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GREATER THAN EXPECTED

ByE. E. "Buck"Hilbert, President


EAAAntique-ClassicDivision
Oshkosh '73 is now history. Total show aircraft attendance was 1120, Antiques 173, Classics 406,
Warbirds 100, Custom Builts 391, Rotary Wing 29 and Special 21.
Considering the fact that 1973 was just the second year that the Antique/ClassicDivision has han-
dled the program and parking for the old airplanes, things went well. Everyone seemed to be having
a good time. But the fun is over and its time to start looking ahead to next year - and how we can
make our part of the 1974 Oshkosh Fly-In even better.
Looks like we in the Antique-Classic Division have some work cut out for us. There is need to re-
fine all the areas such as parking, awards, forums and activities. If the figures tell even part of the
truth, then escalating attendance will necessitate King Size plans for next year.
The Classic Airplane awards categories must be expanded. There were many deserving airplanes
and we were too limited in the number of awards.
Classic Airplane parking was too far from the center of things. The Forums were well accepted,
attendance was excellent, but there is need for expansion. Perhaps the Type Clubs could expand and
improve upon this area.
Fly-bys could have been better. Daily times must be allocated and coordination between the type
clubs to organize and regulate the traffic.
Ollie's Woods should have been utilized, also. Next year we'll have us a Corn and Burger bust down
there, if we can get help cleaning up afterwards. And speaking of cleaning up, you guys did a won-
derful job. Oh, there were a few oily rags and cans, plus some cigarette packages, but overall it was
real good housekeeping.
O.K.! You've heard my feeling on where we came up short, now its your turn. Drop us a letter and
let us know how you felt about the Convention and your ideas for improvement. A few comments on
our publications' new look might be applicable, too.
2
A
VOLUME 1 - NUMBER 9 AUGUST 1973
TABLE OF CONTENTS
Antiques And Classics At Oshkosh .. . Jack Cox ... . .. . .. . . .. . ... .... . . .. . . . . .. . ... . .. . . .. ... 4
Grand Champion Eaglerock .. . Bill Hodges . . . . . . ........... ....... . . .. .................. . . .. 10
A Family Of Dope (Butyrate) Add icts ... Dr. Chester Martin . .. . ..... . . .......... . ...... .. . ... 12
The Death Of A Tri-Motor . .. Paul Poberezny .. . ....... . ... ... . . ....... ... ..... . . . .. ......... 14
Thaden T-2 .. . Jack Cox . . ....... . . . .. .. . .. ............... .. . . .. . .............. . ...... .. . ... 16
Whatever Happened To The Invincible Center Wing? ....... .. ..... . . .. . . .. . .. . .. . . ..... .... . 17
Around The Antique/Classic World . .. .. .. . ..... .. ...... . ... .... .. .... . .. .... . .... . ... .. . . .. . 18
HOW TO JOIN THE ANTIQUE-CLASSIC DIVISION
Membership in the EAA Antique-Classic Di vision is open to all EAA members who have a special
interest in the older aircraft that are a proud part of our aviation heritage. Membership in the Antique-
Classic Division is $10.00 per year which entitles one to 12 issues of The Vintage Airplane published
monthly at EAA Headquarters. Each member will also receive a special Antique-Classic membership
card plus one additional card for one's spouse or other designated family member.
Membership in EAA is $15.00 per year which includes 12 issues of SPORT AVIATION. All mem-
correspondence should be addressed to: EAA, Box 229, Hales Corners, Wisconsin 53130.
EDITORIAL STAFF
Publisher - Paul H. Poberezny
Assistant Editor - Gene Chase
ON THE COVER . .. 1973 EAA Grand Champi
on Antique, a 1929 Al exander Eaglerock.
Photo by Ted Koston
Ed itor - Jack Cox
Assistant Ed itor - Golda Cox
BACK COVER . . . Dick Bower's Meyers MAC-
145.
Photo by Ted Koston
ANTIQUE AND CLASSIC DIVISION OFFICERS
PRESIDENT-
E. E. HILBERT
8102 LEECH RD.
UNION, ILLINOIS 60180
SECRETARY
RICHARD WAGNER
BOX 181
LYONS, WIS. 53148
VICE PRESIDENT
J. R. NIELANDER. JR.
P. O. BOX 2464
FT. LAUDERDALE, FLA.
TREASURER
NICK REZICH
4213 CENTERVILLE RD .
ROCKFORD, ILL. 61 102
DIVISION EXECUTIVE SECRETARY
DOROTHY CHASE, EAA HEADQUARTERS
33303
THE VINTAGE AIRPLANE is owned exclUSively by Ant ique Classic Aircraft. Inc. and is publ ished
monthly at Hales Corners. Wisconsin 53130. Second Class Perm it pending at Hales Corners Post
Office, Hales Corners. Wisconsin 53130. Membership rates for Antique ClaSSic Ai rcraft, Inc. are
$10.00 per 12 month period of which $7.00 is for the subscription to THE VINTAGE AIRPLANE. All
Ant ique Classic Ai rcraft, Inc. members are required to be members of t he parent organization. the
Experimental Aircraft Associati on. Membership is open to all who are i nterested i n avi.ation.
Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc., Box 229,
Hales Corners, Wisconsin 53130
Copyright '" 1973 Ant i que Classic Aircraft. Inc. All Rights Reservp.d .
3
ANTIQUES AND CLASSICS AT OSHKOSH
(Photo by Dick Stouffer)
By Jack Cox
1973 was a vintage year at Oshkosh ... pun in-
tended.
The 406 Classics and 173 Antiques registered and
eligible for judging represented the greatest number of
vintage aircraft ever assembled on one airport of which
we are aware. That's all I intend to say about the im-
pressive NUMBERS, because it was the quality of the
aircraft and the variety that "blew the mind" of this ob-
server.
1973 Antique Judges. Back row, left to right: Doug
Rounds of Zebulon, Georgia, Ed Sanders of Ft. Worth,
Texas, Evander Britt , Chairman, of Lumberton, N. C.
and Kelly Viets of Stilwell, Kansas. Kneeling at the
left , Pete Covington of Spencer, Virginia and at the right,
Dusty Rhodes of Denver, Colorado.
( Photo by Dick Stouffer)
President Buck Hilbert, right , and Roger Dav-
enport at the awards presentation program.
ANTIQUES
First, let's consider the antiques and the incredible
variety on hand. How does a dyed-in-the-wool vintage
airplane nut restrain himself when on the same field he
can inspect, photograph and generally drool all over an
Alexander Eaglerock; no less than 12 Staggerwings -
D's, F's and G's; a Buecker Jungmann; a C-165 Air-
master and three Bamboo Bombers; a real live Curtiss
Fledgling; a very rare Davis V-3; a Dart GC; three Tiger
Moths; a KR-21 and a raft of later Fairchilds; a Fleet II;
Ford Tri-Motor; Franklin Sport; the first Henderson
powered Heath to fly at Oshkosh; two Great Lakes; two
Howard DGA's (II and 15P); Interstate L-4; Lockheed
Vega 5C; two Meyers OTWs; a Miles Hawk; three Mono-
coupes; a Porterfield CP-65; two Rearwins (Cloudster
and Sportster); Ryans - STA, SCW, STM-PT-22, ST3;
Spartans - a C-3 and two Executives; Stearmans and
Stinsons; the sole Vultee VI-A; a rare Welch and, of
course, a dozen Wacos.
