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THE RESTORER'S CORNER
Last month we talked about the material needs of your convention
chairmen to insure that Oshkosh '76 would run smoothly and efficiently,
and that you would have a most enjoyable time. Material needs are only
half of the story, and this month we are going to talk about another need of
your convention chairmen which also must be met so that you can enjoy
your convention to the fullest. This need is manpower (and womanpower,
too) . Your parking committee as well as your convention headquarters
committee are divided into four three-hour shifts per day. Your parking
committee has ten posts which must be manned during the day, and your
cnvention headquarters barn has four positions. This works out to a total
of 360 three-hour shifts for the parking committee and 144 three-hour
shifts for the headquarters committee during the nine convention days .
If 180 of you gentlemen members will volunteer to serve two three-hour
shifts on the parking committee, and 72 of your wives, daughters, sweet-
hearts or girlfriends will volunteer to serve two three-hour shifts on the
headquarters committee sometime during the nine convention days,
your convention chairmen will be eternally grateful to you. You will also
have the satisfaction of knowing that you made the convention more
enjoyable for your fellow members just as they will make it more enjoyable
for you when they are working. And if just serving your fellow members
is not enough incentive, two three-hour shifts will entitle you to a buddy
ride in the type of antique or classic aircraft of your choice. How's that
for an opportunity?
by J. R. NIELANDER, JR.
Last year the Florida Sport Aviation Antique and Classic Association
picked one day during which they manned all the positions. This worked
out very well, and your chairmen hope that they will volunteer for a re-
peat performance. How about some of you other chapters volunteering
for one day?
There will be sign-up sheets in the Antique/Classic Headquarters
barn, so please come down and sign up for the time slots of your choice
as soon as you arrive. In this way your chairmen will be able to help you
pick times which will not interfere with other activities which interest
you. Your officers and chairmen look forward to meeting you at Oshkosh
and working with you. Please don't let them down.
An Antique Classic Division Board of Di-
rectors meeting will be held at EAA
Headquarters in Hales Corners, Wisconsin
at 9:30 A.M. on Saturday, April 24, 1976.
All divisional members are invited to at-
tend.
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EDITORIAL
STAFF
Publisher
Paul H. Poberezny
Editor Assistant Editor
AI Kelch Lois Kelch
ANTIQUE AND CLASSIC DIVISION OFFICERS
PRESIDENT
J. R. NIELANDER,JR.
P.O. BOX 2464
FT. LAUDERDALE, FLA.33303
SECRETARY
RICHARD WAGNER
BOX 181
LYONS,WIS. 53148
EVANDER BRITT
P.O. Box 458
Lumberton. N.C. 28358
CLAUDE L. GRAY.JR.
9635 Syl vip Ave.
Northridge. CA91324
JIM HORNE
3850 Coronation Rd.
Eagan. MN 55122
VICE PRESIDENT
MORTON LESTER
P.O. BOX 3747
MARTINSVILLE, VA 24112
TREASURER
GAR W.WILLIAMS,JR.
9 S 135AERO DR., RT. 1
NAPERVILLE,ILL.60540
DIRECTORS
AL KELCH
70t8 W. Bonniwell Rd.
Mequon. WI 53092
E.E. "BUCK" HILBERT
8102 LEECH RD
UNION. IL 60180
GEORGE STUBBS
RR 18. Box 127
Indianapolis. IN 46234
Centri but ing Edi tors
H. N."Dusty" Rh odes
Evander Britt
Ji m Bart on
Claude Gray
Ed Escall on
Rod Spani er
Dal e Gust afson
Henry Wheeler
Morton Lester
Kell y Vi ets
Bob Ell iot
Jack Lanning
Bill Thumma
KELLY VIETS
RR 1. Box 151
Stilwell. KS 66085
JACK WINTHROP
3536Whitehall Dr.
Dallas. TX 75229
THE VINTAGE AIRPLANE is owned exclusively by Antique ClassicAircraft . Inc.and i!:. published monthly
at Hales Corners, Wisconsin 53130. Second class Postage paid at Hales Corners Post Office. Hales Cor-
ners, Wisconsin 53130 and Random Lake Post Office, Random Lake. Wisconsin 53075. Membership rat es
for An ti que Classic aircraft, Inc. at $10.00 per 12 month period of which $7.00 is for the publication to
THE VINTAGE AIRPLANE. Membership is open t o all whoare interested in aviation.
Postmaster: Send Form 3579 to Antique Classic Aircraft , Inc., Box 229,
Hales Corners, Wisconsin 53130
OFFICIAL MAGAZINE
ANTIQUE / CLASSIC
DIVISION
of
THE EXPERIMENTAL AIRCRAFTASSOCIATION
APRIL 1976
VOLUME 4 NUMBER 4
The Restorer' s Corner ... byJ. R.Nielander,Jr. ....................... 1
The Restoration of an Aeronca "K" ... byTom Trainor . ............... . 3
The Stinson Three Seater ... byJohn Underwood .. ... ... . ....... . .... 5
'76 Sun ' n Fun EAA Fly-In. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 7
Gathering of the Eagles Cub Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 8
Yintage Album . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 9
The Crosley Biplane . .. byJohn Carter . .. ... . ...... ..... . ..... . .... .. 12
Judgi ng ... byClaude Gray .. .... . . ... ... .... . .. .. ..... . . ...... .... . . 13
Douglas Builds New Airplane ... byPaul Little ....................... . 16
Whistling In The Rigging . .. byPaul H. Poberezny .................... 16
Letters .. ...... .. .. .. .. .. .. ... ... .. ... ... .. .. .. .... .. . ..... .. . . .. ... . 17
Calendar of Events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 18
-------.
EDITOR' S NOTE:
I
S.o.S.
Send Old Stories
ON THE COVER
PICTURE BOX
Aeronca K on skis. (See storypage3). (Back Cover)
AndyAndersonandhis American Eagle.
Copyr ight c 1976Antique Classic Aircraft , Inc. All Right s Reserved.
2
These are allphotosofthe lastAeroncaK to leavetheAeroncafactory.With skis the
The Restoration of an
numerouslakes in Michigan allbecome auxiliarylanding spots.
AERONCA "K"
By Tom Trainor
EAA 1379 - AIC 443
PhotosbyRobertF. Pauley (EAA 1277)
NC 22338 on Federal SC-1 skis. Cabin heatermuffandcarb heathotboxleavelittle
exhaustpipeexposed.Spacersholdskisinboardontheaxle.Headsuptaxiprocedure
andforwardplanning are a mustwhen equipped with skis.
3
The events tha t had a direct bearing on this resto-
ration took place over a seventeen year period from
1952 to 1969. Now seven more years later it is quite a
challenge to capture these memories on paper. Where
do you start? What do you leave out? You, who are
restoring right now, know how hard it is to log the
. events as they are happening, but remember you too
may wish you had, just as I do now.
In 1936 the Country was coming out of the depres-
sion. Piper, Taylor and others were poised in the wings
ready to offer many of the features that pilots who
flew light aircraft had been going without. For the first
time in several years the Aeronca C-3 with its home-
made looks and minimum pilot comfort was in danger
of losing its place as the most popular light aircraft in
the U.S. With this in mind, the Aeronca management
took the basic C-3 design and up graded it into what
they felt would be considered the best in its class.
When the K model was unveiled in 1937 it was ahead
of all previous light plane conceptions. Featured were
side by side seating for two, dual control wheel which
made for an uncluttered floor, a fully enclosed and
upholstered cabin, and a single strut oleo landing
gear. The power plant was the single ignition 36 horse
power two cylinder horizontally opposed E-113 series
engine of their own design, which had already proven
itself. The two throw crankshaft allowed both pistons
to travel up together and down together there-by
making the smoothest two cylinder engine possible.
In addition to these basic design and comfort fea-
tures, options such as a tail wheel, Goodyear brakes,
left door, navigation lights and battery, auxiliary gas
tank, wheel skirts, floats, skis and a heater were avail-
able. What more could you ask for? Yes, you guessed it
- more power. The Aeronca management was fully
aware of this, therefore the basic airframe was de-
signed so that with minimum modification it could be
adapted to the larger engines that were on the horizon.
This foresight resulted in the evolution of the K into
the Chief series which would continue for many
years.
I had just turned 14 when the decision was made at
Aeronca to build one more K model powered with their
own Aeronca E-113 series engine. At this time they had
been in production for over a year on the new "Chief"
series, but it looked like Mr. W. C. Clements of Battle
Creek, Michigan would never quit asking until they
built one more model K for him. So it was on May 14,
1939 that my Aeronca K serial 357 became the last
Aeronca engine powered ship to leave the Middletown,
Ohio factory for a new owner.
During the first 7 years of its existence this K had
7 owners who compiled a total of 328 hours between
them. The ship was in storage for over a year when
Herm Houseman of Wayland, Michigan bought it from
Jim Potter of Owosso, Michigan with the intent of part-
ing it out.
