VA-Vol-7-No-12-Dec-1979 by EAA Vintage Aircraft Association

MERRY CHRISTMAS FROM V3 \ U

6e~e

vobetel.O~

G'n'b-~e

~\30 G ~o\\

Dale A. GUstafson

Kese\ Rob ert f.

~7;o.c

H. G'enn BUffington

,'b

..I

e\C.'n

Morton W. Lester

" ..7;'.'

'b~

o,7;~

~(\~'b-~

. ~~ ~~\\'b-'~'

--G"eorge

(\ Q. ,,~'<' ~0~'O

~\)'t

---./

York

Byron (Fred) Fredericksen

\0,,0 ~.

1ut Ci,,/3

lionel salisbury

John s. copeland

'b'i.

M. C. ;;/(el/y"

I,.

Viets t~\~

E. E. "Buck" Hilbert

\3C." C •

Brad Thomas, Jr.

¥J,ot\lto\>

Editorial

Staff

Tti~ VI~TA(3~ AII2VLA~~ OFFICIAL MAGAZINE

EAA ANTIQUE/CLASSIC

DIVISION INC.

Publisher Paul H. Poberezny Editor

Gene R. Chase

of THE EXPERIMENTAL AIRCRAFT ASSOCIATION P.O. Box 229, Hales Corners, WI 53130

(Phoro by David Gustafson)

This 8eechcraft C 17S is Seri al No.8-20, owned by Raymond Jones of Sou thfi eld, MI.

DECEMBER 1979

Associate Editors: H. Glenn Buffington , Edward D. Williams, Byron (Fred ) Fredericksen , Lionel Salisbury Readers are encouraged to submit stories and photographs . Associate Editorships are assigned to those writers who submit five or more articles which are published in THE VINTAGE AIR PLANE during the current year. Associates receive a bound volume of THE VINTAGE AIR PLANE and a free one-year membership in the Division for th eir efforts. POLICY-Opi nions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting res ts entirely with the contributor .

Directors

PRESIDENT W. BRAD THOMAS, JR. 301 DODSON MILL ROAD

PILOT MOUNTAIN, NC 27041 919/368-2875 Home 919/368-2291 Office

VICE-PRESIDENT JACK C. WINTHROP ROUTE 1, BOX 111 ALLEN , TX 75002 2141727-5649 '

SECRETARY M. C. "KELLY" VIETS

7745 W. 183RD ST.

STILWELL, KS 66085 913/681-2303 Home 913/782-6720 Office

TREASURER E. E. " BUCK" HILBERT P.O. BOX 145 UNION, IL 60180 815/923-4205

Claude L. Gray, Ir. 9635 Sylvia Avenue NOrlhridge, CA 91324 2131349- '1338

Morlon

w. l este r

P.O. Box 3747 Martin sv ill e, VA 241 ·12 703/632-4839 Home

703/638-8783 Office

Dale A. Gus tafson 7724 Shady Hill Drive In dianapolis, IN 46274 J I 71!93·4430

Arth ur R. Morgan 3744 North 51st Blvd. Milwaukee, WI S3216 4 '14/442·3631

Ri chard H . Wagner P.O . Box 181 Lyons, WI S3 148 414/76:1·!0 17 H ome 414/763-9588 Office

l ohn R. Turgyan 1530 Ku ser Road Trenton, NI 08619 609/585 -2747

VOLUME 7

NUMBER 12

(On The Cover . . . Bob Lickteig, Albert Lea, MN owns this immaculate Stinson V-77, N46KW. Photo by Ted Kaston.) (Back Cover . .. Fu ll size replica s at Os hkosh 79 of famous racing aircraft. the Travel Air Mystery Ship. owned by lim Younkin. Springdale, AR and Gee Bee Model Z owned by Bill Turner. Riverside. CA.)

TABLE OF CONTENTS

Antiques And Classics Or Birds Of A Feather Flock Togeth er

by Paul H . Poberezny , ... ... .. . .. , , . ... , , ....... , . , , .... ... ... , . . . . . . . . . . . .. Tullahoma 79 by Fred R. Gefken ... , .. .... ... ,... ...... .......... .. ............ New Additions To EAA Air Museum Foundation Collection by Gene R, Chase. .. . .. A Photo Essay Of The Howard DGA-15P, Grand Champion Antique At Oshkosh '79 by David Gustafson .. .... . . .... .. . .. . .... ............ . ... . , . . Annual Turkey Day Fly-In by Gene Chase . , .... , .... .... .... , ................... Borden 's Aeroplane Posters From The 1930's by Lionel Salisbury ... _.. ... . .. ... .. . A Curtiss Album by George Hardie, Jr.. , ......... .. , , ,. " , .. , .. , , ......... , ... ,. Letters ., .. ............. .. . . . .. ..... , . . " . . ... .... ..... " . ..... ,.. .... . . .. .. .. 1979 Class.ic Judges At Oshkosh ., . , ... . ... ....• . .... ...... .. ..... _. ... .. .. , . , .. Retraction ........ .... .. .... . .... . . _......... , ........ ...... . , , . . ..... •....... Calendar Of Events, . ... .. .. , .... , , . ........ . , , .... . .. . ...... . ......... .. ...... Important Notice .. . ...... . . . .... . .. . . . . ... , ... ... .... , , . . ....... ..... ......... Louise Thad en Dies At Age 73 . ,., , .. .. . . .. ... ... . ............. , , .. ... . . .. ... . .. Memories Of Louise Thaden .... .. . ... ..... , ... . . , , , , .. , , , . , , , .... , , .... .. . ... ,

4 5 6 10

EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIP o NON-EAA

MEMBER - $22_00. Includes one year membership in the EAA Antique/ Classic Division, 12 monthly issues of THE VINTAGE AIRPLANE ; one year mem bership in the Experimental Aircraft Association and separate membership cards. SPORT AVIATION magazine not included .