This year an unusual number of little pre-War light-
planes were registered in the Antique lists. There were
12 Aeroncas, including two K's; three Culver Cadets; a
genuine antique Ercoupe; an updraft cooled Funk; 9 pre-
War Luscombes; and would you believe 28 pre-1945
Pipers? These included a J-2, 3 J-4 Coupes and a nice
little J-5-A (which the writer had the immense pleasure
of flying) - the rest were J-3s. This was completely
separate from the 62 Pipers in the Classic area. Last -
but only in alphabetical order - were the Taylorcrafts.
When have you seen L-2s, BL-12s, BC-12s, BC-65s,
BL-65s and DC-65s on the same field? Along with the
BC-12Ds and Model 19s in the Classic area, you could
practically experience the entire history of the prolific
Taylorcraft company without leaving the field.
(Photo by Ted Koston)
Best Class III Classic - Cessna 195 owned by
Raybourne Thompson, Jr. of Houston, Texas.
4
The quality of the restorations was such that this
writer was moved to mutter several prayers of solemn
gratitude that he was not an Antique or Classic judge.
The Awards List at the end of this article will show the
choices of the judges and Bill Hodges has a story on the
Grand Champion Eaglerock elsewhere in this issue, how-
ever, there are a few capsule comments I would like to
bring to your attention.
- The 5-AT-C Ford Tri-Motor at the fly-in this year
was 01' 414H - back on the barnstorming circuit once
again. In the early 60's the old Corrugated Cloud la-
bored from sunup to nearly midnight carrying passen-
gers at the EAA Fly-Ins, then held at Rockford. It was
owned by Johri Louck who now mans the Information
Booth at Oshkosh each year. John later sold the Ford to
American Airlines who displayed it at the New York
World's Fair (causing an erroneous report of vandalism
to the plane) before taking it home to Tulsa. It and a
second Ford, N-9683, languished there at American's
overhaul facility for several years, but both are now gone.
N-9683 was delivered to the Smithsonian during Transpo
'72 and 414H was sold to Chuck LeMasters. 414H is also
responsible for the EAA Air Museum having a BT-13.
One summer at Rockford the Ford blew an engine and
John Louck bought a BT-13 to get the R-985 Pratt &
Whitney. After installing the engine and returning the
Ford to service, John donated the BT-13 air frame to
the Air Museum. It was later restored by the Air Guard
unit in Milwaukee and is airworthy today.
- Al Kelch of Mequon, Wisconsin, a north-side sub-
urb of Milwaukee, figured to have one of the shortest and
most routine flights to Oshkosh in his rare 1932 Franklin
Sport 90. It was not to be. After watching his private
strip disappear over the horizon behind him, it was just
a matter of listening to the little Lambert droning away
up front and an occasional squint ahead for a glimpse of
big Lake Winnebago. Suddenly, the fuel tank split wide
open dumping the entire fuel load. Al masterfully dead-
sticked into a farmer's small field, called ahead for help,
got the tank repaired and was soon on his way to the fly-
in without further incident. This was an everyday af-
fair in the early 30's flying, these forced -landings for a
little unscheduled maintenance. Our modern aircraft
have more reliable engines and are generally less trouble-
some ... it's a good thing, too, given our higher landing
speeds, small tires and scant few inches of prop clearance.
We've improved all right, but when you hear of an ex-
perience like AI's, you wonder if we have given up too
much that was good in the old airplanes .
- Another antique owner having an "interesting"
flight to Oshkosh was Dick Austin of Greensboro, N. C.
He and sons David, Andy and Jeff punched through the
stationary front that seems to inevitably hang over the
Appalachins every year at fly-in time . . . and came out
with the scars to prove it really doesn't pay to fool with
Mother Nature. The leading edges of his Waco ARE were
peeled down to silver by a rainstorm encountered in
eastern Kentucky. Knowing he was out of contention for
major awards, Dick forged on anyway, thus giving fly-in
(Photo by Lee Fray)
" Best Class II Classic" - ,'Cessna 140
owned by Dutch Brafford of Lima, Ohio.
(Photos-by Lee Fray)
Cliff Anderson of Bloomington, Minnesota and his " Pre-
World War II Era" Category Champion, a 1941 Stinson
10A. Notice the N number.
5
goers a chance to see the only ARE. This 330 hp Jacobs
powered beauty has been out of circulation for many
years, most recently as a part of the Wings and Wheels
Museum collection in South Carolina. N-20953 was
built on special order for the N ew York Times as a photo
ship. It still has the large plate glass windows on the
right side of the cabin. Interestingly, several former
owners (subsequent to the Times) and pilots came by
and introduced themselves to Dick, helping to unravel
the rich fabric of this magnificent cabin Waco's existence.
- Since there was a fly-in at Wittman Field the first
week in August, John Turgyan was there in his big beau-
tiful Howard DGA-15P. And being there, all the way from
the wilds of"Nu Joisey", it was only natural that he flew
at every opportunity. John loves to show off the per-
formance of his Howard, especially its little known slow
flight capabilities. One of the most incredible sights of
the 1973 Oshkosh Fly-In was John, flaps down, nose
high and lots of power, flying down the entire display
area right off the wing of a Breezy!!
(Photo by Dick Stouffer)
" Best Open Cockpit. Silver Age" - a KR-21
owned by Ron Nash of South Bend . Indiana.
(Photo by Lee Fray)
" Best Biplane. World War II Era" - a PT-27
owned by Richard Hanson of Batavia. Illinois.
(Photo by Lee Fray)
" Best Mooney Mite" - owned by
Frank Poplawski of Ennis. Texas.
6
CLASSICS
"Oshkosh Tower, Cessna 170, ten southwest, land-
ing. This is a flight offive-oh Cessna 170s."
"Cessna 170 . .. uh, was that five-ok Cessna 170s?"
"Affirmative, five-oh, a flight offifty Cessna 170s."
During fly-in week, the Oshkosh tower is the world's
busiest, but you can bet that the above exchange brought
about a couple of seconds of stunned silence . . . because
it was just what the man said, a flight of 50 Cessna 170s
up from their annual convention being held at Wagon
Wheel airport resort near Janesville, Wisconsin. The ef-
ficient FAA crews did manage to get the 170s down and
our EAA parking crews corralled the 50 170s together,
making a very impressive sight.
Actually, the entire Classic line-up this year was quite
impressive: This is the third year of Classic participation
at Oshkosh and each year the quality of the restorations
climbs a few notches.
