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Restorer's Corner

fiJ1/.J.R. NlELAI\nEH. Sl

JUDGING CLASSI FICATIONS AND CATEGORIES Over the past three years your Division has had standing committees which have been working very hard at the monumental task of putting together a Judging Manual. This manual will contain guidelines which will have the two-fold purpose of pointing out to restorers or replica builders how they should do the job if they would like to win trophies as well as giving the judges a standardized judging system with which to work, thus improving the quality and consistency of aircraft judging, not to mention making the job much easier for many a judge of limited experience. When completed, copies of this Judging Manual will be available to all, but at this time completion is still many, many months in the future . Its availability will be appropriately announced in this column when the time comes. Much thanks is due the original committee consisting of AI Kelch, Dick Wagner, and Gar Williams; the present committee consisting of Brad Thomas, Claude Gray and George York; and, in addition, to Bob Taylor and other members of the Antique Airplane Association who supplied much valuable input in the early and basic stages of development. Of greatest importance to the membership, as indi­ cated by letters received, is the defining of what is an antique, what is a classic, and what is a replica. The

following are the definitions which have finally evolved through all of this joint effort. An ANTIQUE aircraft shall be defined as an aircraft constructed by the original manufacturer, or his licensee, on or before December 31, 1945. A CLASSIC aircraft shall be defined as an aircraft constructed by the original manufacturer, or his licensee, on or after January 1, 1946, up to and including Decem­ ber 31, 1955. Of course, there have to be a few excep­ tions to the above, and they are as follows. Pre-World War II aircraft models which had only a small post-war production run shall be defined as antique aircraft. Examples are Beechcraft Staggerwing, Fairchild 24 and Monocoupe. Civilian aircraft manufactured in the last four months of 1945, which were actually 1946 models, shall be defined as classic aircraft. Examples are Aeronca, Piper and Taylorcraft. A REPLICA aircraft shall be defined as an aircraft constructed exactly to original manufacturer's plans, full size in scale, but not constructed by the original manufacturer or his licensee. For those who prefer jazzing up the old bird rather than going the route to original authenticity, a CUSTO­ MIZED aircraft classification in both the antique and classic categories has been established . In this classifica­ tion the fine craftsmanship of those restorers can be appreciated, recognized and rewarded even though their restorations would not score very highly on the authenti­ city scale. The judges will be using these categories and classifi­ cations at Oshkosh this year and hereafter, and this should, over a period of time, improve the standardiza­ tion and eliminate some of the confusion which has been apparent in the past. We think that the committees have done a great job thus far. We are particularly pleased with the classic aircraft category. This category was of much concern to us for several years due to various problems and realities of life which were dictating

different upper limits. The solution arrived at by the committee, that is, December 31,1955, is an excellent compromise. This was the year which, for all practical

purposes, averages out as the demise of the taildragger.

the Tripacer in 1953 . Cessna had al­

ready terminated the 140A in 1951. The 190/195 ceased

in 1955. Only a few 170B's were built in 1956. The 310

in 1953 . Beechcraft had their Bonanza mod ifications by 1955 and were making

plans to phaze out their big H-18 twin. Aeronca and Taylorcraft were out of production as were Luscombe and Stinson. With the exception of the Piper Super Cub, the Cessna 180, and a couple more hangers-on, the industry had capitulated completely to the tricycle drivers and their training wheels, and most production designs have been essentially frozen ever since. Over

Piper brought out

had come out through several

12,000 personal aircraft manufactured during this ten year post-war period are still on the FAA register. That's

a lot of classics. Frankly, we believe that we can live with this ten year limit to the classic category until the personal family aircraft becomes a four-place single­ engine jet. This does not mean that we are turning our backs on those of you members who own fifteen or twenty year old aircraft. Quite the contrary. Not all of

us can or want to own an antique or a classic, but we can

all appreciate their beauty and support the movement which encourages their preservation and restoration. And, speaking of restoration, the problems and solutions

of restoration are the same regardless of whether your aircraft is twenty years old or thirty. Our Division foru ms on maintenance and restoration held at the Oshkosh convention are just as valuable to the owner of

a not-quite-classic as they are to the owner of a classic or an antique. So, if your aircraft is newer than 1955, we

can still

be

of help to you

in many ways, and we shall (cont. on page 20)

still appreciate your support.

