IN THE MIDDLE OF IT ALL

ByE. E. "Buck"Hilbert,President
EAAAntique-ClassicDivision
These past several weeks have been the busiest I can remember. Also the most fulfilling.
Oshkosh, my first experience at being on the inside looking out, all but drained me of incen-
tive and ambition. It was a lot of work. It also was a revelation. I have never been so busy, nor
met so many people. I was so enamored and enmeshed with people I hardly had time to look
at the airplanes. It was the greatest experience I've ever had.
After Oshkosh, the family and I drove through the Ozarks and eventually wound up down
Tulsa way. More people and an airpla1le I have been waiting for, my Aeronca C-3 "Collegi-
ate" that I've had around as a project fo1' the past seven years. It's laughable now, but when
I got home from OSH there was a letter here with pictures of that C-3 flying! What better
reason to DRIVE to Oklahoma?
The Antique Airplane Association annual bash was next and again I was completely sub-
merged in people and airplanes. This time though, just enjoying the good fellowship and the
airplanes. I was there as a private citizen and enjoyed myself tremendously. Our Oshkosh
Grand Champion Antique, the OrmandlBrouse/Boren Alexander Eaglerock, was also award-
ed the Grand Champ Trophy at the AAA meet. It is a good thing those guys brought a chase
plane along - to carryall that silverware back to Texas.
Our membership list is well on the way to a thousand numbers. I expect this to increase
accordingly over the next year. This will be a big year and much will be accomplished. I ex-
pect to see more cooperation with the other Divisions of EAA with jointly conducted fly-ins,
guest editorials and the like, and we'll all grow because of it.
Our facilities at Oshkosh will be improved and we'll centralize our area and activities
there, in our own building. Plans are also to use Ollie's Woods to better advantage for a cou-
ple days next year. The forums will be enlarged in scope so that all the type clubs can partic-
ipate and the antiquers too. I would also like to see a designee program among the Antique
and Classic group. It's getting to the point where there are very few "stick and rag" men
left. Maybe we can utilize their talents to teach us how to keep these old airplanes alive.
Most of all though, I want to thank each and every member for their patience and under-
standing and their help through the past few weeks. Just keep on being yourselves, and shar-
ing the enjoyment of your airplanes with all of us. Sell aviation everywhere you go. Let's
make this thing grow, together!
2
VOLUME 1 - NUMBER 10 SEPTEMBER 1973
TABLE OF CONTENTS
Classic Grand Champion ... Bill Hodges. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 4
Oshkosh Fly-In Coverage - Continued . . .. . . .. . . . . . . . . . . . . . . . . . . .. . ... . . . . . ... . . . . . . .. . . . . . . 6
Crosley Moonbeams .. . John Carter ...... . ..................... . ........ . ... . ...... .... .... . 10
Staggerwing Fly-In . . . . . . . . . .... .... ...... ... . ... .. . . .. . . ... . ....... . ... . ........ . .... . ...... 12
Aeronca See What? .. Buck Hilbert ..................................................... . . . 14
Around the Antique/Classic World ....... . .... ... . . .... . . ...... . .. ...... . ..... . .............. 18
ON THE COVER ... Doug Moore' s Classic
Grand Champion Aeronca Champ.
Photo by Lee Fray
BACK COVER ... Cabin of Dr. Ed Garber ' s
Stinson Jr. S.
Photo by Ted Kosto n
HOW TO JOIN THE ANTIQUE-CLASSIC DIVISION
Membership in the EAA Antique-Classic Division 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-
gership correspondence should be addressed to: EAA, Box 229, Hales Corners, Wisconsin 53130.
EDITORIAL STAFF
Publisher - Paul H. Poberezny
Assistant Ed itor - Gene Chase
Ed itor - Jack Cox
Assistant Editor - Golda Cox
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. 61102
DIVISION EXECUTIVE SECRETARY
DOROTHY CHASE, EAA HEADQUARTERS
33303
Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc., Box 229,
Hales Corners, Wisconsin 53130
Copyright 1973 Antique Classic Aircraft, Inc. All Rights Reserved .
3
GRAND CHA PIO
By Bill Hodges
What? What's that you say? A "Champ"? An
Aeronca "Champ''? The Grand Champion Classic?
Well, itmustbe somethingprettyspecial!
Doug and Lois Moore ofOrangeville, Ontario, Cana-
da think so, and so did the Classic Judges atthe EAA's
1973 21st Annual Convention held at Oshkosh, Wiscon-
sin. To be picked numberone outof406 classics attend-
ing, well ,thatis somethingprettyspecial.
CF-JUU startedoutlife as a 1946 7AC,Serial Num-
ber 5466, but was later converted to 7CCM standards:
Continental C-90-12 ona shortenginemount, removal of
thenose fuel tankandinstallationoftwo 13 gallonwing
fuel tanks, No-Bounce landing gear and the addition of
thelargerdorsal fin.
Doug and Lois bought their red and black beauty
threeyearsagofor$1,000.00fromafriend,HarryFletcher.
The plane was flyable but they felt it needed to be
restored to better condition. Another friend, Max Say,
helped them with the restoration, which took about two
andone halfyears.
Dougwasbittenbytheflyingbugattheageof 4, when
he attended an air show in Minot, North Dakota, just
across the border from his home town of Gainsboro,
Saskatchewan, Canada. Doug learned to fly in 1949 on
Champs, Taylorcraft BD-12D's and a Stinson 105, in
Winnipeg,Manitoba.
Doug went on to instruct on DeHavilland DH-82C
"Tiger Moths" for the Brandon Flying Club in Brandon,
Manitoba. He also flew "Champ's" on power line patrol
and itwas for this reason that he chose a "Champ" for
his personal plane. In 1952 Doug went to work, flying
for AirCanada,and today heis a Captainon theirLock-
heedL-1011"TriStar".Louis,Doug'swife,isa stewardess
withAirCanada.
Doug, EAA49700, alongwithLois, is a staunchEAA
supporter, and is currently building a Pitts "Special".
He is lAC member number 679 and Antique-Classic
member number 234. Our heartiest congratulations to
Doug and Lois on their 1973 Grand Champion Classic!