Herm had bought all the remaining inventory of
Aeronca engine parts and was fast becoming known
as the source for your Aeronca C-3 and K airframe and
engine parts. Up until 1952 Herm's Aeronca parts ad
appeared in each issue of Trade-A-Plane. This was the
first place I went after I experienced engine failure in
my razor back Aeronca C-3, NC 13386.
As some of you may remember back in early 1950
Bob Taylor and the Antique Airplane movement had
not yet awakened the spirit of "Keep The Antiques
Flying" . Those of us who were flying a C-3 or K had,
at best, a $450.00 airplane, because that was what we
could afford. After much rationalizing I decided that
one more engine major would keep me in the air in the
style I was accustomed to.
This decision to major the Aeronca engine not only
led me to Mr. Houseman, but was to lead me indirectly
to old Aeronca K 357. Herm and I really struck it off and
before the day was over I became the new owner of his
complete Aeronca airframe and engine parts inventory
(subject to my wife's approval). Actually I didn't
want those 6 Aeronca airplanes, but Herm was badly
in need of space, so it was the complete inventory or
nothing. The airplanes were trucked to Olivet, Mich-
igan and stored in the bam of a boyhood friend, and
the engine parts were trucked to my home in Royal
Oak, Michigan. The parts were stored all over the
house, in the closets, under the beds, and in the attic.
Needless to say I had everything I needed to major my
Aeronca engine and then some. Not too long afterward
I sold the C-3 to the late Keith Hopkinson in Goderich,
Ontario, Canada. .
In the next few years the antique airplane enthusiasm
began to catch on, and all of a sudden an airplane
with only two cylinders that was noisy and slow be-
came a lot of fun again. Those who had flown these
airplanes began to recall that this had been real fun
flying. The popularity created by the Antique move-
ment meant that the lack of brakes and absence of a
tail wheel would no longer bring as many snide re-
marks.
Here I was with a barn full of Aeronca K's. Why not
go get one? A recover job would have me back in the
air again in no time; or so I thought. As I started to
assemble the landing gear, cowling, and etc., it became
apparent that things just would not fit. This was when
I first discovered that mass production in some aircraft
plants during the early thirties meant that even though
many ships were being built at once, each seemed to
be built up by a group that followed the airplane
through several stages on construction, as a result, one
man would hold the part in place and another would
drill a hole, weld a tab, etc. Back to the barn again, only
this time the day was spent matching as many pieces to
each plane as possible. Finally K 357, NC22338 was
selected as the plane with the most matching pieces.
In the meantime the decision was made to really
do a complete restoration job. The K, just as all other
Aeroncas up until this time, had a three longeron fuse-
lage with wood formers and stringers . Everything was
removed from the basic skeleton which was flushed
with hot boiled linseed oil and then sandblasted.
Immediately afterward a phosphate etch was applied
followed by two prime coats of oxide of lead and two
coats of zink chromate. The wooden formers were all
made new along with the stringers and the other
wooden parts. This was starting to become a lot of fun.
As a matter of fact, instead of league bowling on
Wednesday nights, Wednesday nights were set aside
strictly for airplane restoration. This went on for about
five years before it finally looked like everything was
ready for covering. At this point a call came from Ed
Schubert which was to set me back about two years.
Ed was calling to tell me that he had finally discovered
why his K was taking longer and longer take-off runs.
He had found that, hardly visible except under close
scrutiny, all the wing ribs had lost their airfoil shape
and had become a series of flat surfaces between each
truss section in the rib. This ' seemed to have resulted
from a combination of prolonged rib stitch pressure and
the inability of the paper gussets to withstand compres-
sive force after so many years . The next weekend
meant another trip to the barn. Sure enough all the wings
were exactly as Ed had predicted. Working one night
a week like I was meant that the complete disassembly
of the wings and the building of all new ribs set me back
the afore mentioned 2 years .
Finally everything was covered with Stits Poly-
fiber and repainted to the exact color scheme as it had
left the factory with over 30 years previously. On July
20, 1969, almost 8 years after starting this effort,
Aeronca K 357 took to the air again for what some would
call a gaint step backward. This first flight around
the pattern at 600 feet took place only a few minutes
before the news was received that Neil Armstrong had
stepped onto the moon for a gaint step forward for
Mankind.
We have been flying the K the year around now
since that July day in 1969. Thanks to Les Steen of
East Lansing, Michigan I am able to fly all winter on skis
(Conti nued on Page 11)
4
By John Underwood
The Stinson
EAA 1984
.Three Seater
The prewar Stinson three-seaters are remembered,
somewhat unfairly, for their uninspiring climb per-
formance. No doubt about it; the rate of climb was any-
thing but spectacular. But the little Stinsons had re-
deeming qualities if you weren't in a big hurry to reach
10,000 feet. They offered exceptional comfort, good
visibility and, more important, were as nearly fool-proof
as the state of the art could make it. The basic design
was well conceived, the problem being the absense of a
suitable power plant.
Avco, the parent organization, also owned Ly-
coming. Their engineers were in the process of design-
ing a geared 80 hp opposed-four for the projected
Stinson. That was in 1938. Development troubles
brought interminable delays and the engine never did
get into production. This was unfortunate, for the pro-
totype engine showed great promise in the test plane.
The classic Reliant had reached its zenith and Stin-
son badly needed a' new product to stimulate lagging
sales. Bill Mara, the company's long-time sales manager,
came up with the idea for a moderately priced three-
seater which would sell for something under $3,000.
The concept evolved at the University of Detroit under
project engineer Lewis E. Reisner of Kreider-Reisner
fame. Engineers Maurice Mills and Prof. Peter Alt-
man shared equally in bringing it to fruition.
The prototype, initially powered by a 50 hp Ly-
coming, got off the ground for the first time on the 3rd
of Februarv 1939 with Al Schramm at the controls.
Schramm ~ s well satisfied with the results of hi s first
30-minute hop despite the paucity of horsepower. It
AI Williams and his " 105" Gulfhawk-Jr. , NC1049. This
airplane was apparently short-lived. Perhaps some
reader knows its fate. Underwood Collection.
5
NC27714 (sin 7761), the first 10A Voyager built, during a visit to the West Coast in 1941. It is shown here
at the Vultee plant in Downey with a gaggle of BT-13's in the background. 27714 was last reported in the
Sacramento area in 1970. Photo: Underwood Collection.
was spin- proof and next to impossible to stall. Certifica-
tion was completed in the remarkably short time of four
months and production got underway in May with the
75 hp Continental. The manufacturer's designation was
HW-75; but to the fl ying public it became known as the
Stinson 105. Evidently the number was derived from its
quite res pectable crui sing speed.
The 105 made its debut at the 1939 New York Worlds
Fair a nd some 275 were delivered before the year was
out . Howard Hughes was reported to have bought one
for commuting; likewise Indianapolis race winner Wil-
bur Shaw and th e inimitable Roscoe Turner. Al William's
"Gulfhawk-Jr." was a Stinson 105. It was about as
economical an airplane as anyone could hope for. Hal
Henning hopped across seve nt een sta tes in one,
averaging 201/2 mpg over the 7,590-mile route. The Auto-
mobile Club calculated that it would have required
some 9,230 miles of driving to cover the same territory
by car and the average Ford got about 16 mpg.
The HW-75 was superseded by the Model 10 early
in 1940. It was reported at the time that the French
were buying six hundred for Army communications
duty. It would have taken Stinson the better part of a
year to build that many, so the French began buying
up privately-owned 105's and 10's. These were flown
to Canada in a huge formation of forty or fifty at a
time and prepared for shipment out of Halifax. How-
ever, only a few Stinsons reached French territory be-
fore the fateful month of May. Hitler's panzers swept
through Holland and Belgium in a matter of days and
the French were overwhelmed in less than six weeks.
The Stinson HW-75, better known as the "105", was an attrac-
tive proposition in 1939. At $2,995 it was a good value for the
money. NC21180 (sin 7016) was the 16th airplane off the
Wayne, Mich. production line.
(By Emil Strasser)
Another Model 10, NC27798 (sin 7730) delivered to General
Tire Company at Akron, Ohio, in 1940.
How many of the little Stinsons got into the fray is
unknown, but at least one participated in the hi storic
evacuation of Dunkirk. Bad weather kept everyt hing
else on the ground .
Some two-hundred and sixty Model 10's were built
and Stinson introduced the Model lOA Voyager in
1941. Basically it was the same airplane as the HW-75
with minor refinements and a healthy boost in horse-
power made possible by the advent of the 90 hp Frank-
lin. Altogether about five hundred lOA' s were built,
the last in 1942.
Voyagers provided valuable service during World
War II , mainly with the Civil Air Patrol. Approximately
65% of the C.A.P. coastal patrol and air rescue opera-
tions were carried out by Stinsons of the 105/Voyager
type. Some were even armed with li ght bomb loads for
anti-submari n e patrols. Everyone's attention was
focused on the battlefronts, however, and these opera-
tions received littl e notice in the press.