John Peck of Lexington, Kentucky had his cust omized
Taylorcraft BD-12D there and spent a lot of time showing
his new doors which are hinged at the top and swing out-
ward. This is one of those "why-didn't-someone-think-of-
that-before" sort of things. The door allows Peck to stand
(Photo by Lee Fray)
The "Best Monocoupe" award went to Willard
Benedict of Wayland, Michigan for his 90 AF(L) .
with one hand in the cockpit while he props with the other
from behind - a heck of a lot safer than trying to prop
from out front . This feature will be of especially great
interest to T-Craft owners who fly their birds on floats
- and on skis. The door also affords more than ample
ventilation while taxiing on hot days and seals more
tightly for cold weather flying. John's airplane had a
beautiful interior and top notch workmanship through-
out. His custom paint job was slick, but brings up an in-
question ... you see acres of yellow Cubs with
black lightning strokes down the side, robin red breasted
Champs, silver Swifts, etc. but when have you seen an
original style factory T-Craft paint job circa 1946-47?
Remember the metallic blue and silver BC-12Ds of that
period?
(Photo by Lee Fray)
George Stubbs' Stinson SR-10 was declared the " Re-
serve Grand Champion" and Choice of the Northern
California Chapter of AAA.
(Photo by Lee Fray)
(Photo by Lee Fray)
John Turgyan of Trenton, New Jersey and his big
AI Kelch's Franklin Sport 90, winner of the " Best Bi-
bad Howard. The undisputed King of the fly-in goers!
plane, Silver Age" award. AI is from Mequon, Wisconsin.
(Photo by Dick Stouffer)
" Judges Choice" -Cessna C-165 owned
by Gar Williams of Naperville, Illinois.
(Photo by Lee Fray)
Category Champion for the " Silver Age",
Brad Larson' s Ryan SCW, from Minneapol is.
(Photo by Lee Fray)
" Best Class I Classic" - a Taylorcraft BD-12D
owned by John Peck, Jr. of Lexington, Kentucky.
(See Awards List on Page 17)
8
The post-War Luscombes were well represented -
SA's, E's and F's, an Observer and a couple of Sedans.
One of the latter was Joe Johnson's really super Sedan
restoration. Next year he should have the rarest of the
rare Luscombes at Oshkosh - the Colt we pictured last
month.
We've already mentioned that the Classic Pipers were
out in force - J-3s, PA-lls, PA-12s, Vagabonds, Clip-
pers and Pacers ... and yes, men, twenty years ago was
1953 and that was the year the Tri-Pacer was introduced.
We had a couple registered - kinda makes a guy realize
the sand in the 01' hourglass is getting a little deep in the
bottom end.
Cessnas? What can you say? There were so many
real superb 120s, 140s, 170s and 190/ 195s that, again,
I'm really glad I wasn't having to judge them.
Aeroncas were there in great numbers - mostly
Champs but a few Chiefs and a four-placer. Besides hav-
ing the Grand Champion Classic from their ranks, Aeron-
cas added to their luster by having the 1000th registered
show plane, Roger James' Aeronca L-3 Defender (an an-
tique Aeronca). Roger restored the plane, then learned to
fly in it.
Some rare Classics were a Johnson Rocket and Mis-
sissippi State's Anderson Greenwood.
This year a full slate of antique and classic forums
were held and were very well attended. The Cessna 1201
140 group started a national type club with J . R. Nieland-
er at the helm.
Antique and Classic judging teams deserve an award
for service to the cause and a second one for physical
fitness for simply surviving the week! And, finally, An-
tique-Classic President Buck Hilbert rated a commenda-
tion"":" and a rest - for holding It all together. He bounced
back so quickly that he already is making plans for next
. year! .
In the next couple of issues of The Vintage Airplane
we will be attempting to cover all the antique and classic
happenings at Oshkosh '73.
(Photo by Ted Koston)
1973 Classic Judges. Back row, left to right : George York
of Mansfield , Ohio, Co-Chairman Jim Gorman of Mans-
field, Ohio, Antique/Classic PreSident Buck Hilbert, Co-
Chairman Morton Lester of Martinsville, Virginia, John
Engles of Lakeland , Florida, John Shearer of Raleigh,
N. C. Kneeling, at left, John Parish of Tullahoma, Ten-
nessee and Dub Yarbrough, right , of Tullahoma, Ten-
nessee.
9
D CHAMPION EAGLEROCK
By Bill Hodges
"Alexander Eaglerock!" "With an OX-5!"
"All the way from Texas?" "How long did it take?"
Such were the exclamations and questions that bom-
barded Reagan Ormand and Jack Brouse, owners of the
A-2 Eaglerock declared 1973 Grand Champion Antique
at this year's EAA Fly-In ConventiQn at Oshkosh, Wis-
consin.
The magnificent old biplane, decked out in factory
original blue and silver, was built at Colorado Springs in
1929. It is an A-2 or "Center Section Eaglerock" and left
the factory as NC-250V, but was later issued its present
NC-6601. The Serial Number is 928.
Unlike some other rare antiques now flying that were
rescued from complete obscurity, this ship has been known
for some time, with many individuals trying to purchase
it. Previously owned by Michele Amedeo of Gasport,
New York (an old time A&E) the Eaglerock was "un-
touchable" until Reagan and Jack showed up at the right
place at the right time. The "Eaglerock" had been dis-
mantled very carefully in 1940, so carefully that Mr.
Amedeo kept the tacks that had held the fabric! Even
stored in his barn Mr. Amedeo kept the fuselage tubing
oiled and in good shape. When bought by Ormond, Brouse
and Douglas Boren, only the front control stick was miss-
ing.
Last year an ad was placed in Trade-A-Plane which
was somewhat misleading as it sounded as if only "Eagle-
10
rock" parts were wanted. After calling and discovering
that a complete aircraft was for sale, Ormand headed
for New York, arriving at Mr. Amedeo's complete with
a van. This was in the fall of 1972. After seeing what was
in the barn, Ormand started moving pieces outside to
see them better, and since his van was right there, the
pieces were placed on it after inspection. Since Ormand
already had his van loaded he made Mr. Amedeo an at-
tractive offer for the Eaglerock, which was accepted.
The long trip was made back to Texas and restora-
tion work began. Restoration? To hear them tell it, it
was more a straight recover job. The only items not used
were the tires, propeller and fabric. The restoration took
8 months!
One problem encountered in flying the plane was
that the FAA would only license it in the experimental
category until it could be demonstrated airworthy, due
to its being the only one flying. However, the standard
airworthiness was issued one week later.
A word or two is in order concerning Reagan Or-
mand's background. He taught himself to fly back in 1929,
by building a "simulator" on a fence post out on the windy
west Texas plains. He then graduated to building and
learning to fly primary gliders. When the war in Europe
broke out in 1939, Reagan went to Canada and enlisted
in the RCAF where he went on to fly Fairey "Battles"
among others. Later after transferring to the U. S. Army
Air Force, he retired from the U. S. Air Force as a "Bird"
Colonel.
