VA-Vol-7-No-7-July-1979 by EAA Vintage Aircraft Association

STRAIGHT AND LEVEL

By Brad Thorn as

It is hard to realize that a year has passed since our 1978 International Convention . Looking back it is evi dent that the 1978 Convention was a tremendous suc cess. Attendance increased , there were more show aircraft to be judged , exhibits were enlarged, forum activities increased, the afternoon air shows were fan tastic and the evening program were well attended. The 1979 International Convention promises to be even larger, offer more to the members , with new im provements and facilities available. You can be sure the programming of events will be outstanding. Ollie's Park will be the new site for our evening program pre viously held in the pavilion north of the tower. Access to these events will be convenient for those camping and to the main auto parking areas. A permanent stage has been constructed among the trees in Ollie's Park and the surrounding area has been paved . A family atmosphere will definitely be prevalent and the re laxed nature of the setting will be a new pleasure. Our Division Headquarters will again be centered at our barn and our forum tent will be adjacent to the barn . We are adding an Antique/ Classic Division Regis tration Booth for use to recruit membership in our Division . Exposure to our booth at the barn should be excellent as the flow of traffic from the camping area will pass directly by it. We invite not only Division members to visit us at the barn but extend the invi tation to all EAA members and guests. Most EAA mem bers are aware that antiques, classics and warbirds are exhibited at Oshkosh, but we feel few of them know the individual Divisions exist, nor are they aware of th e services available through membershipin one or more of them. The entire EAA organization is one tr eme ndous group of dedicated sport aviation enthusi

asts serving a purpose for the preservation and en joyment of sport aviation whether it be custom, an tique, classic, warbird, aerobatic, rotorcraft, or pow ered hang gliding. Many of us have a specific special interest in sport aviation and tend to favor an indi vidual group such as our Antique/Classic Division. The basic drive in that singular area of interest will some times warp our thoughts to the extent that we for get that the basis of our existance is the combined effo rts of every EAA member toward one specific cause. That cause is the preservation and continued existance of sport aviation. Obviously , one special interest group cannot survive alone. It is the opinion of your Board of Directors that we are not reaching the many Classic aircraft owners and restorers . If our Division could reach out and at tract these eligible prospects, our potential would definitely increase and the benefits gained would en rich and expand the service of the Division. During your visit to Oshkosh this year and while camping or watching the air show or attending a forum of your choice, introduce yourself to your neighbor. An en lightening conversation will probably develop and the primary subject will eventually turn to sport avia tion . During your conversation the subject might move toward a special interest group in sport aviation and here you may learn that your new friend's interest lies possibly with an antique or classic aircraft. Being a member of our Division, you already know the bene fits available and can guide him by explaining the ad vantages of membership. Bring your friend by our Divi sio n barn and introdu ce him to the membership present . Show him some of the back issues of our publication , The VINTAGE A IRPL ANE, and help him

feel at home. A little fellowship will go a long way toward bringing continu ity between the prospect and the membership. Elsewhere in this issue we have printed the most up-to-date information available for our fou rm sched ules . Daily listings will be posted outside the barn and a comp lete list of the daily schedules will be avail able inside the barn. Last year we initiated the Division informal pic nic in Ollie's Park and it was thoroughly enjoyed by all. We have again scheduled the picnic for Tuesday, July 31, at 6:45 P.M. Tickets will be available at the barn and we request that you obtain yours as early as possible . On Wednesday, August 1, we will again present our " History of Flight", a chronological continuous fly-by of antique and classic aircraft present at the Con vention. This event will offer an opportune time to witness and photograph the finest group of antique and classic aircraft available for a continuous fly-by. Awards night will again be on Friday evening, August 3, and the presentations will be made from the stage of our new amphitheater in Ollie's Park. Following the awards we will again have our social hour in Ollie's Park directly behind our Division Headquarters barn . Tickets must be purchased in advance and will be avail able at the barn . Saturday morning at 10:30 A .M . we will hold our Antique/Classic Division Annual Membership Meet ing in the Division forum tent. All members are urged to attend and guests of members are welcome. We look forward to seeing each of you at Oshkosh this year. Fly safely and enjoy your Convention.

Editorial Staff

TIl-=

VI~TA(3~ AIVVLA~~ OFFICIAL MAGAZINE

EAA ANTIQUE/CLASSIC

DIVISION INC.

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

Publisher Paul H. Poberezny

Editor David Gustafson, Ph.D.

Choi ce at Chino in the Warb irds ar ea was this eaming examp l e of a rar e N3N-3 res tored by Rob ert an Vranken of Suisan , CA.

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. POLICY-Opinions expressed in articles are solely those of the authors . Responsibility for accuracy in reporting rests entirely with the contributor.

Directors PRESIDENT W . BRAD THOMAS, JR.

301 DODSON MILL ROAD

PILOT MOUNTAIN, NC 27041

9191368-2875 Home 919/368-2291 Office

VICE·PRESIDENT JACK C. WINTHROP ROUTE 1, BOX 111 ALLEN, TX 75002

2141727-5649'

SECRETi\RY 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, Jr. 9635 Sylvia Avenue Northridge, CA 91324 2131349~1338

Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46274

3171293-4430 Richard H. Wagner P.O. Box 181 Lyons, WI 53148 414/763-2017 Home 414/763-9588 Office John S. Copeland 9'Joanne Drive Westborough. MA 01561 617/366-7245

Ronald Fritz 1989 'Wilson. NW Grand Rapids. MI 49504 6161453·7525

AI Kelch 66 W. 622 N . Madison Avenue Cedarburg, WI 53012 414/377-5886 Home Morton W. Lester

P.O. Box 3747

Martinsville, VA 24112 703/632-4839 'Home 703/638-8783 Office Arthur R. Morgan 3744 North 51st Blvd. Milwaukee, WI 53216 414/442-3631

George S. York 161 Sloboda Ave. Mansfield . OH 44906 Robert E. Kesel Busines s Phone 419/755- 1011 455 Oakridge Drive Hom e Phon e 419/529- 4376 Rochester. NY 14617 John R. Turgyan 7161342-3170 Home 1530 Kuser Road 7161325-2000. Ext. Trenton . NJ 06619 ' 23250/23320 Office

Advisors

JULY 1979

VOLUME 7

NUMBER 7

(On The Cove r , , . Aerial photograph of An(ique/C/assic area a( Os hkosh 1978, Photo by David Gustafson, ) (On The 8ack Cover . . . Beech Staggerwing (axies across (h e runway a ( Oshkos h 1978. Photo by David Gus(afson.)

TABLE OF CONTENTS Straight and Level by Brad Thomas ............... _...... __ . . • . . . . . . . .. A Curtiss Album by George Hardie, Jr. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. To Oshkosh and Back In An Ercoupe by Tom Nolan ............. _. . .. .. The Brazil (Indiana) Lion of 1932 by Malcolm MCHargue .... ............. Calendar of Events. _.. ......... _................................ . .... EAA Antique/Classic Division Convention Schedule ..................... Borden 's Aeroplane Posters F.rom The 1930's by Lionel Sali sbury ......... Discovering A Ryan by John F. Hanson ........ .. . ..... ................ For The Love of Luscombe by George S. Bickel. _........ . . .. . .......... Completed Antique/ Classic Aircraft ......... _. ___ .. • . . .. ........ ... _... Antique/ Classic Aircraft Under Restoration .... .... ...... .... _.... _.. . .. Letters To The Editor .......................... . _.....................

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 . o 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. )

609/565-2747

Stan Gomoll 1042 90th lane. NE Minneapolis. MN 55434

Gene Morris 27 Chandelle Drive Hampshi re. Il 60140

Robert A. White P.O. Box 704 Zellwood. Fl 32796

6121764-1172

3121683-3199'

305/866-31 80

.,.....,...

a..iC:'~~ -.~

THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Antique/Classic Division. Inc,. and is published monthly at Hales Corners. Wisconsin 53130. Second class Postage paid at Hales Corners Post Office, Hales Corners, Wiscons i n 53130 . and additional mailing offices, Membership rates for EAA Antique/Classic Division . 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 .

,.,..~

Page 4

Page 8

~ .. ' ~. ~ ,~~ I ,....;...

:""-\..-,...