AERONCA 7CCM "CHAMPION" SPECIFICATIONS
Engine ........................ Continental C-90-8FJ
Wing Span ....... ......... .............. 35 ft . 2 in.
Length .......... ........................ 21 ft. 6 in.
Height.................................... 7 ft. 0 in.
Weight (empty) .............................890 Ibs.
Weight (gross) ............................. 1450 Ibs.
Fuel Capacity ............................. 18.5 gals.
Maximum Speed ........................... 105 mph
Cruise Speed ................................ 95 mph
Stall Speed.................................. 40 mph
Rate of Climb....................... 900 ft . per min.
Range............................. 351 Statute Miles
Price FAF ................................. $2,545.00
(Photo by Jack Cox)
Doug Moore of Orangeville, Ontario and his 1946 Aeron-
ca Champion . .. an appropriate name since the beauti-
ful machine was voted the 1973 Classic. Grand Champion
at Oshkosh.
4
CLASSIC
(Photo by Jack Cox)
CF-JUU started life as a 1946 Aeronca 7AC Champion,
but since has been updated to a 7CCM with the instal-
lation of a Continental C-90, dorsal fin, 13 gallon wing
tanks and a lush interior. The ai rcraft is all red with a
black stripe. The finish is tremendous . . . a beautiful
airplane by any standard .
5



(Ted Kaston Photo)
Three Cessna UC-78s were on t he show line at Oshkosh.
This one is N-51760, owned by J. R. Boyer of Lebanon,
New Jersey. Everyone knows the UC-78 was popularly
known as the " Bamboo Bomber" - how many of you
remember another of its nicknames, " Jane Russell J-3" ?
(Jack Scholler Photo)
Want to learn how to weld up that fuselage - Oshkosh
is the place. Cutting , fitting and welding of steel tube
went on all day, every day in the Welding Workshop.
6
(Ted Kaston Photo)
Teenager Mike Murphy of Oak Lawn, Illinois had this
full scale replica of a 1912 Bellanca on display in a not-
quite-complete condition. It is now flying and appeared
at the Joliet , III inois Air Show recently. Power is from
an engine you don' t see often today, a Continental A-50.
(Dick Stouffer Photo)
One of the big attractions at Oshkosh is the workshop
program. Almost all the major companies involved with
aircraft fabric covering are on hand to demonstrate and
teach the use of their products - cotton and the syn-
thetics. This is a Monocoupe 90A wing - illustrati ng
the point that these Skills are required for homebuilders
and vintage aircraft enthusiasts alike.
(Ted Kost on Phot o)
Best Classic Stinson - Ellis Clark' s N-
9562K from Caton Rapids, Michigan.
(Ted Koston Photo)
The 330 hp Jacobs " F" series Staggerwing is being re-
stored today as never before. This fine example was
flown in by M. Meltzer and J. Fuller of Cleveland Heights,
Ohio.
(Ted Kost on Phot o)
Best Luscombe, Series II owned by
Joseph Johnson of Bedford , Texas.
(Ted Kost on Phot o)
Best World War II Era Open Cockpit - owned
by Dr. Tom Ehlers of St. Charles, Missouri.
7
(Photo by Lee Fray)
The " Most Unusual Antique" trophy went to Bob Burge
of Sylvania, Ohio for his Henderson powered Heath
Parasol.
(Dick Stouffer Photo)
World War II Era Category Champion, a beautiful Oe-
Havilland Tiger Moth (NC-390H) flown to Oshkosh by
J. P. Jordan and K. G. Hofschneider of Clark, N. J.
(Ted Koston Photo)
Special Classic Award - Anderson Greenwood AG-14
N-3903K owned by Mississippi State University and
flown in by Howard Ebersole of the Raspet Flight Cen-
ter there. This machine has been used for various ex-
perimental purposes, including ducted props, but is now
again in a stock configuration.
(Dick Stouffer Photo)
Roy Jensen of Las Vegas, Nevad-
a zooms out in his Cessna 170.
8
(Ted Koston Phot o)
(Dick St ouffer Photo)
Best Silver Age Monoplane, Dr. Ed Garber' s Stin-
Arch Young of N. Redington Beach, Florida
son Jr. S - from Fayetteville, North Carolina.
about to pour the coal to his E-75 Stearman.
(Oshkosh Daily Northwestern Phot o)
Some of the old airplanes are still earning their way.
Walt and Sandi Pierce are regulars on the evening air
show programs in (and in Sandi ' s case, ON) their highly
modified Stearman.
(Ted Koston Photo)
Going to Oshkosh means getting a chance to see the
resident antique champion of champions, Dave Jame-
son' s reincarnation of Wiley Post's Winnie Mae. Obvi-
ously aware a camera is pointed at them are Morton
Lester , left , Dave Jameson, center and President Buck
Hilbert .
9
THE CROSLEY MOONBEAMS
By John Carter (EAA 41061 , AIC 180)
1403 2nd Ave. East
Bradenton, Florida 33505
(Photos Courtesy of the Author)
CROSLEY MAKES PLANES - FIRST OF TWO SHIPS
FINISHED, RADIO PRODUCER REVEALS; FAC-
TORY SITE IS SOUGHT -
"Moonbeam" To Be Given Test Flight Tuesday
At Lunken.
Rumors that Powell Crosley, Jr., president of the
Crosley Radio Corporation, has entered the aircraft in-
dustry were confirmed Monday when he announced com-
plete details of two airplanes, one of which is already
completed.
The first plane is a monoplane with a 40 foot wing-
spread, powered by a Warner Scarab 110 horsepower
motor. It is an open plane, 25 feet 9 inches long, for
two passengers and pilot. The plane will be test flown
Tuesday at Lunken Airport at 4 P.M. It will then be
christened the "Moonbeam".
Alfred Marks, real estate dealer and aviation enthusi-
ast, is interested with Crosley in the new venture.
A cabin monoplane for four persons, including the
pilot, will be completed within a month, Crosley said.
Both ships will have dual controls.
Built in Northside
At present the planes are being constructed in a build-
ing at Blue Rock and Turrell Streets. The first plane was
assembled in the Metal Aircraft Factory at Lunken Air-
port.