Paul H. Poberezny Editor AI Kel ch Associate ' Edito ( Asso cia t e
Paul H. Poberezny
Editor
AI Kel ch
Associate ' Edito (
Asso cia t e Ed it o r
H.
'G le1,~ B U ff i h g t o n
818
W. Croc ke tt St . No. 201
S~attle,'Washington 98119
Ro be rt G. Ell io tt
122 7 Oa kwo od Ave .
Da y tona Bea ch , Fl o r id a 32014
122 7 Oa kwo od Ave . Da y tona Bea ch , Fl o r

ANTIQUE AND CLASSIC DIVISION

OFFICERS

PRESIDENT

J . R. NI 'E LANDER, J R. P.O. BOX 2464 FT . LAUDERDAL E, FL 33303

VICE ·PRESIDENT J ACK WINTHROP

· RT.l ,BOX l l1

ALLEN, TX 75002

SECRETARY R,ICHARD WAGNER P.O. BOX 181 LYONS, WI 53148

TREASURER E.E. "BUCK" HI LBERT

8102 LEECH RD .

UNION , IL 60180

THE V I NTAGE A I RP L ANE

Editorial

Staff

Assistant Ed itor Lois Kelch

Asso c iat e Editor

Ed wa rd D. Will ia ms

713 Eas tman Dr.

Mt. Prospect, Illinoi s 60056

Associate Ed itors will be identified in the tab le of con­ tents o n arti cl es they send in and repeated on t he articl e if t hey have written it. Associate Editorshi p s wi ll be ass igned to those who qua lify (5 articles in any calendar year).

Directors

Claude L. Gray, Jr .

 

AI Kelch

9635

Sylvia A venue

Northri dge. California 91324

7018 W. Bonniwell Road Mequon, Wiscon si n 53092

J

ames B. Horne

Evander M . Britt

3 840 Co r o n ati o n Ro ad

Bo x 152 5

Eagan. Minneso ta 55122

Lumber ton, North Carol ina 28358

George E. Stubbs

M. C.

"'Kel ly "' Viets

Box 113

RR

1 , Box

151

Br o w n sburg , Indi a na 4611 2

Stillwell, K a nsas 66085

Pi l ot

W illiam J . Ehlen

Route 8, Bo x 506 Tampa. Florida 33618

Advisors

W.

3 01

Brad T h omas. Jr .

D o d so n Mill Roa d

M ou nt ain , N o rth

Ca rolin a 2 7 041

Robert A. White

1207

F alcon D r ive

Orla ndo, Flor ida 32803

Ar th ur R. Morgan

5 1 3

Nort h 9 1 st Street

Morton Lester

P.O. Bo x 3747

Martinsville, Virginia 24112

Dale A. Gustafson

77 24 Sh ady Hill Dr i ve

Ind i an ap

o l i s.

IN 46274

Roger J . Sherron

44 6 -C Las Casitas

Santa Rosa, CA 95401

St an Go moll

104 290th Lane , N.E .

Minneapol is, MN 55434

ion of
ion of

is o w ned

the

Mi lwaukee. Wisconsi n 53226

A n tiq u e Classic

y by

;tage paid at H ales Corners Post Office, Hales Cor ner s. Wisconsin

In c . an d is p ublished m onthly at

A ir c r aft,

Hales Corners, Wisce nsin 53130. 53130, and additional mailing off '

period of which

$ 10 .00 is

fo (

interested in aviation.

