VA-Vol-7-No-6-June-1979 by EAA Vintage Aircraft Association

STRAIGHT AND LEVEL

By Brad Thomas

In less than two months we will be attending the 27th Annual EAA International Convention at Wittman Field , Oshkosh , Wisconsin from Saturday , July 28 through Saturday, August 4, 1979. Will you be with us to participate in and enjoy the world's largest avia tion event? Many of us have been in attendance dur ing the past years and we know what is in store for us; but what about you, who has finally decided to attend the Convention for the first time? Excited! We know you are! So now, let's take a look at our Division ' s activities for Osh kosh 79. If at all possible, try to attend the Convention for the entire eight day period. Remember, you can camp on the Convention site with your own camping facili ties, o r at your show aircraft if desired , or with your regular aircraft in the designated area for transit camp ing. If camping is not your type of sleeping quarters, then the many motels and dormitory facilities are avail able to you, and transportation is available to the Con vention site. The Division will again present a complete program of forums on Antique and Classic aircraft. Type clubs will have representative forum programs of special interest for those wanting updated information on their individual type of aircraft. Other areas of interest will generally include information on restoration tech niques , maintenance, individual aircraft flight charac teristics , modifications, and other related items of in terest. These forums are held in the large tent adja cent to ou r Division Headquarters barn, and the com plete schedule of forums are posted within the barn. Daily schedules will be posted on the blackboard out side the barn. As soon as possible after arriving on the Convention site it is suggested that you check the com

plete forum schedule at- the barn so that you can plan your activities to include those programs of special interest to you . Many of you will be flying your own aircraft to the Convention. Our Division parking committee is well organized and manned by experienced personnel who work as hard as any committee to please you, the ex hibitor, during the Convention . There are times when aircraft appear in unbelievable numbers at the same time , and each wants to be parked as soon as possible in the proper area. Your patience and obedience with those of the parking committee will speed your tie down in the proper designated area. At our barn headquarters are those wonderfu I ladies who answer your questions, assist with internal mes sages, distribute the various sales items available , and give you that big smi le which makes your day happier. Make the barn your headquarters as a meeting place to get together with friends . If you like to just talk, and what antiquer doesn't, there are always many members around the barn at various times who can fill your needs. In the area directly behind the barn are the headquarters for the judging teams. Separate groups of judges work with either the antique or classic aircraft. These volunteer judges are working constantly from the opening day of the Convention through the following Friday to complete and finalize the results of the hundreds of aircraft that have been judged. The judging comm ittees receive a copy of the Convention registration form that you complete after arriving with an aircraft to be parked in our Division area . Please be extremely accurate when completing your form and be sure to request an answer to a portion of the registration form that may not be clear. It is very im

portant that you designate the specific row your air craft has been parked in and to enter this information correctly on your registration form. Not only is this information important to the judges, but it marks a specific place where your aircraft is parked for the time you will spend at the Convention. Please do not under any circumstances move your aircraft from its original assigned parking space. Your Division leaders and others have volunteered to serve as chairmen and co-chairmen of the many com mittees needed to efficiently operate and plan the activities of the Convention. These individuals cannot effectively operate their various committees without the help of you member volunteers , your families, and those prospective Division members. Your sup port in the past has been outstanding . We need you again this year, so when you come by the barn, please ask for the Division manpower chairman and he will be happy to see that you are assigned with a group of volunteers for the committee of your choice . An hour a day, a half day, or a whole day of volunteer service will be appreciated by these committees. Let's turn out in numbers this Convention year and show our Division that you are an active part of it. A ballot has been placed in the centerfold of this issue of Th e VINTAGE AIRPLANE for the annual elec tion of our Division officers and directors. Please exer cise your right to vote by completing your ballot and mailing it as instructed . The candidates listed are those nominated by the nominating committee , and spaces have been provided for write-in candidates of your choice. The offi cers and directors of the Division are voted to serve the Division by you the member ship . Your ballot will show your support of the officers and directors of your Division or make known those whom you would prefer to see as your leaders .

Editorial Staff

TIl~ VI~TA(7~ AIVVL4.~~ OFFICIAL MAGAZINE

EAA ANTIQUE/CLASSIC

DIVISION INC.

of THE EXPER IMENTAL AIRCRAFT ASSOCIAT ION P.O. Box 229, Hales Corners, WI 53130

Publisher Paul H. Poberezny

. Quinn Boyd (few this Spartan Executive from EI Paso, Texas to Chino '79. (D ave Gustafson Photo)

Editor •

David Gustafson, Ph.D.

Associate Editors: H. Glenn Buffington, Edward D. Williams, Byron (Fred) Fredericksen . 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 their efforts . POLlCY·O pinion s expressed in articles are solely those of the authors. Responsibility for acc uracy in reporting rests entirely with the con tributor.

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 913/681-2622 Office

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

Claude L. Gray, Jr. 9635 Sylvia Avenue Northridge, CA 91324 213/349"1338

AI Kelch 66 W. 622 N. Madison Avenu e Cedarburg , WI 53012 414/377-5886 Home

Dale A. Gustafson 7724 Shady Hill Drive Indianapolis , IN 46274 317/293-4430

Morton W. Lester P.O . Box 3747 Martinsville, VA 24112 703/632-4839 'Home 703/638-8783 Office

Richard H . Wagner P.O. Box 181 Lyons, WI 53148 414/763-2017 Home 414/763-9588 Office John S. Copeland 9' Joa nn e Drive Weslborough , MA 01581 6171366-7245 Ronald Frit z 1989 ·Wilson . NW Gran d Rapids, MI 49504 6161453·7525

Arthur R. Morgan 3744 North 51st Blvd. Milwaukee, WI 53216 414/442-3631

George S. York 181 Slob oda Ave. Mansfield , O H 44906 Robert E. Kesel Busi ness Phon e 4'19/755·1011 455 Oakridge Drive H om e Phon e 4191529-4 378 RocheSler, NY 14617 John R. Turgyan 7161342·3170 Home 1530 Kuser Road 7161325-2000, Ex!. Trenlon, NJ 08619' 23250123320 Office 609/585-2747

Advisors

Stan Go mo ll

Gene Morris

1042 90Ih Lane, NE Minn eapoli s, MN 55434 6121784-1172

Hampshire, IL 60140 3121683- 3199 ·

27 Cha ndell e Drive

JUNE 1979

VOLUME 7

NUMBER 6

Fron! Cov er . .. Thomas Morse S-4-C built and owned by Ra y Cocking. (Photo Cou rtesy Ra y Cocking) Back Cover . . . The Antique rep lica s a t Chino '79 made for some colorful photographs. This one was taken

by Golda Cox .

TABLE OF CONTENTS

Straight an d Leve l by Brad Thomas .. .......... .. ..... . . ... .... . ... ... . Chino '79.. . ..... . .. . . .. .. . . . . .... . . . ... . . . . . ..... . ... . ..... .. . ... . .. The Sixteen Year Old Tommy by Ray Coc kin g . . . . . . . . . . . . . . . . . . . . . . . . .. A Curtiss Album by George Hardie , Jr ... .. .. .... . . ... ... . ...•.. . . .. .... Kitty Hawk, North Caro lina To Lanca ste r, California

by Wen and Jo Ann Painter . . ... .. ........ . ............. ... ....... . Antique/Classic Aircraft Under Restoration .. .. ........... . . . ........ . .. Completed Antique/ Classic Aircraft ................................. ... Borden 's Aeroplane Posters From The 1930' s

by Lionel Salisbury . .. ......... ... ... .. ... .. . ........... . .... ... ... Letters To The Editor .............. . ... ........ ....... .. .. . .. . . .. .. . .. Calendar Of Events . .. ... . ....... .. .... ..... ..... .. ... .. . . . ........... Nominees For Officers And Directors Of Antique/ Classic Division ........ 1979 Convention Committees And Chairmen . ..... ....... ..............

EAA ANTIQUE/CLASSIC DIVISIO-N MEMBERSHIP o NON-EAA

MEMBER - $22.00. Includes one year membership in the EAA Antiquel 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.

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

Robert A . White P.O. Box 704 Zellwood , FL 32798 305/886-3 180

THE VINTAGE AIRPLANE (ISSN 0091-6943J is owned exclu siv ely by EAA Anl iquelClassic D ivision . Inc ., and is published monthly at Hales Corners , Wisconsin 53130. Second class Po stage paid at Hales Corners Post Office, Hales Corner s, W isco ns in 53130 , a nd add itional mailing offices. Membership rates f or EAA Antique/Classic Di visio n , Inc., are $14 .00 per 12 month period of which $10.00 is for the publication of THE VINTAGE AIRPLANE . Membership is open to all who are interested in aviation .

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Page 14

Page 22

Victor Hugo, who once wrote that theatrical pin nacles can only be reached by combining elements of the sublime and the grotesque, would have found Chino '79 a very dramatic affair. There was a little bit of everything in the overall operations as well as the variety of aircraft that made it in . On the pleasant side, top honors for the fly-in went to an antique aircraft for the second year in a row. Last year Claude Gray and Bob Groff brought in their 1927 American Eagle and swept away nearly as many tro phies as " All In The Family". This year Claude refused to be considered for an award and tried in vain to steer the local judges at Chino toward using the Oshkosh judging categories and criteria. EAA and the Antique/ Classic Directors are eager to see judging activity standardized across the country. Claude was in for another frustration, however, when the local con stabulary blindly backed their car into the tail group of his Eagle, bending the rudder and elevator in the process. This year ' s fly-in Grand Champion is Jack Rose's 1931 Pitcairn PA-8S Super Mailwing. (For the complete story of the Mailwings and Jack's outstanding restora tion, see Jack Cox's write-up in SPORT AVIATION, May 1978.) Jack Rose was slightly upstaged, however, by the reactions to the incredible replica Gee Bee racer. Built by Ed Marquart and owned and flown by Bill Turner, the Gee Bee looks like a wierd cross be tween a flying traffic cone and a pregnant wasp. Most people were equally impressed by the outstanding workmanship in the Gee Bee as well as the obvious demands it placed on the pilot. It's not a beginner's airplane. Ed and Bill received Chapter One's Achieve ment Award for the stunning yellow and black racer. Replication honors at the fly-in went hand in hand with praise for endurance to Ray Cocking for his Thomas Morse Scout, a sixteen-year construction proj ect! (Ray's personal account starts on page 8.) There were other exciting historical copies, most notably, Jim Appleby's meticulous Fokker DR-1, and Sopwith Pup which kept company with Jim Osborne's Nieuport 28 . Jim and Eric Schilling staged one of the most engrossing acts of the air show schedule with a mock dogfight in the Triplane and Nieuport. No doubt about which one was more maneuverable: the Tri plane looked like it was pivoting on a point in front of the Nieuport. Smoke bursts signalled victory for the Nieuport, but miraculously the Fbkker came back

ABOVE: Judges' Choi ce Antique, a customized Meyers OTW belonging to Nick Mehterrian of San Marino, CA.