Toward the end of the war Stinson's engineers
took a stock lOA and s tretched it to accommodate four
passengers. It was fitted with a 125 hp Lycoming, then
the 150 Franklin a nd became known as the Model 108
Voyager. Well over 5,000 were built, but that' s another
story.
Stinson delivered six Model 10's to the Army as the YO-54. It
was too short on power and became hopelessly bogged down
in the mud during Wright Field tests. Stinson's engineers
wasted no time in developing the eminently successful L-5, a
direct descendant of the YO-54 and the most widely flown
liaison plane of World War II.
Note: The Stinsons, by John Underwood, is available
from the EAA Air Museum Foundations bookstore.
Price $5.95.
6
2ND ANNUAL SUN 'N FUN
LAKELAND, FLORIDA
You missed all the fun if you didn' t make it to thi s
annual fl y-in, that is designed es pecially for "snow
diggers". There is something for everyone in thi s great
affair, and excepting those dedi ca ted workers who slave
over a hot airport to serve us, it is a very relaxed affair.
Almost anything you would want to do, is at your
disposal.
An interesting innovati on thi s year was the fl y-out
drive- out approach. They furni shed a bookl et for those
who were on the mailing list in advance, and for those
that asked for one at the fl y-in, that gave a series of
self-conducted tours of the area, lasting one or two
days . To go such places as Di s ney World, We eki-
Wache Springs, Cypress Gardens, Busch Gardens,
local tours around Lakela nd to many interesting points
and just fun places to go. There was tenni s, golf, fish-
ing, sailing and of course all of the other sports avail-
able loca ll y, and at places easil y accessi bl e by air or
car. All these are avail able, provi ded of course you
ca n tear yoursel f away fro m the engrossi ng acti viti es
at the ai rport . Of course it was possible to split th e
tribe, with th e ones interested in fl ying activi ti es stay-
ing, and the others going where they pleased. Quite a
few fa mili es di d just that.
The wide va ri ety of acti vities at the field inclu ded
a delightful visit with a group of peopl e ca lled "The
Ga th ering of the Eagles", all persons havi ng soloed
pri or to 1935. Thi s group incl udes all as pects of hi stori c
aviation, and time would be short if you spent the week
onl y trying to visit wi th each of these wonderful peopl e.
There were 41, according to my record, in att endance.
To quote their definiti on, the Ga thering of the Eagles
was done on a theme of commonali ty, of spirit, and com-
radeship, shared across the generati ons, fr om pi oneer
airmen to the youngest of aviators at the Fl y-In. For
ma ny it was an opportunity to see and hear what
otherwi se only be read in a book. The total group in-
cluding great s, near greats and just plain aviators were
availabl e throughout the fly-in participating in many
events and vi siting in general with the people around
them. Itwas a trul y successful operati on.
The hi ghlight of this operation was a dail y fl y-by of
fi ve Cubs, flown by five teams of two eagl es each . The
five Cubs, as they fl ew over, represented 567 years of
fl ying experi ence and 210, 000 total hours of fl ying time .
Imagine if you will the 5 Cubs flying over with literally
a contrail of hi story.
Immediatel y after the fl y-by, the 5 Cubs landed,
ceremoniously taxied into position and parked in a neat
row. The crowd gathered as soon as the props stopped,
and the group of fliers made themselves available for
pictures, or just plain talk. A more hospitable and inter-
es ting group would be hard to find.
For those who wanted to get educated or enter-
tained, there were constant forums and activities on
many interes ting subjects, both educational and enter-
taining. One forum by Cole Palen on fl ying th e old rotary
engi nes wa s mos t interes ting. Hi s prese nta ti o n of
the fact that the pilot in such case became part of the
engine, performing the functi on of the carburetor con-
trolling the mixture literally by adjusting the fl ow of
gas, was spinetingling and informative. Just imagine
yourself fl ying such a machine and having time and
presence enough to be its carburetor.
The campground was large a nd well used all week.
The usual sights and sounds of boys and girls fl ying
toss gliders and general camp activity, bes t de fin ed
Awards
GRAND CHAMPIONS IN CLASS
(1)Antique- SpartanExecutiveNC1761S,JimPatterson,Louisville,KY
(2) Classic - 1949 PiperClipperN5335H, Phil Cashmere, Addison, IL
(3) Homebuilt- KingfisherN-2EK, E.K. Morice, Delray, FL
(4) MilitaryConfiguration (WayneThomasAward)- CombatAircraft-
Vought CorsairCG-CWX,Dennis Bradley, Toronto, Onl. ,Canada
(5) Amphibian (Jack Brown Award) - KingfisherN2EK, E. K. Morice,
Delray, FL
ANTIQUES
Golden Age ( to 1935)
(1) Best Restored - C-34 AirmasterNCl6403,Roy Wicker,Atlanta,GA
Insts. & placards by Bob Baldwin
(2) BestCustom- Travelair2000NC4952,JohnDekle,Thomasville,GA
(3) Best Original - Curtiss Fledgling Nl72Y, Hank Palmer, SI. Peters-
burg, FL
Sliver Age
(4) BestRestored- HowardDGA,NC95462,JohnTurgyan,Trenton,NJ
(5) BestCustom- StaggerBeechNl038M,VernonFord, Ft. Pierce,FL
(6) Best Original - Ryan STA, N17349, WalterHill, Miami, FL
CLASSIC
(1) Best Custom Restoration- 1946GlobeSwiftN78055, ClaySisson,
Ft. Myers, FL
(2) Best Custom Restoration - Aeronca Champ 83633, Melvin Hill ,
Danville,IL
(3) BestOriginal Restoration- MooneyMite346M,JohnWright, Kirby
McKinney, Greenville,SC
(4) Class I- 65 hp- 1946T-Craft N44493, Warren Long,Thomasville,
GA, restored by JeffHayward, first aeroplane
(5) Class II - 66 - 165 hp - 1954 Cessna 170B, N2535C, M. R. Baas,
Irving, TX
(6) Class III - 166 & up hp - 1949 Cessna 195 N4374V, Art Brown,
Marietta, GA
HOMEBUILTS
(1) Best Metal - T-18, N22DS, Bill Suttler, Nashville,TN
(2) Best Bi-Plane - PittsN51RA, DickAdama,Tampa, FL
(3) Best Original Design - BJ-520, N520BJ, Dr. Bergon Brokow,
Leesburg, FL
(4) BestNon-NCEngine- Sonerai N2MX, John Monett, Elgin, IL
(5) Best Fabric- Aerosport N6AS, DorothyAiksnoras,Oxford, CT
(6)Runner-upGrandChamp- BD-4,N325BD,LloydBrekke,Newton,KS
WARBIRD AWARDS
(1) BestPrimaryTrainer- PT19(M62A)N58109,FrankMock,Tampa,FL
(2) BestAdvancedTrainer- SNJ-5, N4QU.JeffMichael ,Lexington,NC
(3) BestOriginalTrainer- Temco Buckaroo, CharlieNelson,
Athens,Tenn.
(4) Best Custom- P-51,N988C, R.J. Shaver, Atlantic City, NJ
(5) BestRestored - P-51,CF-FUZ, GaryMcCann, Stratford, Ont., Can.
DIRECTORS AWARDS
(1) BestStatic Display - IraJones, CA-65
(2), SpiritofEM- Airparts, Frank & Ethyl Ferre
(3) Best Forum- Ken Rand
(4) SpiritofEM(outofstate) - Russ DuttonofAustralia
7
by the camaraderieassociated with fly-ins in general.
The "Flea Market" could h ave been
Gathering of the Eagles Cub Flight
named differently, for its proportions and activiti es
were far from flea size. Everythi ng from a complete
Gnome rotary engineona stand and runable, to an in-
strument panel screw was available. Much money and
many parts cha nged hands with great fun.
The Piper Plant, justacross the airport , who manu-
facturers the Piper Navajo, most graciously conducted
planr tours . Free buses left from the main gate, and
returned you to thefly-in. They also lent their facilities
to thegroup for a fashion showoneevening. The same
buses above mentioned, were used for a continual
shuttl e service to all motels and back to the airport. It
was a scenic and enjoyable ride with a lot of friends ,
and the usualbuschi tterchatter.
Each eveni ng there was a corn roast on the field.
The huge sized grills were laden with roasting corn
over glowing charcoals that by then felt good, since
the evenings were cool. The "gemutlichkeit" ran knee
deep with swapingofstories, meeting new peopleand
chance meeting of old friends, all to cap off a pleasant
day.
The mainbanquetwasheldatabeautiful civiccenter
in Lakeland, a tremendous complex of buildings and
meeting rooms, designed primarily for convention
work, madeanenjoyablesettingfor sucha hugecrowd.
Theedi tor' s estimatewould havebeenaround500 peo-
ple sitting and having dinner at one time, with what
else but an airplane sitting along side of the main
podium. The food wasgood, and everyone was served
promptly and efficiently, and the time had come for
the awards program. The awards program was pre-
sented, and the winners are listed herewith.
