VA-Vol-9-No-1-Jan-1981 by EAA Vintage Aircraft Association

STRAIGHT AND LEVEL

As 1981 dawns we are faced with unsettled world conditions, a change in the administration of our govern ment, continued inflation, rising interest rates and a faint flickering of hope for the return of our hostages in Iran. The current unsettled world conditions have defi nitely affected sport aviation with inflated prices of fuel and spotty availability. There is no doubt that these high costs contribute to the declining rate of new pilot starts, pleasure flying and overall interest of the sport aviation enthusiast. When we do attempt to ration alize our sport flying activities the classic aircraft stand out like bright shining stars. The 65 - 100 horsepower class of aircraft are fuel misers compared with the high er horsepower aircraft and can easily move respectable distances at a low average cost of operation per hour. As our classic aircraft become more useful and the de sire to restore them increases, the guidance and access to information the Antique/Classic Division can fur nish is of the utmost importance. Our antique aircraft are being flown and/or shown less and less at fly-ins throughout the country . Many factors are causing this regretable situation . Many of our antiques are of the large, round engine type and they consume from 18 to 28 gallons of fuel per hour . The relative ground speed of these aircraft generally is low, with a net result of extremely high cost per mile traveled. With inflation at its continued high rate, the values of our antiques continues to rise, thus raising in surance rates. If fly-ins are held within a relatively short distance from the home base of an antique air craft, it is reasonably certain that this aircraft will be flown and exhibited. The concept of thinking toward regional fly-ins is becoming more important under to day's costs of exhibiting antique aircraft. Our Antique/Classic Division is growing slowly and during the 1981 year we want to expand on the bene fits to the membership. You have undoubtedly noted changes in this, our first issue of The VINTAGE AIR PLANE for 1981. The layout format has been changed from horizontal to vertical for several reasons: 1. The typing procedure for the preparation of copy by Headquarters personnel will be standard with a ll other EAA publications. 2. The solicitation of advertisers will be enhanced because the standard format for ads match a vertical layout. 3. Those who like to permanently bind 12 months' copies of the magazine , prefer the vertical format. On another matter , we would like to pay tribute to Richard H. Wagner who has served the Antique/Classic Division as an officer or director since the inception of the Division . Due to the increased demands on his time by his employer and his private business he has submitted his resignation as a director and the Board of Directors accepted . Dick helped to organize the Division and his guidance and expertise was instrumental in the development and expansion of the group . His many hours of hard work on behalf of the Division are reflected in the success of the organization today. We will miss Dick in the capacity he has served, but we will not forget that he remains an avid supporter of sport aviation.

By Brad Thomas

Last year the EAA Board of Directors voted to name the President of each Division as a member of the parent Board. To act as liaison between the EAA Board and each Division, a member of the EAA Board was appointed to serve as an active member of each Division Board. We are elated that Steve Wittman has accepted this posi tion on the Antique/Classic Division Board of Directors. Steve's long time association with aviation and in par ticular with EAA, will definitely serve to expand the knowledge and expertise of our Division 's Board of Directors. We welcome him and look forward to working with him in the planning and operational phases of our Division. The changes in the administration of our govern ment are many and will affect our businesses , jobs and personal thinking for the next four years . Among the changes expected are in the office of the Administrator of the FAA. We still feel today that when the FAA was removed as a separate agency and placed under the De partment of Transportation, that the effectiv eness of the FAA was reduced and that the organizational efforts would be hampered by political appointees who had few qualifications to make decisions in the aviation field . We should continue our effort to have the FAA removed from the jurisdiction of the DOT and again be designated as a separate agency. To further add to the effectiveness of the FAA, the appointed administrator definitely should have experience in the aviation community. Business executives do not achieve their experience and knowl edge of their field overnight, but do so only through ye~rs of working in that field. Since its origin in 1953 EAA has not publicly recom mended or promoted any of the past FAA Administra tors. Today EAA has over 70,000 member who collec tively represent all phases of aviation . It is the opinion of our President, Paul Poberezny , that EAA take a stand in recommending a qualified person for the important job of Administrator. We hereby recommend that Web ster "Dan" Todd be appoillted as our FAA Administrator. Mr. Todd has a solid background of aviation experience. He is a pilot, who started and successfully operated a FBO and a commuter airline. He has served as a member of the White House Staff, Department of State, Chair man of the NTSB , ALPA , and currently is Vice Presi dent of Public Affairs for Frontier Airlines . Mr . Todd also is a member of EAA and the Antique/Classic Divi sion and has attended our Conventions at Oshkosh. We heartily recommend that our membership promote Mr. Webster Todd for the position of the next FAA Adminis trator .

Tti~ VI~T~f7~ ~1l?()L~~~ PUBLICATION OF THE ANTIQUE/CLASSIC DIVISION, INC.

OF THE EXPERIMENTAL AIRCRAFT ASSOCIATION, INC.

P.O. BOX 229, HALES CORNERS, WI 53130

JANUARY 1981

NUMBER 1

VOLUME 9

OFFICERS PRESIDENT W. BRAD THOMAS , JR. 301 DODSON MILL ROAD PILOT MOUNTAIN, NC 27041 919/368-2875 Home ~ 919/368-2291 Office SECRETARY M. C. " KELLY" VIETS 7745 W. 183Rb ST. STILWELL, KS 66085 913/681-2303 Home 913/782-6720 Office

VI CE-PRESIDENT JACK C. WINTHROP ROUTE 1, BOX 111 ALLEN , TX 75002 214/727-5649 TREASURER E. E. " BUCK" HILBERT P.O. BOX 145 UNION , IL 60180 815/923-4591

DIRECTORS Ronald Fritz 15401 Sparta Avenue Kent City , MI 49330 616/678-5012

Morton W. Lester P.O. Box 3747 Martinsville, VA 24112 703/632-4839

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

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

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

John R. Turgyan 1530 Kuser Road Trenton, NJ 08619 609/585-2747

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

S. J. Wittman Box 2672 Oshkosh , WI 54901 414/235-1 265

Robert E. Kesel 455 Oakridge Drive Rochester, NY 14617 716/342-3170

George S. York

181 Sloboda Ave .

Mansfield, OH 44906

419/529-4378

Front Cover ...

Luscombe Silvare, N5PL SIN 5395 at

Oshkosh '80. Own-er is Lloyd E. Coch足

ran , A/C 5695 , 5676 Carpenter Drive,

Ypsilanti , MI 48197.

(Photo by Jack Cox)

Back Cover .. .

Island Airlines ' Ford Trimotor hauls

a load of passengers on a hazy day

at Oshkosh '80.

(Photo by Ted Koston)

TABLE OF CONTENTS Straight and Level ... by Brad Thomas ...... . .. ... A/C News ... by Gene Chase ........ . .... . . ... .. . . America's Greatest Pilot? ... by Neal Callahan ... . . Clancy Skybaby Replica ... by Gene Chase ......... Morane-Saulnier M.S.IBI .. . by Billy Henderson . ... Going Back To The Beginning ... by Ken Wiley . . . .. The PA-22/20 Conversion .. . by John Bergeson . ... . Captain Frank M. Hawks Attends Airport Dedication .. . by Robert S. Grier, Jr. .... . .. . . .. How To Build The Famous "Demoiselle" Santos足 Dumont's Monoplane ... by Arthur E. Joerin . . .. Photo Essay From Hungary. . . . . . . .. . . . . . . . . . . . . . . . Letters .. ........... . .. . . .. . . ..... . ..... ... .. ..... Calendar Of Events . . . .. . . ... . . ......... ,.........

2 4 6 9 10 12 14 17 19 23 25 25

ADVISORS

John S. Copeland 9 Joanne Drive ,stborough , MA 01581 617/366-7245

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

Gene Morris 27 Chandelle Drive Hampshire, IL 60140 312/683-3199

PUBLICATION STAFF Publisher Paul H_ Poberezny

Editor

Gene R_ Chase

Page 6

Page 14

Page 17

Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to: Gene R. Chase , Editor, The VINTAGE AIRPLANE , P.O. Box 229, Hales Corners , WI 53130. Readers are encouraged to submit stories and photographs. Associate Editorships are assigned to those writers who submit five or more articles wh ich are published in THE VINTAGE AIRPLANE during the current year. Associates receive a bound volume of THE VINTAGE AIRPLANE 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. 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 , Wisconsin 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.