Page 10

Album

A By Geo rge Hardie, Jr . EA A Histo ri an

After the successful flights of the Silver Dart, the Aerial Experiment Association had fulfilled its purpose and was dissolved on 'March 31 , 1909. Meanwhile Glenn Curtiss had contracted with the Aeronautical Society of New York to build an airplane and train two mem 'bers as pilots. This was the first commercial sale of an airplane in the United States. Curtiss Airplane No.1, named the Golden Flyer by the Society due to the color of its fabric, was of dif ferent design than the A. E. A . machines. Incorporat ing new ideas from Curtiss, its wing span was shorter, with straight panels and ailerons mounted between the wings hinged from the front struts . A four-cylinder 20 hp engine powered the craft. On June 16, 1909 Curtiss made his first flights at Morris Park in the Bronx to demonstrate this machine. later moving to Mineola on long Island where the fly ing field 'was in better condition , Curtiss flew the Golden Flyer over a measured course to set a distance record of 24.1 miles to win the Scientific American

Trophy. He then trained Charles F. Willars as the So ciety's pilot, who took the Golden Flyer on tour . Meanwhile Curtiss decided to enter the speed con te st for the Gordon Bennett Trophy to be held at Rheims, France in August , 1909. For this contest he built another airplane similar to the Golden Flyer to be powered by an eight-cylinder engine of 50 hp. The race became a battle between Curtiss and louis Bleriot , France's leading aviator . Curtiss won the Trophy with a speed of 47.09 mph . Now that his fame had spread worldwide , Curtiss was in great demand for exhibition flights. In partner ship with Augustus Herring, the Herring-Curtiss Co . had been formed to build airplanes. However, a patent suit by the Wright Brothers slowed its development and strained relations between the partners. More de tail s on this controversial affair can be found in the definitive biography, " Glenn Curtiss : Pioneer of Flight" by C. R. Roseberry .

The Golden Fl yer at Hammondsport, N . Y. in Jun e, 1909.

Louis Pavlh an (le ft) fam o us Fren ch aviator, and Glenn Curtiss a t the Los A ngeles meet, January, 19 10.

Th e Rh eims race r a t H amm ondspo rt, N . Y. in Jul y, 1909.

.-~tI-=:::, . .a!Jl:ij1~dllJ!~.~~., ••.,',' B'·.. . ....(~ ,. , t. ,.• •".; "r/ili ;:.'~"':."

eiiiiil:i!!

\""~"':-:: .. -.~.. "" ~ ~·I.fl·:~i~ ij,~.,.. ~'. _I

'10"

.4.......... ....:~". :~:.: ........~

,.j';'

.~"~Itt

.I'''~~::~~_. . '" ~ .,_... ~~~~. ~ . ~~ ~~~.-;'~'-:-. "" -----.-~. ~~ r'

~;':?"

....

_-t""~~--

;r..r?-i' . '< .. " ,'I'

:h';•. ,N':;" ,_

Glenn Curtiss at the aviation meet at Rheims, France where he won the Gordon Ben nett Trophy for greatest speed.

Charles K. Hamilton, Curtiss exhibition aviator, who on June 13, 1910 made a round trip flight between New York City and Philadelphia.

-. .' ",' .

~ ,.,. i ~~.~. ,,~._\. . J .....

.'-

~l~1IIIl! ';'~~~~:'-~':'~~:~;'.~..-*',

~.~,~.'::......~,~ iiI!",' ...... ~"':.~ ~/: .. '",,,,~'~''''~' ~!..

.....

. . . . . .' ,>,",

"':~:1i~

",r

'\1"'N,

,'"

~.'..,".....

;!\,,.,....,,

..:. ..

'(..

Curtiss had contracted to make a flight during the Hudson-Fulton celebration in Sep tember, 1909, but had to default because of bad weather and a contract at St. Louis.

Curtiss tried many different ideas to circumvent the Wright patent. These novel ailerons were not successful.

1910 was a busy year for Glenn Curtiss. His fame as winner of the Gordon Bennett Race drew countless offers to appear in exhibition flights. At the great International Aviation Meet held in Los Angeles in january, 1910 he and his two fledglings, Charles F. Willard and Charles K. Hamilton, all flying Curtiss air足 planes, took many prizes. On May 27, 1910 Curtiss set a distance record by flying from Albany, New York to New York City, cinching the Scientific American Trophy and winning the $10,000 New York World prize. Besides participating in many other aviation meets during that year and coping with the details of his expanding manufacturing business, Curtiss found time to train new fliers for his team, notably j. C. "Bud" Mars and Eugene B. Ely. Ely made headlines on November 14 when he flew to shore from a Navy cruiser anchored off-shore at Norfolk, Virginia. Curtiss had been studying the problem of flying from the water since his unsuccessful efforts with the Loon in 1908. A later attempt with his airplane mounted on a skiff on Lake Keuka also was unsuccessful. While attending an aviation meet in San Francisco in january, 1911 Curtiss arranged to lease a part of North Island at San Diego and set up his winter camp there to continue his experiments. He had offered to train an officer from the U . S. Army and the Navy free of charge if they were detailed to his camp. Thus T. G. Ellyson became the first Naval aviator. This was the beginning of the Curtiss winter training school which was eventually taken over by the Army and Navy, and today is the great Navy North Island Air Station .

Curtiss t;Jxis out lor take-off.

Th e Curtiss airplane is mounted on a skiff for trial off th e w ater of Lake Keuka at Ham足 mondsport, New York .

Th e skiff did not provide enough floatation.

The first flo at arrangemen t for the Curtiss hydroplane wa s this c umberso me comb in a颅 tion. The first success ful flight was made o n January 26, 797 7.

In a demon stration for th e Navy Curtiss flew this路 tractor hydro to a battles hip where he was hoisted aboa rd. H e abandoned th e tractor arrangement in favor of the pusher type.

The single float pusher arrangement proved to be th e most sa tisfa ctory and was th e forerunner of later success ful designs.

Wheels were added to make the first amphibian. At first trials the whee ls were not retracted . Later refin ements added a retra ction mechanism. Glenn Curtiss is a t left.

AND BACK

IN AN

By Tom Nolan

445 Elmdale Avenue

Utica, NY 13502

(Photo Provided by the Author)

From the left, Fred Sampson and Tom Nolan with Fred's Ercoupe at Oshkosh.

About mid-winter, Fred Sampson and I started a gentle campaign with our respective families to drive his 1946 Ercoupe from Frankfort-Highland Airport, Utica, New York to the EAA Fly-In at Oshkosh, Wis足 consin. The early warning approach seemed to work so, after a couple evenings of flight planning and glue足 ing maps together, Fred and I departed Highland about 3 p.m., Friday, July 29. A weather front had just passed through Utica leaving clear visibility, but also, some low hanging clouds. Our first stop was Flight Service at Oneida County Airport. Despite a low ceiling report at Rochester, we departed knowing we'd be flying into improved weather. As we moved west along the northern tips of the Fingerlakes in Western New York, the visibility was just fine al)d no low ceilings in the Rochester area. In order to over-fly Canada to Port Huron, Michigan, we set down at Buffalo Airpark for fuel and continued on. The evening flight on to Port Huron was beautiful in smooth air and unlimited visibility. Fred, who is continually popping his Instamatic, took us out over Lake Huron to photograph lakers moored outside the Port Huron harbor. We landed at St. Claire Airport about 7 p.m.

We fueled the Polish P-58 and started looking for a free ride to a cheap room. It didn't take long. We got a ride with a guy who said he's just scared himself on a touch-and-go and took with full flaps on a Cessna. We ordered a cab for 6:00 a.m., but due to rain and low clouds the next morning, we sent him away and stayed in the rack for a few more hours. Later, we walked up the road to a gas station to confirm our course to the airport, whereupon a mechanic said he was going that way and dropped us off at the mile long driveway. We checked weather and learned the front that had been west of Wisconsin was now loitering over most of Michigan. We took off into low ceilings and possible rain, following highways and railroads . In stead of going a direct VOR route , we moved from air port to airport, always ready to turn back if needed. Our first "rest" stop was Browne Airport at Sagi naw. The weather wasn't that bad, but worrying a lit tle plane through poor visibility in unfamiliar terri tory can be fatiguing. While at Browne, I briefed a young pilot going to Oshkosh who had no knowledge of the approach pro cedures there. Leaving Saginaw was more of the same until Claire, Michigan, we were forced to land by rain and limited visibility. After an hour or so wait, things looked bet ter and we pressed onto Ludington on the Eastern shore of Lake Michigan. At Ludington, things looked lousy, and were re signed to wait and see if the next eastbound high would allow us to cross the Lake before sundown. As we waited, other planes bound for Oshkosh arrived and we made plans to cross the Lake in a flight of four. A fifth arrived who had gone out over the Lake and said unlimited ceiling and visibility would soon be along. We left Ludington along with a Cherokee 140 which I propped due to a defective alternator, a 150, and anbther Ercoupe from Oswego , New York. We had agreed to stay together, but the 150 and the Chero kee left us in their dust. Soon after lift off, the Mani towoc VOR came in strong and, with the Oswego Er coupe in trail, we crossed the Lake in ever-improving weather. By mid-Lake, it was clear blue with the far shore in sight. We flew over the VOR and took up a heading for Fond du Lac. No point in going to Oshkosh because, by now, the field would be closed for the air show. The southern tip of Lake Winnebago pointed our way to the Fond du Lac Airport where we landed in a continuous flow of traffic doing the same thing we were.

