VA-Vol-5-No-6-June-1977 by EAA Vintage Aircraft Association

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Restorer's Corner

fiJ1/.J.R. NlELAI\nEH. Sl

JUDGING CLASSI FICATIONS AND CATEGORIES Over the past three years your Division has had standing committees which have been working very hard at the monumental task of putting together a Judging Manual. This manual will contain guidelines which will have the two-fold purpose of pointing out to restorers or replica builders how they should do the job if they would like to win trophies as well as giving the judges a standardized judging system with which to work, thus improving the quality and consistency of aircraft judging, not to mention making the job much easier for many a judge of limited experience. When completed, copies of this Judging Manual will be available to all, but at this time completion is still many, many months in the future . Its availability will be appropriately announced in this column when the time comes. Much thanks is due the original committee consisting of AI Kelch, Dick Wagner, and Gar Williams; the present committee consisting of Brad Thomas, Claude Gray and George York; and, in addition, to Bob Taylor and other members of the Antique Airplane Association who supplied much valuable input in the early and basic stages of development. Of greatest importance to the membership, as indi cated by letters received, is the defining of what is an antique, what is a classic, and what is a replica. The

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following are the definitions which have finally evolved through all of this joint effort. An ANTIQUE aircraft shall be defined as an aircraft constructed by the original manufacturer, or his licensee, on or before December 31, 1945. A CLASSIC aircraft shall be defined as an aircraft constructed by the original manufacturer, or his licensee, on or after January 1, 1946, up to and including Decem ber 31, 1955. Of course, there have to be a few excep tions to the above, and they are as follows. Pre-World War II aircraft models which had only a small post-war production run shall be defined as antique aircraft. Examples are Beechcraft Staggerwing, Fairchild 24 and Monocoupe. Civilian aircraft manufactured in the last four months of 1945, which were actually 1946 models, shall be defined as classic aircraft. Examples are Aeronca, Piper and Taylorcraft. A REPLICA aircraft shall be defined as an aircraft constructed exactly to original manufacturer's plans, full size in scale, but not constructed by the original manufacturer or his licensee. For those who prefer jazzing up the old bird rather than going the route to original authenticity, a CUSTO MIZED aircraft classification in both the antique and classic categories has been established . In this classifica tion the fine craftsmanship of those restorers can be appreciated, recognized and rewarded even though their restorations would not score very highly on the authenti city scale. The judges will be using these categories and classifi cations at Oshkosh this year and hereafter, and this should, over a period of time, improve the standardiza tion and eliminate some of the confusion which has been apparent in the past. We think that the committees have done a great job thus far. We are particularly pleased with the classic aircraft category. This category was of much concern to us for several years due to various problems and realities of life which were dictating

different upper limits. The solution arrived at by the committee, that is, December 31,1955, is an excellent compromise. This was the year which, for all practical purposes, averages out as the demise of the taildragger. Piper brought out the Tripacer in 1953. Cessna had al ready terminated the 140A in 1951. The 190/195 ceased in 1955. Only a few 170B's were built in 1956. The 310 had come out in 1953. Beechcraft had their Bonanza through several mod ifications by 1955 and were making plans to phaze out their big H-18 twin. Aeronca and Taylorcraft were out of production as were Luscombe and Stinson. With the exception of the Piper Super Cub, the Cessna 180, and a couple more hangers-on, the industry had capitulated completely to the tricycle drivers and their training wheels, and most production designs have been essentially frozen ever since. Over 12,000 personal aircraft manufactured during this ten year post-war period are still on the FAA register. That's a lot of classics. Frankly, we believe that we can live with this ten year limit to the classic category until the personal family aircraft becomes a four-place single engine jet. This does not mean that we are turning our backs on those of you members who own fifteen or twenty year old aircraft. Quite the contrary. Not all of us can or want to own an antique or a classic, but we can all appreciate their beauty and support the movement which encourages their preservation and restoration. And, speaking of restoration, the problems and solutions of restoration are the same regardless of whether your aircraft is twenty years old or thirty. Our Division foru ms on maintenance and restoration held at the Oshkosh convention are just as valuable to the owner of a not-quite-classic as they are to the owner of a classic or an antique. So, if your aircraft is newer than 1955, we can still be of help to you in many ways, and we shall still appreciate your support. (cont. on page 20)

OFFICIAL MAGAZINE

ANTIQUE / CLASSIC

DIVISION of

THE EXPERIMENTAL AIRCRAFT ASSOCIATION

Editorial Staff Paul H. Poberezny Associate 'Edito( H. 'G l e1,~ BUff ihgt on 818 W. Crocke tt St. No. 201 S~attle , 'Washington 98119

Assistant Ed itor

Lois Kelch

Editor AI Kel ch

Directors

VICE ·PRESIDENT J ACK WINTHROP · RT.l ,BOX l l1

Evander M. Britt Bo x 152 5

3840 Cor onati o n Road Eagan. Minneso t a 55122

Lumbe r ton, North Carol ina 28358

George E. Stubb s Box 113 Brow nsburg, Indiana 4611 2

M. C. "'Kel ly "' Viets RR 1 , Box 151 Stillwell, Kansas 66085

W illi am J . Ehlen

Mort o n Lester

Route 8, Bo x 506 T ampa. Florid a 33618

Martinsville, Virgini a 24112

ALLEN, TX 75002 S ECRETARY

R,ICHARD WAGNER

P.O. BOX 181

LYONS, WI 53148

TREASURER E.E. "BUCK" HI LBERT

8102 LEECH RD .

UNION , IL 60180

THE V I NTAGE A I RP L ANE is o w ned Hales Corners, Wisce nsin 53130. 53130, and additional maili ng off ' period of which $10.00 is fo ( the

VOLUME 5 NUMBER 6

Restorer's Corner .. .. . . . . . . . . .... . . ...... . .. .. ... . . .. ... ... . . . . . . 1

007 Contact . . .. . ... . ... . ... . . . ... . .... . .. ..... ..... . . . . .. . . .. . ,3

Gee Bee Sportster . . . . . . . .. . . . .. . .. . .. . , .. ... .. . .... . . ... . . . . . . , ..7

Vintage Album, (G lenn Buffington, Assoc. Ed .) . . .... . ... . .. . . . .. .. . . ..13

Freddie's Folly! . ... .. . . . ........... ... . . . , ... , . . . " . . , .. . . .. .. . 15

Notice of Electio n . .. . . ... . ... . ... . . . . . .. . .. . . .. .. . .. . . .. .... . ..20

Air Mail . ...... .. .. .. . . . .. ... . ... . . . . .. . .... . .. .. . .... . .. . , .. .21

AI Kelch 7018 W . Bonniwell Road Mequon, Wiscon sin 53092

Claude L. Gray, Jr . 9635 Syl via A venue Northridge. California 91324 J ames B. Ho rne

PRESIDENT J . R. NI'ELANDER, J R. P.O. BOX 2464

FT. LAUDERDAL E, FL 33303

JUNE 1977

Associate Editor

Ed ward D. Will ia ms

713 Eas tman Dr.

Mt. Prospect, Illinoi s 60056

Associate Ed itor Ro be rt G. Ell iott 1227 Oakwood Ave . Daytona Beach , Fl orida 32014

Associate Ed itors will be identified in the tab le of con tents on arti cl es they send in and repeated on the articl e if they have written it. Associate Editorshi ps wi ll be assigned to those who qua lify (5 articles in any calendar year).

ANTIQUE AND CLASSIC DIVISION OFFICERS

P.O. Box 229 Hales Corners, Wis. 53130

P.O. Bo x 3747

Advi sors W. Brad Thomas. Jr .

Dale A. Gustafson

301 Dod so n Mill Road Pilot Mou ntain , No rth Carolina 27 041

77 24 Sh ady Hill Dr ive Ind ianapo l is. IN 46274

Robert A. White 1207 F alcon D r ive Orla ndo, Flor ida 32803

Roger J . Sherron

44 6 -C Las Casitas

EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIP o NON-EAA

MEMBER - $34.00. Includes one year membership in the EM Antique/Classic Division, 12 monthly issues of THE VINTAGE AIRPLANE; one year membership in the Experimental Aircraft Associa t ion , 12 monthly issues of SPORT AVIATION and separate membership cards . o NON-EM MEMBER - $20.00. Includes one year membership in the EM Antique/Classic Division , 12 monthly issues of THE VINTAGE AIRPLANE; ene year membership in the Experimental Aircraft Associa tion and separate membership cards. SPORT AVIATION not included . o EAA MEMBER - $14.00. Includes one year membership in the EM Antique/Classic Division. 12 monthly issues of THE VINTAGE AIRPLANE and membership card. (Applicant must be current EM member and must give EM membership number.

Santa Rosa, CA 95401

ON THE COVER

Ar th ur R. Morgan

St an G o moll

5 1 3 Nort h 9 1 st Street Mi l waukee. Wisconsi n 53 226

104 290th Lane, N.E . Minneapol is, MN 55434

y by A n tiq ue Classic A irc raft, Inc . and is p ublished m onthly at ;tage paid at Hales Corners Post Office, Hales Cor ner s. Wisconsin M'", mbersh ip rates for A ntique Classic Aircraft. Inc . at 5 14 .00 per 12 m onth ion of T HE V I N T AG E A IRP LANE. Membersh ip is ope n to all who are

007 Stearman. See story on page 3 by Byron Fredericksen.

PICTURE BOX (bck Cover)

Piper photo, note 50 hp up exhaust Cant., tail skid, split windshield and 3 masted Schooner sailing on water belo w.

i n terested i n aviation.

contact!