BELOW: Ja ck Rose, showing the strain of victory in the lower right corner of the photo, lOok the Grand Champion Award for Chino '7 9 with his Pitca irn Mailwing which he flew down from Spangle, Washington.

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7. Jim O sborne's Nieuport 2B is taxied o ut by Eric Shill ing at show tim e. 2. Another bea utiful . .. Stearm an . 3 . Bill Turn er's Gee Bee has a lo t of energy no matter ho w you loo k at it. 4. Lowell Slatte r of Filler, Idaho rests on his iirst pla ce Classi c J-3 . 5 . Ri c hard Duran 's Curtiss Falcon An won Bes t Low Wing Antique. 6 . SPORT AVIA T/ON Editor Jack Cox tries on th e Gee Bee ca nop y (o r size. 7. A m odern antique h omebuilt: M. T. Sparks' Pietenpo l of Santee, CA. B. Clyde Bourgeo is of Sa nta Yenz brought in this beauti fullittle 7929 Davis.

Jim Appleby's Rep li ca 191 5 Sopwith Pup tax ies past an excited c rowd.

AWARDS Judges' Choice Grand Champion of Fly-In 1978 Pitcai rn Mailwing - Jack Rose, Spangle, WA 99031 for a solo demonstration. It was performed to music and made for a most enjoyable respit e in the middle of four solid hours of constant talk . Chino 79 drew an excellent variety of antiques and classics and fly-in officials might have had trouble parking th e m all if sunny California hadn ' t turned into foggy California . Saturday and Sunday the field was shrouded with morning fog. On Sunday, VFR minimums didn ' t drift in until noon , leaving only an hour and a half for landings prior to the air show's waiver kicking in . This resulted in a drop in attending aircraft, though there was no lack of variety . Public attendance was also down this year, due largely to a free air show featuring the Blu e Angels on the other side of L.A. along with an all eged gas shortage which shut down over two-thirds of the gas stations between San Diego and San Fran cisco . The biggest disappointment at Chino came from a classic example of totally unnecessary bureaucratic

stonewalling. FAA denied runway access to Larry Mauro , wh o was ready to fly into the history books with the first so lar powered aircraft. It would have b ee n a neat record for Chino. Larry walked away from the rul e- waving Fed s and went over to n ea rby Fla Bob airport where h e mad e aviation 's first so lar powere d flight. He rose 40 feet and flew a half-mile - in front of a dozen people. Since Larry broke ground at Fla-Bob the Governor of California has asked for a demonstration and co ngratulations hav e come down from the White Hous e. Chino 7 9 is history . It drew in large numbers of airc raft for a public that would not otherwise see such a celebration of sport aviation . Regional fly-ins are educational and help develop good relations with the public. Few would deny , however, that the real bene ficiaries are the EAA'ers who have taken advantage of another opportunity to enjoy flying as a form of recreation.

ANTIQUES Judges' Choice - Vulcan-American Moth V3 - Ni ck M ehterrian , San Marino , CA 91108 Old es t Antique - Vulcan-American Moth V3 - Ri ch ard Stephens , Baldwin Park , CA 91706 Best Multi -Wing - Pitca irn PA-8 Mailwin g - Jack Rose, Spangle, WA 99031 Best High-Wing - Vulcan-American Moth V3 - Rich ard Stephen s, Baldwin Park , CA 91706 Best Low-Wing - Curtiss Falcon A 22 - Richard Dur nad , Albuquerque , NM 87119

CLASSIC Judges' Choice - Piper J-3 - Lowell Slatter , Filler, Idaho 93328 First Runner-Up - Ercoupe - Michael Clan cy, Long Beach, CA 90806 Second Runner-Up - J-3 - John LaMascus, Pacific Grove, CA 93950

By Ray Cocking 3468 Barnaby Ct. Riverside, CA 925 04

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....

(Photos Provided by the Author)

Upper wing less aileron.

Roman Warre n flyin g unde r arc h at iairground. Eth el Berry standing on lOp , lat er beca me Mrs. Warren.

In late 1962 after 20 years away from flying, I made the decision to build a Replica Thomas Morse S-4-C. Many questioned: " Why are you building a T.M. Scout? " That's a story all in its own . . . To make it short, between the age of 12 to 16 I helped a neighbor rebuild a cracked up T.M. Scout. His name was Tom Mathews. lowe an awful lot to Tom for all the little things he taught me. He has passed on now, but many sti ll remember him well. Whenever Tom flew the T.M. I went along to help start it and wing walk it out to the runway. This all took place in Co lton , California, where I grew up. Three miles away was San Bernadino where Leland (Lee) S. Miles flew his Tommy. Lee became famous for flying the Miles Atwood Special at Cleveland and many other big races. He was later killed at Cleveland when a fitting broke and the wings came off. But Lee loved to fly a T.M. Scout and on Sundays he often put on a good show with his Tommy. On the other side of Colton was Riverside where Roman C. Warren, the Cowboy Aviator , also flew a T.M. Flying under the local Rubidoux bridge on June 13, 1926, he became quite a celebrity and was in big demand for show work from then on. Tom Mathews' T.M. and another Tommy were kept at Tri-City airport just east of Colton and Tom and Art Cheney (who was later a United Airline pilot), would take off side by side on Sundays and go up and do a few snap rolls and spin down to a landing. With this background as a young man you can see why I wanted a Thomas Morse Scout. After I soloed May 10, 1936 in a Curtiss Fledgling (my instructor was Gwen Cook in San Bernadino) the dream to have a T.M. became very strong. But in 1941, when I became serious about putting a T.M. together, I found it would be necessary to have a permit for each flight and have a specific job for it such as a movie or show work, etc. California didn ' t allow homebuilts to fly. When the realization of it all set in, I stopped flying and didn't get near an airport for 20 years . Then by accident I found it had all changed thanks to EAA. Going to Fla-Bob airport, here in Kiverside, to see Frank Tallmans' Sopwith Camel, I saw homebuilts all over the place. Soon the o ld dream came back, but was I too old to start a long term project at 49? Figuring it would take 7 or 8 years I started gather足 ing information and was fortunate to be loaned a set of factory assemb ly drawings by Ernie Freeman of Torrance, California, who also has an o ri gina l Thomas Morse S-4-C Scout. These drawings allowed me to keep all o utside dimensions original.

First run up of 80 hp LeRhone. Started on first pull.

Propeller before refini shing.

By this time , I had become acquainted with Ed Marquart (MA-S Charger designer and avid antiquer), who has given me many words of wisdom and kept me from building an over-weight airplane. So with Ed's approva l of my drawing for a tube fuselage, I went to Lou Stolp at Star Duster on Feb足 ruary 2, 1963 and purchased all the tubing needed for the fuselage and tail surfaces. Never having done any fancy woodwork, but being familiar with metal work I started with metal. Rudder first, elevators, then the stabi li zers were built. Drawing everyth ing on plywood boards and using sma ll blocks of wood to hold the tubes in plane, ev足 erything was tacked.

By this time I had enough courage to tackle the fuselage. It was attacked with the same method of drawing one side on a long piece of plywood and tacking the tubes. With two sides completed, next came top and bottom cross members, starting back with the second bay since I had no rotary engine at this time and might have to use a Warner. I worked my way to the rear tail post. Then came the diagonals and the job of keeping the fuselage square. Some足 how it all came out right on the money (beginners' luck). About this time, came word of a few T.M. parts in the San Francisco area, a phone ca ll and the parts turn ed into a comp lete basket case T.M. with a spa re

Ray Cocking and Merlin M. G.

Now, to roll this thing .

engine. With this information I contacted two friends who were interested, and they went right up to see it. We bought it, and in three weeks I had a Le Rhone rotary. At last the fuselage cou ld be completed, en gine mount and all. Now that the fuselage was tacked into one unit I hauled it to Ed Marquart's show at Fla-Bob and had him finish weld the whole unit. I could have welded it myself , but not knowing if it would ever be com pleted, I thought it best to have a well known welder complete it to save any doubts later on. The next step was to build up the landing gear. That seemed like an easy job as far as figuring out the details, though they had to be exact sin ce it's all in the open. Another friend I acquired along the way while

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ing for Thomas Morse parts is Rudy Hazuka. He loaned me a complete landing gear to copy. So after taking it complete ly apart, paper patterns were made of every piece that was to be fitled to the legs or axle. The axle was modified from an origina l Jenny axle acquired in a wheel trade with Jim Appleby of Antique Aero . Being 1 \fl" in diameter and more than long enough, the Jenny axle was cut in the center and a hinge joint made and welded in place.

Next douglas fi r two by fou rs wer e used to make the spreader bar , which simply runs from on e leg to the other with the axle centered betw ee n it. Origi nally, the front was rounded and the rear tapered off giving a fairly streamlined ax le for its day.

O ld spreader bar and new lower pic, tail skid.