We waited 'til about 7:00 when there was no wait ing line for take-off and headed west for the Ripon approach check point. At Ripon, I called the approach frequency with no answer, and we continued on in an orderly line of traf fic to Fisk. About over Fisk, a voice came on asking an Ercoupe to rock its wings. We did so and received instructions for our approach and landing at Oshkosh. We were asked to rock our wings again, confirming receipt of the instructions, and on we went to the blue water tower. We turned downwind over the four lane for Runway 36 and followed our traffic in with some extra power to maintain spacing, landed and rode into the grass - there was a twin behind us. While Fred got out the ropes, I went for a per suader to pound in the stakes. Two weekend pilots had worried another little plane into Oshkosh for the biggest aviation event in the world. Our fatigue disap peared and we proceeded to take in the works til well after sundown. After four days at Oshkosh, becoming well sun burned , it was time to head home. With a 5 a.m. ris ing, we hitch-hiked to the airport from the University dorms via one early rising farmer and an FAA controller. With little traffic; we took off on the runway next to our parking place and, with a right turn, put the nose up for altitude and Manitowoc. At Manitowoc, we took up an out-bound heading on the VOR for Ludington across the Lake. About mid-Lake, the generator oil seal decided to drop some oil on the muffler. Not know ing just what the smell was, we looked for lake boats, but maintained our heading. At Ludington, we learned about the oil leak, but I think Fred would agree that the smell of something burning over Lake Michigan In an Ercoupe - we can do without. The friendly airport manager loaned us a car to go for breakfast, after which we headed confidently east. The weather was perfect. Flight Service, the night be fore, had said the northeast would be no problem. The front was by now, to be off the east coast. We went this time across Michigan in a straight line. At Port Huron we got our surprise. Flight Service said the front was stalled and Buffalo was IFR, along with most of New York State. We filed a flight plan for London, Ontario and flew on in clear skies. The Canadian weather advisors at London said NO on getting to Buffalo, but we filed anyway with the intent of going as far as we could and then cancel the fl ight plan. We got as far as Weiland , only because the airport is next to the railroad tracks. With clouds nearly on the ground, we commenced a 3 hour wait for Buffalo In ternational to go VFR. At Weiland Airport, we met a

true pilot's friend - Mike Daniels, the owner. We came in tired and glad to be on the ground. We told him we'd like to make Buffalo where we had friends that might put us up for the night. Without our asking, he dialed St. Catherines so we could cancel our Buffalo flight plan and then, as weather improved, sent his pilot up and over toward Buffalo, 40 miles away, for a PI REP. When his pilot called back with 2000 and 6, he asked him to radio Buffalo approach control on VFR possibilities. He radioed back they just went VFR. We waited another half hour, hoping for a little better conditions for us weekend pilots, and took off in haze and 2000 foot ceiling . With what altitude we could justify over Weiland, I called St. Catherines tower to open our flight plan and, as Fred had by now picked up our rail tracks east, it was time to upset the radarman. We called approach control 2 miles east of Weiland, some 35 miles from Buffalo. After two turns for identification (no trans ponder), we were in radar contact for vectors to Buf falo International. As the city came into view and Fred held our ,!ssigned heading perfectly, I got nervous, not having talked to the ground for awhile. I squeezed the mike button and said we were unfamiliar with the area, and would appreciate headings right on into the air port . The radarman was a perfect gentleman and put us on right base for runway 23 before saying goodbye. The tower cleared our little bug to land on a huge piece of concrete and turned us off in the direction of Customs. We parked between a Lear Jet and a Con vair Prop Jet. As soon as Customs did their thing, we excused ourselves 5 miles south to Buffalo Airpark. This time, the navigator screwed up. With Buffalo Airpark 5 miles away, who needs a heading, but in three miles visi bility, you sure do. Fred picked up the slack and took a heading off the runway, and we got there by the time I got the map out. Fred called friends who took us to a motel and body fuel (food). Buffalo Flight Service said we couldn't leave VFR before noon, so we sacked in for late rising the next morning. Low and behold, the stalled front moved in the night, and morning broke clear and blue, but Fred had agreed to treat his friends to a ride. After a leisurely breakfast and the rides , we flew straight to Highland with a nice tail wind. CONCLUSION: Taking a light plane VFR any dis tance can be work, and it can be frustrating, but it's also a challenge and fun. If you do it, know your weather, know where you're at, and know where the airport is - ahead and behind.

Dua~ Control WH€€! Bliltis rail WH<€l Automatic Pibl

Ekdn.: Starter ~

the

aA~ZIL

By Malcolm M cHargue Route One Carbon, IN 47837

(INDIANA)

LiOn

OF 1932

Nestled in the rolling hills of Western Indiana is the small city of Brazil. Back in the early 1930's, Brazil was so mewhat of a railroad center. Not only was the city located in the mining region , but it also had several can neries. Its industries produced paint , varnish, floor wax, clay products, cigars, b r icks , and tile . Those of us who remember the year 1932, can at test to the uncertainty and anxiety of the times , The

This photo of Lion aircraft #12074 is from Smithsonian Institution negative # 78-935 1.

depression had shaken many in high places and had reduced great numbers of comfortable people to a very meager living. Hunger was no stranger. When an inventor and would-be bu sinessman came to Brazil early that year, it is not surprising that he found an eager and hopeful audience. He told the townspeop le that the age of the airplane was upon us. Soon small planes would be nearly as common as auto

mobiles. If the city of Braz:il got in the field early, with a superior product, it would surely become a center in the new industry. He had just that superior product and was considering Brazil as his base of operations. The January 9, 1932 issue of the Brazil Times con tained an important article on the subject. It repQrted that the Industrial Committee of the Chamber of Com merce was negotiating with the inventor and builder of the plane. One of the planes had been erected at the Car-Na-Var-Plant and had been taken to Dresser Field at nearby Terre Haute for trials. On January 11, the local newspaper reported that the demonstration of the new plane was an unquali fied success . The public would be offered a chance to buy shares in the new plane manufacturing plant at $100 per share . Interested parties were invited to see a test of the plane at the Campbell farm which is one half mile north of National Road on the Knightsville Road on Sunday morning. These plans were cancelled du e to the fact that the field was too muddy. The new plane was equipped with a number of new features, some of which were used only on high priced trans port planes. These included shock absorbers, and an automatic stabilizer. The plane would sell for about $1,500 . It was placed on display at the Stitzle and Hyde automobile sales . About three days later, more excitement developed. The city might have an airplane engine plant come to town to work in conjunction with the aircraft plant. The Szekely engine reportedly gave frequent trouble . An inventor in Kansas City had spent years develop ing a new reliable three cylinder engine which had won both the altitude and speed records for this type of engine. This engine was not yet in production. The inventor of the engine, Mr. Poyer, agreed to consider building his engine in Brazil. Before the month was out, the inventors of both the plane and the engine had faced public question ing; the head of Continental Car-Na-Var had offered to let the new venture use one of their buildings, rent free, in order to set up shop and to begin operations ; and a committee had been set up to finance the proj ect. The public was asked to buy 60 shares at $100. This would give them half interest in the new Lion Air craft Corporation . In order to attract attention, the inventor had attached a siren to the plane and had flown it over the city. On the 11th of March, came the announcement that the first plane from the Lion shop was about ready. It was an improved version of the Chicago built plane. Features included a welded steel tube fuselage, a wider pilot seat, wheel brakes, a tail wheel, control cables and linkage under the floor away from the pilot and

From Smithsonian Institution # 78-9352.