The designer of the Crosley plane is Professor Edward
A. Stalker, head of the aeronautical department at the
University of Michigan. Hurbert P. Junkin is in charge of
manufacturing the planes.
Crosley said several factory sites are being considered
as a location for building his planes. Construction of a
plant will start in several weeks. Production later will be
started on the cabin and open monoplanes. Crosley said
that the open monoplane will sell for about $5,500.
"The aircraft venture is one of mine personally and
primarily," Crosley said. The Crosley Radio Corporation
will not be connected with it, he stated.
Wing Structure Different
An engineering department may be established in
connection with the new factory for development of air-
plane motors. The wing construction of the Crosley plane
is different from that of most planes, Marks said. The '
leading edge of the wing will be metal, the center section
plywood and the trailing edge of fabric. The ship will be
of the overhead or parasol wing design. Most of the skele-
ton construction will be of metal.
The cabin monoplane will be powered by the Wright
J-6 motor.
The plane will not embody any radical changes of con-
struction but will be the best in design of this type of ship,
Crosley said he believed.
Crosley said a smaller ship might be designed for larg-
er production later. He said the company would attempt
to produce a quantity of modern type planes.
The name "Moonbeam" was suggested by Mrs . T.
Higbee Embry.
The above is copied from a column which appeared in
a Cincinnati paper in the spring of 1929.
These dreams of prosperity were short lived and no
production was undertaken.
Here is what I know about these fine birds.
The parasol was first flown on April 29, 1929. It was
flown for quite some time during the early 1930's and has
disappeared. It is known that it was at the 1929 Cleve-
land Air Races.
The second ship was the cabin. It was flown for the
first time on August 9, 1929. As an economy measure the
cabin was fitted with duplicate wings, tail unit, landing
gear and engine mount as fitted to the parasol. Very little
, is known of its history other than it was a nice flying ship
and that it was flown in the 1930 Ohio Air Tour.
In late 1928 Harold D. Hoekstra was hired as a de-
sign specialist. The other two Crosley designs are to his
credit, also.
The next aircraft was a small tandem open biplane,
two of which were built. This is the design I am most
familiar with.
The biplanes are comparable in size to the Waco RNF.
The unique features of the sister ships are the square
tube longerons and corrugated aluminum ailerons. Power
was supplied by a four cylinder inline inverted 90 hp unit
of Crosley design. At one time the second biplane was
tested with the 110 Warner Scarab. If this was only a
ground test or if flying was included I have no knowledge
to clarify one way or the other. I will appreciate any help
any reader can give on this matter.
The fifth and last aircraft was a single place high wing
similar to the Aeronca K in size. It was powered by an
ABC Scorpion of 38 hp. Very little is known of this ship
other than it's overhead stick control which operated in
the conventional manner. I do have a copy of a letter con-
cerning the ship which I will reproduce later.
Of the two biplanes there is only the second with a
known history.
Only the first flight of the first is known. It took place
in the fall of 1929. The exact date is not known to me. The
second aircraft was flown on December 8 of the same
year.
In May 1930 tests with spoilers as lateral control de-
vices were conducted using NX-147N. They also proved
effective in recovering from six turn spins. One of the
early pilots privileged to fly this aircraft was Clarence
Chamberlin. He put the ship through an excellent aero-
batic display for the enjoyment of the Crosley workers.
From the time it was finished with its test period until
she came to Kentucky there is a blank spot where no
records were obtainable.
The "Moonbeam" was owned by John Richardson of,
Nicholasville, Kentucky from October 1939 until October
1958. The aircraft was flown by Mr. Richardson until
12-7 -41. At this time the engine was removed and the
ship placed in storage for "The Duration". The "duration"
lasted until the ship was purchased by James Goodrich
of Frankfort, Kentucky in 1958. Jim flew the "Moon-
beam" until it was purchased by David M. Trapp of Lex-
ington, Kentucky on April 4, 1965.
Jim placed approximately 200 hours on the airframe,
the first 75 being with the Crosley engine. A Menasco
Super Pirate is the replacement.
In his correspondence with me, Jim mentioned the
oleo gear made landings a dream. The Waco type brake,
where the throttle was pulled toward the center of the
cockpit making the rudder pedals become the braking
surfaces was simple to learn. Jim changed the mechani-
cal mechanism to hydraulic using PT-19 hub and ex-
pander tubes, with Scott. (Piper) units.
David Trapp purchased the ship after a run-in with a
Bensen. Dave completely rebuilt the ship and placed
10
several enjoyable hours on the little biplane. The high-
light of this period came in 1968 when Harold Hoekstra
had the opportunity to fly in an open cockpit once more.
The Moonbeam's next owner was Ernest H. Moser of
St. Augustine, Florida. Very little time was placed on the
ship for the next two years.
David D. Allyn of Sarasota caught Ernie in a low mo-
ment and purchased the aircraft in April 1972 to be part
of his proposed museum. These plans fell through. How-
ever, since all of the museum equipment is paid for,
everYthing went with Dave when he moved to Santa Fe
in June.
I was the historian. A letter seeking background ma-
terial of our aircraft appeared in the March 1973 SPORT
AVIATION.
I have not heard from Dave since the move, so I can-
not state that he is still the ship's owner.
As mentioned above the only item I have on the fifth
aircraft is a copy of a letter which I shall reproduce at
this point. The copy was received from Harold D. Hoek-
stra who also designed the biplane.
Mr. Lew Townsend, Executive Editor
AOPA
P. O. Box 5800
Washington, D. C. 20014
Dear Mr. Townsend:
Pete Bowers' always interesting articles, this time on
confusing Control systems (Pilot Feb. '73), reminded me
of another example.
Early in 1930 near Cincinnati, Ohio, sometime after
we completed the Crosley "Moonbeam" biplane and other
aircraft, our boss, Powell Crosley, Jr., the radio man, re-
quested that we produce a minimum cost single place air-
plane. This we did in 35 days from request to first flight
including structual analysis, perhaps a world's record. It
was a high wing, strut-braced monoplane with a 38 hp
ABC Scorpion engine. The wings could be folded - volun-
tary, that is - and with hand holds at the tips the aircraft
could be "wheel barrowed" into a garage size shelter.