By:

Byron (Fred) Fredericksen 7364 Breezewood Lane Neenah, WI. 54956 (Photos by Author)

There exists much open countryside and farm land even today on this crowded old earth. Not a great deal of harm would happen as a result of a tornado roaring across an open field. But this particular tornado overflew the unpopulated area south west of St. Charles, Illinois and touched down on the DuPage County Airport leav足 ing behind a sad state of affairs for airplane owners and insurance companies. It was the summer of 1974. One of the casualties of th is storm was parked in a large block hangar on the north east side of th e airport. It was a good airworthy 1941 Stearman done up in WW II U.S. Army colors and owned by a couple of local fellows. During the storm the hangar collapsed in on top of this Stearman. The owners had the Stearman (N55626) insured and the company considered it a total loss. My partner, Chuck Andreas, and I subm itted a sal足 vage bid without viewing the remains. We were busy building up another Stearman at the time and we could always use parts. Our bid was accepted and we dismantl 足 ed the bird and trucked it home in July '74.

Lower Left: Chuck cranks 007 for first time after rebuild. Upper Left: Owners enjoy first flight in 007 (Photo by Bill Brennand)' Chuck was pretty well along on a new set of Stear man wings and center section he was building from scratch from new spruce supplied by B&F Aircraft of Chicago. Our project at the time had been an ex-sprayer with metal ribs on the lower wings and metal cover on the fuselage, which we discarded. We have many Stear man wings, however, we use only the metal parts, fit tings, drag, anti-drag wires and compression ribs and burn the rest. Trying to rebuild thirty-five year old wood wings is almost more work than building new ones. Besides, Stearman wings are easy to build, plus we know then what we are riding on in flight, and also know what we are selling to someone else some day. The following may be a rare situation indeed, however, we recently purchased a set of newly "rebuilt" and recovered Stear man wings and upon removal of some cover for a look see found so much rot we salvaged only the metal components and the balance went up in smoke, as it should have. Anyway we put 55626 in the shop and took stock of what we had. We found extensive damage in that both left wings, left aileron, left elevator, rudder, tail wheel assembly, both windshields, two cabane struts, two interplane struts, fuel lines, and top fuselage cowling were beyond repair. The fuel tank, center section, front instrument panel bulkhead, fuselage basket and stabilizer were pretty badly damaged . Most of the landing and flying wires were broke or badly twisted. The prop how ever only had a slight bend and scratches on one blade. More evidence of how hard a blow the airplane received was that we found the half inch gear bolts were bent. In spite of all this damage, we decided this fuselage could be rebuilt in less time than restoring the sprayer back to stock two place again . We started in August '74 working mostly nights and week-ends with the usual rebuild process. Strip and clean the air frame, straighten and dye check fittings, tubing and attach fittings where necessary and applying epoxy primer to same. 55626 did not have wing or fuselage inspection doors, center section mirror, nor the original instrument panel foam crash pads, which we made and added. We ordered many parts from Dusters and Spray-

Upper: Cover and cowling completed and painted. Lower: Newly built center section ready for tank installa tion.

L to R, owners Chuck Andreas and Byron Fredericksen.

ers Co. and scrounged parts from places as far away as Florida. Chuck and. I were surrounded, of course, by the usual "airport bums" all of whom are grand guys. Guys like Albert Ziebell, Glen Derber, Harold Everson, Windy Glaser, J ack Tucker, Bob Murray, John Geiger and others who were pros at welding, tin bending, stencil cutting, and all were EAA members with a desire to help us make 'Oshkosh 75'. We did not have our own shop at the time, and space for our project was rented from Bill Brennand's Airport Shop and the work was supervised by Bill, who is an IA. After the fuselage was complete, except for covering, we completed and installed the new uncovered wings

and center section, and rigged the airplane per the Stear man Manual. This was an interesting process and voices walked by that said "don't use the manual, that doesn't work,", but their comments never included any other method. We completed the process by the book, and disassembl.ed again for covering. We used "Ceconite" fabric and with the help of mechanic, Jack Wojahn, sewed up the envelopes. Two coats of clear nitrate were brushed on, followed by the rib stitching and tapes. Two more coats of nitrate with the silver added were then brushed on. Chuck is a good "mechanic" and wood man, but I happen to be the "official painter." We next sprayed eight coats of nitrate silver, wet sanding the complete airplane twice with 320 paper during this process. (The only time our helpers showed up missing was during all this sanding.) By now it was the middle of winter, and I am sure Bill spent more money for heat in his shop than he collected from us for rent. We sprayed ten coats of A&N orange yellow butyrate next, many nights finishing up at three or four o'clock in the morning. After all these coats of dope, the weave in the cover was just barely visible, which is the way it should be. This means the dope penetrated. We did not try to "bury" the tapes, as they are part of the airplane and should be seen just as they were in 1941. I really do not like to see an antique airplane covered with the new fiberglass products, but, of course, due to the cost these days of doing or hiring recover work, we chose this "permanent" type covering. I also believe one's antique airplane should lose a couple points in a judging contest if covered with anything but material of its day. And I can't imagine covering already thirty-five year old wood with the thought that this is permanent. I want this old wood uncovered for an inspection every ten years if I have to fly or ride in it or on it. These old airplanes are fun until someone gets hurt. All metal parts were primed with epoxy and painted with Super Flite matching enamel. Next came the markings and the acquaintance of a remarkable fellow. Chuck and myself are members of SRA (Stearman Restorers Association) and were in possession of a SRA "Outfit" publication which contain ed a very detailed drawing of the U.5. Navy N2S-3 submitted by SRA member, Kenneth D. Wilson of Evansville, Indiana. Ken is a student of the Stearman Airplane and I am sure has done as much research on Stearman markings as anyone in the country. We du

plicated Ken's drawing to the letter, except that this drawing showed a squadron number 317. I called Ken and asked him about this. He advised 317 was not official and we could use any number as long as the symbols were eighteen inches high, the width one half of the height and the stroke one sixth of the height. We thought about this and decided we would use our tel ephone area code of 414 or maybe 720 or 747, as this was a Boeing Stearman. Someone came along about then and remarked this all sounded very mysterious; thus came the 007. Those that have gone through this know hours and hours are spent masking. We installed the 007 on fuselage and cowl, thirty inch diameter stars and meat balls on the lower wings and forty five inch on the top wings. Four foot red bands went on all wings and the fuselage, U.S. Navy on fuselage sides are eight inch block. Each fabric airplane component had the part number, dope code, date, airplane model number doped on in half inch black symbols. Each also had the inspect or's initials in black on a one inch white square after each code. The landing gear fairings were Navy gray with a two and five eighth diameter lemon colored circle on wheel covers. The tail wheel cover had a five eighths circle. Each wing strut had to be numbered in one inch black numbers as well as the fabric next to each strut fitting. The center section and wing hand holds had to be doped black in the exact manner the Navy specified way back when . The oil dip stick cap had to be lemon colored with half inch black numbers 4.4 U.S. Gal. And then the prop - natural metal on front side except tips which required four inches dark blue next to four inches lemon yellow next to four inches insignia red. The prop diameter and blade setting had to be half black symbols on the natural metal. The back side of the prop had twenty eight inches of dark blue with the remainder painted black. Fuel grade on the side cowl, gallons on the center section, designation on the rudder, no step here, jack there, etc. This is how you get awards with your airplane, if in fact awards interest you. We really just wanted our Stearman to be just like it was when it came from the factory. If folks like Ken Wilson can do the time and effort to research these airplanes for the benefit of others, we can certainly do him the honor of in fact marking the airplane the way it should be. The only snag we hit was that the number N55626 was to be in three inch block letters on the fin . The FAA, FARS spell out that no other markings this size shall appear on

Rigging process before covering. Note abundance of sidewalk engineers.

the airplane that began with the same letter, and our airplane was an N2S-3. We ignored this and installed N2S-3 in three inch block letters on the rudder. And as of this date no one has shot us down. We had the prop repaired and the AD done at Whirl足 wind Prop Shop at Chicagoland Airport. The 220 Cont. engine had only 250 SMOH and it checked out perfect. Chrome rocker box covers and push rod tubes are pretty, I guess, but they were not that way in '41. With all the color the military required, it seems strange the engine had to be plain old black and gray. I suppose the black matches the oil that blows around. By April the airplane had been covered six weeks, and we rubbed the entire thing with a fine compound and then applied a coat of wax. We had a very good足 looking bird if we do say so ourselves. Finally on April 25, nine months after hauling it home, we cranked the inertia starter and after three tries all the smoke and noise happened. After a couple taxi runs and, of course, pictures, we took off and were very pleased to find it flew straight and level hands off with only the minor effect of engine torque. The manual was right. There are no tabs on any control surfaces except the trim tab. No rigging changes were necessary. Our homes and shop are ten miles north of Oshkosh and we made the big trip for the '75 EAA Convention. We also gave many folks their first airplane ride where they were sitting outside. 007 had 6800 hours on the air