The guest speaker of the evening was Paul Pobe-
rezny, who gave an informative and inspirational talk
on what canbedoneto helpin these times ofdominat-
ing government regulations. There was a surprise
presentation to Audrey Poberezny of a birthday cake
and singing of "Happy Birthday" by all, immediately
after Paul's speech. It was an enjoyable program and
everybodyretired from themeetinghall tosmall groups
all over town to visit and continue far into the night.
By Sunday, the bright faces (some bright red and
sunburn) turned to long faces, as departing time,
thoughtsofhomeandsnowenteredourminds.Oncue,
wearrivedina raging blizzard, with a twohourdriving
fight to makeit home and in the driveway, the one re-
warding thoughtbeing thatwewill be back there again
next year, and of course, there is the thought that
Spring is coming.
Al Kelch, Editor

5. L. Roger Don Rae
R. L. J. Smith
__.L

3. L. Merl Jenkins
R. Bill Green
8
-
J.
.. 't# .....

Jr '!.: .",
A proud owner of a beautiful Air
Matty & Elsie Laird. (Super Solution).
Coupe, owner unknown.
.,
I
Cole and Rita Palen. The Old Rhine-
beck people.
\.. \ \

Hal Thompsons Aerocar. He has the rest
of it and is going to fly it.
Tiger Moth, owner Lanny Gardner, Ft.
Benning, GA.
.'
Wisconsinites Mr. & Mrs. Kellog, Loren
Gilbert and Gene Morris clown a bit.
..
-!
... - ........ ':%_
_ "'-v/ L . . ...- ..,..,.
anc George W. Haldeman, Clem Whittenbeck
Len Povey, a jolly threesome.
Walter Hills Cuatemalan STM Silver
Age winner.
Edna Gardner Whyte said she taught
in these Spartans.
A Majestic Corsair.
Sun ' N Fun F
Editor 's Note: Due to the tremendous proportic
aircraft , you will have to forgive us for our lac
This is an all for fun event. Registration not r
Album
lintage Machines

.
c-.....--
.
.,..
,,;,;.? .......r . .........

Travelair 2000, ownerJohn Dekle.
.......
Cessna 170 N4531C ownerunknown.
Mike Murphy,leftJessie Woods andRogerDon Loren Gilbert contemplating the Flea Ed Escal/on tending Super Solution Pilotbriefingjustlike Oshkosh.
Rae, at the buffetdinner. Market. display.
Stinson NC34676, owner Tom Scott , NC7091 Waco Bob White, Orlando.
Miami, FL.
The traffic ofonlookers was constant.
, I n Pictorial
)fthiseventandthegreatnumberof unregistered
f andsometimes inaccurate information.
ired!
way?)
---- - --- ----
OSHKOSH CONVENTION COMMITTEES AND CHAIRMEN
ANTIQUE/CLASSIC DIVISION 1976
AERONCA K ..
(Continued from Page 4)
which belong to him. As it has turned out, the K has
won many trophies and plaques. A couple of which 1
am especially proud are, the Best Cabin Monoplane
awardatOshkoshin1973 and theOutstandingAntique
Aeronca at Oshkoshin 1975.
When the restoration started my good friend Tony
Young began documenting the whole process on 8mm
colorfilm.Thiswas really a greatideaandJwouldsure
suggest that if you don't have a friend like Tony, try
to take a lot of snapshots . Needless to say a proj ect
like this can be even more enjoyable when you have
thesupportandhelp from a wife and five children, as I
had. Aride intheKis theonlytangablethanksthatBud
Drum our local chapter 194 Designee ever got, even
though the work was done under his supervision. The
same goes for Roger Perreault who sat on the other
side of those wings during the many rib stitch hours.
Martin Oosta ofourlocal FFA GADO area, was always
helpful and had to make extra inspection trips due to
the fact that two spar splices had to be made during
the restoration. Aeronca restorers all eventually get to
know John Houser who has been with Aeronca many
years, andis still at theAeronca factory .John is always
there with the information required if you are trying
to make an authentic Aeronca restoration. Finally it
gets to where you realize that the job was really com-
because there were friends like Bob Ebbert who
allowed me to usehis machineryand special tools, Ken
Sanderswhohelpednightafternightandthenumerous
others who were there when they were needed.
,1
EXPERIMENTAL
AIRCRAFTASSN.
Antique/Classic Convention Management
Antique/Classic Convention Chairman J. R. Nielander,Jr.
Box 2464
Fort Lauderdale,FL 33303
Antique/Classic Convention Co-Chairman
E.E."Buck" Hilbert
8102 Leech Road
Union,IL 60180
Antique/Classic Forums
Antique/Classic Forums Chairman J. R. Nielander,Jr.
Box 2464
FortLauderdale, FL 33303
Antique/Classic Forums Co-Chairman William J.Ehlen
Route 8, Box 506
Tampa, FL 33618
Antique/Classic Parking & FlightLineSafety
Antique/Classic Parking Chairman M. C. " Kelly " Viets
RR 1, Box 151
Stilwell, KS 66085
Antique/Classic Parking Co-Chairman Allen D.Henninger
939 McKellarDrive
Tullahoma,TN 37388
Antique Parking Chairman Jack C.Winthrop
3536 Whitehall Drive
Dallas,TX 75229
Antique Parking Co-Chairman George E. Stubbs
Box 113
Brownsburg, IN 46112
Classic Parking Chairman Arthur R. Morgan
513 North 91st Street
Milwaukee,WI 53226
Classic Parking Co-Chairman Roy Redman
7120 Irving Avenue South
Minneapolis, MN 55423
Antique/Classic Fly-By Schedule Coordination
Antique/Classic Fly-By Schedule Chairman
Gar W.Williams
9 S 135 Aero Drive
Naperville,IL 60540
Antique/ Classic Fly-By Schedule Co-Chairman
Eduardo C. Escallon
335 Milford Drive
Merritt Island, FL32952
Antique/Classic Judging & Awards
AntiqueAwards Chairman & Chief Judge
Claude L.Gray,Jr
9635 Sylvia Avenue
Northridge, CA 91324
Classic Awards Chairman & Chief Judge Morton W. Lester
Box 3747
Martinsville, VA 24112
ClassicAwards Co-Chairman & Co-ChiefJudge
James C. Gorman
Box 1217
Mansfield, OH 44902
Antique/Classic Headquarters Staff
Antique/Classic Headquarters Staff Chairman Edna Viets
RR1,Box151
Stilwell , KS 66085
Antique/Classic Headquarters StaffCo-Chairman
Kate Morgan
513 North 91st Street
Milwaukee,WI 53226
Antique/Classic Merchandise Sales Chairman
Pauline Winthrop
3536 Whitehall Drive
Dallas,TX 75229
Antique/Classic Merchandise Sales Co-Chairman
Alicia Smith
706 N.W.87th Avenue,Apt. 303
Miami . FL 33172
Antique/Classic Equipment& Supply Chairman
Richard H. Wagner
Box 181
Lyons, WI 53148
Antique/Classic Equipment & SupplyCo-Chairman
AI H. Kelch
7018 West Bonniwell Road
Mequon,WI 53092
Antique/ Classic Pavil i on Programs
Antique/ Classic Pavilion Programs Chairman
Gar W Williams
9 S 135 Aero Drive
Naperville,IL60540
Antique/Classic Pavilion Programs Co-Chairman
James B. Horne
3850 Coronation Road
Eagan, MN 55122
11
NX147N when owned by Ernie Moser.
The Crosley inverted 4 cyl. air cooled 90 HP engine. Russ West A 110 HP Warnerengine. HerbJunkinshopsuperintend'mt
testpilotin rearcockpitandHoekstrain front, noteGosporthelmet. in cockpitandHoekstra standing.
ByJohn Carter(EAA 41061/A C 180)
THE CROSLEY BIPLANE
A couple years ago I wrote an article on the aviation
activities of Crosley Radio of Cincinnati. The piece was
lacking in the historical area. This I would like to correct
through the, probably, only known ship, NX 147N.
Like all Crosley's 147N bore the name " MOON-
BEAM".
She was completed on December 8, 1929 and served
as test bed for the ideas of Powell Crosley Jr. Opera-
tions included being flown with a Warner Sacrab of
110 hp and Crosley's Four inline of 90 hp. The highlight
was the use of spoilers for lateral control in recovery
from six turn spins. A first in use.
A unique feature in the airframe was the square
tube longerons. Trussing is standard round tube.
Ailerons are from bent aluminum sheet/rolls. This sys-
tem was sold to WACO where it was used on several
cabin models.
After leaving Crosley around 1932 there is a break
in the logs of ownership. The next entry is 1939. At
this time she was sold by John Richardson of Nicolas-
ville, Kentucky to James D. Goodrich of Frankfort,
Kentucky. Mr. Goodrich operated 147N until December
7, 1941. At this time the engine was removed and the
a irframe stored in the proverbial barn. There she
rested until some time after the war when rescued and
made flyable, bearly. From all indications the Moon-
beam was s till owned by James Goodrich. The rescuers
remain a mystery.
In 1958 she had an altercation with a Bensen causing
substantial damage.