M '", mbers h ip rates for A ntique Classic

T HE

Aircraft. Inc . a t 5 14 .0 0 per 12 m onth

V I NT AG E A IRP LANE. Membersh ip is open to all who are

OFFICIAL MAGAZINE

ANTIQUE / CLASSIC

DIVISION

of THE EXPERIMENTAL AIRCRAFT ASSOCIATION

P. O. Bo x 229

JUNE 1977

Hales Corn ers , Wis. 53130

VOLUME 5

NUMBER 6

Hales Corn ers , Wis. 53130 V O L U M E 5 NUMBER 6 Restorer's

Restorer's Corner

.

.

.

.

.

.

.

.

.1

007 Contact

.

.

 

.

.

.

.

. ,3

Gee

Vintage

Bee Sportster

. Album, (G lenn Bu ffington,

.

. , Assoc. Ed .)

 

.

.

.

.

.

.

.

.

.

.

,

7

13

Freddie's Folly!

 

,

,

.

.

.

"

.

.

,

.

.15

Notice of

Electio n

 

.

.

.

.

.

.

.

20

Air

Mail

.

.

.

.

,

.21

EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIP

o

NON-EAA MEMBER -

$34.00. Includes one year membership in the

EM Antique/Classic Division , 12

month ly issues of THE VINTAGE AIRPLANE; one year membership in the Experimental Aircraft Associa­ t ion , 12 monthly issues of SPORT AVIATION and separate membership cards .

o

NON-EM MEMBER - $20.00. Includes one year membership in the EM Antique/Classic Division , 12

monthly issues of THE VINTAGE AIRPLANE; ene year membership in the Experimental Aircraft Associa­ tion and separate membership cards. SPORT AVIATION not included .

o

EAA MEMBER -

$14.00. Includes one year membership in the EM Antique/Classic Division . 12 monthly

issues of THE VINTAGE AIRPLANE and membership card. (Applicant must be current EM member and must give EM membership number.

ON THE COVER

00 7 Stearman. See story on page 3 by Byron Fred ericksen .

00 7 Stearman. See story on page 3 by Byron Fred ericksen . PICTURE BOX (bck

PICTURE BOX

(bck Cover)

Piper pho to, no te 50 hp up exhaust

Cant., tail skid, split windshield and

3 masted Schoon er sailing on water belo w.

Copyright © 1977 Antique Classic A ircraft, Inc. All Rights Reserved .

contact! By: ~ Byron (Fred) Fredericksen 7364 Breezewood Lane Neenah, WI. 54956 (Photos by Author)
contact!
By:
~
Byron (Fred) Fredericksen
7364 Breezewood Lane
Neenah, WI. 54956
(Photos by Author)
There exists much open countryside and farm land
even today on this crowded old earth. Not a great deal
of harm would happen as a result of a tornado roaring
across an open field. But this particular tornado overflew
the unpopulated area south west of St. Charles, Illinois
and touched down on the DuPage County Airport leav­
ing behind a sad state of affairs for airplane owners and
insurance companies. It was the summer of 1974.
One of the casualties of th is storm was parked in a
large block hangar on the north east side of th e airport.
It was a good airworthy 1941 Stearman done up in WW
II U.S. Army colors and owned by a couple of local
fellows. During the storm the hangar collapsed in on top
of this Stearman. The owners had the Stearman
(N55626) insured and the company considered it a total
loss. My partner, Chuck Andreas, and I subm itted a sal­
vage bid without viewing the remains. We were busy
building up another Stearman at the time and we could
always use
parts. Our bid
was accepted
and we dismantl ­
ed the bird and trucked it home in July '74.

Lower Left:

Chuck

cranks 007 for first time after

rebuild.