AI Ke lch

66 W. 622 N. Madison Avenue

Cedarburg, W I 53012

414/377-5886 Home

Advisors

loh n S. Copeland 9 Joa nn e Driv e Westborough, MA 01S81 6171366·7245

Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434 6121784-1172

Gene Morris 27 Chandelle Drive Hampshire. IL 60140 3121683·3199

Ronald Fritz 1989 Wilson , NW Grand Rapids, MI 49504 6 16/4 53-7525

Robert E. Kesel 455 Oakridg e Drive Rochester , NY 14617 71613 42·3170 Home 716/325·2000. Ext. 23250123320 Office

George S. York 181 Sloboda Ave. Mansfield. O H 44906 Business Phon e 419/755-1011 Home Phon e 419/52 9-4378

EAA MEMBER - $14.00. Includes one year membership in the EAA Antique/Classic Division , 12 monthly issues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD. (Applicant must be current EAA member and must give EAA membership number .)

THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Ant ique/C lassic Division, Inc., and is published monthly at Hales Corners. Wis co nsin 531 30 . Second class Postage paid at Hales Corners Po st Office. Hales Corners, Wisco nsin 53130, and additional mailing offices. Membership rates for EAA Anlique/Classic Division . Inc .. are $ 14.00 per 12 month period o f which $10.00 is for the publication of THE VINTAGE AIRPLANE. Membership is open to all who are i nterested in aviation.

Page 5

Page 10

Page 14

ANTIQUES AND CLASSICS

BIRDS OF A FEATHER FLOCK

TOGETHER

by Paul H. Poberezny EAA President

Did you ever wonder why the Antique/ Classic, International Aerobatic Club and Warbirds of America Divisions were formed in EAA? The question has been asked from time to time and perhaps now it should be answered once again, so we will all know the history of the founding of the Divisions . The founders of EAA did not foresee the tremendous rate of growth of the organization, or the many and varied aviation interests of the growing membership. Even after this was recognized , it was still a small group working in the Poberezny basement and later in the various stages of office development, which worked hard and still does to answer the needs and solve the problems of the many members with their varied and individual interests. The annual Convention kept growing in size with increased attendance and types of aircraft, while at the same time the available manpower at EAA Head quarters remained the same. We saw a need for help in planning and service for these special interest activities. As we all know, "birds of a feather flock together", so it was only natu ral then to seek out interested aviation enthusiasts. We enlisted their talents and leadership abilities to develop the three Divisions as a part of EAA. Their assistance was not only needed at the annual Fly-In Convention, but throughout the year. 4

The expertise and commitment of Division members was needed to help make possible their individual publications, The VINTAGE AIRPLANE, SPORT AERO BATICS, and the Warbirds Newsletter and Magazines. These skills were also needed for the development of chapters within the Divisions as well as promoting EAA and sport aviation by fostering and attending other aviation events. Each of the Divisions is a separate corporation having its own officers, directors and treasury. EAA Headquarters offices are used as home base for all Divisions and much work, on behalf of the Divisions , is accomplished there. Those of us who founded the Divisions did not give thought to a legal tie between each Division and EAA. It appears it would be in the best interest of all if each member of the Divisions was also a member of EAA, thus permitting us to present an even more united front in aviation matters. A meeting of the three Division presidents and EAA Headquarters representatives is scheduled for early December, to discuss and insure that the best interest of our activities is preserved ; that through good business practices we will continue to grow and be successful. There are many benefits to aviation in encouraging people in pursuit of their hobby, whose interests lie in a particular area such as antique and classic aircraft .

As my good friend Bob Taylor of the Antique Airplane Association always says , "Keep the Antiques Flying ". I know Bob would agree with me that you people own i ng th ese fi ne vi ntage ai rcraft as well as the more modern classic aircraft have set some very high stan dards in aircraft repair, restoration, and maintenance ... in most cases it exceeds the aviation industry efforts. Not to be forgotten is the higher than average skill levels attained by these pilots and this is evident when I review the total general aviation accident reports each week. This self policing; this individual desire for perfection has been noted by FAA and we have dis cussed it at the Washington level many times. Most all of the outstanding restoration projects, repairs and maintenance are accomplished by non A & Ps. Unfortunately, in many cases , the skill level of the A & P falls short of the needs of the perfectionist and craftsman. In line with this, why not consider the possibility of discussing with FAA the issuance of a Repairman's Certificate to the restorer? The FAA has just done this for the builder of amateur built aircraft. If there is enough interest in the matter, let me know, along with suggestions, and justification. I would be glad to meet with FAA on this , on your be half. As you know, through the efforts of Bob Taylor some years ago, registration numbers can be displayed on antique aircraft as they appeared prior to the fuse lage side number requirement. EAA led a 13 year successful battle to have the 12 inch billboard size fuselage numbers reduced to 3 inches . However , all is not calm on this matter at the Washington level, and you again may be called upon to make known, with justification , your feelings on the matter . There are those in Air Traffic Control and law enforcement agencies who are promoting the return to large fuselage numbers. Big government will again try to step on everyone's toes because of a few irresponsible pilots who operate aircraft ill ega lly. We have the respon sibility of making our feelings known to those who engage in buzzing. We will keep all of you informed relative to changes toward the return of the require ment for billboard size numbers. In the " Did you Know Department", we bring to your attention the fact that a FAA control tower op erator cannot legally waive FAA regulation s which prohibit aerobatic flight. It is not unusual for some controllers, with their enthusiasm for aviation, to ask for a high speed pass or other unusual flight man euvers. When a pilot cooperates with such a requ est , it ca n possibly cause embarrassment for both. There are variation s of fly-bys and then there are buzz jobs, with some aero batics thrown in. Use discretion .