The wheels are not original, although the diameter is measuring 26 inches with tire. The wheels are ea rly aircraft 16 inch rims with 5 in ch motor bike tires. To look more like aircraft tires the loca l tire recapping shop rounded off the excess rubber, givin g them a nice appearance while making each one about 5 pounds li ghter. The original axle was drilled with li ghtening holes graduated in size. I purposely avoided doing that as Thomas Morse Scouts were notoriously tail heavy. The extra weight at the front was not critical. Holes cou ld alw ays be drilled lat er. Hopefully the tube fuselage would be light enough to help remove some of the tail heaviness.

trni e Freeman read y for (irst hop in his T.M . Fla-Bob Airport, August, ' 970 .

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Roman Warren.

Now it had tail feathers and a landing gear, so with a 80 hp Le Rhone sitting on the floor it was time to open it up and take a look inside to see what shape it was in . The evening the Le Rhone was opened up, Jim Appleby came over to give me a hand and see how it looked inside. Taking it apart soon became a real challenge as many years of dried castor oil had locked everything up real tight. But the first look showed no rust which was very encouraging, and as it slowly came apart over the next severa l weeks it turned out to be a very low time engine as machine marks were still showing on all pistons. We found no cracks which was more than fortunate. So once it was apart all old bearings were replaced with new, or re

built to new condition. All valves were hand ground to hold gasoline. After some new rings made by Pacific Ring in Los Angeles, it went together with ease. Everything fit and tuned just as it should. About this time Jim Appleby called one evening to see if I was interested in an original Thomas Morse propeller (I'm sure he knew I was). It was available at a very reasonable price . Naturally, I jumped at the of fer. So stripping the old cloth tip off, a good sanding, a little stain, a new cloth tip, four coats of polyurethane and it looked like a new Hardman Peck prop. Somewhere along the way in the project , material for the wings was purchased. Ed Marquart needed some material for the shop, so we hook_ed up my.

O n loa n to a th ea ter fo r The Blu e Max . ~I The event was ~~~ l respo nsible fo r ___-,·nU.'f ge tting cop y of tec hnica l ri gging no tes fro m th e U. S. A rm y.

trailer and went to Los Angeles. With Ed ' s knowledge of wood, we hand picked all my spar material and two sheets of mahogany plywood for ribs. He picked out the material he needed and we came home satis fied with our purchases. Knowing the ribs could be made up and slipped on the spars as the wings were built up, I made two rib jigs . The lowers are four feet three inch and the uppers are five foot six inch chords respe.ctfully. Through that winter the ribs were glued up two at a time, so by spring they were waiting to be assem bled. Meanwhile Ernie Freeman in Torrance insisted on cutting my spars to size on his shaper (no argu ment from me). He had also loaned me a set of wing fittings to copy, so starti.ng with a lower ~ing .1 slowly

-- IS A F:EPuC.b. OJ: A.

THOMAS· MORSE

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assembled all the parts and pieces. Using .080 piano wire and World War I turnbuckles for internal bracing the two lowers were completed that fall. The next summer one upper and the interplane struts were completed , leaving one upper for the next year, and an aileron section which had to be cut out. While building the wings Ed Marquart noticed that the original wings had no internal bracing outboard of the interplane struts, so he suggested one bay be added in the tips. This makes a much stiffer set of wings, thanks again to Ed. To read this it sounds like everything went like clockwork but from completing the upper wings to cutting and completing the ailerons a year went by. Except for the last four years after retiring from the Pacific Telephone Company, the early years really went very slow at times. At some periods more time was spent figuring out ways to do it than was actually spent doing it. The aileron hinges had to have a jig made to get them to align properly. To drill the wing attach fittings I had to make a U shaped fixture with a 1/4 inch tube on one side and a small protrusion on the other side to align it up. It worked perfectly, but not a single carpenter or salesman could tell me of a tool made for the job or how to go ahead and do it. Next came the ailerons which are actuated by a

1'14 inch tube running the full length through the upper wing just left of the rear spar. All ribs were fas足 tened to metal tabs welded on short lengths of tube and slipped on the tubes and bolted with 3/16 inch bolts. The aileron tubes are actuated by bell cranks pushed up and down by streamline tubes from the cockpit area. The leading edge was made of 1/2 round that was routed out to fit the front half of the tube. It's then glued to the front of the ribs with small corner blocks for strengh. Not being able to find any original bell cranks, the job of making them from scratch was left to the very last, after all covering and rigging was done to be sure everything lined up properly. So covering was next. Never having covered any足 thing before, I just sorta watched and spread a little dope here and there for others. Still, it was really another new experience, so I started with the small parts first: fin and rudder. Using dacron, the 62 inch material was rolled out and the pieces laid out to have the least waste. It was glued on, shrunk with the iron and presto: it was ready for a brush coat of nit足 rate and rib stitching. A good start. Now with a small degree of confidence, the sides, top and bottom were cut out for the fuselage. A crash program was launched to finish the tail surfaces and fuselage covering since the EAA Fly-In at

Chino, California was near. Many hours went into final dop;ng and silvering : Wanting the Tommy to look like a civilian T.M. instead of the dull army olive drab, the finish was to be all silver with red landing gear legs and clear varnished wood work. Now ready for printing, I sent in to FAA for the N number 137TM and was lucky enough to get it. The reason for 137 was that Roman Warren's Tommy car ried the federal I.D. number 137 back in the 1930's. With the N number resolved I realized that a monog ram like the ones that characterized individual aircraft owners in the early days was a must. I worked out a set of wings with my initials, R.C. in the center. This and the number were painted on by Mike Kuffeitner. Almost immediately the jokes started: "Oh, oh R.C., . . . RADIO CONTROLLED" or "R. C. COLA", etc. But Mike and I were satisfied with our efforts. Anyway, the paint scheme was good enough to pick up a judges' choice static display trophy. Thednexdt big effort w as to try anldbget the wings all ' covere an set It up for Jim App e y's open house in September at Antique Aero here at Fla-Bob. Well, it required an all-out effort but it was ready to set up two days ahead of the event. Everything was there except for the aileron bell cranks and the push /pull tubes, but their absence was hardly noticed. All that was left now was to rig the plane from the Army technical notes, make the bell cranks and call for final inspection. The bell cranks posed a special problem since they were originally formed from oval tubing which nobody has anymore. Even if I'd had some, there was no way to form all the different curves. After a lot of thought, they were made out of plate aluminum and the edges were rounded off. They came out looking very nice, and if any original ones ever do show up, they will bolt right in place. Having run the Le Rhone twice for several minutes at 800 rpm (12 '10 is maximum) it started on the first pull and ran smooth as glass. The time was here to call for final inspection. Mr. Robert Detweiler, an FAA inspector from Long Beach came out, took a good look and signed it off. Now 16 years later she's ready to go. There are many people who deserve thanks for helping along the way. I'm sure many thought it would never be completed, so hopefully they will find some satisfaction in seeing it all together. By the time this story goes to press the Tommy should have been flown and all dirtied up with castor oil which is a normal condition for Thomas Morse Scouts.

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(NOTE: For background, see SPORT AVIATION, December, 1967, "Why Am I Building A Replica Tommy?", page 32.)

Album

A By G eo rge H ardie, Ir . fAA /l istorian

In the history of aViatIOn the names Wright and Curtiss figure promin e ntly. Wilbur and Orville Wright launched the Air Ag e when th ey fl ew their Wright Flyer , the first successful controlled, powered air plan e, from the sands at Kitty Hawk , North Carolina on D ece mber 17, 1903. Glenn Curtiss, through hi s Curtiss Aeroplane & Motor Co ., ca rried forward th e development of th e airplane from the frail craft of the exhibition era to the reliable vehicle that emerged after World War I. Glenn Hammond Curtiss was born in Hammond sport, N ew York on May 21, 1878. There he grew up to become the proprietor of a bicycle repair and manu facturing business. This led to experiments with en gines to power his bicycles converted to motorcycles. He soon earned a nationwide reputation for the quality of his engines. In 1907 Alexander G raham Bell, inventor of the telephone, was experimenting with kites built on the tetrah edra l principle . He placed an order for an en

gine with Curtiss, asking him to p e rso nally d e live r it to his shop at Badd ec k , Nova Scotia. While th ere, Mrs. Bell suggest ed th e formation of th e A e rial Ex perim e nt Association to ca rryon th e work of inves ti gating th e problem of flight. Membe rs of this A ssocia tion were Be ll, Fred e ri c k (Casey) Baldwin and John A. D. M cC urdy, Bell 's two youn g e ngineer help er s, Lt. Thom as Selfridge of the U . S. Army, and Gl enn Curtiss as th e engine expe rt. Thu s b ega n Curtiss' involve m e nt in aviation . EAA m e mber Arthur M . Cohn of Mt. Vernon, W as h ington' r ece ntly sent u s a se t of photos of variou s Cur tiss air craft and of th e Curtiss plant. Th ese photos, together with others from my own co llection, will b e presented in a seri es outlining th e progress of th e Curtiss achievements from the ea rli es t days to th e immediat e post-World War I p e riod . Read e r comment is invited and additional information and photos will be apprec iated . .

Glenn H ammond Curtiss

7878 - 7930

1..''if::J~

Th e first airp lane built by th e A. f. A. wa s the " Red W ing ", shown here on th e ice at Lake Keuka on March 72, 7908. A flight of 3 78 feet was made on that date.

Dr. Bel/'s tetrah edra l ki te " C ygn et /I " on th e ice at Baddeck , No va Scotia on February 8 , 7909. Simi lar to th e " Cygn et I" of 790 7, both craft w ere unsuccessful.

The " June Bug" in flight on Jul y 4, 1908, piloted by Curtiss, qualifying for th e Sc ientific Ameri ca n tropl?)'. The flight was m ade at dusk, hence th e poor qualit>, photo.