For simplicity I designed an overhead stick control
which did not require disconnecting the aileron control
when folding wings. The hand hold was in the usual posi-
tion, the motion was conventional, the stick was merely
hinged at the ceiling instead of the floor. Overhead
wheel controls had been used, particularly in flying
boats, but this might have been the first overhead stick.
Soon after our first flight, Crosley brought out B illy Brock,
a 1927 trans-Atlantic flyer, to wring it out. Soon after
take off the left wing dropped a little, then a lot, almost
scraping the ground. The airplane then straightened up
and all went smoothly the rest of the test.
To me the interesting point is despite all of Brocks'
experience and skill, the stick hanging down became a
visual image of a lever, momentarily overpowering his
normal flight reactions.
Just an early example of design-induced pilot error.
Sincerely,
Harold Hoekstra, Consultant
It is known that two of the Crosley's were destroyed
by fire. Two have disappeared and the disposition of the
fifth ship is unknown to me.
Question: Which aircraft were destroyed? Where are
the remaining two? Unless sold recently, NX-147N,
the only remaining "Moonbeam", is in Santa Fe. Are two
hidden in barns or were they destroyed also?
Any and all help in concerning the disposition of the
unknown's will be greatly appreciated.
Does anyone have spare photos of the parasol, cabin,
the biplanes, and the high wing I could borrow or locate
for my file on Crosley?
THE CROSLEY "MOONBEAMS"
Serial Registered Type First Flight
1 X-642E Parasol 3 pl /ld . 4-29-29
2 X-10M Cabin 4 pl /ld . 8-9-29
3 X-146N Biplane 2 pl /I.t. ?-?-29
4 X-147N Bi plane 2 pl /I.t. 12-8-29
5 X-9679 High Wing 1 pl /l d. 5-28-30
Serial's 1 and 2 had the same wing, landing gear, tail
unit, engine mount and various components that were
interchangeable.
Serials 3 and 4 were sister ships.
The Crosley biplane with the inverted 4 cylinder 90 hp
Crosley engine. Test pilot Russ Wiesta is in the rear cock-
pit and designer Harold Hoekstra is in front. Note the
gosport helmet being worn by Hoekstra.
The third Crosley aircraft, a small biplane. The plane
was normally equipped with an inverted 4 cylinder en-
gine of Crosley design. Here the biplane is fitted with a
110 Warner. Herb Junkin, Shop Superintendent , is in
the cockpit and Harold D. Hoekstra, the designer, stands
alongside.
The first Crosley Moonbeam, a parasol with a 110 hp
Warner. It is shown here with Jiggs Huffman in the cock-
pit. The airplane appeared at the 1929 Cleveland Air
Races.
11
STAGGERWING FLY-IN
(Ted Kast on Phot o)
Better late than never, we present some shots of the
annual Staggerwing Fly-In held at Tullahoma, Tennessee
over the storm ravaged Memorial Day weekend this past
May.
Hosted by John Parish and Staggerwing Club Presi-
dent Dub Yarbrough the weekend started offin great form
- 24 of Beech's finest flew in and everyone had a great
time attending panel discussions on the care and feeding
of Staggerwings, buddy riding and, as always at such af-
fairs, lots of just plain visiting with aviation friends one
gets to see only two or three times a year.
On Saturday evening a banjo pickin' hoedown and
cocktail party gave "flat-landers" a chance to see - and
experience - how the folks down home get their enjoys.
This was followed by steaks and the very special speaker
of the evening, Louise Thaden.
It was Louise and her co-pilot Blanche Noyes who
flew a Staggerwing to its pinnacle of success - Floyd
Bennett Field in New York City to Los Angeles' Mines
Field in 14 hours 55 minutes and 1 second . .. to win
the 1936 Bendix Transcontinental Speed Dash. Need-
less to say, her remarks were received with rapt attention
and rewarded by a standing ovation at the conclusion.
Earlier in the day Louise had arrived in Nashville by
air lines and was met by Dub Yarbrough. They headed
for Tullahoma in "Big Red" and were joined by four other
Staggerwings who escorted them in . .. a grand entrance
for a great lady!
Sunday was a rude awakening for most of the pilots
. . . a phone call at 5:00 A.M. to warn of the approach of
severe weather and a "suggestion" that they hot-foot it
to the airport to get their birds in a hangar. Most had done
so by the time the storms hit and no damage was sus-
tained during the day-long deluge - 6 inches in 3 hours!
Dub Yarbrough, Lannon Mfg. Co. , Box 500, Tulla-
homa, Tennessee 37388 was re-elected Club President
and the 1974 Staggerwing Fly-In will be held June 13-16
at Tullahoma.
Our thanks to Charlie Morman of Atlanta for sending
along photos of the Staggerwing Fly-In.
12
Possibly the most famous of the present day fleet of
Staggerwings, " Big Red " owned by John Pa.rish of Tul-
lahoma.
(Charli e Morman Photo)
Bill Schultz of Madison, North Carolina is proud of
his Staggerwing - and wants the world to know it .
(Charlie Morman Photo)
Notice the wingwalkers and the
message painted on the taxiway.
(Charlie Morman Photo)
A Lear and a T-6 want to get in on the fun.
(Charlie Morman Photo)
STAGGERWINGS!
(Charli e Morman Photo)
Louise Thaden, winner of the 1936 Bendix.
Left , Dub Yarbrough, and , right , George York:
13
AERONCASEE WHAT?
By E. E. "Buck" Hilbert
The story begins with a kid working at the local air-
port way back in 1940. I saw one then, when I was a line
boy at the old Elmhurst Airport outside Chicago. It was
an Aeronca C-3 Collegiate, transient, on the way through
to Michigan and someplace, with about the sportiest
lookin' guy you ever did see flyin' it. I think the clothes
make the man, and this was really a sporty guy - dapper
little mustache, pulling on a pipe, golf knickers and real
sporty two-tone shoes. The airplane didn't create as much
attention as he did, for most, but I was more interested
in the airplane.
A classic study in ugliness, so ugly it was beautiful.