® by Fred R. Gefken

432 Ridgewood Road

Maplewood, NJ 07040

I had the pleasure of attending the first Tullahoma Convention with Dave Richter (president of Chapter 238) riding co-pilot. I left Hanover airport Thursday, September 27, at 14:30 with one hour on my newly majored 61 Skyhawk and picked Dave up at linden. We proceeded south west making our first gas stop at Waynesboro, Vir ginia. The folks there were kind enough to let us camp for the night. Hamburgers over the campstove and a walk around the country provided our enter tainment for the evening. Friday morning we were off again. The weather, being fickle as usual, lowered the boom short of our Knoxville gas stop, and we spent several impatient hours at New River Airport, Dublin, Virginia before trucking on . Though rain and heavy clouds prevailed, they seemed to part for us like Moses at the Red Sea. As the distance remaining would have left a low fuel reserve for holding patterns we elected to land in the rain at Morristown, Tennessee. Providence must have nudged us for there we met Evelyn Byran Johnson, a beautiful little lady in her late 60's, who couldn't resist showing us a telegram she had just received from Washington, D.C.ltwas naming her, FLIGHT INSTRUC TOR OF THE YEAR. "The beautiful people you meet flying around this great country". The remaining leg of our journey displayed a beautiful sunset through the clouds and we put down at Tullahoma 20:05 E.D.T. Friday night and set up our camp under the wing of 72Xray. Tullahoma at 760 miles is almost as far as Oshkosh and my first impression was this is a "mini Oshkosh". All the same ingredients were there right down to the DC-3 and Pope Paul ' s P-51 (as they called it down there) plus the now familiar EM red balloon. The forum tents were nestled around the Stagger wing Beech Museum and the display aircraft were all set up around the perimeter of the forum areas . The antique and classic aircraft were way out in left field behind the ultralights but strolling through the Tul lahoma countryside wasn ' t a hardship . At least it

The main ga te at Tullahoma - with the EAA DC-3 as a backdrop.

wouldn't have been had the ground been drier. All week they had rain which turned everywhere into a quagmire. Even the B-17 scheduled to fly Saturday was stuck in it. The town of Tullahoma reminded me of the T.V. series "Dukes of Hazard", freight trains rumbled through town and hot cars screamed all night. Tul lahoma went all out for EAA, declaring a festival Saturday. They closed off two of the three main streets for a fair with a flea market and live blue grass music all day. These are the things successful EAA Conven tions are made of and happily Paul Poberezny an nounced "there will be a Tullahoma 1980". Air traffic was handled A-La Oshkosh with the flag men dancing about like the original American ballet troupe. My biggest thrill was taking off right behind the B-17 on Sunday. I'm sure I'll never have that honor again. From a 13:00 Sunday liftoff we made it to Lancaster, Pennsylvania at 20:00 being forced down by the ever present cloud cover and darkness . Unfortunately the stalled weather system kept us in Lancaster until Tues day afternoon when a special VFR clearance got us back home . ( Remember Murphy 's law for airmen, " time to. spare, go by air" .)

"I'm not a fair judge of these Conventions but Tullahoma '79 for me was as good an experience as Oshkosh, with more scenic country enroute. Tempera ture for camping was about like Oshkosh, 60's nights, 80's days . The airplane campgrounds had a nice grove of trees arou nd for that woodsy atmosphere. The activities, forums, etc. were all like slipping into the old Oshkosh shoe and the interview with Steve Wittman telling his early flying experiences over the P.A. system was great. My only disappointment, also echoed by others , was how far away the fly-by and air show pattern was. One could hardly recognize the type aircraft in the fly-by's . I'm sure these details could be worked out better next year. I must congratulate the local chapters, and Head quarters for organizing a successful Convention. I myself heartily recommend at least making Tullahoma if you don't make Oshkosh next year. It's an ideal time of year and with some imagination , I can see one making a side trip to Nashville (70 miles) then maybe on the way home, camping at Cape Hatteras for a few days of fishing. Sounds good, doesn't it?

NEW ADDITIONS TO EAA AIR

MUSEUM FOUNDATION

COLLECTION

by Gene R. Chase

(photo by Lee Fray)

Lee H erron , fAA 40026 completed this Quickie in April, 1979, and within 2 months had acquired 45 hours of flight time in the uniqu e craft.

Some rare and exciting aircraft have recently been acquired by the Museum . They are a Knight Twister, a Quickie and two Monocoupes including a Model 110 and a Model 110 Special. The Knight Twister , N3TL was donated by Mrs. T. M. Love and Thomas M . Love , Jr. , widow and son of Thomas M . Love , EAA 83170. Colonel Tom Love, Center ville, Maryland, was a retired U.S . Air Force pilot and had planned to donate this plane to the Museum before his untimely death in his Decathlon. Tom acquired the Knight Twister from Robert M . Ubel , EAA 44423 of Cincinnati, Ohio who started con struction of the plane in 1968 and completed it in 1970. The plane was originally powered by a Conti nental A-65 but later a 115 hp Lycoming was installed . This aircraft is one of the most authentic pla ns-built Knight Twisters in existence and many Oshkosh at tendees will recall seeing it and meeting Tom at the 75, 76 and 77 Conventions .