Following this mishap the ship was sold to an
Antiquer, David M. Trapp at Lexington, Kentucky, who
rebuilt her to her former glory, if not better. The major
substitution was a Manesco C4 "Pirate" of 125 hp, re-
placing the Crosley Inline for power.
The highlight under David Trapp's ownership came
in 1967 at a fly-in. The aircraft's designer had a chance
to fly in her again.
When Harold D. Hoekstra came down his remark
was "Open Cockpit again - Wheee".
Upon the approval ot antique markings in 1970
the Moonbeam was repainted silver and blue. Registra-
tion was placed on the wings of silver. These markings
are blue while those on the vertical surfaces are white.
Here is a puzzle.
No Crosley was certified for production yet NC
prefix entries are in the log. Can anyone explain?
Late 1970 found the little biplane in the ownership
of Ernie Moser of St. Augustine, Florida.
David D. Allyn of Sarasota purchased the ship in
April 1972 for part of his proposed Flying Air Museum.
Following no cooperation from the local airport officials,
Dave packed up bag and aircraft in June 1973.
Approval was easily obtained from the Municipal
Airport of Santa Fe County New Mexico for the con-
struction of the new museum, which is underway.
If all goes as planned, I may rejoin the museum as
historian.
Anyone with information on the Crosley aircraft
is encouraged to contact me. Needed is historical data
1403 2ndAve. E.
Bradenton, FL 33505
and spare photos so that the file can be closed.
Working for the museum, I started compiling data
originally on NX 147N. Not only did I find data on our
ship but a scattering of details on the others.
DATA SHEET
Five Corsley Aircraft were built. All bore the name
MOONBEAM.
Serial No. 1: Three place parasol monoplane seating
in open cockpits. First flown April 1929. Warner Sacrab
110 hp. License X 642E.
Serial No.2: Four place cabin monoplane. Wings tail
unit, 1. g., engine mount as No. 1. First flown August 9,
1929. Engine Wright J-6-5 165 hp. Registration X 10M.
Serial No. 3-4: Identical biplanes. Two place open
cockpit. Warner Sacrab 110 hp or Crosley four inline
90 hp. Registration No.3 X 146N, No.4 X 147N. Number
4 now fitted with a Manesco C-4 of 125 hp.
Serial No.5: Single place high wing. Outer panels
fold . Aeronca K size. Control stick hung from roof.
Flown 35 days from layout. ABC Scorpion 38 hp engine.
First flown May 28, 1930. License X 9679. Serial No.3
first flown in the fall of 1929. No.4 was f10wh on
December 8, 1929.
No further data.
12
,

"


..
F ---: \ ,-, . '\ . /
.':".\- . \'\ . AY
'1- -
Judging *
Outline of Judging Information
By Claude Gray
Ant.Awards Chairman & ChiefJudge
This article has been written for the benefit of those
of you who have restored orare now in the process of
restoring an antique or classic aircraft for di splay and
judging at the 1976 Oshkosh Fl y-In Conventi on, It is
intended to provide you with some insight into what
will be looked for by the judges. The informati on is
taken largel y from our manual ofRul esand Standards,
Restoration Judging, worked up early in 1975 by the
Antique-Classic Division directors. These rul es and
standardshave already been tested under fire - at the
1975 Oshkosh Fly-In - and were deemed quite suc-
cessful. They remove much of the personal taste and
bias that all too often seem to creep into the deci sions
of judges, substituting instead a sys temati c means of
fairl y judging all aircraft equall y.
Throughout our guide book, " authenticity" is the,
key word. The standards are structured in such a way
toencourageth eindividualtocompl etea"factoryfresh"
restoration ..." factory fresh" referring to the way
th e aircraft ca me fr om th e factory, and not necessarily
utilizing methods andideas used in modern day manu-
facturing. It is realized that some of th e factory fr esh
waysofdoing things, circa 1920sand19305, mi ghtneed
a littl e improvihg today from the standpoint of safety
andcurrentstandardsorairworthiness, sosuchchanges
are given proper consideration and carry littl e or no
minus point value in th e judging guide.
We do wi sh to stress that what was ori ginal, even if
crude by today's standards, is to the res torer's ad-
va ntage, point- wise, if repr oduced faithfull y in hi s
restoration.
It should be noted on the judging form rep roduced
here that a Presentati on BookandProofofAuthenticity
is good for 5 points of the possi bl e 100. Thi s book ca n
contain old photos, pri nts, drawings or even a di spl ay
of old parts that have been replaced ...all to authen-
ticate one's restorati on. Thi s is particul arl y important
in instances in whi ch an aircraft ori ginall y left the fac-
tory with a non- sta ndard or "custom" paint job. Also,
wedesir ethattheres torerbepresentduring thejudging
ofhi s aircra ft to answer any questions that mi ghtari se.
We cannot spare the time for a complete story on each
aircraft, as much as we would enjoy it, but having the
ownerpresent forques tions is fair toall concerned . It is
well to remember also that a restoration compl eted by
an individual is given consideration overa pl ane that is
known to have been jobbed out to the repair stati ons,
with the owner's principal labor res tri cted to writi ng
the checks .
Foll owing are some excerpts fr om our judge's guide
that we feelcan be of help to the restorer :
" Throughout th e rea ding of the Standa rds, you
will find referenceto one conceptthat refl ects the opin-
io n expressed by practi call y all th e peopl e contacted
during thedevelopmentoftheguidelines...theunder-
lying concept of authenticity. If it is th e desire of the
owner to devi ate from th e attainment of thi s goal for
considerati ons of sa fety, personal whim or other rea -
sons, the 'cos t' ofnot cQpforming is known in adva nce.
A portion of the guideh'hes pertains to the documenta-
tion of authenticity as it relates to the restored aircraft.
The owner/restorer is encouraged to prove the authen-
ticity via pictures, letters, factory specifi ca ti ons or other
means whi ch will all eviate theneed for' judgesopini on'
in det ermining authenticity."
"Judges are to be guided by the foll owing general
policy. The prize- winning airpl ane is either in or has
been res tored to factory fr esh condition. In the case of
restored airpl a nes, the quality and authenticity of the
completed restorati on is the main issue. Any alterati on
for whatever purpose should be di scouraged, with the
excepti on ofsa fety it ems .Theseare covered in standard
deducti ons on the judging sheet. Dupli ca tio ns of parts
should be asclose to th e original as possible. Penalti es
should be given for lack of restraint in 'over restora-
ti on : Judging forcl ea nl inessshould takeintoconsidera-
tion th eextentto which the pl ane isused,and authentic
restorati on should not be penalized when it bears only
the oil and grease normall y accumul ated in operation .
Thi s will notexcuse poor housekeeping, as it onl y takes
a few minutes after arri ving at a meet to clean the oil
spatter from mos t of the pl ane. Planes that have been
fl own to the meetshoul dbyall means receivepreference
ove r s tati c di splays t rucke d to the s ite . Airpl anes
compl etely restored by an individual should, ofcourse,
receive preference the sa me as authenticity, Replicas
should notbequ ali fied forjudging asanantique restora-
tion .Ourgoalshouldbetorestoreand fl ypl anesexactl y
as they were in the pas t, preserving a part of hi s tory
for posterity. Judges must keep thi s in mind ."
CATEGORIES
A. Antique - '
An antiqueaircraft isdefinedasanairpl anemanu-
factured at leas t thirty (30) years prio r to the
contes t da te.
B. Classic-
Classic aircraft is defin ed as a n airpl ane manu-
facturedpri orto1950and resto red toshow condi-
ti on.
e Replica-
A repli ca is de fined as any reproduction of an
airframe that was not builtby th e original ma nu-
facturer.
After readingovertheseguidelines, you shouldhave
a good idea ofwhat is being looked for in your aircraft.
Keep in min-d that old Californi a sloga n for hot rods,
"Ifit won' t run - chrome it" ... remembering th at it
gets you no point s, using thi s judging sys tem. Ifori-
gina ll y chro med or pl a te d, fine, but if a dd ed for
modem-dayshow- no. The goalofthe EAA Antique-
Cl assic Division is to res tore and save old airpl anes in
the grace and glory that was built into them - the
know- how (or lack ofit) of that time.
Let' s not ruin the bea uty of a rare old anti que with
moderndayshortcutsandgadgets .Aswasoft enquoted
in the 1920s and 1930s, " For every hour of fl ying th ere
were about 8 hours of work keeping it running." We
ca n' t be in such a hur ry today th at the rul e shoul d n' t
still a ppl y.