Photographs furnished by

Indiana. Taken in 1936 of

passenger area , and the center section of the wing built into the framewo.rk . The plane was being pre pared for the Detroit National Air Show. It was dolled up with an apple green fuselage, ivory wings , and a black and nickle landing gear. The Brazil Times printed several thousand colored circulars. On April 2, interested parties took the Lion to the Detroit Aircraft Show. With hopes running high at Detroit, a rather ominous note was struck at home. On April 5, two strangers from Chicago were caught borrowing tools from the Lion shop. They turned out to be former employees of the inventor and claimed that he had given them permission to borrow the tools . The Lion had an advantageous location near the front door and received a fine reception at the Detroit Aircraft Show. Prospective agents from all over the United States and from foreign countries stopped by to take data and to take first steps to represent the Lion Company. Established aircraft company engineers thought well enough of the plane to take extensive measurements, data, notes, drawings, and photo graphs. Representatives said that twenty orders could have been taken. The Type Certificate had to be re ceived before they could begin to fill orders , however. When the plane returned home, it was displayed at the high school gym for a time, then it was moved to Rose Polytechnic Institute for the same purpose . While at the show, the trim monoplane attracted the attention of B. P. Vlast. He volunteered to test the plane free of charge. Mr. Vlast had been a test pilot for Fairchild Aircraft, a transport pilot, and was an ex army pilot. Tests began in late April . They were to continue until the plane had met government require ments and received its Type Certificate. A new 5 cylin der Velie engine was tried on the Lion and found to improve the performance considerably. Some ground was leased near the plant and plans were made to con struct runways on what was to be called Parkins Field . Future plans called for paving of the strips, erecting hangars , and for lights to be installed. It is uncertain just what took place during the next few weeks, however, the inventor of the plane , an auto mobile, and a trailer with an airplane on it, seems to have disappeared. The July 30, 1932 issue of the Brazil Times reported that he had " hid it (the plane) in an abandoned hou !?e for two weeks . Later he took the plane to a garage in Bedford and proceeded to set it up and tried to interest Bedford businessmen in finan c ing the manufacture of the plane. " He was charged with automobile banditry and petty larceny_ Later, a jury aquitted him of the charges . The local newspaper quoted officers of the Brazil Aircraft Corporation as 12

alcolm M cH argue as a young pilot in Curtiss JN4 1920's. (Ad is for Flint autom obile.)

Lion Safety Plane #12074 taken in 193 6 by Floyd Hen derson . Three cylinder Szekely engine. " The Gra y Ghost".

saying that this problem would have no effect on the future of the local plant. Apparently, it did. Many pilots from Terre Haute as well as local pilots that flew the Lion felt that the potential really was there. This was an advanced design and could well have put Brazil into a profitable aircraft business. In a 1968 is sue of Antique Airplane Association News, Robert McDaniels, an airplane pilot from Naperville, Illinois, recalled having flown the plane. At this time, 1936, it was owned by an auto dealer in Muncie, Indiana. Mc Daniels says that it was a good flying airplane but with a high sink rate . Floyd Henderson of LaPorte, Indiana who is still flying, flew the Chicago built Lion X12074. He has kind words for the airplane but was not thrilled with the performa'nce of the engine. The 3 cylinder Szekely treated him to his first forced landing. He re calls that the plane was referred to as "the Gray Ghost" . It was painted white and with little advance notice the engine would give up the ghost. Sadly enough, the Lion aircraft project, that held such great promise, be came a great disappointment. NOTES : 1. The Brazil built Lion #12810 was sold by Bob Shank , President of Hoosier Airport, Inc., who acted as agent for the Brazil Company. The new owner was Ray Hernly of Parker, Indiana. In 1935, the plane was sold to Lee Chamness, an auto dealer in Muncie, In diana. The following year , it was resold to the Mid west Aviation Corporation of Seymour, Indiana. They used the aircraft to test their propellers . It was not licensed after June 1, 1937. The original engine was an Aeromarine. Within a month , a Velie M5 was in stalled. By June of 1932, a 65 horsepower Lambert pow ered the Lion. The propeller was a Fahlin . By Septem ber, the 65 horsepower Velie was back in service and apparently remained. 2. To clarify seccession of engines installed, the Szekely was used in the Chicago prototype of the Lion. Next the Aeromarine was used, then the Velie MS. The Velie M5 was made by Velie Motors Corp., Moline, Illinois, a subSidiary of the automotive com pany which built Velie cars. Following this the Lam bert Aircraft Corp., Robertson, Missouri picked up the manufacturing rights and parts supplies for the Velie M5 and established a subsidiary, the Lambert Engine and Machine Co., Moline, Illinois . 3. This footnote is to state that the two people men tioned in this article , namely Mr. Poyer and Mr. Vlast, were not implicated in any of the litigation relative to any supposed or implied wrong-dOing and it should be noted also that the inventor and the defendent,

was also acquitted by a panel of jurors. I have refrained from using any of the names of the principals in this case in order not to embarrass any who might still be living or any of their living relative s. Personally it would have pleased me very much if this venture could have prospered and been fruitful , because I believe the time, place, and potential, was such that it could have been successful, if obstacles and differences had been resolved . Dimension s: Length .... .. . .. .. . ... . . ......... . .. . . . . .. 19 ft. Span .. . . . ... . .... ..... . . ... .. .. ... .... ... 31 ft. Height ... .. ... ... . ...... . . . . . .. . ... ... ... 7 ft. Performance : Take-off .. . . .. . . ... ... . . ... .. .. ... ... . .... 65 ft . Climb . ........ . .... ..... . . . ... ... . . 850 ft . min . Cruising Speed ..... . .. ..... . .... .. .. ... 85 mph Top Speed .. ... ................. . ..... 105 mph Cruising Radius . ... .. . .... .. .. .. .. . . .. 275 miles Landing Speed .. .... .. . .. . . . . . . . . . . ..... 32 mph Gas Consumption .. .. ...... .. .. ... .. . 3 gals .lhr. Engine H.P . . ... ........................ .. ... 55 Cost . . . ... . .. .. . . . . . . .. .... ... . .. .. . .... . $1795.00

(Photo by Bill Thumma)

Malcolm M cHargue with propeller from Standard ]1 .

,·EM ANTIQUE/CLASSIC DIVISION CONVENTION SCHEDULE

ANTIQUE/CLASSIC FORUMS TENT #3

OSHKOSH, WISCONSIN SATURDAY 9:00 A .M . - 10:1 5 A.M.

CALENDAR OF EVENTS JULY H - ALEXANDRIA, MINNESOTA - First Annual Bellanca Fly-In for U.S. and Canadian Bellanca owners at Olandler Field. Breakfast Saturday, July 7 from 7 a.m. and air show later in the day. For further information, contact John Hall, Vice President - Marketing, Bellanca Aircraft Corporation, P. O. Box 69, Alexandria, Minnesota 56308 - 6121 762-1501 . JULY. - EASTON, PENNSYLVANIA - Third Annual Aeronca Fly-In at the Easton Airport. Any and all Aeroncas invited. 10 a.m. to 2:30 p.m. Rain date July 15. Contact Jim Polles, 2151759-3713 nights and weekends. JULY 14-15 - ROMEOVILLE, ILLINOIS - Nineteenth Annual Midwest Fly-In "and Air Show at Lewis University Airport. Show's theme and feature will be WIN I aircraft. Airport will be renamed to add to the illusion of the era. Sponsored by Olapters 15 and 86. For further in formation, contact J. P. Fish, P. O . Box 411, Lemont, Illinois 60439. JULY 21-29 - q EER PARK, WASHINGTON - Parade, contests, displays, trophies, camping. Saturday and Sunday there will be a P!lncake break fast. Friday night party. Saturday night awards banquet with enter tainment. For further information, contact Otto Hartman, 5091276 5114. ... JULY 28 - AUGUST 4 - OSHKOSH, WISCONSIN - Twenty-seventh An· nual EAA Fly-In. Plan now - it's the greatest show on earth. AUGUST 19 - WEEDSPORT, NEW YORK - AntiqueJClassidHomebuilt Fly-In. Sponsored by EAA Chapter 486, Whitfords Ai~port. Air Show field closeQ 1:00 p.m. until 5:00 p.m. Intermission for early departures. Pancake breakfast. For further information, contact Herb Livingston , 1257 Gallager Road, Baldwinsville, New York 13027. SEPTEMBER 5-9 - GALESBURG, ILLINOIS - Nineth Annual Stearman Fly-In. Anyone with any interest in Stearmans is cordially invited. For further information, contact Stearman Restorers A';sociation, Inc., 823 Kingston Lane, Crystal Lake, Illinois 60014. SEPTEMBER 14-16 - KERRVILLE, TEXAS - Fifteenth Annual Southwest Regional Fly-In. Friday night hangar party, Saturday ai rcraft judging . and air show from 3 to 6 p.m. ; Saturday night banquet and entertain ment. Plenty of homebuilts, antiques and warbirds. Sponsored by the Texas Chapters of EAA. For further information, contact Dave Beckett, President, 5103 Village Row, San Antonio, Texas 78218, 5121653-4710. SEPTEMBER 27-38 - TULLAHOMA, TENNESSEE - First Annual Fly-In. Plan now - for the greatest show on earth . OCTOBER 12·14 - CAMDEN, SOUTH CAROLINA - The Fall Fly-In spon sored by EAA Antique Classic Chapter #3, will welcome all antiques, classics, warbirds, and homebuilts. Awards to be presented in many categories. For further information, contact Geneva McKiernan, 5301 Finsbury Place, Charlotte, North Carolina 28211 .