Upper Left: Owners enjoy first flight in 007 (Photo by Bill Brennand)'

Chuck was pretty well along on a new set of Stear­ man wings and center section he was building from scratch from new spruce supplied by B&F Aircraft of Chicago. Our project at the time had been an ex-sprayer with metal ribs on the lower wings and metal cover on the fuselage, which we discarded. We have many Stear­ man wings, however, we use only the metal parts, fit­ tings, drag, anti-drag wires and compression ribs and burn the rest. Trying to rebuild thirty-five year old wood wings is almost more work than building new ones. Besides, Stearman wings are easy to build, plus we know then what we are riding on in flight, and also know what we are selling to someone else some day. The following may be a rare situation indeed, however, we recently purchased a set of newly "rebuilt" and recovered Stear­ man wings and upon removal of some cover for a look­ see found so much rot we salvaged only the metal components and the balance went up in smoke, as it should have. Anyway we put 55626 in the shop and took stock of what we had. We found extensive damage in that both left wings, left aileron, left elevator, rudder, tail wheel assembly, both windshields, two cabane struts, two interplane struts, fuel lines, and top fuselage cowling were beyond repair. The fuel tank, center section, front instrument panel bulkhead, fuselage basket and stabilizer were pretty badly damaged . Most of the landing and flying wires were broke or badly twisted. The prop how­ ever only had a slight bend and scratches on one blade. More evidence of how hard a blow the airplane received was that we found the half inch gear bolts were bent. In spite of all this damage, we decided this fuselage could be rebuilt in less time than restoring the sprayer back to stock two place again. We started in August '74 working mostly nights and week-ends with the usual rebuild process. Strip and clean the air frame, straighten and dye check fittings, tubing and attach fittings where necessary and applying epoxy primer to same. 55626 did not have wing or fuselage inspection doors, center section mirror, nor the original instrument panel foam crash pads, which we made and added. We ordered many parts from Dusters and Spray-

Upper: Cover and cowling completed and painted.

Lower: Newly built center section ready for tank installa­ tion.

L to R, owners Chuck Andreas and Byron Fredericksen.

ers Co. and scrounged parts from places as far away as Florida. Chuck and. I were surrounded, of course, by the usual "airport bums" all of whom are grand guys. Guys like Albert Ziebell, Glen Derber, Harold Everson, Windy Glaser, Jack Tucker, Bob Murray, John Geiger and others who were pros at welding, tin bending, stencil cutting, and all were EAA members with a desire to help us make 'Oshkosh 75'. We did not have our own shop at

the time, and space for our project was rented from Bill Brennand's Airport Shop and the work was supervised

by

After the fuselage was complete, except for covering,

we completed and installed the new uncovered wings

Bill, who is an

IA.

and center section, and rigged the airplane per the Stear­ man Manual. This was an interesting process and voices walked by that said "don't use the manual, that doesn't work,", but their comments never included any other method. We completed the process by the book, and disassembl.ed again for covering. We used "Ceconite" fabric and with the help of mechanic, Jack Wojahn, sewed up the envelopes. Two coats of clear nitrate were brushed on, followed by the rib stitching and tapes. Two more coats of nitrate with the silver added were then brushed on. Chuck is a good "mechanic" and wood man, but I happen to be the "official painter." We next sprayed eight coats of nitrate silver, wet sanding the complete airplane twice with 320 paper during this process. (The only time our helpers showed up missing was during all this sanding.) By now

it was the

middle of winter, and I am sure Bill spent

more money for heat in his shop than he collected from us for rent. We sprayed ten coats of A&N orange yellow

butyrate next, many nights finishing up at three or four o'clock in the morning. After all these coats of dope, the weave in the cover was just barely visible, which is the way it should be. This means the dope penetrated. We did not try to "bury" the tapes, as they are part of the airplane and should be seen just as they were in 1941. I really do not like to see an antique airplane covered with the new fiberglass products, but, of course, due to the cost these days of doing or hiring recover work, we chose this "permanent" type covering. I also believe one's antique airplane should lose a couple points in a judging contest if covered with anything but material of its day. And I can't imagine covering already thirty-five year old wood with the thought that this is permanent. I want this old wood uncovered for an inspection every

ten years if I have to fly or ride in

airplanes are fun until someone gets hurt. All metal parts

were primed with epoxy and painted with Super Flite matching enamel. Next came the markings and the acquaintance of a remarkable fellow. Chuck and myself are members of SRA (Stearman Restorers Association) and were in possession of a SRA "Outfit" publication which contain­ ed a very detailed drawing of the U.5. Navy N2S-3 submitted by SRA member, Kenneth D. Wilson of Evansville, Indiana. Ken is a student of the Stearman Airplane and I am sure has done as much research on Stearman markings as anyone in the country. We du­