A {yews / '•

Cnmp iled b y

Gene Ch"."

owner's money . Retail price for the Stinson 108 Kit is $442. For further information, contact your local Clev e la nd Wheel & Brake dealer or distributor. Or conta ct Customer Service Department, Aircraft Wheel & Brake Division , Parker Hannifin Corporation , 1160 Center Road , Avon , Ohio 44011 , 216/934-5221. FCC Refunds

Gasoline Supplies

Petroleum experts in Washington are warning that there may oe a return to gasoline shortages in the spring if the Iraqi/Iran war continues much longer and the sup plies of petroleum from Iraq continue to be halted. A further worsening of the situation could arise if Saudi Arabia reduces its petroleum exports in retaliation for the U. S. hold up of additional military equipment.

If you received an FCC restricted radio telephone operators permit or got a radio transmitter license for your airplane between August 1, 1970 and February 28 , 1975 you are entitled to a refund of $6.92 for your restricted radio telephone operators license and $15.88 for a station license. Application forms for these refunds may be obtained by writing to the Federal Communica tions Commission , Fee Refund Program (Phase Ill , Post Office Box 19209, Washington, D.C. 20036. Dave Scott, Washington , D.C.

David H . Scott Washington , D.C. Phoenix Diploma of the F.A.I. Piper Lift Strut Forks

November 5, 1980 Mr . James E. Workman 1450 Lectric Lane Zanesville, OH 43701 Dear Mr. Workman: This is in reply to your October 26 letter requesting information concerning Piper Lift Strut Forks, PIN 14481 00 purchased from P. E. Page Aircraft. P. E. Page Aircraft does not now have and never has had FAA-PMA approval. The fact that Page has stated that the parts were purchased from Piper means nothing. The fact that the parts are stamped with an "F" further indicates that they are not Piper parts and , in fact , were manufactured by a midwestern manufacturer who is also not an approved source . In view of the foregoing, the parts in question can not be considered approved parts and , therefore , are not eligible for installation on type certificated aircraft. Sincerely, Gerald E. Goodblood Chief, Engineering and Manufacturing Branch Rocky Mountain Region 10455 East 25 Avenue Aurora , CO 80010 Stinson 108 Wheel & Brake Conversion Kit

Avon , Ohio, October 31, 1980, Aircraft Wheel & Brake Division, Parker Hannifin Corporation is now offering a Cleveland conversion kit for the Stinson 108. Cleveland's external disc-type brake assembly re places the old-style drum brake originally used on the Stinson 108. The efficient design of the external disc construction provides faster cooling of t h e brake disc and linings, therefore, increasing component life. The reliable Cleveland conversion kit requires less labor to maintain , sav ing the technician's time and the 4

Nominations are invited for the best restored vin tage or antique aircraft in the world to be awarded the important Phoenix Diploma of the Federation Aero nautique Internationale. Any person or group wishing to nominate an air craft should submit details and photographs together with historical notes on the aircraft through th eir na tional aero club for transmission to the Secretary Gen eral of the FAI International Commission for Amateur Built Aircraft (C.LA.C .A.), c/o 13 Stonehills House Welwyn Garden City Herts, England or to the F AI at 6 Rue Galilee, Paris , France. H . Best-Devereux Sec . Gen ., FAI Commission for Amateur Built Aircraft CIACA Terra Releases 720 Channel Hand-Held Transceiver

Albuquerque , New Mexico - Terra Corporation has announced the availability of its new 720 channel hand held transceiver . The radio will sell for $795 or about $1.10 per frequency . The announcement was made by Terra President, Richard Donovan. With the TPX 720, pilots and aviation enthusiasts can tune any frequency between 108 - 136 MHz. (There is no omni head, of course, but the NA V frequencies can sti ll be used for weather reports or monitoring flight service stations.) What makes all this possible is a breakthrough in the efficient use of battery power. It's done with a new "low power CMOS digital frequency synth esizer", which keeps battery drain below 65 milliamperes when receiving . In a sense, the computer chip technology that revolution ized watches has now caught up with radios. The TPX 720 measures a mere 1%" x 3" x 9" (add another 81h" to the long side for an omni-directional an tenna). That is small er than the four to ten channel radios that utilize crystals . . . and lighter. In fact , it weighs sligh tly under two pounds, features an all a luminum housing, and includes rechargeable nicad batteries that will deliver up to eight hours of opera

tion. To save battery life , it is possible to plug an auxili ary cord into a cigarette lighter or simi lar outlet. Terra built this transceiver with standard sized microphone and headphone jacks so it is not necessary to fiddle with breakab le adapters. They will have a quick mount unit that can be used to add the radio to your panel while flying, or you can remove it while you are on the ground. Ignition noise suppressors have been bui lt into the TPX 720, so they should work well with unshielded engines. ~'hen considering the possible uses for this type of radio they seem limitless. TPX 720's make an ideal back-up , a sort of cheap insurance policy, in factory built singles and twins where there is always the risk of electrical failure, especially if a pi lot goes down in the bush . Antique and classic aircraft that do not have electric systems or which have obsolete radios can dra matically extend their range a nd preserve the historic integrity of their panels at the same time. Homebuilders are also likely to favor the TPX 720 if they have a small panel or no electrics.

Search and rescue operations , airport managers , air show directors , police and fire departments, and FBO's all have a wide variety of potential applications for a 720 channel hand-held transceiver. The same applies to glider pilots , balloon crews , and ultralight enthusi asts. Aerobatic pilots can use the TPX 720 to set up a running critique on their maneuvers from the ground. Terra offers an unbeatable warranty with the TPX 720: everything is guaranteed for the first year without any charge. In the second year there is a one-time $50 deductible for any or all repairs in those twelve months . Same thing happens in the third year (though the de ductible is $100 if no repairs are made in the second yearl. If Terra cannot repair and ship your unit out in 48 hours after they receive it , they will send you a loan er. No one can beat that arrangement. For more information on the TPX 720 and the options that go with it, contact Terra Corporation, 3520 Pan American Freeway NE, Albuquerque, New Mexico 87107 (phone 505/884-2321l.

(Photo by Gene Chase)

Willard Benedict, Wayland , MI , left, and Phil Coulson , Law ton , MI are making sure the antique and classic ai rcraft are in proper order before taking off for the annual Parade of Flight at Oshkosh '80. Phil is Chairman of the Air Show Com mittee of the Antique/Classic Division.

• *

(Chicago Tribune Photo)

Eddie Ballough with Charles Dickinson's Laird Commercial. Eddie carried Commercial Pilot Certificate No. 390.

Some say he was the greatest pilot of all time. -"He could fly an airplane as well as or better than anyone else." So said E. M. "Matty" Laird, as well as Al Sporrer and Don Lockwood. Laird, of course, is one of America's great aviation pioneers. Sporrer was one of the first corporate pilots in America , flying for Chicago Bridge & Iron Company . Don Lockwood is one of the last sur viving members of the famed Aero Club of Illinois. Who was this pilot considered the greatest of them all? He was Ervin Edward Ballough . Long forgotten in many aviation circles , Ervin E. Ballough was born on October 14, 1892, in Daytona Beach , Florida. He took his first airplane ride there with Ruth Law , herself a pioneer, in 1914. In 1917, while working as a mechanic for the Adler-Goldenberg Auto Agency in Daytona, Ballough tried to join the Army Flying Corps, but was turned down for lack of a college educa tion. He went north to Canada, where he enlisted in the Royal Flying Corps on August 17 , 1917, as a mechanic. 6

He was accepted for flight school on December 21, 1917. Ballough was so good , upon the completion of his flight training , he was promoted to the rank of First Lieute nant and made an instructor. He was discharged on April 1, 1919. . Immediately after leaving Canada following the war , Ballough went to work , flying, for the Bamberger & Com pany department store in Newark , New Jersey. While on a photo assignment with local photographer Chris Wagner on September 1, 1919, Ballough decided to land his Jenny on the roof of an Army quartermaster ware house in Newark. The roof was 978 feet long and 80 feet wide . To Wagner's amazement, BaI'lough carefully slipped the Jenny to a perfect landing. Ballough climbed out, posed for a picture in front of the plane , then , to the amazement of the more than 100 spectators who had rushed to the scene thinking the plane had crashed , Ballough and Wagner pushed the plane around, climbed in and took off. It was the first time in aviation history