The modernistic look of the Knight Twister belies the fact that it was originally designed some 50 years ago by Vernon Payne. N3TL is flyable, however it was disassembled and delivered here via a rental truck driven by Tom Love , Jr. , and a friend who helped with the driving chores. This is the first Knight Twister ever offered to the Museum , and it is an outstanding example of this diminutive sport/raci ng biplane. The Quickie, N2WX was donated by Lee and Diane Herron of West Orange, New Jersey and it is the first plans-built example of this popular single place custom built aircraft. Lee and Diane are ardent supporters of EAA . Lee is an EAA Designee and also a FAA Accident Prevention Counselor. This Quickie is Lee's fifth custom-built Like the Knight Twister, the Quickie also arrived at the Museum via surface transportation . When Phyllis Templin , EAA 87294, learned that Lee had donated his Quickie, she immediately offered to drive to West

Orange to pick up the craft. Phyllis had a trailer hitch installed on her station wagon, then drove from her home in Arlington Heights , Illinois to the Museum to get one of EAA's flat bed trailers . She towed the empty trailer to West Orange where the plane was loaded and secured for the trip back to Wisconsin. Obviously, Phyllis is an active supporter of EAA, with a particular interest in the Quickie be cause she has the kit which she plans to start building right away. Phyllis is also a Warbird member and she manages the Junior Warbird program at Oshkosh. The Museum is pleased ,to have this immaculate version of the Quickie which represents the only example of modern composite construction on display. The Warner 125 powered Monocoupe 110, N533W was donated by G.A. Watson , EAA 145843 of Dodge ville, Wisconsin. Mr. Watson had owned this plane since 1974. Earlier information indicated that the plane was built by William P. Lear , Sr ., in 1930, but

(Ph o to by Lee Fra y)

This Knight Twister joins other racing aircraft in th e racing section of th e Museum. The new and as yet, ,u npaint ed engine cowling w hich Tom Love had started, wi ll be com足 pleted by th e Museum 's res toration shop .

subsequently we have learned that the first owner was the Sherwin-Williams Paint Company. Mr . Lear purchased N533W from Sherwin-Williams, flew it for about 2 years then sold it to Perry H. Pedrick of Jacksonville, Florida. Mr. Pedrick flew the Mono足 coupe until 1940 after which it went through several owners. Log book entries indicate that it was based in California from 1952 to 1955. In September , 1955, the 'coupe was flown to Rock足 ford , Illinois by Gene L. Ellan and flown from this date until 1974 when Mr. Watson acquired the plane. Although currently out of license, the Monocoupe is flyable and was delivered to the Museum 's facility in Burlington, Wisconsin on a ferry permit by Gene Chase. The last factory-built Monocoupe 110 Special is N15E, the plane donated to the Museum by Mr. Leon J. Levitz of Phoenix, Arizona.

This rare and valuable clipped wing version of the Model 110 is powered by a Warner 55185 rated at 200 hp for takeoff. Its date of manufacture is July 28, 1949, and the log book indicates the total flight time at 347:35 . Many EAAers will recognize this aircraft as the one formerly owned by United Air Lines Captain Donald J. Taylor in 1964 and 1965 when he lived in Denver , Colorado. The plane was heavily damaged in an acci 足 8

dent and purchased by Dick Austin , of Greensboro , North Carolina who rebuilt it and flew it during 1971. Mr. Levitz purchased the Monocoupe in February , 1972, and owned it until donating it to the Museum. After the decision was rnade to truck the Mono足 coupe to the Museum, EAA members Bob Burbick of Sun City, Arizona and Mike Jankowski of Phoenix, volunteered to disassemble it and load it into a rental van. Fortunately for the Museum, Mike had some time

available from his job as a mechanic for Hughes Air足 west Airlines, and he offered to deliver th e precious cargo to the Museum. With the addition of the Model 110 and Model 110 Special Monocoupes to the Museum 's inventory, a collection second to none of this great line of aircraft is being acquired . These two 'coupes join the Mu足 seum's Velie powered Monocoupe 113 and t~ e Model 90A.

(Photo by Gene Chase)

This Monocoupe 110 was manufactured in 1930 in Moline, Illinois, and was featured in several of the factory adver足 tisements of the day.

A PHOTO ESSAY OF

The Howard DGA-t5P GRAND CHAMPION ANTIQUE AT OSHKOSH '79. Photos by David Gustafson

Dick M artin's Howard ph otograph ed at AI and Lois Kelch 's bea utiful homes ite at Cedarburg, W isconsin .

.足 .足

A trademark of civilian Howards is the location of the pitot tube on the jury strut instead of the wing leading edge.

The north and south ends of the sturdy Howard.

How ard D GA -1 5P built fo r th e Navy during WW II . Th e Navy's des ig nati on for this mod el was N H-I . Thi s H owa rd Air cra ft fac tory ph oto is fro m th e co ll ecti o n of Bob Cd lloway of Anti och, Illin o is w ho worked for H ow ard durin g th e war.

!)Ott

9"1'1-""

by Gene Chase

For 10 years, AI and Lois Kelch have hosted this extremely popular event at their fly-in homesite on the south edge of Cedarburg, Wisconsi n. The big day was September 9, this year, and 53 aircraft and 192 people were in attendance. The popularity of the Turkey Day Fly-In was evi足 denced by the arrival of two guests from California, Claude Gray and Charles Auten. Willie Ropp was there

in his AT-6 from Michigan and several flew in from Illinois. Kelch's facilities aren't unlimited and due to the size of the 79 affair, AI and Lois are forced to make it an invitational fly-in next year. Kelch's are perfect " hosts and this annual fly-in at their beautiful homesite with the manicured grass runway, is truly Utopia for the airmen and friends who attend. (Ph oto b y Ted Kaston)

(Photo by Ted Kos ton )

Aerial vi ew of the Turkey Day Fly-In.