(Phot o by Fray)
Reagan Ormand, left, shows famous news com-
mentator Paul Harvey the Eaglerock's OX-5.
(Photo by Dick Stouffer)
Evander Britt, Chairman of the Antique Judging Com-
mittee, center, congratulates the winners of the 1973
Grand Champion Antique award. Left, Reagan Ormand
and, right , Jack Brouse, both of Arlington, Texas. Their
OX-5 Alexander Eaglerock is in the background .
Jackwasalso inWorld WarII asa U. S. Marine avi-
ation ordinance man. Jack was assigned to VMF-422
which flew Vought F4U-1 "Corsairs". Beginning his fly-
ingcareerin 1940, the warcauseda postponementuntil
1960. SincethattimeJackhas rebuiltseveral planesin-
cludinga TaylorcraftBD-12D and hasgone on togethis
instructorrating. .
Now, back to the big trip - Grand Prairie, Texas
toOshkosh,Wisconsinwhichtook 20 flyinghours. It also
took 3 days, 16 st ps and 2 forced landings. The first in-
volved a blown exhaust gasket which tempered a valve
spring and required a landing atJunction City, Kansas.
Unableto locate anOX-5 valve spring (wonder why?), a
Continentalspringwasmodifiedandusedtocontinuethe
journey (modified Ford V-8 exhaust gaskets were also
used) .
Everything went along O.K. until arriving in Iowa;
then the OX-5 began backfiring, but the Albia Airport
wasinsightanda landingwasmadethere.TheAirpower
MuseumatnearbyBlakesburgkindlytradedspringswith
Reaganfrom theOX-5 engineonstaticdisplaythereand
soon the"Eaglerock"waswingingitsway onto Oshkosh
once again. Reagan andJackwere prepared for the trip,
however, havingboth a Cherokee 180 chase plane and a
pickup following.
Congratulationsto Reagan Ormand,Jack Brouse and
Douglas Boren for their truly outstanding antique, the
Alexander
SPECIFICATIONS
Wing Span ................................... 36' 8"
Length ...................................... 24' II"
Height.... . ... . .... . ..,....................... . 9' 8"
Empty Weight... .. .... ..... .......... . .... 1,459 lbs .
Useful Load................................. 786 lbs.
Payload..................................... 340 lbs.
Gross Weight.............................. 2,245 lbs.
Maximum Speed ............................ 99 mph
Cruise Speed ................................ 85 mph
Landing Speed .............................. 34 mph
Rate of Climb....................... 514 ft. per min.
Ceiling .................................... 10,200 ft.
Gas Capacity ............................... 46 gals.
Oil Capacity ................................. 4 gals.
Range..................................... 450 miles
1929 Price F.A.F. ............. .. .. ...... ... $2,475.00
- less engine..............................$2,250.00
(Photo by Ted Koston)
The famous Alexander Eaglerock trade
mark - an eagle and a rocky craig.
(Photo by Ted Koston)
Eagle flies! This is an authentic antique if there ever
was one - no brakes, a tail skid and a " straight" OX-So
11
A FAMILYOF DOPE (BUTYRATE) ADDICTS
N4606H, Dr. Chester Martin's newly restored Piper Vaga-
bond. This aircraft and the Cub referred to in the article
were both at Oshkosh and were much admired byevery-
one.
By Chas. Chester Martin, MD
902 General Mouton St.
Lafayette, Louisiana 70501
We've just completed . our second restoration. I say
"we" because an airplane restored in your home has to
be a family project. Without the help and cooperation of
my wife and seven children, Piper J-3 Cub NC35085
(our first) and Piper Vagabond N4606H (our latest) could
have been lost forever. Instead, we have two beautiful
birds that are indeed "labors of love". .
Our family was not always a bunch of dope addicts
(butyrate, that is). It all started six years ago when I was
diagnosed as having chronic myelogenous leukemia and.
was told, "I'd advise you to discontinue your medical
practice and enjoy the few remaining months you might
have - go fishing!" Well, I "went flying! " Although I
continued my medicaI practice, now was the time to do
all the things I had put off until later. I hadn't flown
since entering medical ' school in 1949 (no time) so fly-
ing lessons were on the agenda - immediately, while I
could still pass the physical exam. Thanks to prayers and
advances in modern medicine, I still pass the physical,
and several years have been added to my life expectancy.
12
Dr. Martin and his wife, Marilyn.
Flying one of the newest planes with the latest equip-
ment wasn't like flying in the 1940's. I wanted a tail
dragger, and that's how it all began - first a Cub, then a
Vagabond.
A basket case, Piper Cub J -3 was purchased in
March, 1970. Most of the original pieces could be
used but much rust had to be removed and some of the
s t r u ~ t u r needed rebuilding. The Cub was covered with
Grade A cotton fabric, 25 or more coats of butyrate dope
were brushed on with a Styrofoam brush and then hand
rubbed. At this time Red Lerille (of Monocoupe fame)
lent his know how and encouragement during the re-
construction period.
Our J-3 Cub was reborn in January, 1971, exactly
10 months after purchase. We made her as original as
possible, including the use of white cub instruments and
numbers on the wings and rudder. But no yellow Cub
ever came out of Lock Haven, Pennsylvania with a finish
like this one.
My wife and I then planned a cross country trip from
Lafayette, Louisiana, to Blakesburg, Iowa, in September
of 1971. It was a wonderful two day cross country trip
which was terminated with the plane awarded "best in
class plaque" and "best restored Piper Trophy". Need-
less to say, this made the entire family happy.
After a year of fun flying in the Cub, another basket
case made its appearance. Late in 1971 a hurricane struck
South Louisiana causing considerable property damage.
One of its victims was a little Piper Vagabond (N4606H).
While it was tied down at Bordelon Airpark, a hanger
roof was blown off and fell squarely on the little plane.
There she lay, collecting water, fabric torn in a number of
places from fractures of the underlying structu:e, a.nd ~
terioratingrapidly. Periodically I would walk by It and wlsh
I could restore it, but its owner wanted to do the same.
After careful inspection, the owner decided too much
work was involved, and since he owed money on the re-
mains he decided to sell. On New Year's Day of 1972, I
became the proud owner of a Vagabond with dreams of a
beautiful restoration.
Immediately, my sons and I began the job of disas-
sembly; then came the bad news. There was more damage
than originally suspected.
The left wing was destroyed. Both spars were bent
beyond repair which meant a new left wing would need
to be purchased or rebuilt. An ad was placed in Trade-A-
Plane for a left wing. Weeks went by with no response.
Finally one wintery Sunday afternoon a call came from
Great Bend, Kansas, from Bill Koelling who had been
reading an old issue of Trade-A-Plane. His Vagabond
had crashed and burned two weeks before so he most
generously offered parts for my plane. He shipped a
burned wing which was used to help rebuild another left
wing. This rebuilding job took approximately one month
of spare time work.