Fuselage cover completed with newly built wings rigged and ready for cover. frame when we bought it and now it has 200 more. The engine has been perfect. We, at this date, have four other Stearmans, one of wh ich we are restoring to portray the PT-27 Canadian version. Again Ken Wilson has provided an exact detail drawing with all the correct Canadian markings of that era. We now have aluminum rib jigs and our own shop with all the necessary equipment, and can do a Stearman rebuild in about 2000 hours including building all new wood parts. We have a couple of engines being overhauled by Bill Bohannan of Columbus, Ohio. Bill just finished a Stearman rebuild and for the informa足 tion of anyone wishing to contact a good round engine overhaul shop, Bill's address is - Bohannan Aviation Serv足 ice, 2294 Onandaga Drive, Columbus, Ohio 43221. Bill is an EAA and SRA Member also. For the record, 007 has to date received awards as

follows: Dacy AAA Fly In - 1975 - Best Stearman EAA Oshkosh Fly In -1975 - Blood, Sweat and Tears 4th National Stearman Fly In - Galesburg - SRA Best N2S 5th National Stearman Fly In - Galesburg - SRA Best N2S Wisconsin Chapter AAA Clear Water Fly In - 1975 . Favorite Airplane National AAA Convention Fly In - Blakesburg - 1976 - SRA Best N2S Chuck Andreas and myself extend an invitation to anyone wishing to visit us ~r our shop. We are located adjacent to the runway on the Brennand Airport, Neenah, Wisconsin. Our old airplanes are just a hobby with us and we enjoy meeting antique enthusiasts.

By: V"

Robert H. Granville R.F.D. 4 - Box 776

Skowhegan, Maine 04976 (Photos furnished by Author)

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Warner powered Sportster owned by Skip Tibert. Same as NC 46 V flown by Bayles in the Ford Reliability Tour.

Perh aps the best way I can te ll yo u abo ut the Gee Bee Sportster is to q uote fro m a broc hure writte n by Z. D. "G rann ie" Granvi ll e back in 193 1. It reads as fo ll ows: "Ho p off in thi s tr im litt le Gee Bee Sportster. Up 5000 fee t in less than five minutes. Speed alo ng at 125 mph. Gi ve her the gu n to 150 if yo u wish. Cut the gun , dro p the co nt rols-·she 's in a 60 mil e per hour glide . Open the thrott le. Leve l fli ght aga in . Speed . Stab ility. Yo u never kn ew such fun . You 'll marve l at her maneuver ability. And does she sta nd upl Thi s littl e ship came in seco nd in th e great All Amer ica n Air Derby--firs t of all the stock pl anes. No te her trim strea mlin e bea ut y. Admire her sturdy safe constru cti o n. Here 's the airpl ane yo u would love to own. Id ea ll y ada ptabl e for Sport, Speed, Bu sin ess, or Pl easure. Co nsid er th e many exc lusive fea tu res of the new Gee Bee Spo rt ster. Th e ca reful engin eer ing and workmanship which make it so fast and safe. Note its ex tremely low price for such a bea utifull y built airplan e. Here is th e speed ship th at will give yo u th e greatest thrill in fl y ing. " Th e broc hure went on to tell abo ut the race so me· thin g lik e thi s: " Overcoming all sorts of hardships in th e lo ng dan ge ro us grind ove r mountai ns and deserts of the wes t, pil o t Lo well R. Bay les of Sp ringfield , Mass. brought in hi s stock Gee Bee Sportster to win second pl ace in thi s nat io nal cl assic. Th e Gee Bee Sportster was th e firs t stoc k ship to fini sh. Th is great victory of th e Gee Bee Sportster over 18 famo us ship s and fa mou s pil ots is the best reco mmend a· tio n fo r th e many unu sual characteri sti cs of speed and endurance describ ed within thi s fo ld er." Th e brochure has ph o tos of a Model E built und er ATC 398 and a Model D buil t und er ATC 404 . It al so goes o n to descr ibe the ship . " ENGINE INSTALLATION Th e Mo nasco Pi ra te C-4, 125 H.P. o r Warn er 110 H.P. or Fa irchild 6-390 130 H.P . or Cirru s Hi-Drive 95 H.P. engin es are used in all stock Gee Bee Sportsters. Oth er engin es will be furni shed on speci al order. Engin e mo unts built espec iall y st iff, reducin g vibr atio n to a mirtimum . WIN GS With an aspec t rat io of 6.9 t he win gs of th e Sportsters are tapered to such a degree as to give unh ea rd of maneuverabili ty . The stru ctu re is built to wi thsta nd th e

stra in of any kno wn maneuver. Rate of climb in inverted

fli ght is nearly eq ual to th at of norm al fli ght. Load fac

tors of 6 in verted and 8.6 in nor mal fli ght are main

tained th ro ugho ut with wide marg in of safety at all

highl y stressed po ints.

WIN G PAN ELS

Spars and ribs are made from carefull y seaso ned Sitk a spruce . Du ra l co mpres si on tu bes impart great to rsional st iffness . No te t he des ign and stri ki ngly ru gged appea r ance. LANDING GE AR Hydraul ic shock stru ts with six· in ch Ol eo travel and rub ber for tax iing, co mbin ed with full air wh ee ls, size 20 x 9 or 650 x 10 make th e very ro ughest field s easily nav igabl e. Th e who le landing structure is enclosed in strea m·lin ed " pant s" redu cing drag to a minimum. Brakes o pti o nal $100 ex tra. GASOLINE FEED LINE Th e gasolin e is carri ed in two wing tank s and one co wl tank , th e co ntents of th e win gs be in g pumped by a hand wobbl e pump to th e co wl tank wh ere it is fed to th e moto r by grav ity . A spec ial line and jet is in stall ed to su ppl y fuel to the engi ne auto maticall y wh en upsid e do wn. CONTROLS All controls are ex tremely li ght and are effec tive far belo w stalling speeds. The load o n th e stick is ex tremely li ght in any maneuver. Co mfo rtabl e rudd er pedals o f th e hanging typ e. All control bearing are oversize with many ball bea rings to prevent wear. Pu sh pull tub es and straight cabl es elimina te pull eys. FUSELAGE Th e fuse lage co nst ructio n is of weld ed chro me mo lydenum stee l tu bing t hrougho ut, making th e struc tu re, extremely co mpact, li ght and rigid . Th ere are no we lds in te nsio n members. A detachabl e mo tor mount all o ws th e use of any inve rted, inl ine or radi al engin es. EQUIPMENT An inverted jet is buil t in to carburator wit h gravi ty feed fro m either wing tank. A wo bble pump brings th e gas fro m wing tank to fuse lage tank . A baggage compart me nt of 2 cubi c fee t ca pac ity and poc kets for logs and maps add great comfo rt and unu sual storage fac iliti es for such a small pl ane. The in side of th e cockpit is attrac t ively uph o lstered. A hand start er ca n be install ed if de sired.

INSTRUMENTS Th e instrum ent board is of burl ed dural with a com· pl ete se t o f Co nso lid ated in str um ent s inclu ding an air speed indi cato r, bank indicator, co mpass, alt im eter, tacho meter, o il press ure and temperatu re ga uges, switch, cho ke, alt it ud e co ntro l and booste r. A turn and bank an d rate of climb indicator may be in stall ed o n t he sa me in strum ent board at addition al cost. FABRIC & FINISH Th e fa bric is t he fin est grade Dartm outh -tex f ini shed wit h 9 coats of Berryloid pigmented do pe. Ear ly o rd ers all ow a cho ice o f co lo r co mb inatio n. Thi s brochure also has a ch art showing lots of data on all model spo rts ters which rea ds as foll ows. Th e first gro up of f igure s is typi ca l o f all models. Span 25 f t. Wing area 95 squ are fee t. Lengt h 17 fee t 3 in ches. Height 6 fe et. Fu el ca pac ity 40 ga ll o ns. Oil ca pac it y 3 ga llon s. Landing Crui sin g Top Models Fi gures. Model Mo tor H.P . Weight Sp eed Speed Speed B Cirru s Hi Drive 95 900 50 120 140 C Menasco B-4 95 900 50 120 140 D Menasco C-4 125 922 50 130 159 E Warn er Scarab 110 912 50 128 148 F Fairchild 6-390 135 960 52 135 160 Model Climb to 5000 fro m stand ing start Price B 6 minutes $4680 C 6 minutes $4780 D 4 minutes $4980 E 4 Y:o minutes $5230 F 3 minutes 48 second s $5580 Gra nvill e Bro th ers Aircraft Inco had hardl y go tten started a t Springfi eld, Mass. when th e stoc k market crash came in 1929. Nin e two pl ace side by sid e bipl ane had bee n fini shed and nea rly all so ld. Anoth er group of nine had bee n started. It soon became apparent th at th e sal e of thi s type airpl ane was go ne and might never return. A pl easure ship fo r aro und $4200 was just o ut o f reac h of th e average pil ot. At th e tim e, th e company had over twenty empl oyees and many of th ese had to be laid off, leaving o nl y a fe w key men. Am erica n Cirru s Engin e Co. of Marysv ill e, Mi ch. , in a bol d attempt to se ll a ircraft engin es, dec id ed to sponse r a lo ng po int to poin t race, to pwve th e re li ability of th eir products. All entering ships would have to be powered by Cirru s engines eith er hi dri ve or upright. Th e