I just couldn't get over it. All the wires and pot belly, a
two cylinder engine to drag it along - why, the simplicity
of its construction made it look as though anyone could
fly it. Maybe even I could fly it. I was completely en-
amored by this seemingly simple little bug. The VW of
airplanes in its day.
More than thirty years would pass before I would
actually fly one, and then it ain't as easy to fly as one
would suspect, but that's getting ahead of the story.
Serious efforts to find a C-3 began about nine years
ago. Erv Eshelman was president of the Aeronca Club at
that time. I began searching the records, asking ques-
tions, writing letters and looking everywhere, to no avail.
George York was elected club president a couple years
later, and it was he who came up with a list of Aeroncas,
owners and the present status of the machines. I guess
I wrote twenty letters and made thirty phone calls and
then one turned up almost in my back yard. Gene Ba3tian
at Hinkley, Illinois had a project razorback he hadn't
touched si nce he'd started on his Volmer Amphibian.
He didn't want to part with it, but I cajoled and bugged
the poor guy 'til he finally consented to sell it to me just
to get me out of his hair. After I'd made the deal I got
my first good look at the mess I'd acquired.
About the time I was deepest in thoughts as to why I
ever wanted something like this, Gene said don' t forget
the engine, it's under the work bench there in that basket.
It was, too ... all disassembled and a REAL basket case!
I piled all the loose stuff in the truck, pulled the fuselage
up on the trailer, and tied what was left of the wings on
the roof of the carry-all and home we went through a
driving snow storm. I was really worried the moisture
from the snow would hurt my wings 'cause they were un-
covered. I need not have been the least concerned -
they weren't worth repairing, but I had hopes anyway.
Once home with the pieces, the time had come for a
complete inventory of what I had and didn't have. The
fuselage was relatively complete, standing on the gear
with tires and skid intact. One of the previous owners,
Mr. Bill Rasor, Garden City, Michigan, had done pretty
well on this. It was covered with linen and painted through
white with red trim. There were floorboards, seats, in-
struments, controls, and gas tank installed, and it looked
real good. The engine was another matter. It was all
there, but subsequent "miking" and probing turned up
two usable cylinders with pistons and rings - the rest
worn beyond recall.
The wings, now, were a different matter. I discovered
later through correspondence with the man who resur-
rected the machine that they had been in a chicken house
for fifteen years or more with the chickens roosting on
them. Now you take a little chicken dirt and rub it into
the aluminum alloy of forty years ago, and presto! just a
fine powdery substance instead of fittings. The ailerons
were the same way. I opened one up and the inside was
so corroded as to be unusable.
The old fiber gussets used to construct the ribs had
lost all intent of purpose and the ribs were mostly ready
to fall apart at first touch. The Casein glue had long passed
its useful life. I looked at those bird dirtied-rusted drag
and anti drag piano wires, the corroded fittings ... and
I was overwhelmed. I knew I'd have to have new or dif-
ferent wings, and so started a long, long search.
I went backwards. I called Gene Bastian and asked if
he could supply a lead for wings. He referred me to Bill
Rasor . Bill referred me to Les Steen in Okemos, Michigan.
Nothin! I started on George York, from there to Erv
Eshelman; that led me to Tom Trainor of Royal Oak,
Michigan, who referred me to Joel Qualls in Phoenix.
Joel was a tremendous source of information and help,
but still no wings. Finally, Bob Rust of Fayetteville,
Georgia, came into the picture, and he referred me to
Dr. Ed Garber of Fayetteville, N. C. who had recently
purchased a set of wings from him, and we'll pause here
for a li ttle side story.
There was much correspondence going on at this point.
No, I am not married to a suspicious woman, but while I
was away on a two day trip this letter shows up with "Dr.
E. C. Garber and Associates, Obstetrics and Gynecology"
as the return address on it. I won't say there was tension
in the air when I came home, because you know darned
well there was. Try explaining to your wife some time
how come you got a letter from a Gynecologist without
diggin' yourself into a real hole. I finally figured a way
out. I confessed that we were collaborating on the birth of
an airplane and trying to figger out a way of artificial i n-
semination. That didn't get a laugh then, either ...
Well, Dr. Garber had had the misfortune to have his
C-3 clobbered in a forced landing and had purchased
a set of wings, probably the only set in the USA, from
Bob Rust. He had a left wing, intact, with a suspected
crack in the front spar, and many pieces of right wing and
some odd wires and stuff. Frank Lang and I drove down
and picked up all the leftovers he had, including the set
of ailerons that are on the airplane today. This was a won-
derful trip. On one side swing to Wings and Wheels in
Santee, S. C. we met Jack and Golda Cox and began a
friendship that I hope continues on for many, many more
years.
One humorous incident took place during this trip.
Heavily loaded with parts inside, and two wings, wires
and some spars lashed to the roof of the carry-all, we
were finally homeward bound. Way up ahead on the In-
terstate we could see what looked like an airplane going
backwards behind a station wagon. We speeded up and
eventually caught the guy. He had the fuselage of a Cess-
na 150 minus firewall forward, wings and tail feathers
jammed into the rear of his station wagon. We flagged
him down.
While in the process of having a very animated air-
plane conversation with this fella, up charges a breath-
less Virginia State Trooper who excitedly wanted to know
if anyone was hurt in the airplane accident. We dutifully
maintained a straight face while we explained to him that
"these were just pieces and a collection of parts and not a
real airplane that had crashed into my carry-all and this
fella's wagon". Much relieved to know this, he then pro-
14
ceeded tell us to move it along 'cause we were caus.ing
a back-up. It was true. There were motOrIsts
creeping by at five miles per hour o.gling the wreck.age of
the "airplane crash". Frank and I stIll talk about thIS one,
and the "fuss" we created.
Back home we discovered the fracture of the front
spar was for real and that the wing, although in near pe:-
fect condition, would be good as a pattern only. ThIS
wing served us well over the next couple years.. Itw ~
the pattern for several wings manufactured dUrIng thIS
time and had we not had it available for reference, I
doubt that the wing drawings would have been sufficient
to really visualize how to do it. It's still intact, by the
way, and available for reference if the need be.