~mEAIC~'S ,;AE~TEST ~ILQT~

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that a pilot landed and then took off from the roof of a building in an airplane . Famed French pilot Jules Ved足 rines had landed on a roof in Paris the previous January, but was not able to take off. In 1920, "Eddie" , as he was called , went to work for Bill Kidder at the Curtiss-Northwest Airport just north of the Twin Cities. There, he was employed as a flight instructor , as well as a pilot. One of his first students was a young Charles Holman. During the next five years, Ballough was involved in a number of aviation milestones. Along with radio newsman Stanley Hubbard, Ballough was the first pilot to fly over disasters and provide on-the-spot news cover足 age . On July 4, 1923, he was one of the first pilots to fly photos for the news media when he flew pictures of the Dempsey-Gibbons fight from Shelby, Montana, to the Twin Cities for the Minneapolis Tribune. "Eddie" was also credited with being the first pilot to perform power

line patrol when he flew for the Northern States Power Company . While still flying for Kidder , Ballough and local photographer Paul Hamilton were credited with another aviation first, mapping the Twin Cities from the air. They took some 408 individual photos. Ballough also made regular fire patrols of the rich timber country for the Backup-Brooks Lumber Company . Almost every Sunday afternoon , Ballough thrilled thousands with his flying antics. His favorite trick, similar to that of Lincoln Beachey , was to touch the top of the airport hangar with the wheel of his plane. Ballough's most hair-raising experience came one afternoon when he was testing a new Curtiss ship above the Curtiss-Northwest Airport. Just as he put the craft into a loop-the-loop, the control stick came out. Bal足 lough immediately climbed from the cockpit and began to fly the airplane by pulling on the various control

By Neal Callahan 5748 North Oriole Chicago,IL 60631 Photos from the Author's Collection

Left to right, Charles W. "Speed " Holman, E. M. " Matty" Laird, and E. E. " Eddie" Ballough at Ashburn Field , Chicago in 1927. The aircraft is a La ird Commercial.

Mr. Charles Dickinson (right) and pilot E. E. " Eddie" Ballough in front of Dickinson 's Laird in the late 1920s.

Two of the great pilots of all time , Ervin E. " Eddie" Ballough (left) , and Charles " Speed " Holman in front of Holman's Laird " Commercial" at Chicago's Ashburn Field i n 1928. Ballough had taught Holman how to fly some eight years before in the Twin Cities. Both flew in numerous races in the mid 1920s. They almost always finished in the money. Both flew identi cal Laird Commercials. Both became airline pilots. Holman f or Northwest and Ballough went on to become a " million miler" f or Eastern. Holman was killed while flying his Laird on May 17, 1931 before thousands gathered at an air' show in Omaha. Ballough died of a heart attack on May 19, 1948.

(Photo from Neal Callahan Collection)

Jules Ved rines had made a successful landing in Paris a year before, but did not take-off. Shortly after this picture was taken by photographer Chris Wagn er, a passenger with Ballough , the pair took off. Ballough , wh o was born in Daytona Beach , Florida , went on to become an air mail pilot flying between Chicago and the Twi n Cities for Charles Dickinson in 1926; a racing pilo,t participating in the New York to Spokane Air Derby in 1927 and in the New York to Los Angeles Race in 1928. He finished second in both events. He also won the 1928 A. C. Spark Plug Race. He went on to become a captai n with Eastern Airlines flying DC-3s in the 1930s. Ballough died of a heart attack in Daytona Beach on May 19, 1948.

wires running alongside th e fuselage . He nursed the plane to an almost normal landing in a field nea r the airport , but a gust of wind blew th e plane into a tele phone pole. Ballough walked away with nothing more than a black eye , In 1926, Ballough met Chicago millionaire and avia tion en thusiast Charles Dickinson, who was operating the airmail route between Chicago and the Twin Cities. Dickinson, a pilot himself, knew of Ballough's talents and asked him to fly for him. "Eddie" accepted. Within a few months , Dickinson gave up the airmail contract to the newly formed Northwest Airways, but he asked Ballough to stay on as his personal pilot. During the next year , the bearded Dickinson, in his mid-60s, and Ballough were seen at airports all over the country . Dickinson , president of the Aero Club of Illinois , would do anything to promote aviation . In September, 1927 , Dickinson and Ballough entered their plane, a modified Laird Commercial, in the New York-to-Spokane Air Derby. Leading all the way , a minor mishap on th e last refueling stop enable "Speed" Hol man to pass the pair. They finished second. Both Ballough and Holman finished one-two in the Spokane-to-Portland race of 1927. Again in 1928, Dick inson's "old number 40" , with Ballough at the controls finished second in the New York-to-Los Angeles Air Race . Again, the pair was plagued with problems. As the Laird flew over Yu ma , the engine blew apart. Ballough made a safe emergency landing. A new engine was flown to Yuma, and Ballough and Dickinson continued . Again, they fi n ished second . On November 26 , 1928, Ballough and Di ckinson wanted to prove that mai l could be flown from a moving train . They loaded one of Dickinson's planes on the top of an Illinois Centra l Rai lroad box car at Humboldt , Illinois. With Ballough in the craft, the train began to race northward towards Champaign. But the Dickinson Ballough lu ck continued . . . as th e train rounded a curve , the plane was pitched off the train. Ballough, his pride hurt, walked away u nhurt. In 1930, "Eddie" Ballough joined Eastern Air Lin es , wh ere he became a million-miler captai n flyi ng DC-3s between Atlanta and Ch icago. In 1940, he began to de velop h ealth problems wh ich resulted in his losing his medical certificate, and he was let go by Eastern. Dur ing 1943, he worked briefly for Cha lk's Seapla ne Service in Miami, but h is continu ed health problems forced him to give up flyi ng. Duri ng th e latter part of World War II , a number of Ballough 's old flyi ng buddies, like Al Sporrer, bu mped into th e one-time great in Miami . Sporrer recalled that the last time he saw Ballough , he begged Sporrer to h elp find him a job flying . On May 19, 1948 , Ervin Edward Ballough died in _his sister's h ome in Holly Hills , F lori da. Th e official medical re"port stated that he di ed of h ear t failure. Those who kn ew him well knew better .. . "Eddie" died of a broken heart. He never made the h eadlines some aviation pioneers achieved .. . h e never flew across an ocean ... he never roared around the pylons at Cleveland ... but for those who knew him .. . h e was th e greatest pilot of all time .. . who is to say differently . . .

(Photo by Jerry Gorzyckl)

Wisconsin 's twin pioneer airmen , Dean and Dale Crites from Waukesha , WI are interviewed by Paul Stephenson, Albu querque, NM at the Antique/Classic Interview Circle at Osh kosh '80. Plane in the background is Dale 's 1911 Curtiss Pusher.

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REPweB

By Gene Chase

(Photo Courtesy of Lynette Ann Butler)

The Clancy Skybaby in 1931 with Jack Clancy in t he cockpit and brother All an Cl ancy standing .

The article about the original Clancy Skybaby by Lynette Ann Butler in the February, 1980 issue of The VINTAGE AIRPLANE has had some far reaching re sults. Lyn Butler (nee Clancy) lives in Roseville, N.S.W . Australia , and the Clancy Skybaby was one of the first homebuilts flown in Australia. The Clancy Skybaby was designed and built by the Clancy brothers, Bill , Allen and Jack in 1931. Jack is Lyn's father and the two of them attended Conventions at Oshkosh in 1979 and 1980. While there they met many fellow EAA members and made a host of new friends in cluding members of Chapter 211 of Grand Haven , Michi gan. Following Oshkosh '80 Jack and Lyn spent a week in the Grand Haven , Michigan area visiting friends and looking at airplane projects. Jack and Lyn have been named honorary members of Chapter 211 and the en thusiasm which chapter members r esponded to their visit indicates the high esteem which they have for the Clancys and the role the Skybaby played in the Aus tralian homebuilt program. The Clancy Skybaby, an all wood, parasol type was originally powered with a converted Henderson motor cycle engine . Overheating problems prompted Jack's brother Bill to replace the original cylinders with new ones which had an increased bore of 31frl" and an over head valve system. Dual ignition was also added. The

flight of a homebuilt aircraft in Australia at that time was a unique event and the news made headlines on the front page of the Sydney papers. After meeting Jack and Lyn and becoming even more interested in the Clancy Skybaby , twelve members of Chapter 211 decided to build an exact replica of this fine little historic aircraft. Jack supplied a set of plans and will provide a set of the original-style Clancy cylin ders and pistons. Construction of the replica is progressing well with each of those involved being responsible for different parts of the plane. The fuselage is nearing completion, the wing ribs and spars are under construction and other miscellaneous parts have been made. Future plans for the Clancy Skybaby replica include flights at Oshkosh '81, a possible commemoration flight at Mascot Aerodrome in Sydney, Australia in remem brance of the first flight there in 1931 , and finally, dona tion of the plane to the EAA Air Museum Foundation. At present, however, a serious problem exists. The group has been unable to locate a Henderson (or Heath Henderson) engine for the project. Richard E. Light hizer , EAA 84100, of Chapter 211 is making a plea for anyone who knows of an engine, or parts thereof which might be available for this project to contact him at 1822 Pine Court, Grand Haven , MI 49417. 9