The "Wh it e Wing ", second of th e A. E. A. ma chines . This was the first use of ailerons on an airp lane, seen here as m ovea ble triangular tips on th e wings. Flights were made on May 18 and 2 1, / 908.

r 1'~

The " Silver Dart", shown here with M cC urdy at th e cOlllrols, was th e last ai r足 craft built by th e A. E. A. McCurdy made flights from th e Lake Keuka ice o n December 6, 1908. Later he made th e first fli ghts in Ca nada a t Baddeck, Nova Scotia.

The " Iune Bug" was mounted o n crude floats (or trials on Lake Keuka in Sep足 tember, 7908. Dubbed th e " Loo n " b y McCurdy, th e experim ent was unsuccess足 ful.

KIlTY HAWK, NORTH CAROLINA

TO LANCASTER, CALIFORNIA

Wright Brothers Nation al M emorial, Kill D evil Hills, N.C.

Wen and 10 Ann Painter 45519 Cedar Avenue Lancaster, CA 93534

The adventure of flying a Piper )-3 Cub, 33 years old, from coast to coast became a reality for us, and a fantastic air tour across America. Th e thought of fly ing a 65 horsepower )-3 Cub with no radios or elec tronic navigation equipment, except for an ELT, and a maximum fuel capacity of 12 gallons would cause most pilots of today some concern and maybe even fear. We felt the adventure was like returning to fly ing as it was nearly forty years ago when flying was pure and simple. The plans to make this flight began when we found this beautiful )-3 Cub for sale near Hampton , Virginia. The price was such we couldn't afford not to buy it. The )-3 Cub had been restored to its original configuration as it was in September 1945, with the NC numbers on top and bottom of the wings , bear cub on the vertical stabilizer, etc. We thought the )-3 Cub would go well with the rest of our airplanes, a 1945 Aeronca Champ 7AC, 1949 Cessna 140-A, 1945 L-5G Stinson Ambulance Plane and a Formula I Cas suit Race r. We felt the flight should begin from Kitty Hawk , North Carolina where the Wright Brothers started it all Decemb er 17, 1903 on the bleak windswept beaches near there. The exc itement can be felt when visiting this site , where 75 years ago man broke the bonds which held him to the earth since the beginning of time. The flight started from Garner airport, west of Hampton , Virginia. Bob Meyer took us to the air drome early the morning of April 28, 1978 to begin our journey. We left Garner about 7:30 a.m. It was a beautiful flight to Kill Devil Hill , North Carolina, where we landed at First Flight Airport near the Wright Brothers National Memorial. There we visited the memorial , took pictures and had our map signed by the Wright Memorial Park ranger, Richard Popive. We then flew across the Albemarle Sound to Manteo Airport to refuel and head west. We left Manteo and flew across the Croaton Sound and the Alligator River, over the swamps of North C<!rolina. The head winds were about 15-20 mph, thus , our groundspeed was about 55 mph . This should be plenty good for making Rocky Mount , North Carolina our first scheduled stop (118 sta tute mile s). We were on course at Martin County Airport (35 miles east of Rocky Mount) and flying along the Roanoke River heading west when I asked )0 Ann if she wanted to rest and I would fly and navigate both. She said, "Yes," so I took over. I flew by a town which I fi gured must be Tarboro , North Carolina (later I found out it was Scottland Neck, North Carolina) thus I must change to a northwesterly heading to hit Rocky

Mount, which I did . I came across a highway which I assumed to b e 301, south of Rocky Mount, and turned north to Rocky Mount. However, th e town I ca m e to had a ni ce big lak e along the northwest that didn 't show on m y map . (I lea rn ed later the highway I had followed was 95 instead of 301 and th e town was Roanoke Rapid s, North Caro lin a.) At this point, I l oo k e d for my Washington Sectional map but couldn ' t find it. (It had fallen b e hind the backseat and slipp ed down in th e tail section.) By now th e fuel gauge, a wire on a cork sticking up out of th e gas ca p , had quit bobbing and I wa sn' t sure ju st how mu ch fuel was left in the tank. I decided I had better land while I still had co ntr ol of the situation and co uld pick th e landing spot. I started looking for a good field and found a cow pasture which looked pretty good . I mad e a fl y- by and look ed it over. It ap足 peared to be okay, so I m ad e a go-around, ca m e back and land ed . Th e landing was m ad e on a smooth grass st rip and I taxi ed back to th e hou se. I got out to find so m eo ne to as k ju st exactly where w e w ere, and promptly stepped in a mead ow muffin . I c rawl ed over a wooden gate, and as I was wiping my sho e in the grass, a pickup truck drove up . Two gentl em en , Jack Peoples and Maxi e Moore, were curiou s to see who h ad landed in th e pasture . Th e n about this time , Wil足 lard Moore , the farmer who se pasture I had landed in , drove up. They informed m e I was in Skippers, Virgi nia , about 50 miles north of Rocky Mount, N ort h Ca ro lina . Jack Peoples and Maxi e Moore drove m e down the road about a quarter mile to a fi llin g statio n to pur足 chase 5 gallons of reg ular car gas. I poured the gas in th e J-3 while Jo Ann and Willard M oo re kept th e cows from eat in g the airp lane. With th e five ga ll o ns of gas on board, th e cows driven out of the way, and the Cub pushed up next to the fence, I thank ed everyon e and an easy take-off was made o ut of the pasture. It was a short flight to Emporia , Virginia airport. Walt " Pappy" Ellis admired our J-3 Cub as he refu eled it. We lea rn ed he also had o ne in the hanga r and had so m e interesti ng stori es to tell about his expe ri ences ferrying J-3s from the factory when they we re new. It was a littl e discouraging to find out we were o nl y 55 miles fro m where we started at 7 : 30 that morning. Bob Meyer had told m e to u se a " road map " to navigate by th e east coast, due to the haze and lack of good landm ark s. But I figured I co uld do a littl e better th an that just usi ng a sect io nal map. After th e cow pasture landin g, I really watch ed th e road map, and from that point on stayed above In 足 te rstate 40 .

... It

JoAnn stand in g where the first Wright Brothers (fi ght landed.

Wen standing at the spot where th e off on their first powered flight.

We left Emporia, Virginia, and flew to Rocky Mount, refueled, and proceeded to Ashboro, North Carolina arriving at 5:00 p.m. We remained the're overnight. Transportation to town was arranged by the line boy Gary Nevins, who was real helpful. He also picked us up the next morning and took us back to the airport. This Saturday morning was beautiful , clear, cool, and no wind . The flight across the hills of North Carolina at about 1,000 feet above the ground, seeing the farm houses below, the trees, livestock in the pastures, the fences , etc. gave us a feeling of fly足 ing in the era of the barnstorm e rs. The lush green trees and fields spread from horizon to horizon with the open green pastures below made one want to go down and make touch and go's in them . We arrived at Ashville, North Carolina about 10:30 a.m. and flew on down to Hendersonville-Winkler Airport where we landed. I called my friend, Wil Linscheid, who lived in Ashville. Wil met us about an hour later. He took us to the Ashville Airport where he kept the Cessna 340 that he flew for Mills Industries, as their pilot. He needed a proficiency flight so he took us along for a tour of the area. He also needed his Biennial Flight Review within a few weeks , so I gave that to him at the same time. Saturday night a storm moved in. It rained heavy through Monday night so we stayed with Wil and his wife, Phyllis , until Tuesday morning. The front had moved on through and the weather was severe clear. The j-3 Cub had been setting for three days in the rain, and we could not get it started. It took about three hours to dry the magnetos out with heat lamps, and a lot of propping by Ray Duncan, Prince Arnett, Ralph Bishop, and myself to get it started. We left Hendersonville about 11 :00 a.m . , refueled at Sevier-Gatlinburg, near Sevierville, Tennessee and then on to Lebanon, Tennessee .. While at Lebanon , the airport manager, j. Mike cyu, noticed our j-3 being refueled by Mark Tunygle and he came out admiring it. He even mentioned trying to trade a twin engine aircraft for it. He said, " You are not going to leave until I prop it. " So we let him . In the meantime he made us some coffee and offered us his car to go to town to get something to eat if we wanted. We found out he got his private pilot certificate in the early 1950s in a j-3 Cub as I did. (I got my private pilot certificate in a similar j-3 C;:ub, NC42511 in july, 1953 and this j-3 Cub is NC42664.) Mike propped the ariplane and we were on our way to Memphis with a refueling stop at jackson, Tennessee. An amusing thing happened at jackson, Tennes足 see, when we were about to land. The procedure we

Refu elin g stop in Willard M o ore's pa sture, Skippers, Virgini a.

Fl ying down th e Miss iss ippi Ri ve r, M emphis, Tenn essee.

Wen (left) wilh Waller and Rila Co rsi, from Sa n Bernar足 dino, Ca lifornia who we raced wi lh from Oklahoma.