13
------------
---
--------
--- -------
--------
-----------
-------
--------
Form V
OFFICIALSCORING FORM
AIRCRAFTJUDGING
AIRCRAFT_____ yEAR_____REGISTRATION________
&
OWNER______
ADDRESS
Authenticity
Appearance Only Score Minus Points- Deductas Specified
Poor Fair Good VeryGood Excellent
GeneralAppearance (25) P + 0 to5 Non-authenticcolorscheme -5
F + 6 to 10 Non-authentic finish -2
G + 11 to 15 Non-authentic Stripings -3
VG + 16to 20 Non-authentic Markings -2
EX + 21 to 25 Other
Engine (15) P + 0 to 3 Non-authenticEngine -12
F + 4 to 6 Non-authentic Mags -I
G + 7 to 9 Non-authentic Wiring -2
VG + 10to 12 Non-authentic Chroming -5
EX + 13 to 15 Other
Landing Gear (10) P + 0 to 2 Non-authentic Brakes -2
F + 3 to 4 Non-authentic Wheels -2
G + 5 to 6 Non-authenticTires -I
VG + 7 to 8 Non-authenticTail Skid -2
EX + 9 to 10 Non-authentic Steering -2
Other
Cockpit (15) P + 0 to 3
F + 4 to6 Non-authenticInstrument '2
G + 7 to9 Non-authentic Upholstery -4
VG + 10 to 12 Non-authentic Chroming -5
EX + 13 to 15 Non-authentic Controls -2
--------
Other
Fuselage (15)P + Ot03
F + 4 to6 Non-authenticWindshield -2
G + 7 to 9 Non-authenticCowling -5
VG + 10 to 12 Non-authentic Fairings -2
EX + 13 to 15 Other
Wings& Tail (15) P + 0 to 3
F + 4 to 6 Non-authentic Wires -2
G + 7 to 9 Non-authentic Pitot -I
VG + 10 to 12 Non-authentic Nav.Lights -I
EX + 13to15 Other
Presentation Book !- 0 to 5
Proof ofAuthenticity
- - -----------
TOTALMINUS
GRANTTOTAL Judges Names
Total Appearance:
Less Total Minus:
GRAND TOTAL: ------
Score Score
Pr"/0
1l8
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....... ........
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MOdern finish _ SCheme
.....t. ....,............
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""' .. -'... . -PO ........,....;" :: _''''' '.'h .,
...... ..........'::;:;; ::':';-"".. ,;;, '"'' ....;:'
ITE.,3 Non-aUthentic ""iring
..... ""......". Of......" .....
. - L-4NOI
NG
GE.ot
HYdraUlic brakes,: (10.Polnts)
Noo-aUthentic tirasT?laClflg mechanica/s -10
ITe Nn"-aUth", ,. IZe Or tires
""","" ,;.':.!::::;,.. Of............
-2
- d.
instrument
-I
:':Iterationsin OriginalPanel 2-2
h -' ...... , .
-2
Ct."",.,.......'Of"", ""'..., 'mod"Ok. _, .,
- I
...... 'PO,.Of ON""" 'h '" W,.Of........'o,. '2
.
...
-
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Ifldshleld
..,...,
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Fairingmise; .........,t> "_., ..
b- - ng""here fairln
III Ca InSlrutsto fUBelage gs""ereOrig/nallyfUBela _
""-. ..............N...
- ""NGS& T""L l'0,.. ""heel III
.......
Non-aUthefl/icb, (5POI"tS)
Non-aUthentic ""::e
s -2
ITE.,7. PitOt 9htsOrnaY/gation lights
-2
SENT"'TiONPROOF(5PoI"ts)
-3
-2
-I
-I
Date
Letter to Ed Williams
Ed,
As a p o int of clarifi cati on in your
article in the last issue of Vintage Air-
plane concerning the 50th Anniversary
of Commercial Air Tra nsportation which
I enjoyed very much, it was a young
lady who reall y gave rebirth to the Swal-
low not Buck Hilbert. This lady knew of
the wher eabouts of the Swall ow for over
30 years . She mentioned it to me about
12 years ago and after investi gating and
finding same to be still located where it
was whe n she was a toddle r and in very
good condition d es pite th e year s in
s torage; I told my good fri end s Bob
Schroeder and Buck Hilbert that when
I got the plane, and I was determined to
d o so, I wanted them to be equal partners
with me .. . after many years of talking,
barga ining, more talking, etc. I'm sure
the two though t I'd never get Bill Irwin
to release her to me, but I per sisted a nd
with some good proding on the part of
Ernes t Fumasoli wh o knew Irwin for
more than 55 years, he finally rel ented
about a yea r ago so th at he could see hi s
"baby" fl y again . About two years ago
he turned down, he told me, a n offer to
put the Swall ow in the EAA Museum be-
cause all these yea rs he wanted her up in
the sky.
Rea lizing tha t too many bosses ca n
upset the kitchen, it was decided that
Buck head up the project, and I must
admit as does Bob, that he is doing an
ad mirabl e job of ca lling the shots .
By the way, the young lady is my
lovel y bride of 22 years Ginny, Ernes t
Fumasoli is my charming father -in-law
- the Swall ow you see was stored across
the alley fr om the old homestead since
1933; more or less a fa mil y a ffair. In
closing I would like to close with a tri-
bute to Bill Irwin who died in the latter
part of 1975 without seeing the Swallow
fl y again like he and r talked those many
years. He started thi s project back in the
twentyies, I'm glad Ginny was born to that
neighborhood so tha t we ca n now be a
part of the 50th Anniversa ry Celebrati on.
Dari o L. Toffenetti
EAA Chapter 7
15
DOUGLAS
Builds New Airplane
Paul Lit tle (EAA 56229)
17103 So. Gryland Ave.
Cerritos, CA 90701
Tucked away in a not too obscure cor-
ner of a n eight -s tory han ga r, lar ge
enough to house two or three DC-10's or
several DC-9's, s its a small skeleton of a
fuselage on its landing gea r, its Liberty
engi ne uncowl ed, tail feathers sometimes
on, sometimes off, a nd generally look-
ing as if it wer e in th e developme nt
stages .
Li ke a wren to a n Eagle, compared to
its brother the DC-10 is the Douglas M-2,
being given a new start in li fe by some
Wes t ern Airlines a n d Doug las e m-
pl oyees . Thi s airplane, now fift y years
old, ha s bee n stored by Western Airli nes
since 1941 and is now being restored to
cel ebra te the Bi ce nte nni al yea r a n d
Wes tern's 50th An niversary as a n air-
line.
Western Air Express, as it was called
in the beginning, s tarted operations wi th
five airplanes, two M-2's and three M-4's.
This particular ai rplane was actuall y an
M-4, one of fifty purchased by the U.s.
Postal Servi ce, but sold to Wes tern before
it ca me off th e assembl y line. On the
entry step is s till the WAE made up of
rivets, a goodwill ges ture by Douglas
employees to Wes tern em ployees .
First fli ght was a n April 20, 1926 by
Morri s Graham and it was the n put into
regul ar servi ce from Los Angeles to Las
Vegas to Salt Lake City, primaril y as an
air mail a nd parcel servi ce, although
passengers were carri ed at times in the
mai l hopper which is in the fr ont of the
cockpit.
One amusing s tory comes from Wes t-
ern reti red Captain Ted Homan, of an
entry in ship's logs, which read, " Made
unscheduled la nding in fi eld to persuade
passe nger to s tay in airpl a ne." Wh at
actuall y happened was that the passen-
ge r, being somewha t in ebr ia te d, kept
climbing out on the wing, probably to
get a breath of fresh air and no amount
of coaxing by the pil ot could cha nge hi s
mi nd. So th e pilot made hi s unschedul ed
landing, hit the passe nger on the head
with the fire extinguisher and took off
again.
I asked Captain Homa n, who by the
way is in charge of the restoration pro-
jec t and also will be the tour pil ot, if
he ever flew this airpl a ne for Wes tern .
He laughed and said, " No, I'm not that
old, but I once fl ew as a passenger in it
when I was a boy." Then he told me how
the M-4 got it's longer wings than the
39'8" of the M-2. Seems the Pos tal Ser-
vice had a little t roubl e getting off from
Cheyenne on a hot day, so they asked
Douglas for longer wings and Douglas
compli ed by addi ng 4'. This was call ed
the Rocky Moun ta in Wing, which all
M-4's had .
Wes tern has asked the FAA to let them
redesignate thi s M-4 as an M-2 for thi s
project and al so to use its ori gi nal regi-
st rati on of Cl 50. Additi onal fu el tanks are
a lso being added to ens ure an a mpl e
suppl y of low octane fu el required for the
5:1 compression rati o engine. The ori-
ginal fu el capacity was two 60- gall on
ta nks, one in each lower wing. Present
configuration will have 58.5 gall on tank
in each lower wing, a 30-gallon tan k in
each upper wing and two 25-gall on tanks
in the mail compartment.
Ti res were origi nall y B.F. Goodrich 20-
inch Balds. One day the Goodyear rep
walked in and sa w thi s, and yep! You
guessed it. He had the tires and wheels
sh ipped to Akron and 10 a nd behold,
they ca me back sporti ng the Goodyear
name complete with hydraulic brakes
which th ey never had before. Also a
ta ilwh eel has been added which wi ll
enable it to be fl own on paved run ways.
The trim wheel has been moved from the
right side of the cockpit to the left at the
request of Captain Homa n. Other than
tha t th e aircr aft is being r ebuil t t o
original specs. The wings were in such
bad shape that new ones are being buil t
as was the turtl e deck.