Th e taxi strip from the parking a r ea

to th e runway is in the lower center o f

th e picture.

TURKEY DAY FLY-IN (All photos by David G ustafson except as noted.)

A recentl y res tored N3 N arri ves.

A few of th e 53 planes in attendance at th e Turk ey Day Fl y-In .

Dale Crites, Dean Crites,~ and AI Kelch maneuver Dale's 7972 Curtiss Pusher into a parking place.

Some of the people who consumed 9 turkeys, 300 ears of corn , 60 Ibs . of potato salad, 5 gallons of beans, 75, gallons of ice cream and many cans of soda

BORDEN'S AEROPLANE POSTERS FROM THE 1930'S

Stinson Reliant By Lionel Sa lisbury Seven H arp er Road Brampton, O ntari o Ca nada L6 2W3

Arti cle N umber 1 1, Poster N umber 11 , Seri es N umb er 1

The new four place Stinson Reliant Model SR was manufactured by the Stinson Aircraft Corporation at Wayne , Michigan and introduced in 1933. At the amaz足 ingly low price of $3,995.00 it outsold all other air足 craft up to and including six place machines. Threeviewand detai ls are reproduced from the back of the poster. These photos were originally produced on a stiff paper , 19" x 11 " , printed in black and white. NEX T MONTH - Th e Chance Vought Corsa ir

......,. TH E NEW STINSON RELIANT

THE NEW STINSON RELIANT Four Passenger Cabin Plane with 125 Horsepower Lycoming Motor Specifications: Span, 43 feet 3% inches. Length overall, 27 feet. Height overall, 8 feet 5'12 inches. Wing chord, 75 inches. Dihedral, 1'12 degrees. Wheel tread, 10 feet. Gross weight, 3125 pounds. Weight empty, 2040 pounds. Useful load 1085 pounds. Pay load, 585 pounds . Oil , 4 gallons, 30 pounds. Gas, 50 gallons, 300 pounds. Baggage, 75 pounds. Wing loading, 13.3

pounds. Power loading, 14.54 pounds. Performance with Full Loads: Rate of climb (initial), 750 feet per minute. Service ceiling, 14,500 feet. Maxi足 mum ceiling, 16,500 feet. Cruising speed, 115 miles per hour. High speed, 135 miles per hour. Landing run , 250 feet. Lycoming 215 hp motor, 9 cylinder radial, aircooled and mounted on rubber. Safety glass throughout, non足 glare safety glass in windshield. Six standard flight and engine indicating instruments . Fuselage finished in black with silver contrasting color. Floor carpet between front and rear seats and special natural finish

cork insole flooring (easily washable) for pilot's section. Direct drive electric starter, 12 volt aircraft storage battery. Adjustable metal propeller. Stinson speed ring , short type. Fenders. Baggage compartment and baggage door. Adjustable pilots ' seats. Dual controls. Low pressure semi-airwheels (tapered beari ngs). Steamline tail wheel. Self energizing brakes. Aerol shock absorbers. Parking brakes. Cabin heaters and ventilator. Durable leatherette upholstery . Map pockets. Adjustable stabi lizer. Ball bearing controls. One-tone garnish moulding. Indirectly lighted instru足 ment panel, two-tone.