JULY 28,1979

Antique Chapters: Their Impo rtan ce and Acti viti es Divi sion Advisor

Ro nald Fritz, A/C

J. R. Ni elander, Past Presi dent NC D ivi si on

10: 30 A.M . - 11 :45 A .M.

Fail-Safe In strumentation -

12: 00 Noon - 1: 15 P.M.

DH Moth - Dr. Gary Lu st - Chairman , Jo hn Bright - Newsletter Edito r , DH Moth Club

1 :30 P.M. - 2: 45 P.M.

Aeronca " K" and Old er M o del s and En gin es man , Aeronca Club

3: 00 P.M . 4:1 5 P.M .

(Open) No Desire

9: 00 A.M . - 10:15 A .M.

Cess na 120/140 - Frank Hanco ck - SecretarylTreasure r, Tom Norton President, Cess na 12011 40 As sociation

10:30 A .M . - 11 :45 A .M .

Cess na 170 - George M. Mock - Past Pres ident, International Cess na 170 Association

12: 00 Noon - 1:1 5 P.M .

(Open)

SUNDAY

JULY 29,1979

1 :30 P.M . 2:45 P.M.

Piper Cub: Bu ilding and Restorat ion nical Instru ctor

3: 00 P.M . - 4:1 5 P.M.

(Open)

9: 00 A.M . - 10: 15 A .M .

M eyers Aircraft -

MONDAY

Edward Schub ert - Chair

Clyde Smith , Jr., Piper Co rp . Tech

JULY 30,1979

Ri chard K. Mart in , O wner/Resto rer of OTW

10:30 A .M. - 11 :45 A .M.

Howard Airplanes -

12: 00Noon 1: 15 P.M .

Carburetor Overhaul and Repair of Small Bendix Mod els Antiqu e Restorer

Richard K. Mart in , DGA-15 Own er/Restorer

1 : 30 P.M . - 2: 45 P.M.

Waco A ircraft -

3: 00 P.M . - 4 :15 P.M .

(Open)

9:00 A. M . - 10: 15 A. M .

Bu cker BU-1 31 Jungmann -

Bill Haselton,

Ray Brandly - Pres id ent, Nati onal Waco Club

TUESDAY -

JULY 31,1979 Jose V. M arti n , Jun gmann Specia li st

10:30 A .M . - 11 : 45 A .M .

Aero nca: Kee p ing Champs and Chi efs Flyin g Di ve rsif ied Rebu ild er and STC Deve lo per

C. L. " Buzz" W ag ner ,

12:00 Noon - 1:15 P.M .

Cess na 170 - Ted Dobri ck, W isco nsin Represe ntat ive, Inte rn at io nal 170 Associ at io n

1:30 P.M . 2:45 P.M .

Fairch ild Club

Do nald L. Co leman, M .D ., Sec retary and New s Ed ito r , Fairch ild

3: 00 P.M . 4: 15 P.M .

(Op en)

6: 45 P.M . 8: 00 P.M .

Pi cni c Dinn er, O lli e's Park . (Ti ckets M UST be purchased in adva nce at Antiqu e/Classic ba rn. )

WEDNESDAY -

9:00 - 10:15 A.M.

AUGUST 1,1979

Vagabonds PA-15 and 17 -

10:30 A.M. - 11 :45 A.M.

Vintage Cessnas -

12:00 Noon - 1 :15 P.M.

Prewar Aeronca Chiefs and Restorer

Cecil Ogles - Editor, " Vagabond News"

Gar Williams, Airmaster Authority George York , Classic Aircraft Judge Chairman

1:30 P.M . - 2:45 P.M.

Beech Staggerwing - Jim Gorman - President, George York - Secretary/ Treasurer, Staggerwing Club

3:00 P.M. - 4:15 P.M .

(Open)

4:00 P.M. - 6:30 P.M.

"History of Flight" air show THURSDAY -

AUGUST 2,1979

9:00 A.M . - 10:15 A.M.

Ercoupe - M. C. "Kelly" Viets, Chairman, International Ercoupe Associa足 tion - Fred Weick, Renowned Designer

10:30 A .M. - 11 :45 A.M.

Little Round Engines and Porterfields - Ken Williams, Editor, Little Round Engine Flyer - Charles Lebreckt, Porterfield Club

12:00 Noon - 1: 15 P.M.

Rearwings and Commonwealth Skyrangers man, Rearwin Club

1:30 P.M. - 2:45 P.M.

Cessna 195 -

3:00 P.M. - 4:15 P.M.

Cessna 195 (Continued)

(Photo by Dick Stouffer)

Cliff Crabs and Bill Terrell, Eastern Cessna 195 Association

FRIDAY -

9:00 A.M. - 10:15 A.M.

George T. Williams - Chair足

AUGUST 3, 1979

Interstate Airplanes Maintenance and Restoration ern Coordinator, Interstate Club

Timothy Talen, West足

10:30 A.M. - 11 :45 A.M.

Restoring The Post-War Aeronca Owners Club

12:00Noon- 1:15 P.M.

Swifts -

Charles Nelson - President, International Swift Association

1:30 P.M. - 2:45 P.M.

Ryans -

Dorr Carpenter (may have .different speaker here)

3:00 P.M. - 4:15 P.M.

30 cu. in. Bourke Engine Performance Testing (May Be Actual Running Engine) - David Kirk, Bourke Experimenter Antique/Classic Awards, Amphitheater, Ollie's Park. *Time may vary. Check bulletin board at barn.

8:00 P.M. 10:00 P.M.

9:00 A .M. - 10:15 A.M.

Charles Lasher - President, Aeronca

Social Hour. Ollie's Park . (Tickets MUST be purchased in ac;lvance at Divi足 sion barn.) SATURDAY - AUGUST 4,1979 Antique/Classic Aircraft Juding; The New Standard Procedure Gray, Chief Antique/Classic Division Judge

Claude

10: 30 A.M. - 11:45 A.M.

Antique/Classic Division Business Meeting Presiding

12:00 Noon - 1:15 P.M.

Newsletter Editing; For Type Clubs. A Discussion On Why, How and Its Rewards - Cecil Ogles - Editor, "Vagabond News"

10:30 A.M.

Dean Crites of Waukesha , Wisconsin flies by in his Waco

. ASO, a familiar sight at Waukesha Airport on Sundays.

Brad Thomas - President,

Antique/Classic Division Annual Membership Meeting . Division Forum Tent.

(Photo by Ted Koston)

Carl Swanson 's 791 3 Spad VII replica .

AND THAT'S ALL FOR 1979 AT OSHKOSH

SEE YOU IN TULLAHOMA IN SEPTEMBER

BORDEN'S AEROPLANE POSTERS FROM THE 1930'S -

• II ~

I _ _•

i."

JeW!

- -.

--.

A rticle Number 6, Poster Number 6, Series Number 1 Ford Tri-M otor By Lion el Sa lisbury 7 Harper Road Brampton, Ontario Ca nada L6W 2W3

Does anybody recognize thi s airport ? Sorry , I don ' t know the answer to that one. If any one does , I would like to hear from you . As the notes on the back of the p os ter indicate , however, this parti cular aircraft was w ell known . This is poster number six in the series. They are reprinted courtesy of the Borden Company.