The search hadn't ended yet, however, and I made the
acquaintance of several more interesting people in the
next few months. Del Denly of Osceola, Iowa had a C-3
(later sold) and through him I met Larry Farnham of the
GADO at Des Moines, Iowa. One of them referred me
to Norm Raby up in Washington state, and he, too,
had much helpful information, but still no wings. I was
resigned to the fact , now, that I'd have to build them,
when the heavens opened and sent me David Warren of
Collinsville, Oklahoma.
Someone had told me about David, I don' t know who,
and it was then, that I called him. "Sure!", he said, he'd
build me the wings. So about three days later Curt Tay-
lor and I rolled into his backyard at Airman Acres with
all the C-3 wing stuff I had on hand: the complete pat-
tern wing the two original junk wings, several extra spars,
hardware: turnbuckles, piano wires and wing drawings.
David gave us the twenty-five cent tour of Airman Acres
and after John De Marie gave us a Bonanza flying tour of
the Tulsa area we left for home secure in the knowledge
that the wings were at last "in sight"! Little did we know
it'd be almost four years before we would see the finished
product.
There's one thing rve found out about a good deal or
a good person - everyone wants in on the deal. Well,
David is one of the nicest guys you'd ever meet, and he' ll
help anyone, anytime, anywhere. But that's the problem
- there is always someone needing help and there is only
one David Warren and there just isn't enough of him to
help everybody with everything all at once. You gotta
wait your turn - and it's a long line to wait out.
( Lee Fray Phot o)
Just like a great big free
flightmodel airplane!
( Lee Fray Photo)
Pugnacious...toy bulldog...looks like it's smelling
something unpleasant! Whatever your description of
the littleAeronca C-3,it'sstill a cute little rascal.
The delays weren't all his. Try finding spar stock I " x
6" in 18 foot lengths. He finally had to make a scarfing
machine, and 10 to one splice to get the length. Then
there was a house to build, and furnish, and there were
innumerable other people who needed help sooner. And,
( Lee Fray Phot o)
PreSident Buckand his new Razorback.
of course, American Airlines had first call on his labor
and this was, after all, a part time labor of love. I bugged
him at least once a month for four long years.
One day after the EAA Convention last year I got a
phone call from David. He wanted to do the whole air-
plane. I said something to the effect that I did not think
I would live long enough to wait for him to do the whole
airplane. He did not think that was funny! One word led
. 15
to another. I insisted he complete the wings before we
discussed the matter further. He stated he would not
finish the wings unless he could completetheentire air-
plane. I told him I was coming down there to get my
wings, "RIGHT NOW! " Aftera very pregnantsilence on
the line hecamebackwith word thathe wished I would
lethim'do thewhole airplane, thathe realized how long
i t had been, and thathe felt he owed itto me to getthe
j ob done. Hewantedto do me right.
It took me a while to give in, but I demanded a firm
delivery date, a firm price and no nonsense, to which he
acceded. Three or four days later David and a fellow
named Don Horstwere up here, packed the little C-3 on
theirtrail er andweregone. Iwasleftwitha realsinking
feelinganda voidinthepitofmystomach. Ireallynever
expected to live long enough to see that C-3 again, but
I was wrong. Oh, he didn't make the firm delivery date,
orthefirm price. Buttherewasno nonsense.Hegotright
withitandfinished itup in time for Blakesburg. Ittook
time out for a retirement celebration at American Air-
lines and the help ofhalfthe Tulsa bunch, butthatC-3
issettin'outthereinmyhangarrightnowandI'mmighty
thankfultoa lotofpeople. InthatTulsabunchwereJesse
Criswell , Don Horst, Milton Silfies, Lloyd Durrett, Bob
Rogan, Curtis Corn and David Warren. There is someof
all these and the others I've mentioned in this airplane,
and the airplane stands there in tribute to whatcan be
done whena dedicatedbunchofantiquersreallygetinto
the act. I thank you, one and all , gentlemen, for one of
the mostfun airplanes I've ever had the good fortune to
fly.
Just another paragraph or two to tell you poor un-
fortunateswhodon'thavea C-3howmuchfunitistofly.
I'veneverbeeninanultra-lightmachinelikethisbefore,
andI hadmydoubts aboutthatclankety-twobangerbe-
ing able to stand the gaff. The engine has turned out to
be a realjewel, and with Dr. Kindel's Bendix mag con-
version,startsandrunsjustbeautifully.Ithasn'tmissed
a beat in almost thirty hours now and just purrs right
along.
It's notthe fastest thing inthe world,butsolo itgets
rightoffinaboutthreehundredfeet. Climbseemsbestat
about forty-five knots indicated,and cruise at 2250 rpm
gives anhonest57 knots indicatedatsevenhundredfeet
above the ground. Glide seems real comfortable at 50
indicated, and the landings are quite a thrill because
even an Aero Commander doesn't sit that close to the
ground.
Several things strike you aboutthis airplane. One is
thehandsoffstabilityeventhoughtherearenotrimtabs.
It's so stable that it takes a real definite hard-over ap-
plication ofcontrol to make itdo something. Maybe the
ailerongapsealswill makea difference, butthemachine
flies handsoffand is extremely stable. It'll recover from
a stall or a spin hands off, ifyoujust leave it alone, as
any old timerwilltellyou.
One very interesting item is this airplane's seeming
reluctance to go above seven hundred feet. Oh, it'll go
higher,butitjustdoesn'twantto.I gotitall theway up
to 3500 feet on the way home from Ottumwa, Iowa, in
searchofsomeairliner,anyairliner.Iwaschucklingwith
glee inanticipation atthethoughtofmeeting some Air-
line Type and him later trying to explain to someone
about meeting this thing that looked like 1927, way up
there at3500 feet .Truthis, I never saw anairplane all
the way home, except in the traffic pattern atStransky
MemorialAirportatSavannah,Illinois.
Stallsareanotherthinginthismachine.Nowarningat
all,thewingjustsuddenlydropsofftotherightside.Re-
covery isasquickasthestall,addpowerorjustdrop the
nose and it'sflying again. Butdo thiseven six inchesoff
thegroundonlandingandyoudanceallthewaydownthe
landing roll from one side to another. Ask David Jame-
son- he triedit!