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By Billy Henderson

A IC 1297

502 Norfolk Circle

Lakeland, FL 33801

Photos by Alan Duncan

Last July I received a phone call from EAA Head quarters asking for assistance in getting an antique air craft transported to the EAA Air Museum. The plane, a rare Morane-Saulnier M.S .1B1 was donated by EAA member Ray Jones of Sewells Point, Florida . The M.S.1B1 was manufactured in France, in 1930 and was stored in Mr. Jones' hangar at Stuart, on the East coast of Florida. On July 20th a phone call to Ray Jones resulted in an enjoyable conversation and preliminary arrangements to pick up the plane on August 30th. The first phase of the trip would be to transport the M.S.1B1 to Lakeland,

in the center of the state where it would be stored tem porarily in one of the new commercial exhibit buildings at the Sun 'n Fun EAA Fly-In site. Next, arrangements were made with fellow employee Bob Keifer , also of Lakeland, to borrow his flatbed trailer as it would be perfect for hauling the plane. Bob is a collector of antique automobiles and he uses the trailer in the pursuit of his hobby . In the meantime I fired up my trusty PA-22 Milk Stool and attended Oshkosh 'BO. On my return home during a planned session for the upcoming 7th Annual Sun 'n Fun Fly-In , I mentioned the M.S .1B1 project to Merle Shoaf, President of EAA Chapter 99 of Vero Beach, Florida . He immediately offered to arrange a work crew from Florida's East Coast to help with the loading. Having worked with those folks for the past six years at Sun 'n Fun, I knew the job would be in good hands . They are some of the hardest working and most dedicated EAA'ers I've met. Attention now turned to getting the project under way. One week before the mission I picked up the trailer from Bob Keifer. Next the materials were obtained for properly loading the precious cargo for its overland trip of some two hours. Joining me on the trip to Stuart on the appointed day were fellow EAA Chapter 454 members, Fred Ware , Alan Duncan, Paul and Sarah Hopkins. Paul is also President of the Florida Sport Aviation Antique & Clas sic Association . We were met at a restaurant by two Chapter 99 members who then escorted us to the air port where the M.S.1B1 was hangared. Awaiting us there was Ray Jones , along with Chap ter 99 members, Merle Shoaf, Al and Betty Lechiffiaird , William L. Moore , Hal Young, Mark Anderson and Rusty Harding. This is the same crew that provides the evening corn roasts at Sun 'n Fun Fly-Ins. Also present were Al Kasten and Herb Birnn of newly-formed EAA Chapter 692 of Stuart. These two had commuted to Chapter 99

The M.S.181 was assembled at the Lakeland Airport so the gang could "see what it looked like". This trim little aircraft has a 29.5' wing span, weighs 630 Ibs. empty, and is powered with a 60 hp Salmson SAc.

meetings at Vero Beach for quite some time before th ey decided to start a chapter closer to home. The day would not have been complete without a guided tour by Ray Jones to see his nice collection of a ntique cars which share hangar space with his beauti ful Beech Staggerwing, Me.20B , and a modern Twin . Ray was expecting delivery of a Corsair the next day which made us wish we had scheduled the pick up one day later . Hopefully he will bring the Corsair to Sun 'n Fun '8 1 in March . With the help of the skilled crew of workers we loaded the M.S .181 and were soon on our way back to Lakeland. By the time the sun set the little French beauty was safely tucked away in a steel building at the Sun 'n Fun site at the Lakeland Airport. One week later a group of Chapter 454 members met to take a close look at the Museum's new acquisition . This included those who traveled to Stuart plus Larry and Terri Grob , Rod and Sandy Spanier, Rodger Phil lips , Arthur Henderson , and my wife , Adair Hender son. Within a matter of minutes , the M.S.181 was as sembled in temporary fashion for a photo session. In the meantime , Bob Keifer took his trailer away to be serviced, painted and equipped with new tires for a trip he planned to Michigan to bring back an antiqu e auto . Bob offered to haul the M.S.181 northward and to deliver it at any point enroute , at the request of the Museum. After a few more phone calls to and from Head quarters , it was determined that Bob would be passing through Jackson , Michigan and that Russ Borton , Presi dent of Chapter 304 at Jackson would have a crew stand ing by to unload the aircraft for temporary storage at that Chapter's hangar at the Jackson Airport. At least the plane would be considerably closer to the Museum . But first a work party had to be assembled to pre pare the Morane for the long trip to Michigan. Volun teering for this duty along with those previously men tioned were Leonard McGinty and Bill Williams of Chap ter 175, Tampa; Freddie Quinn and Fred Varn of Chap ter 74, St. Petersburg; and Alan Duncan, Jr ., Martin Jones , and Grahame Gates of the Lakeland Chapter. It was decided to remove the landing gear to lower the cg , then build an A-frame around the fuselage so the wings could be mounted on the sides of the frame. The last half hour or so was spent in convincing each other that the crating job was satisfactory and we were all sad that our participation was ending. We will be watching the pages of SPORT AVIATION and The VINTAGE AIRPLANE for further news of this neat little French airplane, and we look forward to see ing it on disptay in the Museum or better yet, on the flight line at Oshkosh one of these times! I am honored to be a member of the world's greatest sport aviation association and once again have been privileged to witness and to share the warmth and friend liness so common among EAA'ers everywhere.

~ The volunteers from Vero Beach and Stuart with the M.S.181. Left to right: AI Kasten, AI and Betty Lechifflaird, Herb Birnn, William L. Moore, Hal Young, Mark Anderson, Rusty Harding, and Merle Shoaf. Kasten and Birnn are members of EAA Chap ter 692. The others belong to Chapter 99.

The crew at Lakeland preparing to disassemble the aircraft for the trip north. Left to right: Bill Williams, Leonard McGinty, Fred Varn, Freddie Quinn, Alan Duncan, Jr., Martin Jones, Bill Henderson, and Rodger Phillips.

EDITOR'S NOTE: The Morane-Saulnier M.S.181 is now safely housed in EAA Chapter 304's hangar at the Jackson, Michigan Airport. They graciously offered to store it for the Museum until further arrangements can be made.

Building the A frames to secure the M.S.181 on the trailer. Left to right: Bill Henderson, Grahame Gates and Bill Williams.

f7()I~f7

13A(:1\ ·T()

By Ken Wiley

EAA #97167

9277 Mason Creek Road

Norfolk, VA 23503

Photos by Gwen Wiley

The next time you happen to be flying along the East Coast, perhaps going up to Oshkosh or down to Lake land, why not make a stop at the place where all this flying stuff began? The Wright Brothers National Monu ment is waiting for you and this site of the initial flight of the first homebuilt airplane is a great place to visit . The National Park Service has done a fine job of setting up an attractive and informative area around the Wright Monument. The focal point of the area is the Visitor's Center, a graceful building of concrete and glass. This building contains a book and souvenir shop and a small museum which tells the story of the Wright Brothers' first flight . The exhibits, photographs, and displays here include a reproduction of the Wrights' wind tunnel, some of their

The Wright Brothers National Monument.

View from the Monument looking toward the Visitor's Center.