N EXT M ONTH - Th e Savo ia M archetti Amph ibian

FOlD TRI.MOTOItED TRANSPOIT

AERO DIGEST

DESCRIPTION OF THE FORD TRI·MOTORED TRANSPORT The Ford transport is probably thE' best known of all airplanes . The achievement of a Ford tri-motor in safely carrying Rear-Admi ral Richard E. Byrd and hi s crew from his Little America base on the Ros s Sea to the South Pole and back was enough to give the Ford plane worldwide recognition . Its reputation as an aerial passenger carrier , however, is founded rather on its lon g record of reliable operation on passe nger transport routes in North America and the freight and express routes of the Ford Motor Company. Specifications: Span 77 feet 10 inches. Length over all, 50 feet 3 inches . Height overall, 12 feet 8 inches .

Wing area (including ailerons), 835 square feet. Power loading 10.70 pounds per horsepower. Wing loading, 16,18 pounds per square feet. Three Pratt and Whit ney Wasp engines at 420 horsepower. Weight empty, 7,840 pounds . Disposabl e load , 5,660 pounds . Pay load, 3,403 pounds. Gross weight, 13,500 pounds . Performance: High speed, 150 miles per hour. Cruising speed, 122 miles per hour. Sta ll ing speed, 64 miles per hour. Rate of climb, 1,050 feet per minute. Climb in 10 minutes , 8,000 feet. Service ceili ng, 18,500 feet. Radius , 560 miles . Gasoline capacity, 277 to 355 gallons.

The fuselage is of duralumin bars and sheets . Cov ering of fuselage, cont rol surfaces and wings is of cor rugated duralumin. Landing gear supporting tubes, motor mounts and braces are of chromemolybdenum steel. The wing is of cantilever construction. Three main spa rs are inter-connected with nine rib trusses on each side. Five auxiliary spars are loca ted trans versely between the main spars. The location of the mail compartments is such that when drawn back into the wing they serve to strengthen the wing structure by virtue of their girder-type trusses. Ailerons are fitted on the wing tips.

•ISettvERING

t\~;111 By John F. Hanson 2984 Whittier Court Ann Arbor, M I 48 104

There's a wonderful little yellow tabloid that's a very large part of my life. It's a newspaper-sized pub lication that is full of dreams and fantasties . I can sit for hours and look at all the marvelous toys in it and drift away in thought: " If only I owned that one . . . " Yes, it's " Trade-A-Plane". I remember one issue more than others. It was May, 1978, and I was settling down with the latest issue, dreaming. I checked out my favorite col umns: Antiques, Experimentals, Stearmans , Wacos, Ryans. Wait a minute! Look there, under Ryan (for sale). That one was close to home, one hundred miles away. A Ryan ST3KR, PT-22 in original military, in great shape. I've always thought the Ryan ST series is one of the most classically appealing open cockpit air planes of all time, and this ad really sparked my fancy. One hundred miles away - I could easily jump over to look at it in my Cessna 120. A quick phone call in troduced me to Mr. John Brower, who told me all about the machine, and yes, I could see it the next afternoon.

All the way from Ann Arbor to Holland , Michigan, the little Cessna felt and handled like its usual won derful self. I asked myself questions : do I really want to change planes? I've never owned an open cockpit airplane - how will I like not flying in the Michigan winters? Or would the Ryan be so fantastic in the sum mer I wouldn ' t mind locking it up when the snow flew? Would the airplane be as great to fly as it looked? As I gently handled the controls of the 120, I wondered about the different sensations of open cockpit flight. Holland showed up right on schedule, and I quickly landed and taxied in. There it was, rolled out and cleaned up, waiting for me. I had to wait for John, so

John Hanson (rear cockpit) and Joe Arcure making the most of a warm Michigan summer afternoon. Photo taken from James Arcure 's Bu cker Jungmann.

I busied myself looking the Ryan over. It was abso lutely gorgeous on the outSide, but I forced myself to " not get excited" until I looked a little deeper. John arrived in a light twin, and after initial amenities we started pulling plates and covers, looking for grem lins. I couldn ' t believe it - the ship was cleaner in side than out! Time for a ride. I did my best to conceal my pound ing pulse, and tried not to appear too unfamiliar with open cockpits by putting my helmet on backwards,

getting in head first, or asking questions like , "What happ ens if I fall out . .. " All thoughts of keeping my cool were lost , however, as we broke ground and I felt the sa me feelings and sensations enjoyed by the pilots of old. What can I say? It was fabulous. The Ryan handl ed like a dream . The wind (a nd exhaust!) in my face was fantastic. I had to have that airplane. Back at the field, we began to talk turkey . Would john be willing to tak e my Cessna 120 in trade? Yes!? (Not too excited now, keep your coo l. ) Okay, let's talk money .. . After an hour of haggling, we agreed on a deal that was more his terms than mine, but I didn 't ca re - I had a Ryan! Th e next twenty-four hours were spent cleaning up small details , like getting my hand s on the cash, insurance, title search, etc. I showed up on schedule with the Cessna and a check, and we closed th e deal.

All that was left was the checkout. john filled me in on operational details , and we climbed in. I've got a lot of taildragger time , but this was yet a new frontier for me. The open cockpit was at first so fascinating but at the same time distracting , so that I had to force myself to concentrate on the flying. My f irst take-off was fine. Downwind, remember the speed s, give yourself plenty of room , flaps down , yes the wind feels great but watch what you're doing, turn base , more flaps , whoop s I guess that flap handle takes some getting used to , turn final, boy this thing is sure blind with that big radial engine, here comes the runway, wheel landing, watch out, boy is she ever sensitive, watch that runway light, brakes, brakes, roll to an unco mfortable stop. The engine wa s patiently idling, ready for more, but my hea rt was still up doing aerobatics so m ewhere . john gave me a few more hints,

This photo was taken late in the Michigan October, just before the author relu ctantl y put his pride and joy away for the long cold w inter.

and w e did a co uple more landings until I could ke ep it on the runway with an acceptable d eg ree of co n sis足 tency . I taxied in to let him out and refuel (so mething you do with su rprisi ng regu larity with a Ryan: twenty足 fou r gallon tank , twelve gallons per hou r! ). After many thanks and promising him I would take care of his baby (now my baby!), I walked over to "say goodbye" to myoid Cessna. I poked my head in for a last look , and got all misty-eyed as I remembered all the good hours ... well , on to new adventures . The hundred miles home was spent . in reflection, getting to know my new ship, getting familiar with the feel of the controls , the sensations of wind and noise and the smell of exhaust. It was wonderful. The trip

Th e autho r poses w ith his " new " Rya n ST3 KR .

was marred only by a line of thunderstorms, which I paralleled until I found a hole to go through. Coming out the other side into the clear, with the windshield still streaming fresh water droplets, it felt like it was once again 1941, and the plane was new and flying was new. Fantastic. I smiled and laughed, answered by roar of the Kinner engine and the shouting wind. Ann Arbor showed up all too soon, and I landed . I have since come to know my Ryan well. She has taught me the thrill of open cockpit flying as she taught many before me. The wonderful feeling of aerobatics has begun to become familiar, with the Ryan always willing to reward me with exhilaration when I do it right, and scold me when I do it wrong. Somehow, you feel closer to the airplane, closer to nature, closer to flying in an open cockpit. The wind and sound sur足 round you , and you feel the same things felt in the earliest days of aviation, by the earliest aviators . It's what flying vintage aircraft is all about. There's an interesting side note to readers of The VINTAG E A IRPLA NE magazine . This particular Ryan was the cover story for the November 1973 issue, right after it was restored to its present condition . As I' m sure its other owners since then will attest , it was in足 deed an excellent restoration. This airplane will be with me for a long time , and half the fun will be keep足 ing it " mint". The other half, of course , will be the flying!

.~.

...,J._

to. _

..' __

A rea r shot of th ose unmistakable Rya n lines.