The 1599 CID, V12 Liberty engine was
rebu il t by retir ed Weste rn mech anic,
B. G. Smylie. It has a metal ground ad-
justable prop and puts out 425 hp, cruise
speed is 110 mph and stall is 45 mph with
the longer wing.
I ca n imagine that the firs t fli ght of th e
res tored M-2 will be jus t as exciting as the
first fl ight of one of Douglas' lates t crea-
ti ons. This should ta ke pl ace sometime
thi s spring and pl a ns are to tour the U.S.
and Ca nada with it. Perhaps it will make
one of the EAA Fl y- Ins.
Whistling In The Rigging
Paul H. Poberezny
EAA President
We have received a great many fine comments re-
garding Vintage Airplane. We are very appreciative
of your fine support and I am proud of the fine work
that Editor Al Kelch and his lovely wife are doing for
the cause of aviation. We, as antiquers, restorers,
lovers of classic aircraft, sometimes become so involved
with perfection and the details of restoring, searching
out old airplanes and taking them to events for display,
that we sometimes lose sight of what can happen to all
of us if we do not concern ourselves a little bit with the
overall welfare of general aviation. True, our activities-
whether it be homebuilts, warbirds or rotary wing - are
s port aviation, fun, recreation and great personal plea-
s ure. To many, the problems of TCAs, controlled air-
space, Towers, increased effor ts by government in
the area of taxes and even Washington, seem far away
and unimportant. This is until such time as you have to
put more expensive equipment into your airplane to
be able to legally use it.
While we do our "thing" we, as an organization,
must be alert to insure that our freedom is not tampered
with by bureaucratic thinking. In fact, just in a small
way, while writing this column, our foreman at Osh-
kosh called to advise that the local plumbing inspector
was out at our EAA Convention site and was very un-
happy with our drinking facilities, our shower facilities
and our holding tanks. These certainly have served us
very adequately. Two of the facilities are brand new,
as is the water sys tem. The showers pose no problem as
they were pumped daily; the drinking water has always
passed state testing. However, as he has stated, he has
his codes. Realistically, can we put in thousands of
dollars into fancy faucets and other systems for one
week per year? I am sure I can go into other areas of his
community such as the fairgrounds, for instance, and
point out to him standards that are far !ower than EAA's
high standards. 50, whether it be in matters pertaining
to the actual airplane or to the ground activities neces-
sary to support us, we as an organization will continually
have to be on the alert for over-zealous individuals.
We, as EAA members, need the support of all of general
aviation to insure that our privileges and rights are sus-
tained. We must all realize that once a rule is written
it is most difficult to get it off the books. A responsive
membership is one of the most valuable tools in the
organization. It certainly is a pity that the many thou-
sands of people who, in one way or another, earn their
living in aviation a nd are not part of or support a
national aviation organization. Perhaps this is why
aviation in our country is really not progressing as much
as it should. We certainly have the capability, the pro-
duction know-how, the skills, etc. to make aviation a
significant factor in our economy and in our recrea-
tional endeavors. It seems that many of us in aviation
get into a small corner of it and expect others to hold
up the majority.
I am proud of the work that EAA has accomplished
over these past twenty-three years, in being the real
spokesman, not onl y for the homebuilders, antiquers,
rotary wing enthusiasts, warbirds or classic aircraft
owners, but for all that general aviation stands for. I
am very proud that we have such a variety of individuals
and s uch a variety of tal ent that actively participates.
I am pleased with the great amount of expertise that we
have, that we can call on and have called on in the past,
who can speak authoritatively on any phase of aviation,
be it private or commercial. Herein lies our strength.
I would like to see the rolls of membership in EAA
grow, as well as in our Divisions, . You can make it
possible. Each year, at Oshkosh, I see an ever increasing
number of people come to visit us. Most of them are not
members. Wouldn't it be nice if each of these people
came as a member? They are attracted to us, for what
we are doing and what we have done. Yet, when I stop
many of these people who arrive via factory built air-
craft, and question them on being a member of EAA,
they usually reply "No. I just came to the airshow" .
I feel sorry that they do not know more about us and
about what we are doing for them. I feel badly when I
learn they do not belong to a national organization of
their own choice. Yet, they expect "them" to insure
cheaper operation of their aircraft; less rules, less taxes.
It reminds me of the individual who wants all the
benefits of citizenship without paying the taxes. It also
reminds me of some who come to our annual Fly-In
and Convention at Oshkosh with their homebuilt, anti-
que or classic; parking in our areas; putting demands
upon us for more service, trophies, forums, etc. They
then write letters which are not quite complimentary,
telling us what we should have done for them and that
next year they expect to see an improvement.
I cannot fully understand how a person can come to
someone's convention, though they would be welcome,
and become demanding and offer nothing to enhance
the image of aviation.
I was pleased with the decision of the Antiquel
Classic Officers and Directors to limit awards and
recognition to EAA members. It is high time those few
freeloaders look elsewhere for' their recognition and a
helping hand. I may seem to be a bit firm on this, but
after twenty-three years of trying to encourage indi-
viduals to be a part of an organization which supports
and promotes their interests, and to see a few continually
expect you men and women to work for them, while
they offer nothing, it becomes intolerable. Maybe it is
because there are so many in our country who find the
government handout is the easy way to go rather than
working for something that is worthwhile, that has
caused the reversal in my thinking.
As I have often said, Oshkosh is not the place for
you if you don't have tolerance, patience, love and
understanding for your fellow man. If you don't have
this, maybe one should choose a vacation spot else-
where.
Your Officers and Directors will need your full sup-
port at this year's meet. Let's make it a safe, educational
and enjoyable family vacation.
16
January 12, 1976
Dear Paul:
We made oursecond tripto Oshkoshthis
past summerand enjoyed ourselves
immensely.We were able to meetand talk
with a large numberofEAAers who
have a shared interest with us in Antique/
Classic aircraft .The members
and the Vintage Airplane are both
excellent resources. We have saved each copy
of the magazine published.
We realize we are a special interest
group withinthe EAA structure. We
appreciate the opportunity to develop this
interest by using the excellent
means within the EAA.We feel astronger
sense ofbelonging byyourallowing us
to have our separate recognition. This has
encouraged communication and
mutual support.
We hopetosee the Antique/Classic
Division continueto be an active,
contributing part ofthe EAA.
Sincerelyyours,
DuaneG. White, EAA45416
Antique/Classic 501
Patricia Pate White, EAA 62324
Antique/ Classic 500
January19, 1976
Dear Sirs:
Am enclosing $10.00 so that
you will permit me to join yourclub. At
present Iam restoring a 1932 Great
Lakes 2T-1A.
I am one of the orginatorsand
memberofChapterNo. 79, Spokane, WA.
Thank you,
Russ Swanson, EAA 1658
Rt .3, Box 150
Sheney,WA 99004
January 23, 1976
Dear Sirs:
As an owner of Fairchild F24 W 1942
(OH-FCK) and Taylorcraft 50 plus
1942(OH-AUH). Iwould liketojoin EAA classic
division sending herebya check of$10.
My postal adress is: Mr.Reni Hildeen
10210lNKOO
FINLAND
Iwait for yoursoon issues with
great interest .
With best regards,
Mr.Reni Hildeen
Suomi FINLAND
December9, 1975
Dear Sirs:
I noticethat it is never easy to
purchasean antiqueplane and
unless overhauled they can be troublesome.
Manyyears ago I purchased a
coupleofAvro Avian Biplanesfrom
Harold Kenny my instructor, They needed
lots of work and Iaccumulated
all the drawings for the Avian. The machines
are built similarto theCurrie Wot
being all spruce and plywood ,although
there are drawings fora tube
steel fuselage.The wings can be
folded and the aircraft towed home. Its 8 feet
widex 8feet high by 21 feet and 28 feet
span or32 feet span. It takes 85 hpto
120hpengines. English Cirrus1183and Cirrus
Hornet 11 of105 hp and Gipsy Major
and carried 2 peoplealthough for air
shows3 were carried.
Ihave damaged my back and if
theassociation wish, Ican donatethe
micro films and somefull size
drawingsto the EAA Foundation Museum.
Members could build new antiques
of historical value,Bert Hurbiler
and Kingsford Smith used them for long
distance flights.
Hoping this is ofvalue to members.
Yours sincerely,
Alan Lewis, EAA 1634
January 20, 1976
Dear Sirs:
Please includeme as a member
in the Antique/Classic Division. My father
and I have a Waco YKC-S with 245 hp.
Jacobs and cis prop. We have enjoyed about
60 hours in her since getting
the plane, she is a pleasureto fly.
We hope to restore her soon and bring her
upto newcondition.
Thank you,
Alan Brakefield, EAA 59766
Rt. 3, Box301-A
Okla.City, OK 73127
P.S. We also have a 1943 P.T. 19 with
175 Ranger, restored 2 years ago.
January 28, 1976
Dear Sir :
First ofall I must say that I
Ienjoyed quite a few winterevenings pursuing
my reference books trying to identify
the Sept.-Oct. and Nov.-Dec.