Aboul anOlher 945 miles 1o go from A m ariI/ o, Texa s.

so rt o f es tabli shed w as that I wo uld do th e take-o ffs and landin gs (beca use I w as in th e ba cks eat and had bette r vi sibility) and j o Ann w o uld do th e flyin g whil e I nav iga ted . W e w e re ov e r th e j ac kson , Tenn essee airp o rt and I sa i d " Ok ay, I go t it. " Sh e sa id , " Th e h ec k yo u have," and sh e m ad e th e landin g, whi ch w as bea utiful even wi th her lim ited visibility . W e a rriv e d a t M e mphi s abo ut 6 : 00 p . m . a nd landed at General D ewitt Spain. Th e next m o rning it Nas ra inin g "cats and dogs", so we w ere g ro und ed due to wea th e r all d ay Wedn esd ay. Thu rs d ay m o rnin g th e wea ther was no bett e r , b ut by noo n th e repo rt was 1,500 foo t ce il i ng and 5 m il es so w e left abo ut ten m i nutes t o twe lve an d fl ew to Ca rli sl e, A r ka n sas. Th e re w e add ed th e first qu art of o il (16. 5 ho urs fro m Ga rn er , Vir gini a). Th e ce ilin g didn ' t seem to ge t any hi gh er, o r th e visi bility any bett er th e res t o f th e way to Mu skogee , O kl aho m a, w ith a ref u elin g stop at Clar ksv ill e, A rk ansas . Frid ay, M ay 5, 1978, w e left Mu skogee, O kl aho m a Top H at Airp o rt and fl ew so u thwes t until w e ca m e to In te rsta te 40 and flew w es t alo ng th e hi g hway until we go t to Shaw nee, O kl aho ma. H ere th e visibili ty got down t o o n e mil e and th e ce ilin g lowe r th an th e 1,400 fee t and 4 mil es fo recas ted fo r O kl aho ma City. W hen w e land ed at Shawn ee, Ok laho m a, an eld erl y gen tl e m an in th e office as ked w ho own ed th e j- 3 Cu b. We sa id , "we do", and he to ld us abo ut hi s fe r足 ryin g j -3 Cu bs fro m Loc k H ave n , Pe nn sylva n ia to Ok 足 lah o m a i n th e 1930s and 40s. H e to ld us th e equip足 m ent we rea lly n eeded to f ly a j- 3 Cub w as a Farm er's A lmanac and a ca lendar, th e alm anac to fo recast th e wea th er and th e ca le ndar to tell us ho w fa st w e w ere go in g. Ab o ut an ho ur late r, the wea th er improved to a 600 foo t ce ilin g and 5 mil es visib ility, so we w ent o n to No rm an , O kl ah o m a. W hen we got to No rm an , O kl aho m a, o ur f ri end , D ick D utn ell (r et ired Lie utenant Co lon el , USA F) ca m e o ut to th e W es th eim e r Airpo rt and p icked us up. That eve nin g Di c k and hi s wife, j aney, had a few of t heir f ri ends ove r fo r a littl e party. Th e ir fri ends bro ught m u si ca l in strum ents and prov ided co untry-weste rn m us ic. We h ad a fantas ti c tim e. Th e next mo rnin g we ch ec ked the wea th er . It w as fo recasted to be I FR w ith snow in Am arill o and A lbuqu erq ue fo r th e nex t fo ur days. W e d eci d ed to f ly co mm ercial back to Ca li fo rni a and f ini sh th e t rip at the end of th e month . O n M ay 30, we arri ve d back in O kl ah o m a City to co m ple t e ou r coa'st to coast f li g h t. Di c k Du tn e ll pic k ed u s u p and too k us t o No rm an w h e r e o ur ai rp lane had b ee n hangare d fo r th e pas t thr ee wee ks. Th e o il had bee n ch ange d fo r us and th e airpl ane w as ready to go wh en we go t to the airpo rt.

We left Westheimer about 1 :45 p.m. Tuesday on our way west, arriving at Cordell , Oklahoma one hour and 30 minutes later. The wind was out of the southwest at about 20 mph. When we refueled at Cordell, the airport manager said, "No use taxiing back up to the runway, just take-off on the grass south of the pumps." We followed his suggestion, were airborne in a few feet and off to Shamrock , Texas. We flew down Interstate 40 with a wind correction angle of about 30 0 to 40 0 nose left. We could see the dust blowing out of the fields below. When we landed at Shamrock , we had to call someone from town to drive out and sell us some gas (a total of 4.5 gallons). Sometimes we had to stop within the first hou r to refuel because there wasn ' t any place to stop within the next two hours. We had a total flight time of three hours maximum, so we wanted to be on the ground in no later than 2Y2 hours . We arrived in Amarillo, Texas about 6:00 p.m. that evening. The next morning we left Amarillo about 7:30 a.m. on our way to Tucumcari, New Mexico. The groundspeed just west of Amarillo was a fast 40 mph for the first hour, but the wind died down as we came closer to Tucumcari, New Mexico. We experi enced a good wave cloud which we flew next to for about 30 minutes. There was enough lift that we were indicating 100 mph and not losing any altitude at 7,000 feet. When we arrived at Tucumcari, the wind was down to less than 5 mph. The leg from Tucum cari to Albuquerque was 180 miles. With no head wind, it would take 2 hours 35 minutes, making a stop along the route necessary. According to the AIM (Airman's Information Manual) the only fuel available was at Santa Rosa, 62 miles from Tucumcari. We landed at Santa Rosa and a little Indian boy came out to the pump and told us there was no fuel available. We decided to go on. There was no use going back. There were two airports ahead of us (Cline's Corners and Moriarty) which according to the AIM had no fuel, but we figured we could go into town and get some car gas if necessary. When we got to Moriarty, we had been flying 2 hours and 10 minutes. We had about 50 minutes of flying left and 41 miles to go. This meant we would not have much extra fuel left if we went on to Albuquerque, so we landed at Mor iarty. We saw some cars around the hangar when we flew over Moriarty. We landed and taxied up to the hangar to ask if we could find some fuel at this air port. We learned fuel had been put in about two weeks before, so we were in luck. We refueled and headed out toward the pass which was 7,000 feet. We 20

needed at least 8,000 feet to get through. We took off from Moriarty (6,201 feet) and within three turns above the field, had thermalled to over 8,000 feet. We headed toward Albuquerque. By the time we were west of Albuquerque, we were at 12,500 feet (almost unheard of for a J-3 Cub). We cruised at 12,500 feet until we let down to land at Grants-Milan Airport, Grants , New Mexico . The wind was 90° to the runway so we elected to land on a dirt crosswind strip at the south end of the main runway. While trying to taxi out of the sand and up on the hard-surfaced runway, the left brake failed, the diaphram broke. When we got to the pump, the attendant advised us that the density altitude was 9,500 feet. He wanted to know if we wanted a full load of fuel (12 gallons) and I said, " Yes " . We really had no choice due to the distance we had to go. Grants-Milan Airport is 6,520 feet with a 5,800 foot runway. We took off using about 800 1000 feet. We were airborne, but not really climbing very fast. However , with the thermals in the area , about 20 minutes later we were up to 10,000 feet. We cruised at that altitude for another 2 hours and 40 minutes, to Holbrook, Arizona . We landed at Holbrook and no more than got out of the airplane when the line boy came out followed by a man and woman. As they came near the pu mps the man said, " I want to see you". I really wondered why, then he said , " I want to shake your hand. " I asked why. He told me he and his wife had been driving their car on Interstate 40 and had seen us above them most of the way from Oklahoma, across Texas , New Mexico and into Arizona . They (Walter and Rita Corsi, San Bernadino, California) had passed us out of Amarillo, Texas and we had passed them out of Tucumcari, New Mexico, etc. We had an en joyable visit while the airplane was being refueled and a quart of oil added (our second quart since leav ing Garner) . We went on to Winslow, Arizona where we spent the night. The next morning we ate break fast and then couldn ' t find a ride back to the airport. The taxi driver didn't start work until 8:00 a.m., so we called the local police department. A policeman came by in his patrol car and took us back to the airport. We left about 7:05 a.m. and flew to Prescott with a circle around the Meteor Crater, across Morman Lake , and through Sedona, which has the most beaut iful formations of rocks one can see . Flying across the western United States, especially away from towns and highways, really makes you admire the pioneers in their covered wagons crossing this country. Just looking at the terrain below, from 500 to 1,000 feet , you could almost see the Indians

and pioneers below (probably too many John Wayne movies). The visibility was unlimited and no notice able wind was experienced. Our groundspeed was about 70 mph (really smoking). We refueled at Prescott and went onto Needles, California, again about 70 mph groundspeed . When we landed at Needles , the temperature was about 1000 F. We refueled and headed for Barstow- Daggett, where our friend, Bob Olds, a flying California State Highway Patrolman, met us. He said he heard we were bringing a J-3 Cub from the east coast. At Barstow we called the control tower at General Wil liam J. Fox Airport , Lancaster, getting a clearance to land using the lights. They advised us the winds were 25 mph with gusts up to 30 mph or better. When we left Barstow-Daggett, the wind was less than 10 mph. We did not notice the winds to be 25-30 mph until about 10-15 miles east of Lancaster. When we arrived at William J. Fox Airport, our touchdown groundspeed was almost zero. In fact , when we touched down the wind blew us backward . With power, we got up to the turn-off and Jo Ann got out and held on to the left wing. We held it into the wind until Jim McCathron, County gas attendant, came out and held onto the other wing to help walk the airplane to the tiedown and chain it down. We lo cated Bob Roberts , the airport manager, and asked him to sign our map completing our cross country flight. The flight took us 43 hours and 45 minutes, 178 gallons of fuel, 2 quarts of oil and was a real true ad ventu re o It was noted that 80/87 fuel was not available in the midwest (Muskogee , Oklahoma to Winslow, Arizona ). We could only obtain 100 low lead. Fl yin g over the cra ter w es t of Wi ns low, Arizon a.