Album

by George Hardie, Jr. EAA Historian Photos provided by the Author

After the successful flights of his hydro-aeroplane, ' Curtiss decided to build a true flying boat. He started construction of the craft during the winter of 1911-12 at North Island, San Diego, California. The first flight was made on January 10,1912 from the wat~r of the Spanish Bight. As can be seen in the photo, the design of this craft embodied a departure from usual Curtiss practice. The engine was mounted in the hull ahead of the pilot and drove two tractor propellers with a crossed-chain drive, simi lar to the arrangement used by the Wrights. Evidently this caused a weight distribution problem for a success足 ful take-off was not made until young Johnny Kaminski, a Curtiss student was per足 suaded to stand on the rear of the hull as shown thus raising the nose out of the water. A straight-away hop was made in this fashion. Whether further flights were made is not known. Curtiss returned to Hammondsport in May, 1912 and work was immediately started on a new flying boat design. On this one the hull was enlarged to accommodate two persons and a single engine was mounted as a pusher. A control surface was installed at the nose of the boat to assist in breaking loose ff om the water on take-off . The dual controls featuring the throw-over wheel enabled Curtiss to offer training instruction in the new craft. Dubbed "The Flying Fish", the flying boat was an immediate success. It is interesting to review the Curtiss ads of this period. "Water Flying - A Top Notch Sport!" was the lead in one ad in Aero & Hydro Magazine in August, 1912. The sales pitch continued, "Speed faster than the fastest motor boat, - on the water, over the water, cross country. As safe as yachting. Arise and alight on the water and eliminate aviation dangers ".

~~~~~

The first successful Curtiss flying boat, shown here on Lake Keuka, Hammondsport, New York in the summer of

7972.

(Continued on Page 22)

Here's the first Curtiss flying boat experiment at North Island, San Diego in January, 7972. Note the dual tractor propellers.

Another view of the first successful Curtiss flying boat with Lt. Ellyson at the controls.

This monoplane Curtiss flying boat was built on special order for R. V. Morris in 1912.

An early Curtiss flying boat - note the removable splash hood ahead of the pilot and the ailerons mounted on the wing struts.

Another experimental version of the flying boat on the Lake Keuka shore at Hammondsport in 1912.

A later Curtiss flying boat incorporating refinements such as better hull design and ailerons mounted on the upper wing.

A CURTISS ALBUM . .. (Continued from Page 20)

The Curtiss flying boat had a special appeal for sportsmen. Orders began to pour into the plant at Hammondsport, taxing the ability of the factory to keep up with the work. Among the many rich sportsmen who placed orders were such names as Harold F. McCormick of Chicago, l. J. "Jack" Vilas of Wisconsin, William R. Scripps of Detroit, and J. B. R. Verplanck of Fishkill , New York . As production progressed, the design of the flying boat was continually being modified and improved. That flat bottom of the early boats caused difficulty in break足 ing loose from the water on take-off so a step was added. Later, ducts were added to admit air behind the step which improved performance even more. The production version was labeled the Curtiss Model F. Wingspan was 42 feet with a net empty weight of 1440 pounds . Powered with a Curtiss OX engine of 90 hp, top speed was listed at 65 mph . Structure was of wood, with wings and control sur足 faces fabric covered. Side-by-side dual wheel control was provided with basic instru足 ments - tachometer, oil gauge and fuel gauge furnished as standard equipment. In 1913, Elmer Sperry of the Sperry Gyroscope Company became interested in adapting his device to an airplane . His son Lawrence was sent to Hammondsport to work with Curtiss on the project. The gyro was first installed in the Navy's flying boat for tests. After perfecting the device, it was installed in a new flying boat fur足 nished by Curtiss and flown by Lawrence Sperry at Paris , France , where he won the International Safety Airplane Contest on June 18,1914. In 1914, Curtiss was commissioned by Rodman Wanamaker of New York to design and build a flying boa! capable of crossing the Atlantic Ocean on a flight to Europe. This aircraft, the "American", became the prototype of the large flying boats which were developed in World War I.

G lenn Curtiss (left) and H enry Ford with a Curtiss flying boat.

The C-2, on e of a seri es of Curtiss flying boats built for th e U. S. Navy in 1913.

The C-2 in flight over Lake Keuka , with Lt. Patrick Bellinger at the controls.

The Curtiss Model F flying boat, th e production version designed for the sportsman pilot.

The twin- engined Curtiss flying boat "A merica " built in 1914 for th e proposed transatlanti c flight.

Lawren ce Sperry's "hands off" demonstration of his auto足 mati c pilot at Paris , France in 1914.

Another view of the "A merica", largest flying boat of its day in 1914 - with a wingspan of 74 feet.

LETTERS Dear Paul: Since writing my letter of 16 July to Peter Strombom, with copy to you , I have scanned all subsequent issues of SPORT AVIATION to see if any action was taken as a result of my complaint. I have not however, gone through the editions with a fine tooth comb , but I -can say if there was any expression of regret for the blaspheme , it was certainly not as promi nent as the offense. As foretold therefore I must discontinue my sllPport of the EAA Headquarters, but not of my local chapter. So much for your " deep religious belief" . I am sorry to note you seem to lack the moral courage to choose between the owner of a shiny P-51 and your crucified Savior, except in favor of the former. Sincerely yours , Charles Peter Goodwin Route 2, Box 29 Frederick, MD 21701 Editor's Note: Mr. Goodwin objects to a photo that appeared in an earlier issue of SPORT AVIATION of a P-51 that was painted in the colors of a famous Mustang of World War II bearing the name " Cripes a' Mighty".