Mr. L. C. Bordelon, an aviation inspector, supplied
the technical know how and all supervision and inspection
during the repair. He began the complete overhaul of
the little Continental 65 hp engine and converted it to
75 hp.
In March, 1972, all repair work was done, and the re-
covering job was begun with Grade A cotton. Nitrate dope
was used for the first coats, and butyrate dope was used
on the last few coats. A total of 35-40 coats was applied
with a Styrofoam brush, sanded, and compounded. Key
West Blue was the main color with Ensignia Blue and
white used as trim.
Originall y t he Vagabond had no rear windows.
Monocoupe rear windows were added, which aid in both
looks and vi sibility. A bubble-type windshield was also
added. Windshield a nd wi ndows are green tinted. A wal-
nut formica instrument panel was installed, and walnut
panels were placed over the wing roots in the cabin. In-
sulation was placed around the cabin and firewall , which
aid in heat and noise reduction.
However, bad times were ahead for me. June, 1972,
found me in ill health. The immunization treatment
which I had been receiving reacted adversely, and I be-
came gravely ill. This setback lasted for approximately
two months, and it took some time before I could ' re- '
start the project because of extreme weakness.
By Christmas of 1972 I was in good health, practicing
medicine and working on the plane. Once. again, this
Christmas, as the ones before, the living room was filled
with wings, elevators, rudder, wheels, and other airplane
parts along with Christmas tree and presents for seven
children. This little plane was being rebuilt at home,
sometimes in the house, so it definitely was a family pro-
ject. Everyone cut fabric, doped, rib stitched (or rib su-
ture as we call it), or sanded. Envelopes were made by
my wife. Surely, some could have been purchased at a
cheaper price, but ours were made so no seams were visi-
ble. In May of 1973 she was reborn, finally completed -
all reassembled.
June 9,1973, Denton, Texas, was the site of the Texas
Chapter Fly-In. I flew there in the little Vagabond, and
my wife and children drove in the car. The children were
excited to see how their plane would compare. It looked
so tiny alongside of the big Waco Cabins, Howards, Stin-
sons, etc. Saturday night at the banquet, Piper Vagabond
was awarded a trophy for judges' choice under 85 hp. The
entire family was overjoyed. Two weeks later my oldest
son and I flew to Pauls Valley, Oklahoma. The Oklahoma
City Fly-In was held, and to my surprise the little Vaga-
bond was selected Grand Champion of the show.
It is said "Life begins at 40". Six years ago I was forty
years old. I have lived the last six years; not just existed
in spite of the dark cloud overhead. My hours spent re-
building and flying have been: very gratifying. Meeting
people connected with all phases of aviation has been a
rich and rewarding experience.
By the way, we're looking again. The fuselage has
to be small enough to fit on the screen porch and the wing
must fit behind the sofa in the living room. We're not only
dope addicts (butyrate) -we're optimistic!
13
THE DEATH OF ATRI-MOTOR
By Paul H. Poberezny
The Burlington Air Show on June 16 was a real blast
... if you want to look at it that way! But any way one
views it, it really was.
The morning of the show dawned with poor visibility,
hightemperatures and scattered, imbedded thunderstorms
- making it tough going for the early arrivals. I made a
weather check flight in a P-51 and as I cleared the end of
the runway, encountered moderate turbulence and a wind
shift. A check of the area revealed scattered thunder-
storms, but the weather appeared to be improving.
Upon returning to the field at Burlington, I found that
I would have to land on the short grass north/south strip
as the east/west paved runway had a 30-35 mph cross-
wind .. . in fact, a couple of concessionaires already had
tents down. Gear down . . . full flaps ... a power-on ap-
proach ... down in just 1600 feet of the available 2500.
Then it came back to me - this was how we did it during
the Big War and Korea!
Shortly, the sun came out and it looked like a great
day ahead. The show would go on.
Nick Rezich and Bill Bordeleau were at the air show
mike. The parachute routine went off as planned with
Charlie Hillard and Gene Soucy tracing circles of smoke
around the jumper as he floated down with his American
flag fluttering -in the breeze. Charlie and Gene were
flying the identically painted EAA Acro Sport and Super
Acro - the first air show appearance of the two beauti-
ful little biplanes together.
After a couple of acts everyone began to notice a sud-
den darkening of the sky to the west. Milwaukee Radar
reported a severe thunderstorm 20 miles to the west. Air-
craft owners bE)gan to be uneasy, so we stopped the show.
EAA aircraft and some of the air show planes were moved
into the EAA hangar and those with tie-downs and ropes
began securing their birds. Those without were left to
luck and strong arms.
The Glenn Ford Tri-Motor, so familiar to Oshkosh
Fly-In goers, was at Burlington and was quickly tied down
and chocked. As I came back on the line to get the P-64
lightning was flashing from a now black sky and a gray
wall of rain was racing across the fields toward us from
the west.
I climbed into the cockpit of the -64, hit the switches
and the 1250 hp Wright barked into life. As I taxied to-
ward the hangar a half mile away, the rain and wind hit
just as I was alohg side the Ford Tri-Motor. I immediately
turned her nose into the wind . . . and there I sat for the
next half hour, some 50 feet from the Tri-Motor - and
where it had once been.
The driving rain, the blackness and the force of the
wind during that 30 minute nightmare are visual images
I'll never forget. The P-64 rose to the full length of her
landing gear shock struts and the air speed peaked several
times at 75 mph - holding a steady 60-65 mph the rest
of the time. This was with the P-64 in a 3-point attitude.
The Ford was broadside to the initial blast of wind,
and for the next 10 minutes I watched the big Tin Goose
work at jumping her chocks. Finally, she lurched over the
blocks and swung around as far as the tie down ropes
would allow. This put the full load on the upwind tie
down stake .. . and the outcome was inevitable.
Suddenly, the up-wind stake let go and the others
quickly followed in unison. The old girl rolled backwards
for a 100 or more feet before lodging against the EAA
Communications Trailer and EAA bus. Those in the two
(Dick St ouffer Photo)
The death of a Tri-Motor? EAA Presi-
dent Paul Poberezny thinks not.
(Dick Stouffer Photo)
Despite the "smashed-to-smithereens" appearance
here, the wing was found to be in fai rly good shape
when turned over. Bob Smith of the EAA Air Museum
stands guard over the gasoline-soaked wreckage.
vehicles were in for a scare - for shortly the Ford rose
majestically into the air - some 50 feet it appeared. It
seemed to hang there for five or six seconds . . . an eerie
sight with the lightning flashes illuminating it for instants
oftime in the otherwise perfectly black sky. Then ever so
slowly her nose dropped and she plunged headlong for
the ground. The center engine and cockpit crumpled and
the fuselage aft of the trailing edge of the wing broke
away. Pitching to the side and catching on the right wing
tip - smashing it in the process - she finally came to
rest on her back, gasoline gushing from her wing tanks.