ANTIQUE/CLASSIC AIRCRAFT UNDER RESTORATION

STAMPE SV-4C

STINSON L5E-l

TAYlORCRAFT L-2A

Lo ui s R. W . Edm o nd s, 409 Beaco n Str ee t , Apt. 3, Bosto n , M A 0211 5

Cl into n G. H ernd o n , 25 Eas t M apl e, Walla Walla , WA 99362

Andr ew S. D o rri s, 6370 W aterman , University City , MO 63130

GLOBE SWIFT GC 1 B

WACO UPF 7

STANDARD J-l

Garvin H. Ge rm any, Jr. , Bo x 2650, Free port , TX 77541 Curti s W etherell , 104 Hi cko ry , Lake Jac kson , TX 77566

M ark Trimbl e, Box 377, Branson , MO 65616

Pete r F. Turdin , 66 Jo bs Road , Wallin gford , CT 06492

TAYlORCRAFT BC12D STINSON 108-3 Lary W . Breitb arth , 1420 M acad amia Drive, Fallbrook , CA 92028

Francis Barnum , 1320 Goodri ch , Lander , WY 83520 Dal e Gultch, N52 W1 5165 EI Ri o Drive, M enom o nee Fall s, WI 53051

COMPLETED ANTIQUE/CLASSIC AIRCRAFT

FAIRCHILD 24 AERONCA CHAMP 7ACBCM Ch arl es E. Hu ges, Rt . 1, Box 68, Pan sey, A L 36370

Jo hn and Shirl ey H elvig, 741 So uth M o ntezo m a, Pres足 co tt , AZ 86301

AERONCA 7AC

PIPER PA 12

Edward E. Se lf, RR 1, Box 384, Leitchfi eld , KY 42754

J. S. To mbl eso n , c/o Kau chel 20 Van Bege rn Stree t, Brac kenhurst Joh ann es berg, So uth Afri ca

AND ELECTION OF OFFICERS

PIPER J-3

AND DIRECTORS

NOTICE OF ANNUAL BUSINESS MEETING

AERONCA CHIEF Willi am C. Hi scoe, 205 S. W . Willi am s Drive, Beaver足 to n , O R 97005

BUCKER JUNGMANN CASA 131 Ri ch ard L. Pratt , 34 Fo urth Str eet , Laurel , MD 20810

Gary W . Davis, 634 Chip Co urt, Gurn ee, IL 60037 Carl Hunter Freed , Jr., 7608 O ster Dri ve, Ri chm o nd , VA 23227 Kenn eth E. H en erson , Box 8, Newagen , ME 04552

CHAMPION 7 GC

PIPER J-3 CUB

Ea rl W . Ada m s, Star Rt. , Fo rd, W A 99013

Willi am J. And e rt o n , 2223 Ardm o re Roa d , Trento n , MI48183 Th o m as A . Th aye r, 7372 W es t 82 Street , Los A ngeles, CA 90045

CESSNA 120 W ayn e A . H end ri ckso n , Rt. 1, New Lo ndon , MN 56273 Frank Pu ge l , 6096 W illi am s Dri ve, Para di se, CA 95969

PIPER PA-12 CESSNA 140 Du ane L. Leach , 213 Snead Road, Ro ute 4, New Be rn , N C 28560 Ran dy L. Prin ce, 720 Red Oa k Terr., Edm o nd , O K 73034

Roge r K. W ood , P. O. Box 92, Rexb urg, ID 83440

REARWIN 180 SKYRANGER Jo hn E. D au gh erty, 3066 Eas t SI. Lo u is Ave nu e, Las Vegas, NV 89104

DEHAVILLAND TIGER MOTH Terry Ri ney, 835 Wes t Chu rc h , G ran d Prairi e, TX 75050

STAGGERWING Om er K. Ree d , 4517 N o rth 32 Str ee t , Ph oe ni x, AZ 85018

ERCOUPE Ro n ald H. Kidd , 2100 Shane Dri ve, G ree nsbo ro, N C 27406

Notice is hereby given that an . annual business meeting of the members of the EM Antique/Classic D ivision w ill be held on Saturday , August 4, 1979, at 10: 30 A .M. (Central Dayl ight Time) at the 27th Annual Convention of the Experimental Aircraft Association, In c., Wittman Field , Oshkosh, W isconsin. Notice is hereby further given that the annual elec足 tion of officers and directors of the EAA Antique/ Classic Divis ion will be conducted by ballot distributed to the members along with thi s June issue of Th e VI N TAGE A IRPL A N E. Said ballot must be returned properly marked to the Ballot Tally Comm ittee, EAA Antique/Classic Division , Box 229, Hales Corners, Wis足 con sin 53130, and received no later than August 1, 1979. Ronald Fritz, Chairman Nominating Committee M . C. " Kelly" Viets, Secretary EAA Antique/Classic Division

STAGGERWING G-MODEl BEECH CRAFT C:;eo rge W . Free m an , Midway M edi ca l Ce nte r, P.O. Box 992, Ca nto n , N C 28716

BORDEN'S AEROPLANE POSTERS FROM THE 1930'S

•• • I wonder if NC 13301 is alive and w ell today, or if it has gone to that great airport in the sky? Regardless , this ship's picture became poster num ber five in se ries number one, of a group of 19 photos published in 1936, by the Borden Company. Th e notes don ' t indicate the number of passengers it co uld car ry, which is rather su rprising. Thank God for the Klaxon though, in case th e pilot forgets to lower the gear. I' ve heard of a warning horn, but a Klaxon!!! That 's enoug h to wake a fellow up. The th ree-view and notes are from the bac k of the poster . NEXT MONTH - The Ford Tri-Motor

•

Article Number 5. Poster Number 5, Series Number 1

Boeing No. 247

By Lionel Salisbury

7 Harper Road

Bramp ton . Ontario

Canada L6W 2W3

2~5f

74'· 0 - - -- - - - - - --

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16'-2~r 17 ~ 1~'

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51'-"1'

....

.", THE NEW 90EING TR A NSPORT MOOR No. 147

1--~' t-

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. , RDN IoUTlCAl,. (NAIIIIIU, OF (Ofllu'ntU OJ .-t1aCA, UK..

THE NEW BOEING TRANSPORT MODEL NO . 247

Span . . .. . . . .. . ..... ... .... .. ... . .. . .. .. . .. .. 74 ft.

Le ngth O ve rall . . ..... . . ..... ... . .... ... . 51 f t. 4 in.

H eight In cl udin g Radi o M as t . . . . . . . . . . . . .. . .. . 16 ft.

Win g Area Includin g A il e ro ns . . .... .. . . 836.13 sq. ft.

M o to rs (2) .. . . . . ... . . . . .. ..... 550 h p , supercharged

Pratt & Whitn ey W asp s G ross W eig ht .. . .. ... .. ... . ........ . .. . . 12,210 Ibs. Top Speed . ..... .. . . .. . . . . . .. . . . 182 mil es p er ho ur Crui sin g Sp ee d . ... .. . .... . .... .. 170 mil es per ho ur Landin g Sp eed .. .. . ... .. .. ...... . 58 mil es pe r ho ur Tak e-Off Run ... .. . . . . ... . ... . . ...... ...... . 770 ft . Servi ce Ce ilin g ... . . ..... . . . .. ..' ..... .. . . . 18,400 ft. Win g Is D es ign ed To With stand A Load Of .. .... . ... ... . .. ... .. .... . . . 36'12 to ns

Landing Gea r Is D esi gned To With stand A Lo ad O f . . ... .. . ... . .. .. .. 32'14 to ns

Tank H o ld s ........ . . . . .. .... 271 ga ll o ns of gaso lin e

Crui sin g ~ a n ge .. .. . .. . .... . . . .. . .. . ... . .. 730 mil es

Ca bin is 20 ft. lo ng overa ll , and 6 f t. hi gh. H as a li q uid h ea tin g syste m for wint er and coo lin g syste m fo r summ er , w ith indi vidu al ai r du cts leadi ng to each sea t. Th ere are d o m e li gh ts and indi vidu al readin g lam ps.

Th e re are m ain and indi vidu al ve ntil ato rs.

Ai r sp aces and in sul atin g mat eri al make th e ca bin

o ne o f th e qui etes t ye t d eve lo ped . Th e win g is in fiv e secti o ns: a cent e r secti o n , two

o utboa rd pa nels and tw o rem o vab le win g tip s. Th e plan e is all m eta l thr o ug ho ut. Th e landing gear is retractab le in 16 seco nd s and may be return ed to land i ng positio n in less than 20 seco nd s. Th e pil o t' s cab in in th e nose has du al co n t ro l, all th e lates t naviga tin g d evi ces includ i ng two-way radi o , an d o n a few of th ese ships, auto m atic pil o ts have been in stall ed . A Kl axo n in th e pil o t' s cab in so und s w h en th e pil o t fo rg ets to low er the landin g gear fo r a landin g .

shows. The ship won no trophies or awards as it was entirely original , upholstery, etc ., and as su ch it cou ldn 't compete with newly rebui It and refurbished fa ctory bui It m odels so I have been keeping it at home. However, it will be licensed and flying again this sum mer. Sincerely , Kenneth E. Muxlow 10054 Nicollet Avenue M inne apolis, MN 55420

LETTERS

Dear David : In your February issue of The VINTAGE AIR PLANE, you featured a photo of the prototype Barkely-Grow T8P1 , NC18388 and asked if there are any of them around. You may be i n terested to know that there are two of them in Canada plus components of two more. NC18388 beca me CF-BVE and is now di s mantled on a farm near Assinibo ia, Saskatche wan , and the owner intends to eventually restore it. He also has some parts of CF-BMW . The second co mplete Barkely-Grow is CF BOM , cln 8. It is presently near Montreal , Oue bec where it has been derelict since 1976 but it was purchased last November by a man in Calgary whose intention is to fly it back to Calgary in the spring of this year and restore it. When the work is done, he hopes to bring it to Oshkosh so you may see it one of these days. As a matter of interest, an article of mine about the Barkely-Grow in Canada was re cently published by the Journal of the Canadi an Aviation Historical Society and may also appear in the Journal of the American Avia tion Historical Society. Mr. Robert Pauley of Troy, Michigan has been preparing a similar article for the A.A.H.S. but , at last word , it was not completed. I forgot to mention that the fuselage and some parts of CF-BLV also exist and may be come available for the use of BOM 's new own er as a sou rce of spare parts. I hope that the foregoing will be of some interest to you .