FOR THE

uscom

By George S. Bickel

Stormville, NY 12582

(Photos Provided by the Author)

I am sorry that I cannot begin my story by stating that I have since my childhood'; loved and desired to own a Luscombe. As a matter of fact , quite the con trary is true. It wasn't until a couple of years ago that I had even given Luscombes more than a passing glance and then only because they were taildraggers. My first plane was a 7AC Champ which I completely restored and thoroughly enjoyed, but the yearn for most flyers for something bigger , something better, had brought me to my present plane, a Citabria. This represented a 300 hour rebuild effort, all the money from the sale of my Champ , my piggy bank and every dime I could scrape up. The result of all this was a bright shiny creature with sunbursts, wheel pants and a wild big bad green paint job. To say that I was proud of it would be an understatement. This brings me to the point in my life when it hap pened, I was exposed to a highly contagious disease (which I jokingly call , Luscombitis) . Sitting beside my plane in the next tie down was a little ragwing Lus combe, not bright or shiny, not anything, just a Lus combe, however, its owner was as proud of it as I was of mine. After several offers from the owner I agreed to trade rides with him, I accepted partially out of cour tesy and partially out of curiosity as I had heard many

Preassembly at home.

hangar tales about these "pilot killers": the Luscombes and Swifts. I realize now, those who tell these yarns probably have never flown these planes and couldn 't put a full hour in a link trainer without ground loop ing it. First we went in the . Citabria and after thirty min utes or so I was sure he would be ready to run out and buy a Citabria. We then untied the Luscombe , I hand propped the 65 horsepower engine to life, climbed into the left seat for what I expected to be a ho-hum ride, much like one would expect from a Cherokee or Cess na 150. As we taxied the owner shouted instructions into my right ear as the noise level was somewhat higher than the average construction site. When we finished the runups he issued one last bit of warning: "Remember , she's twitchy on the ground and next to impossible to wheel land ." Taking all precautions in stride I pulled onto the active , took a deep breath, firewalled it and waited for something violent to happen . In an instant the tail came up, a little back pressure and we were airborne and climbing at a rate comparable to my Citabria and on fifty horsepower less. My heavy handed , heavy footed Citabria techniques sent the little Luscombe slipping and skidding through the turns with the little ball slamming from side to side not at all unlike a pin

ball machine. After a few minutes, I lightened up on control pressures and was absolutely delighted at the handling of this thirty year old lady. After three ef fortless wheel landings, I reluctantly got out and gave the man back his airplane. As I walked back to my plane I remembered saying to myself, I think I'd like to have one of those little critters some day - soon. I began buying all available literature on Lus combes, joined the Luscombe Association and set about to find a basket case Luscombe. I had neither the funds nor the inclination to buy a nice one as I really enjoy working on a rebuild project. The next iss'ue of Trade-A-Plane produced just what I was look ing for : a wind-damaged 8F in Pittsburgh , Pennsylvania. After some phone calls, I bought the plane less the en gine which I couldn 't quite afford at the time . Most thirty-year old planes have had more owners than I've had hot meals but somehow I was to become the fourth owner of 2725K. The previous owner had owned and loved it for twenty years. I purchased a second Luscombe for parts and set about to build myself a Luscombe . I will admit that from the very beginning I had no intentions of ending up with just another Luscombe . I wanted an exceptional Luscombe that would com mand more than passing glances from any taildragger pilot.

N272K ready to take to the airport.

By this time I had learned of Moody Larsen's 150 horsepower Lycoming powered Luscombe and the McKinzie Conversions around the country. These are nice machines but not what I had in mind as they re quired major sheet metal changes and utilize a heavier and more gas hungry engine. With the ever increas ing gas prices I elected not to go that way. What I was looking for was an engine that would cause the mini mum effect on the outward appearance of the air plane, that would provide an engine driven vacuum and electrical system and use less gas than the Ly comings. I had a fuel capacity of only twenty-five gal lons and wanted to keep as much range capability as possible. All of my requirements left me with only one ac ceptable choice, the Continental 0-200 - 100 horse power used widely in Cessna 150's. Unfortunately, the meager increase of ten horsepower was never enough

Beginning final assembly.

incentive for anyone to go through the effort required to obtain an STC for this conversion, hence there is none available. There are however, other Luscombes flying with this engine and the means used to accom plish this was not always entirely legitimate and I had no intention of risking my newly acquired A & P li cense by trying any such method. I was determined to use this engine and do so legally, so I spent the next month and nearly a hundred dollars in phone calls locating a Luscombe with this conversion done legally. My search led me to a very nice lady in New Orleans who had such a plane and who was willi-ng to let me copy her paperwork, log book entries, 337 forms, etc. I felt I now had what was required to make this conversion on a one time STC, on a likeness basis to the New Orleans plane. I immediately bought a wrecked Cessna 150 with a nice mid time chromed

0-200 engine. I now had what was needed to bring my dream to fruition - right?? - wrong!! I buried myself in the conversion, reupholstering the interior , installing a new panel, etc. not ever dream ing that I had overlooked one very significant detail - the FAA. It seems that all my efforts obtaining the paper work, both physical and financial was to be for noth ing, for when I approached the GADO Field Engi neering Officer from the GADO Office for my area, I was in for a great disappointment. After researching my paperwork, the Aircraft Spe cifications, Factory service bulletins on accepted en gi ne and model conversions, all of which I furnished, I was informed that he could not make a decision on the matter and would have to refer it to the engineer ing people in New York. I have since determined that that meant he was neither competent nor interested

Second wing on.

Installing wings - 3 man job.

enough to handle this enormous task. The disposition came down from the Engineering group through this same individual that my request was denied because my plane was an 8F and the New Orleans plane was an 8E and the rules state to be eligible for a likeness basis conversion, it has to be exact make and model . I produced factory docu ments to show that an 8E can be converted to an 8F by installing the 90 horse power engine and propeller in place of the 85 horse power engine and propeller , hence the airplane is in fact the same make and model. Needless to say all of this fell on death ears and I left feeling that the FAA recognized no one less than wealthy individuals with Lear jets as the general aviation whose taxes pay their salaries. I spent the next weeks crying a lot, and plotting to send nasty letters to Congressmen , Senators, and other bureaucrats, but then how can you complain

to a bureaucrat about bureaucrats . Then when I was seriously considering abandoning the project I heard of another GADO Office in another district that had the reputation of actually getting out and working with the little guy. Although it would mean moving the proj ect into the next district, I felt it was at least worth a try. I first telephoned these people and was shocked to find that they would talk to me and they actually seemed interested in furthering all aviation. I then sent my entire package of paper work and details to them and sat back and waited for another disappoint ment. Within a week I received a letter of reply and I was overjoyed to read that after reviewing my proposal that they considered it to be a safe and sensible in stallation and that they would be happy to provide me with a list of requirements and tests. I was informed that the plane would be placed in the experimental category with certain restrictions until they were satis-

fied that the plane had proven compliance. Once again my goal appeared to be achievable and I turned all my efforts back to finishing the plane. The Cessna 150 provided much for the project , such as seats, instruments, and many small items, the re mainder was sold or bartered off to offset some of the cost. I had long since sold my Citabria to provide funds for the project and had it not been for a friend who allowed me to fly his ragwing Luscombe I would have been a long time with nothing to fly. The project progressed well but tended to become more involved as my renewed enthusiasm made me want to make it even better. I went for an all new interior, hand made, and alumigrip poly paint job which was time consum ing and required costly materials , but produced re warding results , all this pushed the flying date out fu rther and fu rther.

But fly it did, nearly twenty months after begin ning. The preflight inspection went well and the ex perimental certificate was issued , so now the flight test began. The first flight was ample reward for all the months of work, aggravation and money spent. I was overjoyed with the plane and its performance. Finally the testing was completed, the restrictions were lifted and the standard airworthiness certificate was issued. The plane now offers increased performance, a vacuum system for the gyros, a 60 amp electrical sys tem and it's still retained its original outward appear ance and performance characteristics , all this on about 5.3 gallons per hour not much more than the 90 horse power version. You might ask if it was all worth it? YES ... and for several reaon s. First, I'm convinced that I have made a great airplane a little better, a little safer and more in keeping with modern technical advances. Second, I have a unique ai rplane that is truly a joy to fly and that's appreciated by all those who know and love air planes. Third, and pOSSibly most significant, I have learned through this experience that in the FAA, like all other bureaucratic organizations, there still exist good people who are willing to do the job for which they are paid. It is indeed unfortunate that they are too generally labeled as lazy, incompetent deadwood along with the multitude of those who are, just that. The Albany GADa Office, particularly, Reese Mitchell and Paul Masker are to be commended for their ef forts and exceptional attitude toward all phases of aviation. I would like to pass along the following advice for my fellow aviators. Make every attempt to use an exist ing STC for any changes you may want. If non e exists , seek out a good FAA man and get complete agree ment before starting the project and finally, if you have never taken a second look at a Luscombe or flown one ... DON'T. That is, if you don 't want to contract Luscombitis and run the risk of never being happy with your present airplane again .