The storm blew over about as quickly as it had come
leaving 12 airplanes either totally destroyed or severely
damaged. With gasoline still pouring from the Ford and
standing in pools of rain water as a rainbow colored
film, our friend, The Careless Smoker, caused no end
14
of concern. Big Nick, armed with a bullhorn, worked
frantically to clear the area and get the wreckage roped
off.
The Ford is now the property of the EAA Air Museum.
Her engines have been removed, her broken-off tail and
aft fuselage have been moved to the EAA Museum shop
in Hales Corners and the crushed cockpit has been re-
moved. The remaining wing and partial fuselage have
been turned over and now sits on the somewhat bent
main gear.
At first the Ford appeared to be a total loss, but after
a close examination - through the eyes of a homebuilder
- maybe, just maybe 01' NC8407 didn't die after all. Some
parts, several sections of corrugated aluminum and fi-
nancial help to hire one or two good sheet metal men
could snatch the old girl from the hands of the junk man
and get her airborne again.
I've already put some money where my thoughts are
... what about you?
(Dick Stouffer Photo)
Carrot-Top: " Psst! Hey, Bill - Keep looking straight
ahead and pretend you don' t notice anything . .. but I
don' t think that landing came out just right! "
Bill Chomo: " Yeah, Dorothy, just keep smiling ... keep
smiling! "
(look closely, folks!)
(Dick Stouffer Photo)
Righting the aft fuselage. Notice the relatively simple
structure . .. this is what has led EAA Headquarters to
the conclusion that the plane can be rebuilt.
(Dick Stouffer Photo)
" What! You mean I don't get zee ATR just because of
one leetle bouncy-bounce?" That's our boisterous Bel-
gian Philippe Van Pelt of the EAA Air Museum.
(Ford Tri-Motor NC-8407 [Serial 4-AT-69], a 4-AT-E,
was delivered to Pitcairn Aviation, Philadelphia in 1930.
It became the property of Eastern Air Transport when
that company was formed, absorbing the assets of Pitcairn.
Eastern owned the airplane from 1930 to 1931. Little is
known of the plane's whereabouts until it was purchased
by Pan American in 1934. The license was revoked in
January of that year by C.A.A., presumably because it
had been learned that the plane had been used by Cia
Nacional Cubana - in Cuban markings. The period 1935-
1951 is a complete blank, records-wise, but the story is
that the Ford was operated in the Dominican Republic
during this time. Rex Williams ofTollison, Arizona brought
the plane back to the States in 1951 and sold it in 1956
in Caldwell, Idaho - to Eugene O. Frank, we assume. It
eventually was purchased by Dale Glenn [Ford Tri-Motor,
Inc.] and has been Ubed as a barnstormer for the last
decade. It was a regular at Rockford and then Oshkosh
and was a familiar sight at many mid-western fly-ins each
summer. The EAA Air Museum Foundation, Inc. is now
the registered owner. As mentioned last month, a "Save
The Ford Fund" has been started. If you care to con-
tribute, you will be helping to restore and preserve a very
famous part of aviation history. A number of parts and
material have already been located and are awaiting pick-
up by our Museum staff. Please address your letters to:
Save The Ford Fund, EAA Air Museum Foundation, Box
229, Hales Corners, Wisconsin 53130.)
15
The Thaden T-2, a 1928 design fea-
turing a full cantilever wing and flaps.
By Jack Cox
In the 1920s and 1930s new aircraft were introduced
to the public at lavish aviation shows held in places like
New York, Chicago, Los Angeles and San Francisco.
One of the sensations of the 1928 Los Angeles Aero-
nautical Exposition was an all metal three or four place
high wing monoplane designed by Herb Thaden and built
by his Thaden Metal Aircraft Company of San Fran-
cisco.
Designated the T-2, Herb's machine incorporated
quite a few features which made it unique for that day.
Constructed almost entirely of duralumin, with a full
cantilever wing, fully enclosed cabin with auto-like fur-
nishing, split landing gear and flaps, the T-2 was a
harbinger of things to come in a time when open cockpit,
wood, tube and fabric biplanes dominated the American
aviation market.
The T-2 was powered by a seven cylinder Comet radi-
al that developed 150 hp at 1,800 rpm. A ground adjusta-
ble propeller with micarta blades was used, probably for
the relative ease of trying various pitches to determine
the best prop/engine/airframe combination. A rather
large plane for the horsepower, the Thaden had a span of
39 feet, a length of 25 feet and a height of 7 feet 9 inches.
Nevertheless, a top speed of 121 mph and a cruise of 90
mph was obtained, due largely to the lack of wing struts.
Landing speed with flaps down was a very low 46 mph
(55 mph without flaps), rate of climb was 800 feet per
minute and a service ceiling of 16,000 feet was claimed.
1928 was a time of few airports we would recognize as
such today, so a low landing speed was of paramount
importance - if you could get top end speeds of over
100 miles per hour to go with the low end performance,
you had accomplished something, particularly on only 150
hp.
While contemporary Curtiss Robins, Fairchild FC-2s,
Ryan Broughams, Stinsons and the like were flying
around with a layer of doped Irish linen between them
and Mother Earth, Herb Thaden was developing his
method of constructing aircraft using corrugated dura-
lumin. This was not completely new, of course. Junkers
had been building aircraft with this material for over a
decade, Bill Stout had been flying machines so constructed
since the early 20's - most notably the Ford Tri-Motor,
Hamilton was building its Metalplanes in Milwaukee, etc.,
but Herb was attempting to break into the small plane
market. Here an all metal airplane was indeed a rarity.
The thick cantilever wing of the T-2 was a multi-spar
affair - five spars of a plate girder type. The corrugated
covering material riveted to these spars acted as drag
bracing and formed a very rigid structure. Static load
testing to 19,000 pounds produced a deflection of 7 inches
at the wing tips - but no structural deformation or
popped rivets. The T-2 wing differed from Junkers and
Ford practice in that the leading edge was of smooth
metal with the corrugations fairing in smoothly several
inches back along the wing chord. .
The T-2's fl aps caused somewhat of a stir in 1928 -
they were the first 'modern" fl aps on an American pl ane
that had t he effect of changing the camber of the wing to
produce additional lift. This allowed shorter take offs
and landings with no penalty at cruise. The flaps were
actuated by a worm gear which allowed the pilot to choose
any setting up to the full travel position. The flaps oc-
cupied the entire trailing edge of the wings with the ex-
ception of the ailerons and constituted 9% of the total
lifting surface.
Two twenty gallon fuel tanks were located in the wings.
Metal cover plates allowed for inspection and removal of
the tanks, if needed. An "emergency" or reserve tank
holding ten gallons fed directly to the carburetor.
The fuselage was a monocoque structure with only
two main bulkheads - at the front and rear of the cabin.
Lighter aluminum tubes served as formers in the tailcone
with close spacing near the tail skid attach point for added
strength.