Crosscountryisarealball .Igetthefeelingthatthisis
the way it should be done - four or five hundred feet
above ground atless than sixty knots. Plenty oftime to
look around for a field, just in case, and secure in the
knowledgethatitonly takesa couple hundredfeettoset
her down. And everyone along the way looks up, waves
andwishesyouwell.Youcanjustfeelthefriendlinessthis
airplane generates. Maybe a little more ofthis kind of
flying would meltsome oftheadversity we encounter so
often.
It'sreallyeasyto fly. Withthirtyhourson thetach, I
canname atleasttwentypeople who haveflown itsince
I got itand none have failed to come back without that
cheshire cat-like grin on their pan. As one man said,
"This has got to bethe mostfun flying I have everdone!
- canI goagain?"
C-3 CHRONOLOGY
NC-13556 SerialNumberA290
BuiltDecember18, 1934
Acquired February 1968
1968-1969 - Lower rear longerons replaced. Tail wheel
installed after removal of skid assembly, extra rudder
hinge and steerable tail wheel rudder horn installed,
Scott master brake cylinders installed and Cub wheels
withbrakesinstalled. WingssenttoOklahoma.
1969-1970 - Newly majored engine, new propeller, new
stainlesssteel firewall, Bendix mag conversion, and fuel
systeminstalled. Engineready torun.
1972 - Aircraft shipped to Oklahoma for completion,
new flying wires, windshield, new wings, installed after
completerecoverwithStitsprocessusingthepolyurethane
dope.
July, August and S eptember 1973 - Aircraft assembled
and finishing touchescompleted.
A partial listing of the people who helped put NC-
13556backintoflying condition:
Capt. L. S. Wright, Grapevine, Texas, who rescued it
from thechickens.
William B. Rasor and William F. Gollbach, who
broughtitto themid-west.
GeneE. Bastian,Hinkley,Illinois who soldittome.
Erv Eshelman, Dayton, Ohio, leads, info and en-
couragement.
George York, Mansfield, Ohio, leads, info and en-
couragement.
Les Steen, Okemos, Michigan, drawings andinforma-
tion.
Tom Trainor, Royal Oak, Michigan, engine parts,
drawings, infoandencouragementandfurther leads.
Joel Qualls, Phoenix, Arizona, aileron drawings, in-
formation andencouragement.
JohnThurman,Phoenix,Arizona,informationanden-
couragement.
Bob Rust, Fayetteville, Georgia, information, en-
couragementand leads.
DanRush, Washington, D. C., engine parts, informa-
tionfrom thearchivesoftheSmithsonian,printsanden-
couragement.
Dr. Ed C. Garber, Fayetteville, N. C. , wing parts,
ailerons, wires, engine parts,incentiveandinformation.
EdSanders,Ft. Worth,Texas, wingdrawingsanden-
couragement.
Norm Raby, Torrance, California, information and
encouragement.
EwingCole, Montgomery,Illinois, the urgetokill!
LarryFarnham,FAA,DesMoines, Iowa,information,
leadsand encouragement.
16
(Lee Fray Photo)
NC-13556, Serial Number A290, was buil t December 18,
1934. It is painted in one of the standard factory color
schemes - orange wings, horizontal tail surfaces and
fuselage str ipe with a dark green fuselage - so dark it
appears black when out of direct sunli ght. It looks great!
Del Denly, Osceola, Iowa, information, moral sup-
port,competition, etc.
Joe Martin, Somerset, Pennsylvania, wheels, brakes
anda pleasantafternoon reminisci ng abouttheold days.
EdSchubert,Janesville, Wisconsin,Presi dent,Aeron-
caClub, encouragement.
Frank Lang, Lemont, Illinois, machine work, use of
tools, throatspray, personalattentiontodetail, help and
encouragementandfor notmakinga fuss .
CurtisL. Taylor, Union, Illinois,supervisoryservices,
assistanceinall manner,encouragementandadvice.
Jim Dees, Jim Lacey, Don Taylor, Dundee, Illinois,
help andencouragement.
DonKintzell ,McHenry, Illinois,pictures, tips andin-
formation.
TheTulsabunch, EAAand FAAarchives, theSmith-
sonian, and Aeronca for building the machine back in
1934.
And the best famil y a guy ever had - who had the
patiencetoseeitthrough.
KOS H'-.-. -.
(Photo by Lee Fray)
" Best Monoplane, Golden Age" - a Davis
V-3 owned by Dick Geist , Whitaker, Kansas.
(Photo by Lee Fray)
This is a Hartman-Welch owned by T. Johnson of Bel-
view, Minnesota. It won the award for being judged the
" Best Cabin, Pre-World War II Era" aircraft.
17
AROUND THE ANTIQUE/CLASSIC WORLD
I ,
Bob McDaniel's hangar and Waco UPF-7 - which is
rarely ever on the ground when he is not off flying 747s
for American . Bob lives at Naperville Aero Estates which
is in western suburban Chicago. His home is just beyond
the hangar and the paved runway with a fine grass area
parallel to it is about where the photographer is stand-
ing to take this picture. Talk about having it made ...
Dear Jack:
Enclosed is a picture of my hangar and my Waco UPF-
7. Ifit is good enough I hope you will publish it in the an-
tique magazine, The Vintage Airplane. On the long table
in the hangar you can just barely make out the fuselage of
my Jenny. Actually, it is a JN4-C Canadian Jenny, com-
monly called a Canuck. I hope to have this flying before
the local undertaker puts the lily in my hand. The hangar
is also housing a 1936 Rose Parakeet and the garage to
the west of the hangar has a Travel Air 4000 in it. So you
can see that I am up to my elbows in antique airplanes -
all to be restored.
After 34 years flying for American Airlines, I will be
retiring this coming February and then I can devote all
my time to my airplanes. I also belong to the Canadian
Aviation Historical Society and the American Aviation
Historical Society. For two terms I was the president
of the Illinoi s Wing of the OX-5 Club of America as well
as serving for five years as Director of the Chicago Area
Grey Eagles (American Airlines Senior and Retired
Pilots).