High speed taxi test.

Finished project.

3000 feet and grinning from ea r to ear.

COMPLETED ANTIQUE/CLASSIC AIRCRAFT

AERONCA CHIEF

GLOBE SWIFT GC-1B

PIPER PACER

James D. Smith, Rt. 1, Box 24, Shelbina, MO 63468

R. H. Prukiser, 3211 San Gabriel Avenue, Glendale ,

CA 91208

A. Lee Jensen, 7809 San Francisco , NE, Albuquerque,

NM 87109

AERONCA 7AC

Marc A. Fruchter, P. O. Box 1682, Reading , PA 19603

LUSCOMBE 8A

REPUBLIC RC-3

John A. Lockhart, M.D., Bath, N.B. Canada EOJ 1EO

AERONCA L-3B

Mike Thern , 750 West Burns Valley Rd. , Winona, MN

55987

Paul F. Shinsky, 5123 Allum Rd ., Houston, TX 77045

RYAN PT22 TRAINER PIPER J-3C

BELLANCA 14-13

Fred Bauer, Jr., Rt. 3, Winona, MN 55987

Elvin D. Thiessen , Rt. 1, Box 63, Butterfield , MN 56120

D. L. Moore , 9 Fourth Street, Belpre, OH 45714

BELLANCA CRUISAIR 14-9

PIPER J-3 C-6S CUB

Paul E. Owen, 5108 Downy Lane, Apt. 201, Richmond,

VA 23228

Charles Downer , Jr., 840 Promise Court , Reynolds

burg , OH 43068

CURTISS A-22 FALCOM

PIPER J-3 L-6S

Richard Durand, P. O. Box 9127 AMF , Albuquerque ,

NM 87119

John Conley, 1674 Sunset, Ahran , OH 44301

FAIRCHILD 24

William D. Parrish , 4444 Lark Ellen, Covina, CA 91722

PIPERPA 16 CLIPPER

Robert Lingerfelter, 861 Tucson, Aurord, CO 80011

ANTIQUE/CLASSIC AIRCRAFT UNDER RESTORATION

ACE-LOW WING MONOPLANE

FUNK

Norman J. Kapson, 174 Mill Box 208, Ortonville, MI

48462

Rodney D. MCKay, 617 S. Shelton St., Apt. D., Bur

bank, CA 91506

AERONCA TL-65

MEYERS OTW

Scott Carnegie, 51 Hunting Creek, St. Peters , MO 63376

David c. Lau , 4860 Hewitts Point Rd ., Oconomowoc ,

WI 53066

AUSTER MK VII

Robert N. James, 3220 Cedarille Drive, SW, Calgary, Alberta, Canada T2W 2H2

PIPER J-3C John & Sue Hammons , Rt . 2, Box 179, Grapeland , TX

CESSNA 140

75844

Cory Kramer , 1704 Kimberly Drive , Sunnyvale, CA 94087

Robert J. Tuinstra, 2051 Osceola, Grand Rapids , MI

49506

TAYLORCRAFT BC 12-0

Neill L. Ray , Jr., 3125 Brechin Road, Fayetteville, NC

28303

Classic owners! :/)(Ut 't

tJ).4

DOGn1~\~

DRESS IT UP WITH A NEW

(o!! yJ

I\~l

-IIaka I N T E RIO R ! All Items READY-MADE for Easy

DO-IT -YOURSELF INSTALLATION

David W. Stewart, 128 Watson , Bryan , TX 77801

PIPER · PA-12

CESSNA 195

Dr. John A. Lockhart, Bath, N.B., Canada EOJ 1EO

Seat Upholstery - Wall Panels

Headliners - Carpets - etc.

George Class, 2223 W. State Street, Olean, NY 14760

PIPER PA-22 TRI PACER CULVER CADET LCA Glenn & Carol Bell, 2255 NE Cornell Rd. , Hillsboro, OR

97123

Walter R. Beyer, 69 Ward Rd. , N. Tonawanda, NY 14120

PIPER TRI PACER

FUNK B 85

James & Rebecca Olson, Box 223, Alma Center, WI

54615

Frank J. Beletz & Harold L. Carter, 3636 Oxford Blvd .,

Maple, MO 63143

STEARMAN

Wayne Beyer, 16201 South 76 Str., Chandler, AZ 85224

Ceconite Envelopes and Dopes Send $1.00 for Catalog and Fabrics Selection Guide

,4~P~,jHC. 259-15 Lower Morrisville Rd_

Follsington, Po. 19054

(215) 295-4115

LETTERS

Dear David : The Western Canada Aviation Museum has in its collection Canada 's first helicopter, a homebuilt aircraft that was constructed in the late 30's, and was successfully flown prior to the 40's. This aircraft incorporated a num ber of parts from D.H.60 - Gypsy Moth and Barling aircraft. The original wheels accom modated a Goodyear Air Wheel , 16 x 7.3 size, smooth tire. The original tires are badly cracked, and will therefore not stand any in flation. We would be pleased to know if through EAA's sources, 3 tires and tubes of the above specifications could be found for the Museum . Any assistance you could render the Western Canada Aviation Museum would be appreci ated . Sincerely , Gordon C. Emberley Executive Director Dear David: It was most gratifying to receive the fol lowing two letters in response to our series on the " Borden Posters from the 1930's" . The poster that is missing from the set in our possession was entitled the " New Mar tin Bomber - Myster Ship for the Army" . This item was listed as poster #13 in the first series that was issued in Canada. It was renumbered and included in the second series as poster #7 . The interesting thing about Mr. Galloway 's letter is that his list includes three posters that were not included in either series pub lished in Canada . I have written to him and asked him to forward them . When they are re ceived , I will send them on to you for inclu sion in the series. Yours truly, L. J . Salisbury The letters are as follows: Mr. Lionel Salisbury Dear Lionel : When I read your interesting article in The VINTAGE AIRPLANE , it took me back in time, 46 years to be exact. I too collected the Bor den Airplane pictures when I was a kid. I went right out to the back room and started going through a few old boxes until I found my col lection. My collection is not complete , I only have 13 of the pictures, but they are all in real good condition . On a few of them I have written the date that I received them and they all were ob tained in 1933 and 1934.

There are two different addresses shown

for mailing in the coupons. Some have the

address , The Borden Company, 350 Madison

Avenue, New York , New York. The others had

this address : Thompson 's Malted Milk Com

pany , Waukesha, Wisconsin . If you would like

to mention those addresses in any of your

future articles it would probably be of interest

to your readers, and is okay with me.

You didn 't mention wh ich one of the set was

missing from your son 's collection , it might

be possible that I might have the one you are

missing. So here is the list of the pictures that

I have : Lockheed Sirius, Capt . Frank Hawks

Northrop Gamma, Pitcairn Cabin Autogiro , New

Boeing Transport Model 247, Savoia - Mar

chetta Flying Boat, Sikorsky Amphibion , New

Stinson Reliant, Chance Vought Corsair, Cur

tiss " Shrike ", Curtiss - Wright Falcon , Boe

ing Tri-motored Transport , Curtiss " Sparrow

Hawk " , and the Consolidated Fleetster Model

17. And believe it or not but I still have one of

the Borden Thompson 's " Double Malted " Milk

16 ounce cans. I thought you would be inter

ested in knowing that there was at least a par

tial collection of pictures still in existance.

Sincerely,

Cedric Galloway

14624 Willow Street

Hesperia, CA 92345

Mr. Lionel Salisbury : Noticed your article on Borden 's Airplane posters. My brothers and I had a collection should say still have. If I have the one you are missing I would be happy to give it to you. Some of ours have small holes as they were tacked to a brick basement wall.

Sincerely , Mariou McClure (No Address Given)

ORIGINAL " ANZANI " 3 CYLINDER AERO ENGINE

25 HORSEPOWER

An engine of above make , year of manufacture 1908-09,

all parts and components of which are original is avail

able for sale to the highest bidder. This engine, two

pictures of which are attached hereto, is complete and

in running condition. This type was installed in the first models Bleriot monoplane. You r bids ex Salzburg/Austria are invited. Franz Achleitner OFAG-Flugdienst Airport, POB 16 A-5035 Salzburg, Austria

,',