The Wright Brothers Monument on Big Hill, seen from the Visitor's Center.

tools, and an original propeller and the engine crank case from the 1903 "Flyer". The museum includes full size reproductions of the Wright 1902 glider and the 1903 "Flyer". Two large windows in the aircraft display room let you see the monument and grounds through the struts of the "Flyer". A short walk from the visitor's center is the "Camp", a reconstruction of the Wright Brothers' living quarters and hangar, furnished with items much like Will and 12

Orv would have used while they were here. Even with their hammock bunks, their kitchen area and their gaso line stove it doesn't look like they intended this to be a summer cottage; the name "Camp" is appropriate. The first flight area is next to the hangar . There is a monorail track laid out in the sand with a large granite stone behind its halfway point, marking the spot where man first left the ground in powered flight . One hundred and twenty feet north of the stone, a large number "one"

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marks the spot of the first landing. A "two", "three", and "four" mark the landing points of the other flights that the Wrights made that December seventeenth. South of the first flight area stands Big Hill where Wilbur and Orville made most of their glider flights . On top of this dune, now covered with grass to hold the shifting sand, stands the Wright Brothers' monu ment, a sixty foot pylon erected in 1928 by Congress as a tribute to their achievement. A feature not included in most historical areas is the airfield on the park. Known as "First Flight Field" it has a three thousand foot paved runway running north and south, and a small parking area. It is separated from the rest of the park by a line of trees and many visitors are startled when an airplane suddenly pops out above them and flies away . The Wright Brothers' National Monument is right in the middle of the East Coast on North Carolina's Outer Banks, located on Alternate Route 158 between Kitty Hawk ?nd Nags Head. If you're flying, First Flight Field is on both the Washington and Charlotte sectionals and makes a great stopover point if you don't mind the re stricted airspace to the south . A walk from the airstrip, through the visitor's center and past the Camp and Monument back to your plane takes about an hour (de-

Th e Wright's ha ngar and living quarters.

pending on how closely you examine the aircraft repli cas) and is a pleasant way to stretch your legs. If you have plenty of time to spare, the area around the monu ment makes a great vacation spot. Nearby Manteo Airport offers tie-downs, gas and rental cars and there are lots of good motels in the neighborho.od . Fort Raleigh, the first English settlement in the New World is here and the outdoor drama "The Lost Colony" tells its story. Jockey's Ridge a few miles south of the

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Hales Corners, WI 53130

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The Wrigh t's kitchen in their Camp.

monument is one of the best hang gliding spots on the coast and hundreds of folks imitate Wilbur and Orville's glides from a sand dune. The Outer Banks are famous for good fis hing, and in his letters home , Orville him self commented on the great numbers of fish . Charter boats from Oregon Inlet chase Marlin in the Gulf Stream while surfcasters on the beach do well most of the year. All things considered, the Wright Memorial is a place worth visiting, in a way, it's like flying home. 13

'I~

ts Last summer, having sold my Cessna Airmaster, I was in a quandry about having available an antique or classic aircraft with "going places" ability. To me this means an airplane揃 that will haul two or three people plus camping gear to major fly-ins and still be practical to fly the family to visit relatives and friends . My Luscombe 8A and Bucker Jungmann, though pos足 sessed with many virtues , didn't fit the bill here. At the same time, my brother, Bill, was becoming interested in an airplane with the same features; he was also anxious to get something flying since his Sonerai II was not yet completed. We discussed the pros and cons of many different air足 craft; a modern aircraft would not do - it had to be an antique or classic, a taildragger; it had to be compar- , ably easy on fuel with parts available for the engine and airframe; it had to be easy to roll in and out of the hangar

By John Bergeson, Ale 207

615 West May

Mt. Pleasant, MI48858

Photos by the Author

John and Bill Bergeson and their newly-created tail dragger.

- and not take up an inordinate amount of hangar space; it had to cruise at least 120 mph and yet be able to get out of a short, sod strip; it had to have good radios and instruments for VFR flying; it had to be reasonably comfortable with good heating and ventilating systems; and it had to be relatively inexpensive to purchase and maintain. 14

As many of the readers will attest, we were experi足 encing a classic dilemma, trying to locate an "everything" airplane. Nowhere else in the area of transportation are compromises more apparent than in aircraft. However, we felt our parameters were not outlandish and we began to investigate the available aircraft. We were soon to conclude that the Piper Tripacer would best satisfy our requirements except une - it had a nose wheel. What we really needed was a Tripacer tha:t looked like a Pacer. We then set out to investigate the conversions that are available to change a PA-22 to a fat PA-20. We had looked at a friend's PA-20/22 Conversion and learned that he had obtained the needed materials and information from Lightplane Components of Aurora, Colorado. He was reasonably satisfied with the company and its products so we decided to use their kit. We next had to locate a PA-22 for the conversion.

A brief scan of any issue of Trade-A-Plane will re veal a host of PA-22s for sale - from $3500 to $10,000 or $11 ,000. Essentially of the opinion that you get what you pay for , we decided to buy an aircraft that was low time and had good care, but that needed recovering a nd perhaps some other work . We also wanted a 1957 or newer model th a t had the improved ventilation system and instrument panel. Also a must was a Lycoming 0-320 with the larger valves. If we were really lucky , we could find a Tripacer with a high quality nav-com radio and transponder that was recently installed by a reputable avionic shop. Like many antique aircraft owners , I have had much trouble from poorly installed radios in panels that were not designed for such equipment. About this time we heard about a 1957 Tripacer that had flipped over on take-off at an airport near Grand Rapids , Michigan. Its owner had attempted to take off on a damp morning with no wind and on a rather short strip. In addition , he was loaded to gross or beyond and his aircraft was equipped with a cruise prop which limited take-off -rpm to 2200. During the rebuild we dis covered several lead-fouled plugs and a spark plug har ness that could best be described as rotten . The basic structure was very sound and the aircraft had only 1300 hours total time. The 0-320 150 hp en gine had been converted to W' valves at 600 hours and majored at the same time. The upholstery and panel were in excellent condition. The prop was only slightly bent and much of the sheet metal was in good condition. This had been a very well-eared-for Tripacer. Just prior to the accident, the former ' owner had spent over $2400 to have a Narco Mark 16 radio and King transponder installed. We purchased the aircraft and hauled it to Mt. Plea sant to begin work on it. The fuselage was taken to my brother's backyard shop while I took the engine , wings and tail surfaces to my workshop . We soon determined that we would have to locate a new right wing; the left one needed only leading edge . and rib work. With the exception of the rudder, the tail surfaces were not dam aged . The wing fairings could be straightened. The boot cowl had several large dents but these probably could be pounded out. The nose bowl was beyond repair , how ever. After some searching in our area , we located a man some 60 miles away who, we were told, had some Tri pacer parts. The good news was that he had the wing that we needed and would sell it at a very reasonable cost. The bad news was that the wing had been metalized. This man also had the fairings that we needed as well as a rudder in better condition than ours and a boot cowl with only minor dents. We purchased most of the parts he had available - including the metalized wing - and trucked them home. While my brother started work on the rudder (using both damaged rudders to make one good one) and the fuselage, I started with the wings . I proceeded to grind off the heads of the rivets holding the aluminum sheet ing to the wing ribs . I then used ribs and parts of ribs from the non-repairable wing to repair the slight rib damage in the two usable wing panels - including the one that used to be metalized. New wing tips were add ed and all the electrical wiring replaced. Also added was a set of wing-tip strobes with the power supply located in the tips - from Cessna wings , I believe. We also installed a strobe light on the belly and cut off the rotating beacon post that was on the top of the rud der . All the steel parts were reprimed and leading edge material was replaced where necessary. We purchased this material from Univair . It was expensive but fit well. The fuel tanks were checked for leaks and all fit tings were removed , cleaned and replaced with a new

coating of thread seal. New flexible fuel lines were added too . We purchased a set of front wing struts and used the old r ear struts after carefully checking them for internal rust. About the time we were assemblying the aircraft, the FAA issued an AD on th e wing strut forks . We re placed the front forks with new ones (also from Uni vair - their price was the lowest) and had the rear strut forks magnafluxed. The wing-to-fuselage fairings were badly damaged but between the parts available from two airplanes,we were able to put together an acceptable set. We are not pleased with the way they fit but they seem to fit as well or better than those we've seen on other Tripacers. This is certainly a poor design feature of the Tripacer. Th e fairings which fit over the ends of the struts were in pretty good shape and by using a hard piece of wood and rubbing out the dents from the inside, then scrap ing the surface with an aluminum file , I was able to get them virtually dent free. Incidentally , this system of dent removal was also used on a dented but usable nose bowl we were able to obtain. While quite time consuming, the rubbing procedure produces a good sur face on curved or compound curved items of soft alumi num . Very little plastic body filler had to be used. By around Christmas-time, I had the repair of wings , fairings and nose bowl completed and my brother had repaired the fuselage , rudder and motor mount. The fuse lage had a bent carry-through tube which connects be tween the wings at the front spar fittings . We straight ened this by putting a jack under the tubing and bend ing it upward - without using heat. The motor mount had to have several pieces spliced in in order to straighten it out. My brother is a superb welder and using his home workshop-sized TIG system, was able to make the mount better than original. He had also installed the new gear and tail wheel and removed the coordinated control system from the rudder and aileron cables. Anyone cbn templating the conversion will be pleased to hear that the installation of the gear and the tail wheel is rela tively simple - requiring only 3 or 4 evenings of work. Welding is still needed however. The plans provided by Lightplane Components are very complete in this area . More guesswork is required on the brake installation (Cleveland's with Gerdes master cylinders). The fair ing work located between and around the landing gear and the making of a totally new lower cowling is sheer trial and error. A month of evenings and weekends were spent on these items. We removed the Mark 16 radio and the King tran sponder and had them checked and tuned while at the same time mounting them higher in the panel so that we could reposition the vernier th~ottle (the cable rubbed on the yoke) and installed a glove box for maps, etc. The fuel gauges were moved to the cabin wing roots (like the older Cessnas) and cylinder head and exhaust gas temperature gauges were installed in their place. Several of the gauges had to be overhauled, including the airspeed, the directional gyro, and the artificial horizon . At the same time that the Cleveland brak'es were mounted a set of wheel pants were ordered from George and Jim Rattray of Beloit, Wisconsin. The GJ-14F pants were chosen because they seemed to. compliment the Pacer's lines and make the aircraft less stubby looking. Even die-hard PA-20 fans have complimented us on our choice. After the first of the year we started the covering process using the Randthane system with Airtex light weight Ceconite envelopes. As is usual with Airtex products, the fit was very good. Having had some less than-successful experiences with dacron tapes , pre doped cotton tapes were used and found much more satis