Sincerely,

Walter Henry

12 Silverview Drive

Willowdale , Ontario

Canada M2M 2B3

Dear David : Enclosed is a photo of my current project which happens to be a 90% Davis D-1 , Circa 1930. The airplane will be pretty much true to scale in all respects at 90% except for wing span and area which works out at 92%, neces sary to provide wing area sufficient for wing as well as powe r loading to be close to original Davis D-1-85 . Hopefully, then , performance will be very nearly the same . The airplane will mount a fresh majored LeBlond 5-D-60 of 65 horsepower and I hope to hold the gross weight at not over 1130 pounds to achieve the performance of the original D-1 -85 as above . As of this date the structure is built up and complete with the exception of the outer Vee

struts (for wh ic h I am now hunt ing for material and have you priced streamline tubing lately?) the engine mount and the nose and a few other cowling and fairing pan e ls. Of cou rse then it still has to come all apart again for all the final clean-up , painting , cover ing and finishing, etc. I have been making fully detailed drawings all along as I go and which are quite extensive including full size rib patterns for all the wing ribs , there being approximately 20 drawings in addition to those patterns . I realize that there are not many small radials around anymore and at some future date will hope to install temporarily a flat engine or two and supply engine mount drawings for them . For those that are interested in the older aircraft this is a way of having what appears as a readily recognizeable known antique of scarcity and value. Production on my part is rather slow be cause of a nagging physical problem but I'll keep you posted on developments. Regards , Frank E. Luft 16355 Sheloh Road Central Point , OR 97502

Dear David : I just read the March 1979 issue of The VINTAGE AIRPLANE . I enjoyed it very much . I was especially interested in the Cessna Air master story. However, I think that there is a big error on page 11. It concerns the win ner of the 1935 Detroit News Trophy , for the World 's Most Efficient Airplane . I have owned the prototype of the Airmasters , N12599, for over thirty years and I believe that it is the ship that won the trophy . I have based my opinion on trade magazines of that date. The November 1935 issue has a picture on the cover showing my ship flying over 30 years and attended many national antique and EAA

Dear David : At the Nov emb er 1978 meeting it was de cided our Chapter (304) needed a project for the winter months. Since we have a hangar , a heated room , and the treasu rer says we are in the black , we started looking for a rebuild able aircraft. Th e stipulations were , it had to be a tail-dragger, two place (for instruction) and cheap . After a lot of phone calls and talk ing to numerous people , we located NC32372. It has been disassembled for ten years . Every nut and bolt was removed , the wings needed to be co mpl etely rebuilt , and the spars and hardware were the only salvagable parts in the wings . At the December meeting the members said buy the LP65 Porterfield . PORTERFIELD! What 's a Porterfield ? Well . it's something like an Airknocker, but built like a tank. It has a higher cabin, and seats high off the floor, like bar stools , and skinny! The 65 Lycoming only had 100 hours , S.M .O. Upon disasse mbly for inspection, we found the mice had built a condominium inside. (One mag had been off for ten years and the open ing had been plugged .) Bearings , cam, cam followers and pistons were corroded , and rings stuck to cylinder walls . Oh well, so much for a cheap plane! The day we brought the parts home we had quite a convoy : three vans, and one pick up with a trailer. The unloading went fine. A lot of the members were waiting for us when we

returned and started loading parts in their cars to take home for overhau l or rebuilding . By the end of the day all we had in the hangar was the sick Ly co ming and the fuselage . Three weeks later the fuselage had been sandblasted , epoxied, and was on display at our January meeting . All new wood had been made and varnished and was ready for installa tion . Many small parts cleaned, painted , o r polish ed were brought in. Now, where does this go .. . and which end goes in first? I think we are going to have some extra parts. Maybe we can throw them in the baggag e co mpart ment and sell them at Oshkosh! Eight weeks later both wings and fuselage are ready for cover . A couple of members thought the hockey rink was the place to go for shock pucks. We may have to do that yet! And still the 0-145 Lycoming sits in the corner. Maybe we will give it back to the mi ce. Ought to raise thei r rent anyway! It has been decided to put it back into fac tory original. Sure wished we knew what a Porterfield looked like! February 6, we had our first inspection . The word was go ahead and cover the fuselage. I guess we did not realize it takes so many trips to the Party Store to build a plane l Haven 't figured out what costs the most , golden elixir or dope. And if the mice would stay in the Ly coming and out of the beer cans , maybe the guy at the Party Store would quit complaining I As the project continues along at a ferocious pace , along with the checking account , more members show up to work on it. I only hope no one steps through those new wing ribs. Even heard someone talking about a B-25 for next winter 's project. Gotta cut down those trips to the Party Store! Look for " Pieter " Porterfield (as one of our female members calls it) at Oshkosh 1979. Sincerely , Russ Borton 3441 Loren Drive Jackson , MI 49203

FLORIDA SPORT AVIATION

ANTIQUE/CLASSIC ASSOCIATION

CALENDAR OF EVENTS

JUNE 9-10 - TAYLORVILLE, ILLINOIS - The First Aero Squadron of An tique Airmen , Inc. , will host its second Antique Fly- In and air show, with air sh ow being on June 10. Fun for all ages. For more information, contact Spike Woodard, 217/562-4209 or 217/824-9083. JUNE 9-10 - FLANDERS, NEW JERSEY - The First Annual Fly-In at Flanders Valley Airport is spo nsored by EAA Antique/Classic Chapter #7. Han gar Sq uare Dance is Saturday, June 9 in the eveni ng. Room reservations and transportation upon req ues t. Rain date is June 16-17. For further information , contact Wa lt Ahlers , President, 60 Main Street, Flanders , New Jersey 07836, 201/584-7983 or Anne M. Fennimore, Four Ridge Road , Succasun n a, New Jersey 07876, 201 /584-41 54. JUNE 10 - TOUGHKENAMON, PENNSYLVANIA - The'Second Annual Gathe rin g o f Moths , will be he ld at th e New Garden Flying Fi eld from 0900 to 1700. Anyone wishing to fly-in ea rly may camp o n the field. For fu rth e r information , co ntact Gerry Schwam, 8116 Old York Road , Elkins Parks, Pennsylvania, '19117, 215/635-7000. JULY 6-8 - ALEXANDRIA, M INNESOTA - First Annual Bellanca Fly-In for U.S. and Canadian Bellan ca owners at Cha ndl er Fi e ld. Breakfa st Satu rday, July 7 from 7 a.m. and air show later in the day. For further information , contact John Hall , Vice President - Marketing , Be llanca Aircraft Corpo ration, P. O. Box 69, A lexandria, Minnesota 56308 - 612/ 762-1501 . JULY 8 - EASTON, PENNSYLVANIA - Third Annual Aeronca Fly-In at th e Easton Airport. Any and all Aeron cas invited. 10 a. m. to 2:30 p.m. Rain date July 15. Contact Jim Poll es, 215/759-3713 nights and weekends. JULY 14-15 - ROMEOVillE, ILLINOI S - Nineteenth Annual Midwes t Fly-In and Air Show at Lewis University Airpor t. Show's them e and feat ure will be WW I aircraft. Airport will be renamed to add to th e illu sion of the era . Sponsored by Chapters 15 and 86. For further in formation , contact J. P. Fish , P. O. Box 411 , Lemont, Illin ois 60439. JULY 28-29 - DEER PARK, WASH INGTON - Parad e, contests, displays, trophi es, ca mping. Saturday and Sunday th e re will be a pan ca ke break fast. Friday night party. Saturday night awards banquet with enter tainm ent. For furth er information, co nt act Otto Hartman, 509/276 51 14. JULY 28 - AUGUST 4 - OSHKOSH, WISCONSIN - Twenty-seventh An nual EAA Fly-In. Plan now - it 's th e great es t show on ea rth. AUGUST 19 - WEEDSPORT , NEW YORK - Antique/Ciassic/Hom ebuilt Fly-I n. Sponsored by EAA Chapte r 486 , Whitfords Airport. Air Show field closed 1:00 p.m . until 5:00 p.m. Intermi ssio n for ea rly d epa rtures. Pancake breakfast. For further information , contact Herb livingston , 1257 Ga llager Road , Baldwinsvill e, New York 13027. SEPTEMBE R 5-9 - GALESBURG, ILLINOIS - Nin eth Annual Stearman Fly-In . Anyone with any int erest in Stearmans is cordia lly invited. For further info rmation , co nta ct Stearman Restore rs Association, Inc. , 823 Kingston Lan e, Crystal Lake, Illin ois 60014. SEPTEMBER 14-16 - KERRV ILLE, TEXAS - Fifteenth Annua l Southwest Regional Fly- In . Friday ni ght hangar party , Saturday aircraft judgin g and ai r show from 3 to 6 p .m. ; Saturday ni ght banqu et and ent e rtain ment. Plen ty of hom eb uilts , antiques and warbirds. Sponsored by th e Texas Chapters of EAA. For furth e r information , co ntact Dave Beckett , President, 5103 Village Row , San Ant o nio , Texas 78218, 512/653-4710. SEPTE MBER 27-30 - TULLAHOMA , TENNESSEE - First Annual Fly-In. Plan now - for the greatest show on ea rth. OCTOBER 12-14 - CAMDEN , SOUTH CAROLINA - Th e Fall Fly-In spo n sored by EAA Antiqu e Class ic Chapter #3, wi ll welcome all antiques, classics , warbird s, and homebuilts. Awards to be prese nt ed in many ca tegories. For furt her information, co nta ct Gen eva M cKiernan , 5301 Finsbury Pla ce, Charlotte, North Caro lin a 28211.

FLY-IN SCHEDULE July 14-15 . ...... ... . . ...... ... .. St. Augustine July 29 - August 4 ................... Oshkosh August 11 .... .... . Venice Airport , Beach Party September 8-9 ... . Silver Springs Airport, Ocala October 13-14 ...... .. . .. .... . Thomasville, GA Dece mbe r 1-2 ... '." ...... .. Cedar Key/Willi ston

Position Desired

Classic owners! ~(Uf.'t

q.",

DOG DRESS IT UP WITH A NEW

Jun e 1979 A & P graduate see ks employment as ap pre nti ce spec iali zi n g in Antique and/o r Classic air craft res toration. Private pilot. Has experience in con temporary airc raft maintenance, co nstruction of 1903 Wright Flyer rep li ca, r esea rch , and restoration . Res ume upon requ est. Ri ck Leyes, Rt. 6, Janesvi ll e, WI 53545 or 608/754-5538 .

~~\"l

\\~~

II~ INTERIOR!

All Items READY -MADE for Easy

DO-IT -YOURSELF INSTALLATION

Seat Upholstery - Wall Panels

Headliners - Carpets - etc .