Sincerely,
R. A. "Bob" McDaniels
(EAA 22895-A/C 56)
9S 237 Aero Drive
Aero Estates
Naperville, Illinois 60540
OCTOBER 13-14 - TAHLEQUAH, OKLAHOMA - 15th Annual TULSA
Fly-In to be held this year at Tahlequah. Oklahoma (50 Miles ESE
of Tulsa). Cookout on Friday night for early arrivals. Sponsored by
AAA Chapter 2. EAA Chapter 10 and EANIAC Chapter 10, all of
Tulsa. Contact Doug Philpott (918-936-9418) or Ray Thompson
(918-622-3492).
OCTOBER 27 - TULSA, OKLAHOMA - Airman Acres Free Fly-In Bean
Dinner. Dinner served from 1 P.M. Bring your own bowl, spoon,
coffee cup and appetite. Troohy for Champion Beaneater.
JUNE 13-16 - TULLAHOMA. TENNESSEE - National Staggerwing
Club Fly-In. Contact W. C. "Dub" Yarbrough, Lannon Mfg. Co., Box
500, Tullahoma, Tennessee 37388.
JUL Y 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.
18
Butch Douma's newly rebuilt Ryan ST-3KR (PT-22).
Dear Jack:
I have recently completed an entire re-build project on
a Ryan ST-3KR (PT-22), N-53998, Serial No. 1053.
Thought you may be interested,
The project was begun in December, 1972, and com-
pleted and flown on July 28, 1973.
The aircraft was completely stripped down, rebuilt,
refinished and reassembled. We have put her into authen-
tic USAAC colors and have all the authentic decals,
placards, etc. made up and installed. We found the original
USAAC field number inside of all the nose cowlings and
she bears No. 132 again.
The Kinner R-56 starts on the first hot throw of the
prop, however , I would like to have an inertia starter for
her. Any leads on one for a Kinner or a replacement mod-
el would be very much appreciated.
It has been an interesting and rewarding experience
and as you can probably tell I'm proud of the old girl in
new clothes.
We have a couple of hours logged flying her now and
a few more wiping oil and polishing aluminum.
Sincerely,
Butch Douma
EAA 46656-A/C 491
7955 Juniper Road
Colorado Springs, Colorado 80908
Dear Mr. Hilbert:
I would appreciate your noting that I have acquired
and am rebuilding a Belgian Stampe SV4C and having
that noted in your magazine as well as SPORT AVIA-
TION.
Along this line anything you have on file on the Stampe
SV 4C, the Renault 4P05 engine, or rebuilders now listed
on this aircraft, I would appreciate receiving.
I am also attempting to start a Stampe Club and any
notation of this in your magazines along with my name
and address would be appreciated. In this way I hope
we can exchange information, parts, etc.
Thank you for your assistance.
Sincerely,
Carl F. Bury
125 Old Orchard Drive
Hudson, Ohio 44236
Dear Mr. Hilbert:
I would like this opportunity to thank you and your
organization for the plaque my father , Avory Gauger, re-
ceived for "The Best Cessna 170" at Oshkosh 1973.
We feel very honored and pleased to receive thi s
award. Thank you again.
Sincerely,
Bill Gauger (EAA 44511)
Phoenix, Arizona
EAA Ant ique/Classic embroidered patches(pictu red at right)
- A distinctive,colorful emblem.$1.50 each
EAA Caps- men and ladies.Specifysmall ,medium, large,
orextra large.Ladies, one size.$2.25 each
1973 EAA Calendar. Made ofheavy, unbleached cloth.
Features full colorrenditi onsofa Standard J-1,
P-51,Scorpion Heli copter, and a Dyke Delta.$2.30 each
EAA Flight Bags.Durable nylon wit h waterproofl ining. Blue
with EAAdecal on both sides.$4.50each
-------- *--------
Write for a complete l isting of EAA publ icat ions and merchandise
f ree of charge. Includes a listing of all available back issues of Sport
Aviation
-------- *------
EAA PUBLICATIONS OFINTERESTTO ANTIQUE AND
CLASSIC ENTHUSIASTSAND/OR RESTORERS
Wood. Vol. 1 $2.00
Wood. Vol. 2 $2.50
Sheet Metal. Vol . 1 $2.50
Sheet Metal . Vol. 2 $2.50
Tips on Fat igue $2.50
Welding ........... $2.00
Dope and Fabric $2. 50
Hand Tools. Vol. $2.50
Hand Tools. Vol. 2 $2.50
CAM 18 (Repri nt) $3.00
CAM 107 (Reprint) . $400
Flying and GIider Manual Reprints..
1929. $2.00
1932. $2.00
1929-32. $2.00
'" Add 30c postage for first manual pl us 10c
for each additional one
-
--
Wings Of Memory - 72 pages of Aero Digest reprint s. Covers the greats of civil
aviation f rom 1932 to 1941. Ryan STA, Howard DGA-9, Fairchild 24, Cessna Air-
master,Rearwin Speedster. Fleet wings " Sea Bird" ,Stinson SR-1O,Stearman Model
80,and many more. Beautif ul phot os,3-views and flight reports. $2.50
Golden Age Of Air Racing - 168 pages covering t he great 1929-1939 air racing
era. All about t he racers and their pilots wh o f lew for t he Bendi x, Thompson,
Greve and ot hert ro phies. $2.75
BackIssues ofAmerican Airman. Whi le they last - 25c ea.
ANTIQUE AND CLASSIC ACHIEVEMENTAWARDS - When you complete the restoration ofan an-
tique or classic (specify wh ich) , you are eligible for a beautiful certi ficate you will frame and be
proud to display in your home or office. These certificates are free, courtesy of EAA to recognize
youreffortsto save anothergreat old airpl ane. Justsend your name and addressand the year,make
and model (i .e.- 1937 Monocoupe 90A) ofyouraircraft. Solo certificatesare also available.
JOIN EAA- JOINTHE ANTIQUE/CLASSIC DIVISION- WRITE FOR INFO PACKET- $1.00
EAAAntique/Classic Division
P. O. Box229
HalesCorners ,Wisconsin 53130
19