factory - also much more expensive. We really can't say enough good things about our decision to finish the Pacer using the Randthane process from Randolph. This is really a first class outfit and their products are top notch. With this process, very little nitrate and butyrate is used - several brush coats of nitrate, two cross coats of pre-mixed silver butyrate, one cross coat of the base color butyrate, and then a coat of color two-part ure thane (Randthane). The weave is not completely filled and the tapes aren't hidden but the finish looks sharp nevertheless and is supposed to be quite resistant to cracking. Randolph's Randthane is the easiest-to-spray epoxy paint that I have used. It covers very well and is run resistant. I painted most of the surfaces vertically and had very few runs and sags. Because the interior trim was red with black upholstery, we decided to paint the aircraft Daytona white with Pontiac red trim . A simple design was chosen; a tapering red stripe running down the side of the fuselage . The same theme is car ried over to the wheel pants . A red leading edge was ap plied to the wing and tail surfaces. The paint scheme is very similar to that of the Cessna Airmaster and while not original, it enhances the appearance of the Pacer by making it appear less squatty. Because of the con version the aircraft is in the "custom" class anyway so the non-standard paint is not a detriment. In May of this year we had the Pacer completed and ready to fly. A local AI had inspected our work as we were progressing and he signed off the conversion and the logs. The first flight was uneventful as everything worked as it should. I've never flown or been in a Tri

pacer but friends who have indicated that the aircraft flew just like a typical PA-22 with the exception that the rudder pedals have to be used as with any taildrag ger. A real plus are the Cleveland brakes. What a re lief to use brakes that actually work effectively! Now for a few questions on the conversion . Is the conversion faster than the regular Tripacer? As far as we can tell, the conversion will add about 5 to 8 mph . Unfortunately, we didn't get to fly the airplane before it was converted. However, we did compare it to a low time and well-maintained 160 hp Tripacer and we easily outdistanced it both at cruise and at full throttle. What about handling on the ground? So far we haven't had any trouble with the directional control on the ground - both on grass and on hard surfaces. We had heard all the horror stories about the aircraft being close coupled and hence prone to ground loop but we don't see any evidence of this in spite of %" toe in. It certainly handles as well as a Fairchild 24. Both my brother and I have experienced a little swerving on take-off but not on landing. Maybe we were applying one of the brakes inadvertently while taking off. What about cost? We bought the "deluxe" conversion kit complete with brakes and this cost $1600. Added to the purchase price of $3600 plus covering expenses, prop repitching , radio tune-ups , tires, new hardware, upholstery items, wheel pants, mistakes , etc., we figure that we have between $8,000 and $8,500 into the project. About 1000 to 1200 hours of work . Was it worth it? You will have to be the judge of that. We think so.

Captain Frank Hawks flying his famous Travel Air Mystery Ship over Los Angeles. He set many speed records with this aircraft.

CAPTAIN FRANK M. HAWKS

ATTENDS AIRPORT DEDICATION

By Robert S. Grier, Jr. AIC 4503

Rt. 2, Box 31

Seale, AL 36875

Photos Courtesy of T exaco In September, 1931 Captain Frank M. Hawks was invited by Mr. J . Ralston Cargill, Secretary of the Colum bus (Georgia) Chamber of Commerce to attend the dedi cation of the Columbus Municipal Airport, located then on the east bank of the Chattahoochee River which separates Georgia from Alabama. The dedication was scheduled at 3: 15 p.m. on Thurs day , October 1, 1931. An estimated crowd of 6,000 was at the airport to greet Capt. Hawks who was flying his famous Travel Air Mystery Ship, No . 13 , a red and white, stubby, low wing monoplane sponsored by Texaco, Inc. In flying from Mobile, Alabama to Columbus, a dis tance of 218 miles , he set a new speed record of 1 hour and 15 minutes . He had a reputation for arriving very close to his ETA. A few minutes before 3 p.m., everyone was listening and looking in a southwesterly direction . It wasn't long before the faint sound of an aircraft en gine could be heard. Captain Hawks was almost over the field before any one spotted him and was higher than most of us thought he would be. He made a perfect three point landing and rolled out only a short distance from where he was to park his aircraft. Mayor Homer Dimon and Mr. J. Ral ston were there to greet him when he climbed out of his aircraft. His attire included a short sleeve sport shirt and a pair of knickerbockers . After the introductions ,

he was escorted to the speaker's platform and the cere monies got underway precisely on time . The invocation was by the Rev. C. Pierce Harris , Pastor of the St. Luke Methodist Church . Master of Ceremonies was Mr. J . Ralston Cargill. Mayor Homer Dimon introduced the following digni taries: H. K. Parks representing the Columbus Cham ber of Commerce; L. G. Mason , Manager of the Mont gomery Airport; V. A. Calhoun , pilot with the flying school at Montgomery; J .. A. Peterson of Montgomery; Colonel Page S. Bunker of the Alabama State Forestry Service; G. Candler, Jr ., of Atlanta and his personal pilot, Beeler Blevins; Thad E. Horton , District Manager for Texaco at Atlanta; H . P . Henning , Aviation Repre sentative for Texaco at Houston; C. B. Barrett, an As sistant District Manager for Texaco; and J . Edgar Chan cellor. Mr. Cargill then explained the purpose of the gather ing was to formally dedicate the field which would be known as the Columbus Municipal Airport. He briefly touched on the history of the development of transporta tion covering animal drawn vehicles to river boats, rail roads, automobiles and airplanes. He further outlined the need for hangars and refueling facilities at the Field. Mayor Dimon then introduced Captain Frank M. Hawks , Aeronautical Advisor for Texaco, describing him 17

as being more famous for arflvmg at his destinations on time than for "stunting". Most of Capt. Hawks' speech was of a humorous na ture except when he said, "The Columbus Airport is a good one. You have a good field here, but you need some lights. We do some night flying at times and we like to see where we are landing." Capt. Hawks referred to Will Rogers several times during his talk. He said they once had an agreement; he would teach the comedian to fly and Rogers would teach him to act . He hastened to add that the outcome hadn't changed anything ... Rogers was still an actor and he was still an aviator. Hawks also traded flying stories with his friend, Beeler Blevins, a well-known racing pilot who was on the speaker's platform with the other dignitaries. An informal dinner in honor of Hawks and other visitors was given that evening at the Ralston Hotel, named in honor of Mr. J . Ralston Cargill because of his unceasing efforts to make Columbus a better place to live. The following morning Hawks had an engagement in New York City at 11:00 a .m. Mr. Cargill was among those at the airport to witness his take-off. Later Car gill was advised by telegram from Capt. Hawks that he made the flight in 4 hours and 44 minutes, arriving at Roosevelt Field at the appointed time. This was the first non-stop flight from Columbus, Georgia to New York City and once again, Hawks made his ETA.

EDITOR'S NOTE: Mr. Grier gleaned this story from the files of the Columbus Enquirer Sun. Mr. Kenneth E . McCullam, Historian with the Public Relations Division of Texaco in White Plains, New York provided the photos and other details including the following:

BANK _

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NOT '[EN IN THI S PICTURE

Instrument panel in Hawks' Mystery Ship. Note "Felix the Cat" hanging from clipboard on right side of panel and the slide rule at left for in-flight calculations.