race would stan and end in Detroit and cover a major pan of the United States. Buildcl·s were fl·ee to usc any number of engines and th ere were no re str iction s on design. Granville Bros., inspired by chief engineel· Robert L. Hall decided to participate. It would kee p our small work force togethel· for a while and the pl·iLe money was very good. And so the first Gee Bee Sponster was born. It was to be a big change for us, a clea n low wing monopl ane, wire braced wings, rigid landing gea r with full air wheels and would be si ngle place. Air wheels were new and the manufacturer thought that there wo uld be no need of shocks with their usc . However shocks were used on all other Gee Bees exce pt this first Sportster. Fu el capacity would be 40 gal lons and the inverted CilTus was very economical on gas. Springfield Airport had a really fine pilot at th e field nam ed Lowell R. Bayl es. He offered to fly th e Spo rtster and the company was very pleased to have him, as his reputation was excellent. There was soo n a long list of top pilots entered in the race, flying all kinds of airpl anes. One of the bes t, and a man who would later be well known as a Gee Bee racing pilot was to fly a tiny racer built by Comm and-aire. Hi s name was Lee Gelbach and his ship was the Little Rocket. Lee an d Lowell du eled it out, holding down fir st and second place every day, and Lee won. Bay les was sport enough to furn ish Gelbach with some badl y needed ove r head parts one evening which of course was a great help towards the win. The Sportster handled very well so Bay les made a point of giving th e crowds a few moments of aerobatics at each landing field. Thi s gave the ship a lot of good publ icity. It wa s finally ovel· and Bayles flew back to Sp ringfield with second place ho no rs and prize money. He was escorted in by most of the airplanes on the field to I·eceive a hero 's welcome. Th e city turn ed out for a big parade, speec hes and a testimonial dinner. Low ell Bayles imm ed iate ly bought the airp lane and he and Roscoe Brinto n formed a flying serv ice and started barnstorming tours. They had five or six ships including a bath tub New Standard and flown by a man man y of yo u know. He is Len Povey. Bay les would pull in ahead of the others, put on an ac robat ic show to draw a crowd and then everyone would haul passengel·s.

Back at our sho p, we knew that we had a rea ll y suc cessfu l pl a ne and GI·annie began to wonder wh o would bu y it. He reaso ned that th ere were st ill a few bright yo ung men who had eno ugh mone y to bu y a Sportster and would really love this kind of a ship. Complete drawing s wel·e made and it was deci ded to try fOI· an approved type certificate as soo n as poss ible. Adveni sing went out calling the Gee Bee Sport ster "Th e fastest and most maneuverable li censed airpl ane for its horse po wer in the United States." Two of th e first customers for Sportsters were Ham id Moon and George Rand. Both had been memb ers of the Harval·d F,yi'1 g Club at Boston and knew Grannie very well. Moon ordered a CilTus Hi Drive job fini shed in a two tone brown. Rand's ship was to be Menasco C-4 po wered and finished in bri ght I·ed and white. Th e new ships were nearly th e sa me as the original, about the only change being in the landing geM. Harold Moo n' s ship was built first and he stayed right with th e ship through most of the constructi o n so he would know it from inside o ut. As soon as it was ready to fly, he was very anxious to make the first flight. How ever Granni e refu sed to let him fly it until he had given it a thomugh test himse lf. Harold was an excellent ac robatic pilot and as soon as he got to fly it a few tim es, he dec id ed to take it to Phil adelphia a nd show it to his fri ends. GI·annie suggested th at he bring it bac k in a few days for a final check, and he took off. It was abo ut fo ur days later, just as we were coming out for lunch , that we saw him boring in over the city probably at full throttle. He crossed the field, did a very tight and vertical 180 and made one bea utiful slo w roll back ac ros s th e airpo rt so low that he was blowing the grass with his prop blast. One more tight turn an d he cut th e gun and landed . It was a beautiful performance but a might y dangerous one. Wh en he taxiied in , we noticed that hi s bottom engin e cowl was missing. He explained that he had made a dive from 10,000 feet, somet hin g had uashed and he didn't know what had happe ned until he landed. Except for that piece of cowling, Haro ld Moon never put a scratch o n hi s ship as long as he owned it. Howeve r this kind of fl ying proved fatal to a couple of o th er Sportster pil ots. As it is always the fa ul t of the ship when the story is written up, th ese ships began to get a bad name which was hard to live down. Actually they

were just too muc h fun fo r stl·aight flying, and every pil ot is not an acrobatic pilot. After a few Sport sters were made, another change was made in th c la ndin g gear and a lal·gcr rudd er and fin was put on. George Rand brought hi s ship back and had th ese changes made so that it coul d calTY an NC li ce nse after the ATC was gra nted. All the necessary engin eel· ing, load testin g etc. was finally finished and it ship powered by a Warn er Sc arab was flight tested fo r an approved type certificate. Engineering In spec to l· John L. Moran, a qui et, tough, honest man and an excellent pilot did th e job. He as ked fOl" a fcw small changes which didn't take lo ng and we were granted ATC 398. Shortl y thereafter, flight tes ts were run on a Menasco C-4 powered Sportster and ATC 404 was issued to cover this model. As far as I know, these were thc only cert ifi cates ever issued for a small single pl ace hi gh perfo r mance sport plan e. Durin g 1931 and 1932, Grannie flew one o r another of these ships all over this country usually looking for customers. He also did sky writing with one, at the De troit show in 1931. In 1931 th e company entered a Warner job in the Ford Reliability Tour with Lowell Bayles aga in behind the stick . He had to win his points on perform anc e alone as he could not make points on load. Th e records show stick tim e to be 8.1 seco nds, his unstick tim e to be 10.7 seconds and hi s ave rage speed to be 140.78. He finished in fourth pl ace but was the winner of th e Great Lakes Trophy. At the Nation al Air Races in 1931 and 1932 while the big Gee Bees were maki ng the headlines, Sporls ters also pick ed up quite a lot of money in their classes . We had three th ere and Maud Tait and Mae Haizlip flew them in some of th e women's races. Grannie flew o ne in from California in a handicap race but finis hed out of th e money. Monocoupes gave him some tough competi ti o n. Bay les also flew o ne in aerobatic co mp etit io n and took top money. Bay les' model X Sportster lasted until Octob er 19 31. The Cirrus engi ne had been removed a nd it was now powered with a six cy lind er Fairchild. It proved to be a hard sta rting engine in cold weather and Balyes had put a loose hand uank boostel· o n the floor of th e sh ip to aid in starting. Roscoe Brinton took the ship to a mee t in Vermont o n a nice fall Sunday, as Bay les was busy fl yi ng the "C ity of Springfi eld" . OWing

an acrobatic maneuver, the booster and booster wires becdtne entangled with the stick and Roscoe bailed out. He was soon back at the mike to say a few words to the crowd. He had a big grin on his face and told them "You people arc real lucky to sec a show like this for 75 cents. It costs a lot more at Cleveland." One fine Sportstel· which had a remarkable and varied life was the Menasco powered Model D NC11043. Parts of it arc still in existance today and it is undergoing a I·ebuild. Painted light blue and cream, with a black panther head on each side of fuselage and solid pil·ate emblem on top of the nose cowl, it was a beauty. Grannie used it for a demonstrator and skywriter for quite a while and finally sold it to Bill Raush. Bill made a living with it, I·acing and doing ae robatics and also raced it at the Nationals in 1932. Clem Whittenback, who is pl"Obably one of the gl·eatest acrobatic pilots who ever lived was the next owner. I did not know about this until last year when the story about Clem appeal·ed in Vintage Ail·plane. I had never met him but I wrote to him and asked him to tell me his opinion of the ship either good or bad, and if he considered it to be a killer. He wrote right back and here is part of what he told me . Quote: "I flew it at many major air shows and it always stole the show where ever I went. It had positive control throughout all aerobatic maneuvers and I enjoyed flying it very much. It was a wonderful performing plane and it was the first plane I eve r flew that I could do a vertical triple snap roll and on positive recovery still be pointed straight up. To me it was an airplane built years ahead of its time. I do not consider the Gee Bee a killer pl ane, all it takes is a pilot to fly it." Clem had been flying the Sponster for the Woods Flying Aces, Mrs. Woods being J essie Woods, very well known by members in the southeast and also the north west. After Whittenback sold the ship, the Woods bought it back and hired another great pilot to fly it for them in the air show. I wrote to Jessie Woods for information and here is a littl e of what she told me. Quote: "Dannie Fowlie was the only person who flew the plane for us. He was a wonderful pilot and could fly anything well. He loved aerobatics and his performance with the Gee Bee was beautiful and exc itin g, but scary." After the Woods fina ll y so ld the ship, it was cracked

Bayles Model X nears Springfield as he returns from the American Cirrus Race.

up. I never did find out who was fly in g it or any details. Anyway in another year or so the o ld model D will be back in the sky where she belongs. Now for those of you who have read those many wild reports about Gee Bee airp lanes, I came across a new o ne I hadn't read before just last week. It sa id in part. "They were wild S.O.B.'s, seven were built, and seve n crashed."

As this is pure hog wash I will end this artic le with the flight test report from the Dept. of Commerce for Approved Type Certificate No. 404. The test was run on ship 11043, the same airplane later owned by Clem Whit te nback. In my opinion this is an exce ll ent report and can hardly be disputed. Note particularly the six turn spin test report.