The cabin was designed to approximate the interiors
of contemporary automobiles. It was 8 feet long, 3 feet
4 inches wide and 4 feet high. Large, easily opened plate
glass windows were provided for the rear seat and a big
windshield with triangular sections extending all the way
down the side of the fusel age to the landing gear fittings
were provided for the pilot. A conventional , auto-like
door was located on the left side of the cabin, however, a
sliding glass hatch was installed over the pilot's seat for
aviator's who didn't feel like aviators unless they climbed
up, over and down into their seat! (Geez, who ever heard
of merely opening a door and WALKING to your trusty
bucket seat???) The r ear bench-type seat-for-two was
upholstered in the mohair material considered the "only
thing" in the Roaring Twenties, however, the pilot's buck-
et seat up front was appropriately spartan and the side
panels were lined with terne plate. A folding seat was
mounted to the side for a second pilot or an additional
passenger. A large baggage compartment was located
behind the rear seat.
Controls consisted of a stick and rudder pedals at
both the pilot's seat and the folding seat. The stick at the
folding seat was removable in case the passenger was a
land lubber.
The landing gear was a split type built up of heat
treated chrome molybdenum steel tubing with Gruss
shock absorbers inserted in the compression members.
Bendix wheels and brakes were standard equipment. The
tail skid was a leaf spring with a shoe of hard wearing
material.
The T-2 was one of several models developed by
Herb Thaden. Like so many others, his dreams of air-
craft production were shattered by the Stock Market
Crash of 1929 and the ensuing "Great Depression". The
T-2 was never certified and never reached production. It
was an advanced airplane for 1928 and deserved better
than fate had in store for it .. . think for a minute, how
long was it before a comparable high wing, all metal,
four place, full cantilever wing personal airplane was
finally certified and put into production in this
16
Does anything qualifY before the Cessna 190/ 195 se-
ries? ... or, if you go to such an airplane with lift pro-
ducing flaps (instead of the 195's "drag only" underwi ng
spoilers), don't you have to come all the way down to the
late 1960's and Cessna's Cardinal? This "what if' game
is one of the author's little fascinations ... how much
more advanced would 1973's lightplanes be if aircraft
such as the T-2 had made it to production and wide-
spread use?
Herb Thaden went on to a distinguished career as a
consulting engineer in aviation and into other, more
profitable ir:.dustrial fields. At the time of his death a few
years ago, he was living in High Point, North Carolina
and was operating his own firm which supplied t he fur-
niture industry with sophisticated injection molded plas-
tic components. To the end Herb Thaden was on the lead-
ing edge of new and advanced industrial concepts.
Along the way Herb Thaden had made still another
smart move . .. he married a winsome lass named Louise
McPhetridge. Even the casual aviation enthusiast instant-
ly recognizes Louise Thaden as the winner of the 1929
Transcontinental Derby and the 1936 Bendix Trophy -
in a stock Staggerwing. Throughout the 1930s she was in
the headlines, winning races, setting endurance records
and generally helping make flying glamorous. Louise re-
sides in High Point today and, as "Dub" Yarbrough,
President of the Stagger wing Club, found out first hand
not too long ago, can still make a Beech "talk" to her . ..
about 5 mph faster than anyone else!
1973 OSHKOSH AWARDS
ANll OUE
Best Monocoupe Monocoupe 90 AF(l) Willard Benedict
Grand Champion Alexander Eaglerock Reagan Ormand, Jack Brouse
N-18195 Wayland, Mich.
NC-6601 Arlington, Texas
Best Staggerwing Beech G-17 John Parish
Reserve Grand Champion Stinson SR-10G George Stubbs
N-44G Tullahoma, Tenn.
NC-21135 Indianapoli s, Ind.
Best Rearwin 9000 Sportster Ken Williams
Judges Choice Cessna C-165 Gar Williams
N-25570 Portage, Wisc.
NC-25485 Naperville, III.
Best Fa irchild Fairchild F-24R Mory Johnson
Award of Merit Fleet II Buck Hi Ibert
N-18682 Barrington, III.
NC-431K Un ion, III.
Best Waco Waco CUC-2 J. C. Weber
Chapter Cho ice: N-14625 Barrington, III.
Norcal Chapter AM Stinson SR-IOG George Stubbs Best Dart Dart GC Art Bishop
NC-21135 Indianapolis, Ind. N-31697 Norton, Ohio
Best Antique Covering with
Golden Age:
Razorback - Fleet II Bill Hazleton, Buck Hilbert
Best Biplane Curtiss Fledgling Hank Palmer
(Sponsored by Razorback NC-431K Union, III.
NC-27lY St. Petersburg, Fla.
Fabrics)
Best Monoplane Davis V-3 Di ck Gei st
Service to Antique-Classic Division Awards :
NC-867H Whitaker, Kansas
Kelly and Edna Viets Stilwell, Kansas
Category Champion Spartan C-3 Ed Wegner
Dick Wagner Lyons, Wisc.
N-705N Plymouth, Wisc.
Silver Age: CLASSIC
Best Biplane Franklin. Sport AI Kelch Grand Champion - Aeronca 7AC Doug Moore
N-13132 Mequon, Wisc.
Classic CF-JUU Orangeville, Ont., Canada
Best Monoplane Stinson Jr-S Ed Garber
Best Class I - 65 H.P. Taylorcraft BD-12D John Peck, Jr.
N-10883 Fayetteville, N. C. Lexington, Ky.
Best Open Cockpit Fairchild KR-21 Ron Nash Best Class II - Cessna 140 Dutch Brafford
N-235V South Bend, Ind. Under 150 H.P. N-89728 Lima, Ohio
Best Cabin Aeronca K Tom Trainer Best Class III - Cessna 195 Raybourne Thompson, Jr.
NC-22338 Royal Oak, Mich. Over 150 H.P. N-4477C Houston, Texas
Category Champion Ryan SCW Brad Larsen
NC-18912 Minneapolis, Minn.
Best of Type Awards:
Pre-WW II Era:
Best Open Ryan ST-M Bob Friedman
Best Aeronca Cham p N-83964 Kenneth Sherwin, West Lafayette, Ind.
N-8146 Highland Park, III. Best Aeronca Chief N-9763E Conrad Shields, Marion, Ind.
Best Cabi n Hartman-Welch T. Johnson Best Beechcraft Twi n N-4477 Joseph Ciabattoni, Elmwood Park, III.
NC-33500 Belview, Minn. Best Bellanca N-86931 John White, Albert Lea, Minn.
Category Champion Stinson lOA Cliff Anderson Best Cessna 120/140 N-2486V (140) Lester Zehr, Ft. Wayne, Ind.
NC-4110A Bloomington, Minn. Best Cessna 170 N-3134B Avory Gauger, Phoenix, Ariz.
Best Cessna 190/195 N-117W (195) Donald Heath, Grayslake, III.