TEXACO #13 - TRAVEL AIR MYSTERY SHIP -

NR1313

(a) From whom purchased ............ . .... Travel Air Manufacturing Corporation (b) Date Purchased ................... August I , 1930

(d) Total Number of Flying Hours ....... Not Available

(e) Total Number of Miles Operated .......... . 125,223

(f) Average Cost Per Flying Hour ....... Not Available

(g) Maintenance and Operating Cost by Years While In Service .. . . .... . . . .. Not Available (h) Disposition of Ship .. . . Is on exhibit at the Museum of Science and Engineering, sometimes otherwise known as the Rosenwald Museum, Chicago, Illinois. (In 1981 called the Museum of Science and Industry .) **Includes other charges

BRIEF HISTORY

The Texaco #13 , special Travel Air Mystery Ship, was a single seater, low-wing plane of the monoplane type, measuring 30 feet from tip to tip of wings, and 20 feet from nose to tail. It was powered by an air-cooled, high compression, super-charged Wright Whirlwind J-6, 400 hp engine housed in a protective cowling. Every line of the craft was designed to promote speed. The wheels were provided with "Pants" which cut downwind resistance considerably. The engine cowling was de veloped by the National Advisory Committee on Aero nautics , and the cockpit, cowling and windshield were designed by Captain Hawks to give increased speed. The ship was a practical commercial vehicle and not a racer. It was a flying laboratory equipped with a full set of Pioneer instruments, radio, gasoline and oil testing devices . Mr . McCullam concluded: Concerning Frank Hawks and his untimely death , I would report as follows: On August 23, 1938, at East Aurora, New York, Cap tain Hawks and a companion were fatally injured in a flaming plane crash when his Gwinn aircraft failed to clear some overhead wires after take-off. Left to right - J. Ralston Cargill , Mayor Homer Dimon, and Capt. Frank Hawks just after the latter'S arrival at ~olumbus, Georgia in the Mystery Ship.

HOW TO BUILD THE FAMOUS

MOlSELLE)

SANTOS·DUMONT'S MONOPLANE By Arthur E . Joerin

and

A . Cross, A. M.

The Santos-Dumont " Demoisell e"

Historical Backg round

By George Hardie , Jr .

EAA Historian

Alberto Santos-Dumont was a repatriated Brazilian living in Paris when he became famous for his flights in his one-man dirigible in 1901-1904. On November 12, 1906 he made the first powered airplane flight in Europe in his No. 14bis biplane. In 1907 he flew his No. 19 mono plane, an ultralight design which evolved into his famous No. 20, the "Demoiselle" (Dragonfly). The popular appeal of this small airplane resulted in the Clement-Bayard company entering into produc tion. Between 10 and 15 were built, some with later modification. At the same time Santos-Dumont released the plans for publication. The article and drawings shown here appeared in the June and July , 1910 is sues of Popular Mechanics magazine. These were the first plans for a "homebuilt" airplane made available for amateur builders. Although Santos-Dumont made record flights in his No. 20, the type did not perform well with heavier pilots. Santos-Dumont weighed only 112 pounds. When the Swiss pilot Audemars brought his "Demoiselle" to the Belmont Park meet in October, 1910, his airplane was soon named "The Infuriated Grasshopper" by the press and spectators, du e to its limited performance. When a replica was built for the movie, "Those Magnificent Men and Their Flying Machines", a woman pilot, Joan Hughes , was recruited to fly it - the men were too heavy! Anyone considering building a duplicate of the "Demoiselle" from these plans would be well-advised to study the experiences of others who have tried it before.

Following the announcement , made some months ago by Alberto Santos-Dumont that he intended to give the plans of his latest aeroplane, the "Demoiselle", to the world in the interest of aeronautics, great interest has been centered in the wonderful monoplane. It is the lightest and smallest of all heavier-than-air machines, yet is thoroughly practical. It was with this monoplane that the renowned aviator made a flight from St. Cyr to Buc, on the 13th of September last at a speed of 56 miles an hour . From time to time vague descriptions of the nwnner This machine is better than any other which has ever of constructing aeroplanes have been given to the public. been built, for those who wish to reach results with the All over the United States there are thousands of persons least possible expense anl with a minimum of experi who are intensely interested in the subject of aerial flight, menting. The plans which accompany this article are but until now nothing of a tangible nature has been pre identifical with those from which the machines are now sented on which work could be started with a reasonable being built in France. prospect of success. It is a great satisfaction therefore, As it would lead us too far from the purpose of this to be able to present the working drawings of the wonder article if we were to take up at length such questions ful monoplane invented by M. Santos-Dumont. As the as the strength , flexibility , and resistance and other authors point out, however, it would be useless for any properties of materials we shall restrict ourselves to a one not possessed of some mechanical skill, and plenty of description of the manner of constructing the flyer . It common sense, to attempt to construct a copy of the would be well , of course, for the prospective aviator to famous flyer , even with such detailed workings and in make himself acquainted with the subject of atmosphere structions . - The Editor. 19

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as it applies to aeronautics , to have a good general knowledge of gasoline motors , and to study the proper ties and qualities of the different materials which enter into the construction of the monoplane . It is clearly impossible to go into these subjects at any great length here, but the one who is ambitious to become thoroughly conversant with the subject of aerial navigation , will not fail to consult suitable books on these subjects. Of course the possession of plans is the basis without which it would be impossible to set about building the airship , but at the same time it isneces sary to possess some mechanical skill and ability, and plenty of common sense. / In presenting the plans through Popular Mechanics Magazine we trust that no one of our readers will start to build unless he possesses these qualities , especially the latter, without which he will never be able to ac complish anything. That the monoplane is the superior form of heavier than-air machines is the opinion of a majority of the avia tion experts . Biplanes and even triplanes have made wonderful flights , but no flying machine ever built has proven so easy to balance as the monoplane. The princi pal objection to it up to within a short time has been the difficulty of bracing the plane. With the biplane the trussing was of great service in this connection. But with the guide wires firmly fixed from the frame to the wires there is little probability of any difficulty with the Santos-Dumont type. At the very beginning it might be well to state that the greatest items of expense in the construction of the machine will be the motor and the propeller. Santos Dumont used a Darracq motor of 30 hp, in his record20

breaking flight , although he had previously made some fine flights with a 17 hp motor. There are American motors which will do just as well , probably , and will undoubtedly be much cheaper , as th e importation of one from Fra nce involves the expense of freight and cus toms duties. The construction of the propeller is vitally impor tant, and we would advise that this be purchased. A good place at which to start would be the vertical rudder , Plate III. The thickness of the bamboo there given is the maximum one. The stronger and heavier portions are used for the centers where the joints are formed and the strain is heaviest. The detailed draw ing C on this plate shows the manner in which the cloth is attached to the framework by gauge No. 21 piano wire. As it is done at this point so it should be done on all parts of the monoplane. After having sewn the piano wire into the outer edge of the cloth , taking care to leave open the part where the wire is to be attached to the framework , the wire should be stretched to get it to the extremity, and then dropped into the slot made for it to rest in on the outer end of the bamboo. Thus the planes of cloth are well stretched , and are held firmly in place, adding to the strength of the machine. The same end could not be accomplished nearly as well by first attaching th e wire and then sewing the cloth thereon. This applies to the wings also where every added bit of strength and firmness adds to the successful completion . Slots are made at the end of the bamboos for the wires to slip into and be held fast. It is a good idea to put a cork into the hollow ends of the rods, and to cut the slots in both at the same time. The brass wire , gauge No . 25 , should also be wound around the rod just below the end of the

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slot. This prevents the piano wire on which the cloth is sewn from slitting the rods , It may seem that this arrangement is crude , yet it is the way that Santos Dumont made the ends when he flew from St. Cyr to Buc_ Later on - he had a number of "Demoiselles", and small breaks happen now and then - he put a little metal cap over the ends of the rods, Slots were made in these caps to receive the wires, We have described the former because it is by far the easier way for amateur airship builders , The cloth used by Santos-Dumont was a very finely woven silk, Silk does not rot as easily as cotton and is considerably stronger, Silk has the great objection of expense, however , and it would probably be as well to use percale or strong muslin , care being taken to secure the best grade of closely woven and unbleached goods . The method of making the joint at B is well shown in the drawing, The use of steel or aluminum plates is very important for it would be impossible to secure the necessary strength without them, The clever idea adopted by the inventor of the machine practically makes this joint in one piece , and he experienced little or no trouble at this point. The ends of the two smaller pieces are inserted for about a quarter of an inch into the ver tical piece as is shown, If one wishes to finish the work particularly well, cabinetmaker's muscilage or several coats of varnish may be put on at these joints, It serves to retard decay in the bamboo , Plate IV shows the details of the horizontal rudder which governs the altitude of the machine, "Gouvenail de Profendeur" is the French term for it. It should be constructed in the same general way as the vertical rud der , At the point where the rudders join it is necessary 22

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to cut the cloth of the horizontal rudder and sew it to the cloth of the vertical rudder on both sides. If this is done properly no rods will be visible, all being covered by the cloth. The manner in which the cloth covers the rods is shown at C on Plate III. The method of attaching the rudders to the frame is shown on Plate IV. This is practically a universal joint, allowing the steering device to be turned in any direc tion by the controlling wires shown on Plate I , and also in the smaller illustration of the monoplane _ These wires should be carefully selected and tested for a great deal depends upon their strength. It would be very im prudent to use ordinary piano string or wire, Santos Dumont uses a flexible metallic wire, gauge No. 13 , with a flaxen cord in the center. This wire will withstand the constant bending without danger of breaking. The joint should be made of the best steel tubing procurabl-e as it performs a very important function. Good bicycle tubing is excellent. .