(a) FULL

POWER

REVOLUTIONS.

LONGITUOINAL BALANCE:

BALANCED"'/ NOSE HE.IIVY

LONGITUDINAL STABILITY:

STABLE v'

NEUTRAL

LATERAL STABILITY:

STABLE

NEUTRAL

DIRECTIONAL STABILITY:

STABLE ' /

NEUTRAL

GOOD /

FAIR

CONTROLLABILITY - LONGITUDINAL:

~ ./"

LATERAL:

GOOD

DIRECTIONAL:

GOOD ~

FAIR FAIR

(b) CRUISING SPEED /(jCt: REVOLUTIONS. BALANCED V

NOSE HEAVY

LONGITUDINAL STABILITY:

STABLE V

. NEUTRAL

LATERAL STABILITY:

STABLE

NEUTRAL

DIRECTIONAL STABILITY:

STABLE ~

NEUTRAL

LONGITUDINAL BALANCE :

Above: Harold Moon's Sportster.

Cirrus powered

Below: Model X Sportster flown by Bayles in the over 5,000 mile American Cirrus Derby.

",..足

Upper Right: Three sections of the flight tests performed by Department of Commerce, from which type certificate No. 404 was issued.

CONTROLLABILITY - LONGITUDINAL:

Lower Right: Clem Whittenbeck 's Menosco C-4 powered Sportster. Used for professional aero足 batics.

LATERAL: DIRECTIONAL:

V GOOD V GOOD V-GOOD

FAIR FAIR FAIR

I~~~~ le('~l)~"

...

"足, ~ ~

----

POOR

TAIL HEAVY

~ ~

LONGITUDINAL STABILITY:

STABLE V

NEUTRAL

UNSTABLE

LATERAL STABILITY:

STABLE

NEUTRAL ../

UNSTABLE

, ,

DIRECTIONAL STABILITY :

STABLE /

NEUTRAL

UNSTABLE

CONTROLLABILITY - LONGITUDINAL:

GOOD /

FAIR

POOR

(a) TIME OF TAKE-OFF c)

UNSTABLE \ POOR

BALANCED ~ NOSE HEAVY

LONGITUDINAL BALANCE:

POOR l

UNSTABLE UNSTABLE UNSTABLE POOR POOR

(

FULL LOAD SECONDS.

LATERAL:

GOOD /

FAIR

POOR

(b) LENGTH OF RUN~FEET.

DIRECTIONAL :

GOOD /

FAIR

POOR

GOOD /

FAIR

POOR

) ~

~ ~

POOR I

PERFORMANCE

(d) STALLING SPEED - POWER OFF. TAIL HEAVY

PART 4

CONTROLLABILITY - LONGITUDINAL :

(d) LANDING RUN WITHOUT BRAKES _ _ FEET.

LATERAL:

GOOD

FAIR

POOR

DIRECTIONAL:

GOOD .../

FAIR

POOR

(e) SPIN TEST - POWER OFF - (Recovery controls neutral - no power) . 2 TURN SPIN - Recovery

turns :

lbs . back pressure

4 TURN SPIN - Recovery

. turns:

lbs. back pressure

6 TURN SPIN - Recovery

turns:

-II('路.;JL)

(e) WIND VELOCITY~PH. (f) ALTITUDE

OF AIRPORT~EET.

(g) DOES AIRPLANE MEET OUR MANEUVERABILITY REQUIREMENTS?

~uvJ

(h) LANDING SPEED 0S- MPH.

lbs. back pressure

~""n7:frc,'

-颅

Vintage Men <Inti Their

By:

Glenn

878 W. Seattle,

Above: Margaret Perry (Cooper Manser) License No. 4049, and the Tulsa-built Spartan /-6-5 she entered in the '29 Derby,路 operated the Culver City, Calif Air颅 port. Margaret was the first Southwest Governor and second Ninety-Nines' President. Was elected NY-N/ Governor in 7936 alld was one of the first two Per颅 manent Trustees of the Amelia Earhart Memorial Scholarship Fund,路 Alma Harwood, Rye, New Yorl?, was the other.

Below Left: Blanche Wilcox Noyes (License No. 6540) extols for Cleve/and where she lived at the time of the '29 Derby. She flew the /-5 Travel Air to fourth place in the race, and the former International 99 President now resides in Washington, D.C. Retired after long service as Chief of Air Marl?ing program.

Below Right: Phyllis Goddard, License No. 5487, by the Kinner Fleet of the Palo Alto School of Aviation on Stanrord University Campus, circa 7930. (Might be the aircraft used by Paul Mantz for his outside loop record). *Phyllis is now Mrs. Thomas Penfield and lives at Santa Maria, Calif Photo from: Lesley N. Forden. * - 46 outside loops, / uly 6, 7930.

Album

Vintage Machine s .

. ...-----c:::... 2--_

~ -;

Buffington, Assoc. Editor Crocl?ett Street WA. 98779 Below Left: Laura Ingalls, License No. 9330, and her Lockheed Orion-9D, "Auto-de-Fe", NR74222 at Floyd Bennett Field. Laura made a couple of impressive record-breaking non-stop trans-continental flights with the Orion. July 77, 7935, Floyd Bennett Field to Burbank, 78 hrs. 79 min., and September 72, 7935, West-to-East, 73 hrs. 34 min. She also placed second in the '36 Bendix Trophy Race, NY to LA that year, 75 hrs. 39 min. Photo from: Richard S. Allen.

Above: Nellie Zabel Willhite (License No. 8242) with "Pard ", her OX-Eaglerock, named for her Dad, on a windy Dakota day at Renner Air Service. Nellie still hails from Sioux Falls, So. Dak. The Eaglerock is now owned by George Epps of Harvest, Alabama.

Below Right: Edith Foltz Stearns (License No. 5600 poses by her Alexander Eaglerock Bullet at the '2 Derby start. One of the first stock jobs with retract able landing gear, she finished second in the light足 plane category behind Phoebe Omlie. Edith flew wit. the Air Transport Auxiliary during WWII and entere the '52 and '53 A WTAR with Pauline Glasson.

......

By:

Byron Fredericksen 7364 Breezewood Lane Neenah, WI. 54956 (Photos by Author)

I think perhaps I have come upon no truer words than those I read in THE VINTAGE AIRPLANE, name足 ly The Restorer's Corner by J. R. N ielander, Jr. in the October, 1976 issue. I have never met this writer nor the man he quotes, Mr. Roy Redman of Minneapolis; how足 ever, they sure hit home with this editorial. Without taking a shot at anyone, I would add to their comments of "doers" and "intenders" by saying I have always felt there are three types of folks about; those that make things happen, those that watch things happen and those that don't know what is happening. Everybody I know fits into one of these three categories. I do not wish to be the "old philosopher" here; however, I urge those that have not, to read aforementioned editorial as it may

.."."

. --'

~.. ..

spur someone who is holding back to go ahead with his, hers or their old airplane proj ect and in fact become a "doer". I offer the following tale of an exa mple of what • one can make happen. A year and a half before I was born, in fact, March 1931 the doors opened one day at the Stinson factory in Wayne, Michigan, and a beautiful huge (for the times) three motored airplane emerged. It was manufactured under ATC number 420 and its designation was model SM-6000B. This high wing tri-motor was also known as the model "T". It bore serial number 5023 and registra tion NCll170 had been assigned to it. It was one of fifty three of these models built. Two of the Lycoming model R-680 engines were fitted to mounts under each wing and the third was mounted on the fuselage nose for a total of 645 H.P. with Hamilton Standard adjustable props. I twas 42' 10" long, had a wing span of 60', stood 12' high and had a gear tread of 204". Its maximum gross weight was 8,600 pounds. In my op inion it was not the prettiest airplane The Stinson Company ever built. However, the full retail selling price was just under $26,000.00, quite a modest sum for an airliner equipped with 10 passenger seats, baggage space, window curtains and the lu x ury of a chemical toilet compartm e nt. It was licensed for a crew of one. The new ship was inspected, tested and approved for commercail use March 13, 1931. On March 17th it was delivered to Century Air Lines, Inc., 105 West Adams Opposite Page Bottom: Due to Above: Stinson SM-6000B, Street, Chicago, Illinois. The uses and events this Model much snow and rain we en NCI I I 70 as it appeared in late "T" encountered from this point in tim e, until in fact, Opposite Page Top : Typical gas countered several hundred miles 1960's in Alaska. (Courtesy J.D. the year 1965, one can only speculate on. It is known, station on the Alaska Highway. of mud and potholes along the Berry) however, that the ship was damaged in an accident in Alcan Highway. Chicago less than a month after its arrival there. The damage was repaired and on January 13, 1932 it was back in service; this time licensed as a cargo version April 15, 1935 - sold to Leon D. Sherrick, 1937 West Van Nuys, California. with the passenger seats removed. It was, however, on January 27, 1932 converted back to the passenger Tuscarawas Street, Canton, Ohio. June 9, 1942 - sold to Roy R. Taylor, Meacham configuration. June 22, 1935 - sold to Hugh Stevens, RFD 6, Field, Fort Worth, Texas. July 4, 1942 - sold to Wien Alaska Airlines, Inc., Perhaps some reader somewhere for whatever reason Newark, Ohio . will remember this airplane and for this purpose I note February 26, 1936 - sold to O. W. Nichols, 818 Mt. Fairbanks, Alaska. I have written to the COC at Wayne, Michigan, seek the records of its owners over a 34 year period. Vernon Rd., Newark, Ohio. April 3, 1932 - sold to American Airways, Inc., 122 February 15, 1937 - sold to Inex E. Nichols, 818 Mt. ing help in securing names of former Stinson factory and office employees, but never received any reply to my East 42nd Street, New York, New York. Vernon Rd., Newark, Ohio. October 13, 1934 - sold to J. A. Hammer, W. J. May 5, 1939 - sold to Leslie G. Mulzer, Port inquiries. I would especially like to have old photos of Hunter, J. P.~we·st'6\ter" ·an'ttS . P. Bittner, 4848 West 63rd Columbus, Columbus, Ohio. NCll170. 'l am s'Cir e; '~re,'fur'es were taken of this airplane Street, Chicago, Illinois. July 28; 1939 - 'Sold ' to ' Alton H. Walker, Monterey many times through the years as well as when it was new November 15, 1934 - sold to American Airways, Inc., Airport, Monterey, California. at the factory. Records indicate Wien Alaska Airlines operated the 4848 West 63rd Street, Chicago, Illinois. July 21, 1942 - sold to Los Angeles Aviation School,

...