WW II Era:
Best Commonwealth N-73801 Douglas Kenyon, Warren, Ohio
Best Bi plane Stearman PT-27 Richard Hanson
Best Ercoupe N-2969H Kelly Viets, Stilwell, Ks.
N-59448 Batavia, III.
Best Funk N-1654N Orlo Maxfield, Dearborn, Mich.
Best Monoplane Interstate L-6 Peter Doyle
Best Johnson Rocket N-90204 O. R. Fairbain, Huntsville, Ala.
N-60458 Syracuse, N. Y.
Best Mooney Mite N-4160 Frank Poplawski , Ennis, Texas
Best Open Cockpit Navy N3N Tom Ehlers
Best Meyers N-34360 E. R. Broyles, Tullahoma, Tenn.
N-12063 St. Charles, Mo.
Best Navion N-437M Richard Matt, McHenry, III.
Best Cabin Howard DGA-15P John Turgyan
Best Piper Cub NC-42621 David Hamilton, Anderson, Ind.
N-95462 Trenton, N. J.
Best Piper (all other) N-5834H Bi II Schmidt, Wichita, Ks.
Category Champion DeHavi lIand Ti ger Moth J. P. Jordan, K. G.
Best Stinson N-9562K Ellis H. Clark, Caton Rapids, Mi ch.
NC-39DH Hofschneider, Clark, N. J.
Best Swift N-80905 Charlie Hoover, St. Paul , Minn.
Best of Type Awa rd: Best T aylorcraft N-44204 Gene Townsend, Decatur, III.
Best Antique Replica Great Lakes Bill Duncan Best Aeronca Sedan N-1482H Arthur Hill, Cincinnati , Ohio
NC-6669 Spokane, Wash. Best Beech Bonanza N-3150V Barry Sanders, Knoxville, Tenn.
Best Canadian Antique Miles Hawk John MacGillivray Best Luscombe Series 8 N-1280B Harman Dickerson, St. Louis, Mo.
CF-NXT C.F.B., Ontario, Canada Best Luscombe Series II N-1689B Joseph Johnson, Bedford, Texas
Most Unusual Antique Heath Parasol Bob Burge
Special Award:
N-752Y Sylvania. Ohio
Anderson Greenwood N3903K
Best Transport Vultee V-1A Harold Johnston
Howard Ebersole, Mississi ppi State University
N-16099 Pueblo, Colorado
17
WHATEVER HAPPENEDTO THE
INVINCIBLE CENTER-WING?
This month's "Whatever Happened To ...?" is sent along by Dave Jameson ofOshkosh. The In-
vincible Center-Wingwas builtby theInvincible Metal FurnitureCompany ofManitowoc, Wisconsin,
makerstothisdayofa fine lineoffile cabinets,desks,etc. SomeyearsagoDavecontactedthecompany
to see what had happened to X631 and was told that no records exist in Invincible's files today that
give a clue as to the final disposition ofthe prototype. They did send the 1929 brochure we have re-
producedhere.
Can any ofyou shed any light on this mystery-of-the-month? All we know about this interesting
airplaneisprintedinthebrochurebelow.
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AROUND THE ANTIQUE/CLASSIC WORLD
"MYSTERY" PLANE
NO MYSTERY
Finally, one of our eagle-eyed members has solved
one of our "Mystery" plane capers. Herb Harkcom's
letter is self-explanatory...don't miss his reference
atthe end ofthe letter on his latest project, a Curtiss-
Wright Speedwing. This one will have the tongues of
you biplanefans hangingouta mile!
DearJack:
Your "Mystery" aircraft in the June issue ofThe
Vintage Airplane is nomysterytome.
A close examination with a magnifying glass will
show that it is an Eaglerock which someone rebuilt
with a canopy in an effort to make a closed cockpit
job.
The landinggearis definitely Eaglerock as to the
best ofmy knowledge no other airplane had a gear
likeit.ThefuselageandenginemountarealsoEagle-
rockaswellastheverticalfin.Thewood enginebear-
ers have no doubt rotted away or were removed but
themountingsarestillplainlyvisible.
From the picture it is hard to tell whatengine it
hadbutitmusthave beeneitheranOX-5 or a Hisso
judgingfrom themount.
I ammakingslow progresson theC-W Speedwing
as we were on vacation for a month and then when
we returned I hadtwo trips to Sydney plus four days
in school which kept me busy for another month.
However I havethe wings andtailfeathers readyfor
coverandamworking ont he fuselage now.
I won't be able to make Oshkosh this yeardue to
work schedulebutI will be thereinspirit.
Yours,
HerbHarkcom
Buzzard'sRoost Airport
Rt.l
Inola, Okla. 74036
The "Mystery Plane" in the June issue that HerbHar-
com has identified. Compare it with the pictures of the
Alexander Eaglerock on the cover and in Bill Hodges
article.
...



CO AERONCA C-3 WANTS - James P. Wood,
3415 W. 80th St ., Inglewood, California
90305 is restori ng an Aeronca C-3 Master
and needs drawings for the wood ailerons
used on the British version of the plane.
His metal ailerons are beat. Mr. Wood also
owns Aeronca K NC-19339 which has been
down since November of 1972 for engine
overhaul.
(PhotoCourtesyMikeGrissom)
Mike Grissom, Rt. 3, Box 441, Henderson, N. C. 27536
gets in a little stick time in his 1940 Porterfield LP-65
he is in the process of restoring . The Porterfi eld has
been stored for 27 years and has only 420 hours total
time.
CALENDAR OF EVENTS
SEPTEMBER 28-30 - GASTONIA, NORTH CAROLINA - Gastonia
Municipal Airport. Carolinas-Virginia Chapter 395 Annual Fall
Fly-In. Contact Morton Lester , P. O. Box 3745, Mart insville Va.
24112. '
SEPTEMBER 28-30 - GASTONIA, NORTH CAROLINA - National
Waco Club Fly-In in conjunction to Carolinas-Virginia Fall Fly-In
(SEE ABOVE). Contact National Waco Club.
SEPTEMBER 28-30 - GALESBURG, ILLINOIS - 2nd National Stear-
man Fly-In. Contact Jim Leahy, 445 N. Whitesboro Galesboro il_
linOis 61401 or Tom Lowe, 823 Kingston Lane, C;ystal Lake,'illi-
nois 60014,
OCTOBER 13-14 - TAHLEQUAH, OKLAHOMA - 15th Annual TULSA
Fly-In to be held this year at Tahlequah, Oklahoma (50 Miles ESE
of Tul sa). Cookout on Friday ni ght for early arrivals. Sponsored by
AAA Chapter 2, EAA Chapter 10 and EANI AC Chapter 10, all of
Tulsa. Contact Doug Philpott (918-936-9418) or Ray Thompson
(918-622-3492).
JULY 28 - AUGUST 3 - OSHKOSH, WISCONSIN - 22nd Annual EAA
International Fly-In Convention. Largest and best Antique and Clas-
SIC gathering anywhere. Make your plans and reservations early.
19

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