats" congratulate Steve Wittman after the dedication of a historical marke'r honoring Steve at Oshkosh' s Wittman Field. Left to right : Herman " Fish " Salmon, Clayton Brukner, Bernie Pietenpol, Karl H. White, C. G. Taylor, Steve Wittman , Vernon Payne, Martin Jen足 sen, and Ed Granville.

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