"T" between Fairbanks, Kotzebue and Nome in the early 40's. Sometime in late 1944 it was acquired by one Lon Brennan of Manley Hot Springs, Alaska, which is 80 miles downstream from Fairbanks on the Tanana River. It was operated for a short time by Brennan Airlines when it was parked alongside the runway at Manley Hot Springs after being replaced with more modern equip ment such as Wi en Airlines had done. I understand Mr. Lon Brennan passed away a few years later. NCll170 never flew again. My story now picks up the name of Mr. Jerome D. Berry who will always retain a special place in my mind and thoughts. I do not wish to become dramatic here or imply that the retrieving of this old airplane changed the shape of the world, however, Mr. Berry is responsible for causing this airplane to be anything but battered bones today. I have not sought permission to quote him, write of him or cause his private life to become public information. I last spoke to Mr. Berry when he visited my home during the 1975 EAA Convention at Oshkosh, wh ich he attended.

Stinson SM-6000B, NCB74-W, date and location un known, however note vintage of autos in background. (Courtesy Arch Dixon)

It is a matter of public record really that Mr. Berry acquired NCll170 from Brennan Airlines, February 24, 1965. The story of how he single-handed dismantled the tri-motor and moved it to a safe place is his to do with as he wishes. He is a really true "doer". Manley Hot Springs, Alaska is approximately 200 miles below the Artic Circle, which is the only good thing the old tri-motor had going for it for some years after being abandoned. The air, of course, was not always dry but there is no salt such as near an ocean, nor the constant high humidity like that of the jungle, and she faired pretty well. She retained much of her fabric covering and really only suffered minor surface rust on the fuselage tubing. The engines were even left in place all through the years. Local Indians and whites alike, however, had cut some tubing from the fuselage to use on their river boats, at their gold mines and around their cabins. Relic seekers did remove the control column and

instruments. Even after these happenings the airplane was 90% complete and intact when Mr. Berry came along to save her in 1965. He did this and the records show he advised the FAA the ship would not be restored to airworthy condition, but would be put on display at the Alaska Centenial Celebration in 1967, after which time would probably be donated to a local museum. In any event Mr. Berry ran an ad in the T rade-A-Plane offering this airplane for sale in July of 1970. I respond ed to this ad with a telephone call and was advised of the condition and whereabouts of the airplane. A purchase price was agreed upon· and I mailed a deposit for same. Now all I had to do was simply run up the road almost 4000 miles and get it. All I needed was a truck, trailer , help, time off from work , understanding from my wife, Dorothy, and money! The truck came in the form of a 1966 3/4 ton I nternational pickup. Tom Bongert of Bongert Aviation, Neenah, Wisconsin had recently purchased this truck and was doing necessary repairs on it before putting it to work in his salvage business. It was agreed that if I help

ed pay for some of the repairs I could use it. Had he known what his truck was to be subjected to on this Alaska trip, he would have declined the offer. I would not have blamed him. We had the truck made ready at Lee Truck Sales of Oshkosh. Lee being a supporter of EAA and after learning of the purpose of our trip provided a spare generator, carburetor, coil, plugs, fuel pump and other items for the truck should we break down. We were to pay for only the parts we needed upon our return. Bill Brennand of Brennand Aviation, Neenah, had a 24 foot tandem axle trailer and after a rebuilding job on same provided it for our trip. It had lights and electric brakes. Our "semi-rig" was taking form. Everyone I talked to about accompanying me on this Alaska adventure got excited about it. I learned a long time ago; however, you have to line up ten people on a deal like this in order to in fact have two of them show up the day the truck leaves. I did come up with three good guys. All were pilots and understood my interest in old airplanes and wished to be a part of it. Bill Olson of Olson Paper Company, Neenah wanterl to see Alaska, plus an old army buddy of his lived in Fairbanks. Mike Wuest of Oshkosh, on vacation at the time, agreed to go along. (Mike has been serving as an auxiliary policeman at EAA Conventions at Oshkosh the past years). He also owned and knew how to use a big 1000 pound AC/DC welder which we used to rebuild the trailer and then bolted same onto the trailer bed and took it along with us. It proved to be invaluable and then Harold Wolff, owner of Wolff's Inn, our favorite watering hole located across the road from the Brennand Airport announced he would come along. Harold was also an ex semi-truck driver. Time off from work and understanding from my wife was no problem. I was employed by Bill Brennand at the time and he nor my wife gave no objections as they both knew I was going to go anyway. The next thing to take care of was money matters. I had and still have a part ner, Chuck Andreas, in other airplanes. Chuck and Bill Brennand were most interested in this old Stinson also. The three of us got together, formed a little company, touched our personal funds and those of a friendly bank er and that little item was out of the way. The only thing I had not given much thought to was the weather in the North during the fall season. We were

busy preparing our truck and trailer. We made up four teen 2 inch diameter eight foot long poles with which we would make a wing rack upon arrival at the Stinson sight. These were laid on the floor of the pickup box. Over these poles we installed a half inch plywood floor. On this we secured an old easy chair in which one could rest while away from his turn at the wheel. A mattress and sleeping sack was also provided along side in which one could sleep. It was our plan to go to Fairbanks non-stop except for gas and food, each man resting after two hours of driving. At the rear end of the pickup box a huge tool box was fastened down and filled with all sorts of tools we might need. Then from plywood we built three sides and a roof over the pickup box and there was our home away from home. It even had win dows. I might mention I had made a deal to deliver a 1946 Aeronca 7 AC Champion to Alaska so it was loaded on the trailer. An auxiliary fuel tank and pump was mount ed on the truck and a guard built under the existing tank to protect it on the gravel Alcan. Eight new tires and tubes were purchased and loaded on the trailer. On September 18th we finally loaded the last item, which was a large cooler full of beer. If I had known at that ti me what sort of weather and roads we were to encounter, I would have postponed the trip until the next summer. At any rate September 18th found us on our way and Bill Olson started a log of the trip, which he called "Freddie's Folly", thus the title for my story here. After three days and three and a half nights of steady forward motion we found ourselves at Dawson Creek, 2000 miles from Neenah, tired, cold (When it was your turn in the box) and in need of a shower and then we came upon the Alcan Highway gravel, and mud, and dust, and potholes. The gravel portion of the Alcan extends for 1281 miles, and never, or seldom at best, receives any ·kind of maintenance. Also, hardly a mile is made without going up a hill, down a hill or around a corner with no guard rails and deep ravines alongside in which to drop into in the night. It was impossible to sleep in the back, what with those fourteen poles bang ing up and down as we pounded through the potholes and when it rained the road was so greasy you could hardly walk on the stuff. When it was dry the dust seep ed into the box so bad you looked like you had worked in a feed mill all day when you came up front for your

Above: Checking the load and having a beer on the A lean, in the Yukon. Champ was delivered to new owner in Alaska.

Above: Final loading process at Fairbanks. Below: NCll 170 being unloaded at Wisconsin. Note white canvas toilet compartment. It needs a little work.