Gentlemen: I'm sending this to Paul in the hope that he might have further thoughts on it. Periodically we read reruns of the San Diego disaster. But no one so far as I have read has come up with the so simple solution . This is simply to work it out so the crew can see what they can't see now. They say radar won 't do it. Submarines do it with periscopes , truck drivers do it with mirrors , department stores , banks some motorhomes do it with closed circuit TV. Even a porthole in the belly would help, where someone could look out . Imagine a bomber with a blind spot! So let's do something about it - the big blind spot in airliners. And hurry up. Sincerely , Stephen du Pont 3129 Bu rr Street Fairfield, Connecticut

Dear Sir: I've received notificati on from Kansas Senator Bob Dole of the FAA's abandonment of controlled visual flight rules. The Senator 's letter says , in part: " I'm convinced that the withdrawal of these proposals is a direct result of the informed

protests of those of us who opposed the rules . It is encouraging to see that a regulatory agency will respond to the overwhelming expressions of public sentiment against a proposal. This experience should prompt us to communicate our views on other matters to the govern mental agencies involved." I'd take that just a bit further. I think EAA and all the other members of the aviation com munity who reacted quickly and firmly to the proposal deserve our thanks . That includes everyone who wrote letters. Let's hope that next time (and there will be a next time) the FAA tries to take our rights away that we all react just as fast and just as strongly . Cordially ,

Russ Groves

KARE RADIO

P. O. BoxG Atchison , Kansas 66002 Dear Paul: We did miss you very much in Minnesota but understood your reasons for not being able to make it. The Lindbergh Fund will be writing you officially concerning their gratitude for your arranging for the planes and Verne and Jim , who absolutely made the Lindbergh Cele bration up there . They are amazing men and their dedication and commitment is astounding. Each in his own way does something that leaves a lasting impression on a state like Minnesota. I am enclosing a small article which gives the gist of the various releases and I am sure you know that the top half of each of the three Mi nneapolis/St. Paul newspapers had the picture of the Spirit of St. Louis all on the same day. It was beautifully arranged and I personally am most grateful- as is the Lindbergh Family. With best regards .. . Sincerely, James D. Newton 4650 Estero Boulevard Fort Myers Beach, FL 33931 Editor's Note: Captain Verne Jobst flew the " Spirit of St. Louis" and Captain Jim Barton piloted the Stinson SM-SA.

Dear Brad : Just thought I'd drop a line to say how much Dad and I appreciated your friendship and company at Oshkosh. We had a wonderful time - in fact it was far beyond all expectations for me , and I feel sometimes that it must have been a dream. I know that it was through the Antique/ Classic Division's wonderful help and friend ship that made our stay so much more enjoy able. There is no doubt in my mind that I must

return to Oshkosh - I only hope that it may be next year - can't wait too long . Hope you r " Staggerwing Fly-In " went well and I will look forward to reading your news in The VINTAGE AIRPLANE . Have been flying the Clancy Skybaby designed by Dad 's brother in 1931, but this one has a Praga B engine , instead of a Hender son motorcycle engine. It was quite an experi ence for me as there is a lot of family history tied up in this little airplane. This is the only one flying in Australia after its builder took 20 years to build it. See you again one day in Oshkosh, unless you make it to Australia first. Thanks again, Brad, for everything - Cheers for now, Lyn Butler One Vicotria Street Rosevill N.S:W. 2069 Australia

Dear Sir: Please find enclosed my check in the amount of $4.95 for your publication entitled SPORT AIRCRAFT YOU CAN BUILD. I am considering a project and could use this information. I would also appreciate any information on power plants. For example, I have no idea what a Lyc. 0-235 or an 0-360 means in terms of hp, etc. TBO figures would also be of interest. I am assuming that the book you have published lists the best engine application for any given design . I have advertised in your publication for a Kinner B-5 engine, complete and/or parts. I have received no responses and wonder what to do next. I am not a member of your Antique Division , but wonder if I could advertise in its publication. My first' priority is to restore a Kinner Sportster. I have located a restorable air frame but need the power plant. Can any one tell me if I could put a B-5 up front along with an experimental classification? I am a member of the Kinner family and find that among all of us who still are involved in avia tion that very little is known about the engineer ing nor do we have much know-how in this effort . There must be a B-5 out there some where without a kings ransom asking price. I look forward to receiving your book and any suggestions you may have to offer some one who is new in aircraft restorations and/or homebuilt projects. I have been restoring antique automobiles for over twenty -years, which states my mental deterioration and blind faith in the impossible. Best regards , Leon Kinner 311 Union Street The Dalles, Oregon 97058

Open Letter to Aircraft Owners : For the past few years , we the flying public , have been told the fatigued story of Poland 's maneuver to manufacture NEW Franklin engines and then market them in this country. So far their proposal has been just that , a mere conception of keeping the aviation world awaiting a non-existent product. As you are very much aware . . . THERE ARE NO ENGINES and/or REPLACEMENT PARTS BEING SHIPPED FROM POLAND . .. The chronic myth of Poland 's intention of sending engines to this country (just any day now), is mere propaganda that seems to have originated from holders of large inven tories of now obsolete and bogus Franklin parts. As a result of acquiring important informa tion from reliable sources Aero Engineering, Inc., went to work on the modification of the Franklin engine. For the past three years Aero Engineering has been doing paper work and testing under Research and Development for a STC on the Franklin engine. This STC is now pending with the Engineering Department of the FAA in Des Plains, Illinois. After long hours of work and outgoing expenses, Aero Engineering is NOW the proud holder of FAA PMA parts on the Frank lin engine, with more PMA's on the way. Aero Engineering plans to resurrect this engine and manufacture it by Americans for Americans here at Freeman Field , in Seymour, Indiana. We hope to have the support of interested persons who are in the know or have experience with the Franklin engine. I will keep you posted as to our progress and inform you of any changes , here or abroad. I will be very happy to talk with people who are truly interested in resurrecting the Franklin engine. Those who are interested please contact me directly. Let's keep the Franklin in the air over Amer ica! Sincerely, Dan Skaggs Aero Engineering, Inc. 1155 A Avenue West Freeman Field Seymour, Indiana 47274