"mystery planes. "
Beginning with the " Swallow-like"
craftofSept.-Oct .:
The similaritiesbetween certain
Swallow and Lincoln-Page models could be
added to Pete Bowers' observations
on "Basic BiplaneConfusions"
(YESTERDAY'S WINGS - AOPA) . Lincoln-
Page at one time did own rights to Swallow.
See corrective note in U.S. Civil
Aircraft (Juptner), Vol. 3 page 239. Ithink I
am entitled to three guesses on this one.
1.Modified Swallow "90" (All pictures
of Swallows I've seen have cable aileron
connectors instead of bartype shown.)
2. An earlymodel Lincoln-Page LP-3.
3. A Lincoln-PageSwallow,if
thereever was such abird .
The Nov.-Dec,plane was much easierthanks
toJuptner-U.S. Civil Aircraft Vol. 1,
pages49-50.This isthe Douglas
Transport C-1, developed from the Douglas
World Cruiser for use bytheArmy Air
Serviceas a utilitytransport ,It
was also used as a refueling plane for early
endurance flights. Span of both
wings- 60ft. Length- 36 ft. Enginewas
Liberty 12.
Ido hopethatother readers will
verify orcorrect these observations.
New member,
F. H, Manderfield
406 Emerald St.
Houghton, MI 49931
September26, 1975
DearMr. Lewis :
Thankyou for the pictures and your
recent letter with the kind offer todonate
the micro films and somefull size
drawin'gsofthe AvroAvian biplane.The
EAA Air Museum would be pleased to accept
these sothat copies might be available
to EAA members.
We are sorryto hear about your
back injury and hopethatthe problem is of
a temporary nature.
We shall lookforward to hearing
from you and receiving the above donation.
Thankyou for yourkind consideration.
Sincerely,
Gene R. Chase
ExecutiveAssistant
January22, 1976
Dear Mr. Lewis :
Thank you foryour kind
donation to the EAA Air Museum
Foundation ofthe microfilm construction
drawingsoftheAvroAvian Trans
594,and some drawingsofthe Avro Avian
type 616 with the metal fuselage.We
understand thisset is complete
with the exception of about 30 modification
sheets and the construction book. We
note that the following are also responsible
for the preservation ofthese
plans:Stan Brennan, Keith Trillo,
Albert Murray,N.A.P.S., A. V. Roe and
Hawker Siddeley.
We will attemptto set upa system
whereby interested members can obtain
prints from the microfilm at a nominal cost,
and possiblythis will enablesome
newly constructed Avians to fly.
We greatly appreciate your interestand
desire to further the goals and principles of
EAA and the Museum.Thanks again for
your contribution,
Best regards,
Gene R. Chase
ExecutiveAssistant
111 MEMBERSHIP
DRIVE
One for one for one, Ifeach mem-
ber would take it upon himself to
get one new member a year each
year, the compounded effect would
result in a very successful organi-
zation, Take pride in your activity
- make it grow.
CLASSIFIED ADS
FOR SALE: P & W R985 Wasp Jr. Ser. No. 39 built
in 1930. From Sikorsky S-39 NC54V, OSMOH in
1945 $2500 or offer, Jim Ash, R1 Box 116, Ixoni a,
WI 53036.
WANTED
WANTED ENGINE: Small 9(vI. Salmson
or3cyl. Szekel y. Compl eteci'r parts.
Don Carlson
340 East MinnehahaPkwy.
Minneapol is, MN 55419
WANTED: 1pai r E.D.O. No. 1965 Floats. T. Wood,
Box 2080, Bracebridge, Onta ri o, Canada POB 1CO
17
Calendar of Events
April 28 - May 2- lAC 4ger Gold CupAerobatic Jim Morr, a Director, Box 2312, Merced, CA
Regional Champs. ACA & lAC Sanctioned 95340 orcall 209-723-0929.
Contest, AppleValley, Ca. Airport . July 3-4- Gainesville, Georgia - 9th Annual
May1-2- Corona, California- SouthernCalifornia Cracker Fly-In. Sponsored by North
Regional EAA Fly- In sponsored by EAA Georgia Chapterof AAA, Antiques, Classics,
Chapters 1, 7, 11, 92, 96, 448 and494. Forinfor-
Homebuilts and Warbirds welcome. Contact Bill
mation contactTerry Davis, 13905 Envoy Ave.,
Davis, 2202 Willivee Place, Decatur, GA 30033.
Corona, Ca. 91720. Phone714-735-8639. July 10-11 - Annual EAA Chapter62 Fly- In,
May 15-16 - EAA 14th Annual Fl y- In, Ramona,
Hollister,CA, ContactD.Borg,6948BurningTree,
Ca. Airport. Contact: R. Borden, 2279
SanJose, CA 95i 19.
East PastoSt., Ramona, Ca. 92065. 714-789-0459. July 10-11 - 17th Annual AAA Fly-In, DuPage
No Aerobatic contest this year. County Airport, West Chicago, Illinois.
May 15-16 - Conroe, Texas- Fly In at
Phone312-763-7114.
Montgomery, Texas Airport (40 miles north of July 31 - August8 - Oshkosh, Wisconsin -
Houston) , sponsored by EAA Antique
24th Annual EAA International Fly-In
and Classic Chapter2, EAA Chapter12 and EAA
Convention. Start making your plans NOW!
Chapter345. For information contact
August 30 - September3- Fond du Lac,
DougScott, 626 Lakeview Drive, Sugarland,
Wisconsin- 11thAnnual EAAIIAC
TX 77478. Ph. (713)494-3791 or Ed Pruss, International Aerobatic Championships. Spon-
6327 Tall Willow Drive, Houston, TX 77088 Ph. sored by International AerobaticClub.
(713) 466-4490. September17-19 - Georgetown, South
May 22-23 - Cambridge, Maryland - 9th Carolina - SecondAnnual Spirit of76Fly-Inat
Annual Potomac Antique Aero Squadron Georgetown County Airport, South Carolina.
Antique Fly-In, Horn PointAerodrome. Sponsored by Chapter543 Antiquel
May 28,29, 30 - Watsonville, California - Classics , Warbirds and Homebuilts. For infor-
12th Annual Antiquer Fly-In Air Show. malion contact Hero Bailey, P.O. Box
May 28, 29, 30- National Waco Fly-In, 619, Georgetown, SC 29440. (803) 546-2525
Hamilton, Ohio. days; (803) 546-3357 nights and weekends.
June 4-6- Merced, California - Merced West
CoastAntique Fly-In. Forinformation contact
NEW! NEW! NEW! NEW!
Beautiful lie lac/Lapel Pin and
charms with the official
Antique/Classic Emblem. Blue with
silver or gold.
Charm - Silver $3.25
Charm - Gold $3.50
TIe Tae/Lapel PIn $4.00
(Gold Only)
Above prices include postage.
Send orders to:
Antique/Classi c Di vision
P. O. Box 229
Hales Corners, WI 53130
Back Issues OfThe Vintage Airplane
Li mited numbers of back issues of THE VINTAGE AIRPLANE afl' ava il able at $1. 00 each . Copies s till
on hclnd a t EAA He"dquclrters arl' :
1973 - MARC H, APRIL. MAY. JUNE, JULY. AUGUST. SEPTEMBER. OCTO BER, NOVEMBER,
DECEMBER
1974 - JANUARY. FEBRUARY. MARCH. APRIL, MAY, JUNE, JULY, AUGUST, SEPTEMBER, OCTO-
BER. NOVEMBER, DECEMBER
1975 - JANUARY. FEBRUARY, MARCH, APRI L, MAY. JUNE. JULY-AUGUST, SEPTEMBER-OCTO-
BER,
1976 - JANUARY , FEBRUARY, MARCH,
NOTICE OF ANNUAL BUSINESS MEETING AND
ELECTION OF OFFICERS AND DIRECTORS
Notice is hereby given that an annual business meeting
of the members of the EAA Antique/Classic Division will
be held on Wednesday, August 4, 1976at 10:30 A.M. (Cen-
tral Daylight Time) at the 24th Annual Convention of the
Experimental Aircraft Association, Inc. , Wittman Field,
Oshkosh, Wisconsin_
Notice is hereby further given that the annual election
of officers and directors of the EAA Antique/Classic Divi-
sion will be conducted by mailed ballot to be distributed to
the members in June_ Said ballots must be returned pro-
perly marked to the Ballot Committee, EAA Antique/
Classic Division, Box 229,Hales Corners, Wisconsin 53130
no later than August 1, 1976.
The nominating committee has submitted the following
candidates:
PRESIDENT
SECRETARY
DIRECTORS
J. R. Nielander, Jr.
Richard H. Wagner
AI Kelch
Evander M. Bri tt
M. C. " Kelly" Viets
Jack C. Winthrop
t
(Signed) Morton W. Lester, Chainnan
Nominating Committee
Richard H. Wagner, Secretary
EAA Antique/Classic Division
16