Ceconi te Envelopes and Dopes Send $1 .00 for Catal og and F.lbrics Se lection Guide

Il~p~,jnc. 259-15 Lower Morrisville Rd . Fallsington, Pa . 19054 ( 215 ) 295 - 4115

1944 FAIRCHILD 24R/46A AND SPARE ENGINE FOR SALE We have a 1944 Fairchild 24 R/46A, fo ur seate r , 200 horsepower. Its engine is a Ran ger and has 150 hours si n ce MOH . The spare engin e has 000 h o urs sin ce TOH and 150 hours sin ce MOH. It has a total of 560 hours. It has a VHF Narco Mark 12 Radio. When recovered ceco nite and butyrate were used. Negotiable price being $22,000. Contact Mr. Ren e Lo eve ndi e, INFOCU S STUDIO, 61 St. Georges Street , DURBAN ., 4001 SOUTH AFR ICA or phone him at: BUS INESS 64646 o r HOME 60010.

NOMINEES FOR OFFICERS AND DIRECTORS OF ANTIQUE/CLASSIC DIVISION

JACK WINTHROP

DALE GUSTAFSON

E. E. "BUCK" HILBERT

Jack went to school in DuQuoin, Illinois. Starting flying lessons in 1939, and later instructing in primary and secondary C.P.T., he joined the Army Air Corps Ferry Command in Nashville, Tennessee. In June 1942, flying all types of airplanes domestic and across the Atlantic. He was based in Aden, Arabia and Casablanca, French Morroco for one and a half years. When the war ended he went to work for Braniff Airways as a DC-3 co-pilot, working up to Boeing 747 Captain today, flying to Europe and Honolulu . Jack has been Vice-President of the Antique/Classic Division of the EAA for the last three years and was past President of EAA Chapter168 in Dallas, Texas. He lives in Allen, Texas on a private airstrip flying his Waco UPR-7 plus a J3 and J4 Cub. Jack and Pauline have four married daughters with 9 grandchildren.

Dale has been interested in airplanes since he was a small child and took his first plane ride in 1939 at the age of 10. He started taking flying lessons in 1945 and soloed at the age of 16. After high school, he worked at the airport in South Bend, servicing airliners, han dling cargo and doing field maintenance. Dale attended Spartan School of Aeronautics in 1948 and 1949 to obtain additional pilot ratings. After this, he freelanced as a flight instructor and ran a small FBO at South Bend until hired as a co-pilot on Turner Airlines in Indianapolis in 1950. He has been with the same airline since then. Through name changes and mergers, the airline is now Allegheny and Dale is fly ing as captain on the DC-9's. Through the years, Dale has owned various air craft; a Stinson V-77, Piper Colt, Fairchild 24, C-195, C-150 and currently has a Stearman for restoration. He is a member of several organizations interested in the antique, classic and homebuilt aircraft and a member of EAA since 1960 and the Antique/Classic Division since it was organized. He has served as an advisor to the Antique/Classic Division and is currently serv ing as a Director. For several years, Dale has judged antiques at Oshkosh and for the past two years, served as Program Chairman for the Antique/Classic Division awards , and will continue doing the same at the 1979 Convention. To stay busy during his spare tim e , Dale curr ent ly has an airport leased in the Indianapolis area.

" Buck " is a native of Chicago and a graduate of Lewis College. He began learning the " pilots " point of view while working as a line boy at the old Elmhurst Airport near Chicago in 1938. The pay wasn't much, but it was "flyin' " time and he soloed an Aeronca 65LA " Chief" in October 1941. He graduated into the Air Force shortly thereafter, into the Training Command where he flew and in structed in many of the Training Aircraft of that era. Flew Gunnery Training at Las Vegas Army Air Field and finished up teaching Chinese Nationalist Pilots Twin Engine Transition. Recalled for the Korean War, Buck qualified as an Army Aviator and flew with the HQ. Company Air Sec tion of the 24th Infantry Division . " A most rewarding and memorable experience," he reports. Buck and Dorothy and their four children are at home at Hilbert's Funny Farm where he keeps a stab l e of interesting and flyable " old" airplanes including the Airmail Swallow he flew across the nation to com memorate the Bicentennial and United Airlines 50th Anniversary. An Aeronca C-3, a Cherry Stinson L-5, a Cessna 140 and an Old Champ also reside in that stable. Buck is no stranger to the Antique/Classic Divi sion . He is past President having served from 1971 through 1975, and he still says he has a bad case of the airplane disease and there ain ' t no way to scratch it except to work on and fly one of these pretty , old airplanes.

1979 CONVENTION COMMITTEES

AND CHAIRMEN

ANTIQUE/CLASSIC DIVISION

CONVENTION MANAGEMENT Con vention Chairman 919-368-2291 (o ffice ) W. Brad Thomas , Jr . 919-368-2875 (home) P. O. Box 608 Pilot Mountain, NC 27041 Co nvention Co-Chairman 609-585-2747 John R. Turgyan 1530 Kuser Road Trenton, NJ 08614 ANTIQUE/ C LASSIC FORUMS Chairman 615-455-3783 Allen D. Henninger 936 McKellar Drive Tul lahoma, TN 37388 Co -Ch airman 214-7'27-5649

CLAUDE GRAY, JR. Claude had his first airplane ride at the age of ten in 1928 at Kansas City, Missouri. His rea l interest in airplanes started at Jefferson City , Missouri in 1932, where the next four years were spent as mechanics helper and line boy at the local airport. He was able to commence flying more seriously in 1938, and at the start of WW II was instructing his first class of Army Air Corps Cadets at Bevo Howard 's Hawthorne School of Aeronautics, Orangeburg, South Carolina . He spent 1'12 yea rs there and put 8 classes through primary in Stearmans. In early 1943, Claude went to work for Consolidated Vultee Aircraft as a production test pilot on B-24's. In October, 1944, he was hired as a co-pilot with Western Air Lines. He spent the next 34 years with Western and retired as DC-10 Captain in October, 1978. During his career with Western he flew DC-3's , DC-4's Convairs, DC-6's , Lockheed Electras, Boeing 720's, 707's and the last five years on the DC-10. He has been a member of EAA since 1960, #9052. At that time , with fellow Western pilot. built #67 Smith Miniplane to fly. This plane is still flying and his part足 ner has full ownership now . Since then Claude has restored two aircraft. One a 1927, OX-5 powered, American Eagle, 1976 Grand Champion Antique at Oshkosh. The other, his 1946 Fairchild 24W. He still has both aircraft flying regularly and gets one or both to most of the West Coast fly-ins. He is currently Chief Antique and Classic judge for the Division .

Jack c. Winthrop Rt. 1, Box 111 Allen, TX 75002

PARKING AND FLIGHT LINE SAFETY Chairman Arthur Morgan 414-442- 363 1 3744 North 51s t Boulevard Milwaukee, WI 53216 Co-C hairman 716-342-3170 (hom e) Robert E. Kesel 716-325-2000 (office) 455 Oakridge Drive ext. 23250 or 23320 Rochester , NY 14617 JUDGING AND AWARDS Division Chief Jud ge 213-349-1338 Claude l. Gray, Jr. 9635 Sylvia Avenue Northridge , CA 91324 An tiq ue Aw ard s & C hief ludge Chairm an 317-293-4430 Dale Gustafson 7724 Shady Hill Drive Indianapoli s, IN 462 74 Classic Aw ard s & Ch ief Jud ge Chairm an George S. York 419-529-4378 181 Sloboda Avenue Mansfield , OH 44906

Co-C hairman Matthew Woerner 40 Maple Road Ringwood , NJ 07456

John S. Copeland Nine Joann e Drive Westborough, MA 01 581

John R. Turgyan 1530 Kuser Road Trenton , NJ 08619

FLY-BY SCHEDULE COORDINATION Chairman 616-453-7525 Ronald Fritz 1989 Wilson , NW Grand Rapids, MI 49504 Co -Chairman 61&-624-6490

Ph ilip l. Cou l son Rt. 2, Box 39B Lawton , MI 49065

HEADQUARTERS STAFF Chairman 414-442-3631 Kate Morgan 3744 North 51st Boulevard Milwaukee, WI 53216 Co -Chairman 7"16-342-3170

DISPLAY BOOTH Chairman 214-241-9487

Co-C hairman 201-694-8756

Co-Ch airman 201-694-8756 Frances C. Trainor 22 Ka thleen Court Wayne , NJ 07470 BOOTH AND BARN DECORATIONS 612-784-1172

Janet .Kesel 455 Oakridge Drive Rochester, NY 14617

Jackie House 3822 One Way Circle, Apt. 394 Dallas, TX 75234 Betty Trainor 22 Kathleen Court Wayne , NJ 07470

PAVILION PROGRAM Chairman 317-293-4430 Dale Gustafson 7724 Shady Hill Drive Indianapolis , IN 46274 SECURITY Chairman George T. William s 608-635-7479 115 Pauquette Street Portage , WI 53901

Co-C hairm an 315-536-9924 (home) Classic Aw ard s Co-C h ief Jud ge 716-726-5655 (office) Co-Chairman Dale W. Wolford 419-325-2257 443 TWP Rd. 1500 RFD #2 PRESS COVE RAGE Ashland , OH 44805 Chairm an 414- 377-5886 MANPOWER Ch ai rm an 617-366-7245

ENTERTA INMENT, PICNIC & PARTY Chairman 609-585- 2747

Co-C hairman 414- 377-5886

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

EQUIPMENT & SUPPLY Chairman 414-442-3631 Arthur R. Morgan 3744 North 51st Boulevard Milwaukee, WI 53216

EQUIPMENT MAINTENANCE Chairman 617-366-7245 Jeff Copeland Nine Joanne Drive Westborough, MA 01581

David Shaw 129 East Lake Road Penn Yan , NY 14527

AI Kelch 66 W . 622 N . Madiso n Avenue Cedarburg, WI 53092 Lois Kelch 66 W . 622 N. Madison Avenue Cedarburg, W I 53092