Byron Fredericksen is a partner with Chuck Andreas in a company called Airway Coin, Inc. As a gigantic hobby, they also collect and rebuild old airplanes. They are adjacent to the Brennand Air port, Neenah, Wisc. just north of Oshkosh. Byron is an active member of EAA (No. 99807) and AIC Division (No. 02054). The work that these fellows accomplish make them Super-doers. AI Kelch Owners of NC7 7770 upon its arrival at Wisconsin. L to R, Chuck Andreas, B. Fredericksen, Bell Brennand. turn at steering. By the time we reached the Yukon it ed where they would fit and the job was completed in started to snow, and then it began to snow hard. A three days. Only then did I realize what a big load we garage owner at Watson Lake, where we purchased tire had for a little pickup truck to handle. The highlight of this adventure, so far for me, was on chains, said in his 24 years there he had not seen it snow like this so early in the season. The Alcan was so bad our second day of the loading process, Mr. Noel Wien going North from Watson Lake we averaged 100 miles in appeared with his son, Merrill. Mr. Berry introduced 24 hours of steady driving. I forgot how many times we them to us and we had a very interesting talk. I was crawled under the truck in the mud putting the tire impressed and pleased to have tal ked to the man who chains on and off. Ourselves, the truck, trailer and the became a legend in the North in his lifetime. Noel Wien is Champ were all covered with mud, and then the tem known as "The Dean of Alaska Bush Pilots". I, of perature dipped below the freezing mark. We figured we course, wanted to take some photos of this man and the had half a ton of frozen mud hanging on and under our airplane. His son advised me the family was under con rig, but I thought about how other folks do, and have tract by a publishing firm in connection with a book lived in this country for years. It sure wasn't going to kill being written about the Wiens. However, after learni ng us to simply drive through if we were careful. of the distance we had traveled and our intentions to We finally got back onto blacktop, through United rebuild the tri-motor, Mr. Wien allowed me to take a States Customs and into Fairbanks, after a total of seven picture of himself standing by the airplane. I am proud days and nights which amounted to 3600 miles traveled of this photo. I hope to acquire some good photos of the in 170 hours. We were tired, dirty and thirsty. We went tri-motor as it appeared in 1942 and 43, as we would out to the Stinson sight, met Mr. Berry, looked at the like to duplicate the color and markings of Wien Alaska tri-motor and wondered if it would all fit on the trailer. Airlines, Inc. of that period. We then got a couple of hotel rooms and showered for a On our fourth day in Fairbanks we said our good byes long time. Fairbanks in no way suffers for lack of to Mr. Berry and departed for Neenah, which turned out refreshment stands and we proceeded to take care of our to be an adventure about which one could write a book. parched throats. The roads were snow covered and slippery out of Fair Mr. Berry had the tri-motor pretty well disassembled. banks and we put the tire chains on and off twice before We measured the wings, made attach fittings and spent a we got to Delta J unction, a hundred miles South. We day welding same to the eight foot poles we had install also found that 42 MPH was top speed we could travel, ed in pre-drilled holes in the trailer bed. The fuselage was as after that the heavy high load on the trailer caused us cut into two sections. The front section was fitted to weave and sway all over the road. Also, the little between the wings and the rear section, with the toilet pickup would not pull the load in high gear, so we ran compartment, was loaded on a platform we built on top almost wide out in second gear. I knew the transmission of the truck. The four engines were strapped to the was going to blow up as well as the engine with it. On trailer bed and the ten seats were wired to the top of the the second day we slid backwards down two hills after front of the fuselage. The balance of the parts were load- spinning our way up with the chains on. We sanded our

Mr. Noel Wien and NC7 7770 at Fairbanks, Alaska, Sept. 27, 7970.

way back up again with one man driving, one holding the shift lever in crawler gear, as the transmission was jumping around so badly, and the other two riding on the trailer in case we slid off the road and rolled over. Due to blow-outs with our heavy load, we used all the new tires by the time we reached Whitehorse. The scale ticket at Customs showed we weighed 16,400 pounds! We ruined eight wheels and 16 tires on the trip home. One trailer hub, wheel, and tire came off the trailer one night and we never did find it. The trailer springs also broke and the hitch cracked, which Mike welded up with iron we got from a junkyard. All this happened on the gravel portion of the Alcan, which was really in very bad condition because of the weather. We heard on the radio it snowed 10 inches in Whitehorse the day after we went through. Things did improve by the time we got to the black top and we made our only stop, other than for fuel, at Edmonton one night, where we had a party and a shower and shave. While there, some local EAA enthu siasts noticed our rig and its contents at the hotel park ing lot and made it a point to find us. They did, and we spent several enjoyable hours, when they took us to their airport to view some of their old airplanes ~nd projects. The roads were good from Edmonton South and we arrived home 10 days after leaving Fairbanks, and the pickup was still in one piece. As of this writing, the tri-motor is awaiting its turn in our rebuilding shop. Many parts have been cleaned and primed and it is stored inside. We have acquired the original CAA certification drawings, and we feel that if this airplane could be built with the tools and know-how of the 1920's, we can certainly rebuild it today with no insurmountable problems. You just have to DO it!

Restorer's Corner (cont. from page 1) TYPE CLUBS AT OSHKOSH Again this year we are inviting a ll type clubs to mak e t he EAA Silver Anniver sary Co nvention one of their annual f ly-in activities. Because of limited parking space available in the Di splay Aircraft Parking Area and eve n more limited man power, we do not plan to prov ide special parking rows for each type aircraft. How ever, if any type clubs do want to park together, we shall be happy to supply the aircraft signs to mark th e row{s), but it will be necessary for the type cl ub s to continua ll y police t heir own row{s) with their own members starti ng on Thursday, Jul y 28th, and co ntinuing through the entire convention peirod. It will a lso be necessary for an officer of the type club to make advance arrangements directly with the Antique/Classic Parki ng Chair man, Arthur R. Morgan, 513 North 91 st Street, Milwaukee, Wisconsin 53226, be fore the fifteenth of Jul y. ELECTION OF OFFICERS Includ ed with this issue yo u will find your ballot for the election of Vice -President, Treasurer and four Directors for the succeeding two year term. Bl ank spaces · have been provid ed on th e ballot for the insertion of the nam es of write-in candidates of your choice for each office. Please feel free to exercise your voting privilege as a member of the Division a nd express your preference, wheth er it be for the candidate nominat e d by the nominating committee or for your own write-in candidate. Those elected will be your representatives. Please he lp them to serv e you better by participating in this election and by lett ing them know your thoughts, feelings and ideas. SEE YOU AT OSHKOSH!

Old Airport Boys Don 't Grow Up They Just Get Gray Hair Ti m e wa s turned back for me yesterday, as it has never been before. Hanging around a great o ld pl ane, wishi ng the pil ot would notice me a nd say " Hey boy - wanna ride?" He did l I did! It was lik e 1927 all over agai n. It a ll came abo ut quite suddenly. Yesterday was one of those emerald green, warm days in Wisconsin. Th e air, if it co uld be bottled , would riva l Chanel No.5 . I was, how ever, ignoring it and stay ing at my desk . I phoned Head quarters to get so me inform ation from Gene Chase, and found he was not there. A smart remark by me " I suppose he's out flying", brou ght a positive answer. In deed he was o ut flying - flying the Spirit of St. Louis at Burlington, acq uainting o ne of the pil ots who will f ly it o n the Commemorative Tour this summer. I had call ed to tell him I had th e 10 Lindbergh helmets for the 10 pilots wh o will be flying the Spirit. An inge nio us id ea hit me - I could d eli ver them in perso n, and just may be I wo uld get a rid e. I quickly cra nk ed up my Cub, flew to Burlington and took a reclining position in the sun , with my head perched o n a ·Cub wheel. It worked! He not iced me ! He did, I did, a nd that o ld feeling was great. I eve n got a ha nd at the stick (that is another story) . All you old boys now do n't give up hang aro und - it st ill works. AI Kelc h, Editor

NOTICE Of A'NNOALBUSINESSMEETlNG AND ELECTION OF OfNCERS AND DIRECTORS Notice is hereby given.. that an annual blJ,siness meeting of the rrtembers of the EM Antique/Classic Division will be held on Saturday, August 6, 1977, at 10:30 A.M. (Central Daylight Time) at-the 25th Annual Convention of the Experimental Aircraft Association, Inc., Wittman Field, Oshkosh, Wisconsin. Notice is hereby further given that the annual election of officers and directors of the EAA Antique/Classic Divi sion will be conducted by ballot distributed to the mem bers along with this June issue of THE VINTAGE AIR PLANE. Said ballot must be returned properly marked to the Ballot Tally Committee, EAA Antique/Classic Divi sion, Box 229, Hales Corners, Wisconsin 53130, and re ceived no later than August 3, 1977.

(Signed) Arthur R. Morgan, Chairman

Nominating Committee

Richard H. Wagner, Secretary

EAA Antique/Classic Division

Rirmail

Dear AI: Just received the April 1977 issue of "Vintage Airplane" but Tsk! Tsk! noted a couple of errors. The Taperwing on back cover, obviously has a J 5 Wright engine, either 200 or 225. Think this was J5, J5X or J 5B, don't know if there were any other models or not. Also, page 5 No. NC-721 E is a plain 01 Waco GXE, with OX-5. The D50 was easy to distinguish, as cylinder banks were very visible, through upper cowl. Don't mean to be picky, as the pictures are great, but should be correct if we are giving a lesson in identifying Wacos - No!!!! PS. Thought you might like the enclosed picture of JWM with Art Davis flying it. Sincerely, Shelby Hagberg Gillett Grove, IA. 51341

for final OK, and the final proof of the magazine, before publishing, was sent to him and returned with his signature"OK for publishing". We all goofed - sort of like a baseball game - a line drive goes through the pitcher, the short stop, the first baseman, the left fielder and the final backstop of the center fielder, then the throw to first gets missed and the guy makes a home run. All the yelling from the stands in the world won't change it. The error is done, and the score is on th e board . Thanks for the Waco picture - that's an interesting one. It's too bad it isn't sharp, I would like to publish it. I wonder - are all the water spots on the negative too? I thi nk about you every time I read the 1931 Detroit Air Show issue, of Aero Digest that you rounded up for me - I've practically worn the pages off of it. Hope to see you at Oshkosh and/or Blakesburg. Sincerely, AI Kelch, Editor Antique Division Dear Mr. Nielander: I can't understand with all the officers, directors and advisors there are on your staff, all of which seem to be of the old timers, who should know a 365HP Wright from a 220HP J 5. On the back cover (Picture Box) of the April 77 issue of Vintage Plane, that is a J5 Wright 220HP on the Taperwing Waco. Yours truly, Tom Crowder 029419

Editor's note: Dear Shelby: How come you didn't notice the GXE Tsk! Tsk! You're right - I have egg on my face. You are certainly correct about mistake on page 5? Tsk! Tsk! both of the airplanes, and I'm so sorry. We tried so hard to be absolutely accurate Greetings: The enclosed check is to cover cost of in this article, and it was proof read many times, it was twice sent to Ray I3randley gift membership to Mr. John W. Houser.