Conclusion of this article will appear in the February, 1981 issue of The VINTAGE AIRPLANE. EDITOR'S NOTE: An excellent, in-depth article on the No . 20 Demoiselle by Wally Batter appears in the October, 1980 issue of WORLD WAR I AEROPLANES. Anyone interested in building such a machine should first ob tain the aforementioned copy . Conta ct L eonard E. Op dycke, 15 Crescent Road, Poughkeepsie, NY 12601. Gene Chase

EDITOR'S NOTE: The following letter and uncaptioned photos were received from a contributor in Hungary. He asks if anyone can send him a three view drawing of the 1931 Bellanca P-200 Airbus . He is probably interested , in the Bellanca as a scale model project. He saw a photo of it on page 31 of the June, 1967 issue of SPORT A VIA足 TION. Dear Sir: I am sending a short photo essay on antique planes which today are museum pieces. I am 64 years old and I enjoy sending news about flying as I have been interested in aviation since I was a small boy. Sometimes my friends give me a chance to fly and this forenoon I had a ':4 hour flight in an old Yak 12. This evening it is already 2000 hours Greenwich time . Soon I will write a longer story about Hungarian Sport Flying. My very best to you, Sincerely , Varga Bela

Modeller

Budapest VIII

Levai Oszkar u.38

1084 Hungary

Dear Gene:

LETTERS Dear Mr. Chase: Thanks for the copies of the November , 1980 issue of The VINTAGE AIRPLANE with my article on Kemp engines. Much of th e credit goes to George Hardie , Jr ., for his help , encouragement and friendship over many years since I was working with Charl es Earl Hess on his' story which began with his dirigible flights in 1906. I am not quite that old but I well remember the Gordon Bennett balloon race of 1910, as three of the balloons passed near enough to our farm in Michigan as to be clearly seen. Since sending in my notes on the contribution of Rob ert Roof to the early Kemp airplane engines and after a long delay , I very recently received a few snapshots of the Kemp engine , Model A , number 9, held by the Oregon Historical Society . Probably the same engine sold to D. D. Huddleston of Salem, Oregon in June of 1911. The pictures show a few things which I have not previously seen in early catalogs or ads. First the engine did have a breather consisting of an ordinary water pipe street ell, screwed into the rear of the crank case with a riser coming up behind the rear cylinder . Another item was the method of lubrication. In one view of the engine which I have seen only in one of the earliest catalogs, a sort of shelf is seen , extend ing from the rear motor support on the carburetor side of the engine , toward the rear of the crank case. This proves to be the mounting for a Detroit Lubricator , a box-like apparatus which supplied oil to the engine cylin ders , a drop at a time , through level in the crank case where oil splashed around by the connecting rods, lubri cated the bearings. Another feature is that the auxiliary exhaust ports were cut through the cylinder walls only on the cam shaft side of the engine, and not all the way around the cylin ders as was common on other aero engines and those of racing motorcycles . It may have been thought that ports on the opposite side might have caused fire in the event of a gasoline leak or that exhaust gas might be blown into the intake. The Roof concentric valves makes this a novel en gine but the "combination" valve proved to be of little value . Tried by Franklin, P.I .P.E., Panhard and others , they were soon abandoned. Expensive to manufacture, not durable, not capable of high speed operation and at the low speeds at which they were operated gav e little more power than conventional valves . However , they were novel. L. W. Davis 6001 South 700 West Murray, UT 84107

Th e mystery aircraft in the November issue is a Dayton-Wright TA-5 , Serial #68583 , powered by the Lawrence J -1 radial of 200 hp. Only one was procured by the Army Air Corps in 1923 , and it was used for test work such as the singl e wheel landing gear as shown in the photo. I have another photo showing it with wheels in place of the wing skids. The airframe is identical to the Consolidated TW-3 (formerly Dayton- Wright) which used the 180 hp Hisso; only two of these were pro cured. This developed into the Consolidated PT-1 and PT-3 series with the Wright J-5 of 200 hp. Your publication is getting better all the time; keep up the good work . Sincerely, C. H . Armstrong

Lt. Col. , USAF (Ret .)

EAA 5949, AIC 746

Route 3, Box 46

Rawlings , MD 21557

Dear Gene: Just a note regarding the Quiz Time photo. I think you have all the young fellows stumped on that one. If my memory serves me right that is a modified Con solidated PT with a Wright J3 engine not many J3s were produced. The idea was to make landings simpler: wing skids were quite common in those days so were wing hand holes so was a lot of help . Regards, Mike Rezich 6424 South Laporte Avenue Chicago, IL 60638 P . S. When is Super Solution test hop day? Was involved

with the original on its test hop at Ashburn in 1931.

CALENDAR OF EVENTS

MARCH 15-22 - LAKELAND , FL O RIDA - Sun ' n Fun '81. A full sp ec trum of fo rums , w o rk shops , air shows, co mm ercial displays, ca mp· ing , soci al activiti es, and more. For furth er information , p lease contact : Betty Jones, 41 95 Fo rr est Drive, Mulberry, FL 33860. AUGUST 1·8 - OSHKOSH , WI SCONSIN - 29th Annual EAA Ca n· ve nti on and Sport Aviati on Exhibition - th e world ' s largest and m os t exc iting aviation event. For furth er info rmation, pl ease can· ta ct : EAA , P.O. Box 229, H ales Corn ers, WI 53 130. 414/425·4860.

Dear Gene: With reference to your "Quiz Time" plane picture on page 26 , November, 1980 The VINTAGE AIRPLANE . I believe the plane is the Dayton- Wright TA-5 built in 1923 for the Army. It was supposed to be an improve ment on the TA-3 , built by the same company . The TA-5 was a side-by-side two place plane powered by a Law rence J-1 engine of around 220 hp. The "T" meant a training aircraft; I don't know the r eal purpose of the single wheel set up. They sure did a lot of wild experi menting in the early '20s! The photo of Al Kelch's E-2 Cub is beautiful. I doubt if the original plane looked half as good . Regards,

J. William Knepp 6214 South Navajo Drive, RR 3 Bartonville, IL 61607

FLYING AND GLIDER MANUALS 1929 , 1930, 1931 1932,1 933 ,

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Single place biplane capable of un limited aerobatics. 23 sheets of clear, easy to follow plans , includes nearly 100 isometrical drawings, photos and exploded views. Complete parts and materials list. Full size wing drawings. Plans plus 88 page Builder's Manual - $60.00. Info Pack - $4.00. Super Acro Sport Wing Drawing - $15.00. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/ 425-4860. ACRO SPORT -

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illustrated catalogue featuring antique edged weapons , medals, and military items will soon be published . $4.00 for First Class copy, order by General Sales Cata logue No. 132G. Roger S. Steffen Historical Militaria , 14 Murnan Road, Dept. 24, Cold Spring, Kentucky 41076 .

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Wanted - parts for Scintilla PN 5 D magneto , rotor RH, pn 6924 . Might be interested in rotor LH pn 6923, dis tributor blades pn 6764 and pn 6765, new or unmarred, serviceable . Frank Luft, 16355 Shiloh Road , Central Point , OR 97502. Wanted: 120 hp upright Gypsy II engine or 145 hp in verted Mark 7 engine. Need propeller and hub for same. Engine must be complete. Al Kelch, 622 North Madison Avenue , Cedarburg, WI 53012.

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1929 AHiance Argo! Trophy winner . Totally restored, professionally, 1975 . Very low time, original, normal category . Fully aerobatic, unrestricted. Genave 100 transceiver, Intercom . Beautiful mint condition. The only one left. Picture, SPORT AVIATION, November, 1975, page 38. Serious buyer flies it home . Phone 309/ 697-4727.

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259 low.r Morrisvill. Rd _r-::;;;=-::;;= ,1"IJI!!~•• 1 Fallsington, Po . 19054 VISA ( 215) 295 - 4115 l ".. -'

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