1979 CLASSIC JUDGES AT

OSHKOSH

Listed below are the names and addresses of the Classic Judges so you can contact one of them in your region if you so desire. GEORGE S. YORK , Chairman - 181 Sloboda Avenue , Mansfield, OH 44906 STAN A. YORK - 181 Sloboda Avenue, Mansfield , OH 44906 GEORGE W. LE MAY - S003 Bulyea Road, N .W ., Cal gary, Alberta, CANADA T2L 2H7 PAUL L. STEPHENSON - 1839 Childers Drive, NE , Albuquerque , NM 87112 KEVIN L. STEPHENSON - 1839 Childers Drive , NE, Albuquerque, NM 87112 REID LASSETTER - S04 Thomas Drive, Rossville , GA 30741 DALE WOLFORD, Co-Chairman - 443 TR 1S00, Rd #2, Ashland , OH 4480S JIM MANKINS - 2142 Ridgeview Ter., Corona, CA 91720 JILL KLEINHEINZ-11S0 Calle Del Arroyo, Sonoma, CA 95476 WERNER GRIESBECK - 210S ~roadway , Abbotsford, B.C. , CANADA V2T 3G4 JOHN WOMACK - 2401 North State, lola, KS 66749

RETRACTION The November issue of The VINTAGE A IRPLA NE featured part two of TH EPARADE OF FLIGHT. On page 6, the Cessna 170, belonging to Bob Baas , of Irving , Texas , was incorrectly captioned as a 1942 Piper L-4, owned by Gene O'Neil of Fostoria , IA .

* * * Also in the November issue, we ran a story sub mitted by Tom Hull on the Sixth Annual Chicken and Waco Antique Fly-In & Picnic. During the editing process, the following was inadvertently deleted: Ted Giltner and George Smith , both from Reading, Pennsylvania, brought th eir Beech Staggerwi ng and Bob Howard of Oxen Hill, Maryland came with his Rearwin Cloudster. Also, the Fly-In/Picnic took place on May 6, instead of May 7, as stated. Thank you Tom, for bringing this to ou r attention.

CALENDAR OF EVENTS

MARCH 16-22 - lAKELAND, flORIDA - Sun ' N Fun 1980. Note new dates. For information, please contact : Betty jones , 4195 Forrest Drive , Mulberry, Fl 33860. JULY 12 - MEYERS OTW REUNION - BACK TO FACTORY - OTW owners and enthu siasts - hangar flying, dutch treat. For further information please contact Dick Martin, Rt. 3, Aerodrome Road , Green Bay, WI 54301, or Harold lossner, 415 Eighth Street Place, D es Moines , IA 50313 . AUGUST 2·9 - OSHKOSH, WISCONSIN - 28th Annual EAA Fly·ln Convention. Start making your plans now. AUGUST 17·30 - OSKOSH, WISCONSIN - World Aerobatics '80 . For the first time ever, the U .S. will host the World 's Aero· batic Championships . Don 't mi ss this historic event . For infor· mation, please contact WORLD AEROBATICS '80, EAA, Box 229, Hales Corners, WI 53130. AUGUST 22·24 - COFFEYVillE, KANSAS - Funk Fly·ln. Best Antique and Best Homebuilt trophies as well as Funk trophies. Fly·bys Spot landing - bomb drop contests. Meet and talk to Howard and joe Funk, aviation pioneers . For further information, please contact Ray Pahls, 454 South Summitlawn , Wichita , KA 67209, o r G. Dale Beach , 1621 Dreher Street, Sacramento, CA 95814 • 9161 443-7604 for info. OCTOBER 1·5 - TUllAHOMA , TENNESSEE - 2ND ANNUAL EAA NATIONAL FAll FLY-IN. Don't miss this one. Contact EAA, Box 229, Hal es Corne rs , WI 53130.

Classic owners! ~tm't q.~

DOG

IMPORTANT NOTICE GASOLINE CREDIT CARDS - Some of the larger oil companies supplying aviation gasoline have changed their policy in respect to accepting credit cards from other petroleum suppliers. The ones that have recently changed their policy in this respect are as follows: CHEVRON - Effective January 1,1980, this company will not accept credit cards from Continental, Gulf, Mobil , Phillips, Texaco or Union. MOBIL - Will not accept " bank cards" at company owned stations. SHELL - Will now accept only Shell credit cards. UNION - Will only accept Master Charge, Visa, BP Canada, Sunoco DX, Hu sky, Union and government credit cards.

DRESS

IT UP WITH A NEW

~t: ~J l j ~\' "

('. ~/ - ~/ . \

\~ l<!! \I ) l

'\d5rU

1Ii/dea INTERIOR! All Items READY-MADE for Easy

DO-IT -YOURSELF INSTALLATION

Seat Upholstery - Wall Panels

Headliners - Carpets - etc.

LOUISE THADEN DIES AT AGE 73 Mrs . Louise M. Thaden died on November 9, 1979 at High Point , North Carolina. During her flying career she held many av iation wor ld records for women. She is probably best known for having won the 1936 Bendix Race in a Beech Staggerwi ng with Blanch Noyes as co-p il ot. Donations may be made to a favorite charity, or to the Staggerwing Foun.dation Chapel Fund, Box S50, Tullahoma, Tennessee, 37388.

Ceconite Envelopes and Dopes Send $1 .00 lor C.t.log and F.brics Selection Guide

,4~P~,1HC. I

V~.

I ,·

259-15 Lower Morrisville Rd. Fallsington, Pa. 19054 ~_ ' ... '.~ I (215) 295 - 4115 ~ ~J

MEMORIES OF LOUISE THADEN

Louis e Thaden waves triumphantl y upon landing after se lling th e solo endurance record in 192 9. H er Trav el Air biplane wa s sp ecifi ca lly equipp ed for the flight with a sp ecial fu el tank holding 195 gallo ns of gasolin e. She wa s 23 yea rs of age with barel y two years of fl ying ex足 perience.

For Lo uise Thaden 1936 represented her p ea k yea r i or ac足 complishments. With Blanch e Noyes as h er co-pilot, Mrs. Thaden entered th e Bendix transco ntinental ra ce and wo n it in a Beech Staggerwing. H ere she accepts th e troph y from Vin cent Bendix , th e sp onsor.

Thr ee founding m embers of th e 99 's, th e organiza tion of wo m en pilo ts. Left to right are: Am elia Ea rhart, Fran ces Marsa lis and Louise Th aden. Today th e 99's are th e lead足 ing wom en 's aviati on orga niza tion.

A proud Louise Thaden stands before th e sign des ignating h er h om eto wn airport a t Bentonville, Arkansas as " Lo uise M. Th ad en Field". This is a fitting tribut e to a fin e lad y and dedi ca ted pioneer whose courage and determin ati on brought m an y w o men into av iatio n as a ca reer.

(Pharo by Ted Kas ton)

Patti and Monty Groves, Jr ., Sunnyvale, CA and th e first time ever at Oshkosh, th e beautifully restored Focke Wulf 44J.

...