John is the service engineer with Aeronca, Inco and for many years has been a vital source of information to those of us who have delved into the Aeronca heritage. Aeronca is still a vibrant company and today deal s in aerospace research , aer ospace hardware, and subcontract work to other ai rcraft firms. Naturally, they are interested in a profitabl e operation in today's business market and simply do not have the time to dig through old musty files and records for the benefit of the many "airknocker" buffs. John has very graciously helped every one who has approached Aeronca in reference to information of ships built in years past. With the cooperation of Aeronca, Inc., all such inquiries are referred to John, and he has never failed to answer a letter or provide requested information, and I might add, most of it on his own time. He is indeed an inspira tion to all antiquers. Many thanks for your attention to the above, and I extend to you my every good wish. Sincerely, Morton W. Lester Dear Mr. Buffington: I was absol utely enchanted with the copy of VINTAGE AIRPLANE you so thoughtfully sent me. Not only were Franny and I in the center fold, with those really great women pilots, but there was an article on Frank Clark and Frank Tomick whom we met at Clover Field . World War I pictures were the fad at that time and MGM would rent the trusty Swallows with OX-5 motors that were our training planes, paint German Swastikas on them, then fly them back to Clover, ferried by the two Franks. Life has never been so glamorous as it was then - - back when the world was young. Thank you, Glenn, VERY much. Sincerely, Josephine Wallingford

Classified Ads Wanted Storie s and anecdotes related to rebuilding of Piper .pA22 aircraft, for a book - "The Tri-Pacer" book. Please con tact Professor James Lamalfa, EAA No. 80404, University of Wisconsin Center, Marinette, WI. 54143 CALENDAR OF EVENTS June 3- 5 MAYVILLE, NEW YORK - 4th Annual Vintage Sailplane Regatta, spon sored by the Vintage Sailplane Associa tion. Contact J an Scott Scott Airpark Lovettsville, VA. 22080 June 3-5 CAMDEN, SOUTH CAROLINA - Old South Annual Fly-In. Woodward Field. Early Bird party, banquet and trophies. Contact Leon Strock 805-254-5509 June 4-5 LONDON, ONTARIO CANADA - 3rd Annual London International Air Show. Contact T. J. Walsh 57 Dunwich Drive St. Thomas, Ontario N5R 4T7 519-672-6410 June 5 BRODHEAD, WISCONSIN - 2nd An nual Beef Barbeque Fly-I n/Drive-I n, spon sored by EAA Chapter 431. Serving at noon. June 5 BURLINGTON, WISCONSIN - Annual Fly-In sponsored by EAA Chapter 18. 8 A.M. until 3 P.M. June 10-12 SPRINGFIELD, OHIO - EAA Spring Mid-Eastern Regional Fly-I n. On airport camping, air show awards. (Original MERF1 (12th Annual)} will still be at

Marion, Ohio in September. Contact Myrna Lewis 241 Bassett Drive Springfield, OH. 45506 June 10-12 DENTON, TEXAS - 15th Annual Texas Chapter Antique Airplane Associa tion Fly-I n. Contact Bob Landrum

2650 Catherine Street

Dallas, TX. 75211

June 12 MT. PLEASANT, TEXAS - 3rd An nual Fly-In and Air Show, sponsored by Northeast Texas Aviation Association. Contact Jim Mason

124 W. 2nd Street

Mt. Pleasant, TX. 75455

June 12 ALLENTOWN , PA. - 5th Annual EAA Chapter 70 Fly-In. Queen City Airport. Warbirds, Homebuilts, Antiques and Classics. Rain date June 19. Contact Joe Tarafas

215-865-9478

June 18-19 MOJAVE, CALIFORNIA - 1977 Cal ifornia National Air Races. Contact Air Race Management, Inc. 16644 Roscoe Blvd. Van Nuys Airport Van Nuys, CA. 91406 June 18-19 F RE DE RICKSBURG , VI RGINIA 10th Annual Antique Aircraft Fly-In, Shannon Airport. Awards. Contact Air Shannon P. O. Box 509

Fredericksburg, VA. 22401

June 19 MENOMONEE FALLS, WISCONSIN Father's Day Fun Fly-In. Sponsored by EAA Chapter 250. Aero Park Airport.

HAMILTON. OHIO June 24-26 WACO Reunion Fly-In. Contact Ray Brandly 2650 W. Alex Bellbrook Road Dayton, OH. 45459 June 25-26 Annual Great Lakes Company Fly-In, Patty Field (near EI Dorado, KS.) Contact Great Lakes Aircraft Co. Box 11132 Wichita, KS. 67202 June 26 thru July 4 Antique Airfield, BLAKESBURG, IOWA - 50th Anniversary Commemora tive Fly-I n of Lindbergh's Trans-Atlantic Flight. July 3 COLD LAKE, ALBERTA CANADA 1 st Alberta Air Show. Canadian Forces Base (CFB), Cold Lake. "Aviation Nostalgia". 403-594-8626 July 9-10 ALB ANY /CORV ALL IS/SALEM, OREGON - 1977 Round Robin Fly-In, sponsored by Oregon EAA Chapters, hosted by EAA Chapter 292. Lebanon State Airport, Lebanon, Oregon. Contact Charlie Girsberger

4722 Carolina N.E.

Salem, OR. 97303

Ken Elwood

2595 S. Hill

Albany, OR. 97321 (or)

Tim Lunceford

1630 Airways Avenue

Lebanon, OR. 97355

July 9-10 Taylorcraft Club Fly-In, Barber Field, ALLIANCE, OHIO. Contact Merton Meade 5906 Sumner Lane Oxon Hill, MD. 20021 July 10 THE

GREAT WELLSVILLE AIR

SHOW sponsored by Wellsville Aviation Club. (rain date July 17th) Balloon Rally, FI y-I n Breakfast, Air Show Aerobatics, Sky Divers, Gyrocopters, Warbirds, Antiques. Antique Auto Show. Contact Ray Stevens 41 Early Street Wellsville, NY. 14895 July 10 SANDUSKY, OHIO - EAA Chapter 50 Fly-In and Air Show. Antique car display. Griffing-Sandusky Airport. Larry Zepp 214 Napoleon Road 90A Bowling Green, OH. 43402 July 15 - 17 PARSONS, KANSAS - AAA Invita tional Fly-I n. Contact Ed Ryburn Route 3 Tri City Airport Cherryvale, KS. 67335

Chapters 41, 144 and 189 , Land/sea facil ities, camping $5.00, Lake St. John Air port, 75 miles north of Toronto. Contact George Jones 246 Renfarth Drive Etabicoke, Ontario Canada M9C 2K9· 416-621-0381 July 30 thru August 6 OSHKOSH, WISCONSIN - 25th An nual EAA Fly-In - SILVER ANNIVER SARY CONVENTION. August 21 WEEDSPORT, NEW YORK Antique/Classic/Homebuilt Fly-In. Spon sored by EAA Chapter 486. Whitfords Airport. Air Show. Field closed 1 :00 P.M. until 5:00 P.M. Intermission for early departures. Pancake breakfast. Contact Herb Livingston 1257 Gallagher Road Baldwinsville, NY. 13027 August 28 thru September 5 7th Annual AAA-APM Fly-In, Antique Airfield, BLAKESBURG, IOWA. The National AAA Convention and Fly-I n. Open to members and quests only. No public day.

July 16-17 Antique Airplane Club of Greater New York - 15th Annual Fly-I n for Antiques, Classics, Homebuilts, Ex-Military and Models. Trophy Awards. Brookhaven Air port, BROOKHAVEN, LONG ISLAND, NY. Contact John Schl ie 533 18th Street West Babylon, NY. 11704 516-888-0706 July 16- 17 LOCKPORT, ILLINOIS - Lewis University 17th Annual EAA Chicago Area Fly-I n. Breakfast and Air Show, Antiques, Classics, Warbirds and Standard Aircraft. Contact G. J. Linkis 9143 W. 93rd Street Hickory Hills, IL. 60457

September 2-5 Cleveland National Air Show. Sept. 2 will be a nationwide Fly-I n at Burke Lakefront Airport. Contact Sam Abrams Burke Lakefront Airport Cleveland, OH. 44114 September17-18 GARDNER, KANSAS (Kansas City area) - 4th Annual Heart of America Sport Aviation Fly-I n, sponsored by EAA 91-200, AAA, IACIS. Contests, Awards, Banquet. Camping available. Contact Pat Brown 913-492-5781

July 17-18 OR I LLA, ONTARIO CANADA EAAC Convention sponsored by EAA

January 23-29,1978 LAKELAND, FLORIDA - 4th Annual Sun IN' Fun Fly-In.