it or on it. These old

plicated Ken's drawing to the letter, except that this drawing showed a squadron number 317. I called Ken and asked him about this. He advised 317 was not

official and we

symbols were eighteen inches high, the width one half of the height and the stroke one sixth of the height. We thought about this and decided we would use our tel­ ephone area code of 414 or maybe 720 or 747, as this was a Boeing Stearman. Someone came along about then and remarked this all sounded very mysterious; thus came the 007. Those that have gone through this know hours and hours are spent masking. We installed the 007 on fuselage and cowl, thirty inch diameter stars and meat balls on the lower wings and forty five inch on the top wings. Four foot red bands went on all wings and the fuselage, U.S. Navy on fuselage sides are eight inch block. Each fabric airplane component had the part number, dope code, date, airplane model number doped on in half inch black symbols. Each also had the inspect­ or's initials in black on a one inch white square after each code. The landing gear fairings were Navy gray with a two and five eighth diameter lemon colored circle on wheel covers. The tail wheel cover had a five eighths

circle. Each wing strut had to be numbered in one inch black numbers as well as the fabric next to each strut fitting. The center section and wing hand holds had to be doped black in the exact manner the Navy specified way back when . The oil dip stick cap had to be lemon colored with half inch black numbers 4.4 U.S. Gal. And

then the prop - natural metal on front side except tips which required four inches dark blue next to four inches lemon yellow next to four inches insignia red. The prop diameter and blade setting had to be half black symbols

on the

twenty eight inches of dark blue with the remainder painted black. Fuel grade on the side cowl, gallons on the center section, designation on the rudder, no step here, jack there, etc. This is how you get awards with your airplane, if in fact awards interest you. We really just wanted our Stearman to be just like it was when it came from the factory. If folks like Ken Wilson can do the time and effort to research these airplanes for the benefit of others, we can certainly do him the honor of in fact marking the airplane the way it should be. The only snag we hit was that the number N55626 was to be in three inch block letters on the fin . The FAA, FARS spell out that no other markings this size shall appear on

could use any number as long as the

natural metal. The back side of the prop had

Rigging process before covering. Note abundance of sidewalk engineers.
Rigging process before covering. Note abundance of
sidewalk engineers.

the airplane that began with the same letter, and our airplane was an N2S-3. We ignored this and installed N2S-3 in three inch block letters on the rudder. And as of this date no one has shot us down. We had the prop repaired and the AD done at Whirl­ wind Prop Shop at Chicagoland Airport. The 220 Cont. engine had only 250 SMOH and it checked out perfect. Chrome rocker box covers and push rod tubes are pretty, I guess, but they were not that way in '41. With all the color the military required, it seems strange the engine had to be plain old black and gray. I suppose the black matches the oil that blows around. By April the airplane had been covered six weeks, and we rubbed the entire thing with a fine compound and then applied a coat of wax. We had a very good­ looking bird if we do say so ourselves. Finally on April 25, nine months after hauling it home, we cranked the inertia starter and after three tries all the smoke and noise happened. After a couple taxi runs and, of course, pictures, we took off and were very pleased to find it flew straight and level hands off with only the minor effect of engine torque. The manual was right. There are no tabs on any control surfaces except the trim tab. No rigging changes were necessary. Our homes and shop are ten miles north of Oshkosh and we made the big trip for the '75 EAA Convention. We also gave many folks their first airplane ride where they were sitting outside. 007 had 6800 hours on the air

Fuselage cover completed with newly built wings rigged and ready for cover.

frame when we bought it and now it has 200 more. The engine has been perfect. We, at this date, have four other Stearmans, one of wh ich we are restoring to portray the PT-27 Canadian version. Again Ken Wilson has provided an exact detail drawing with all the correct Canadian markings of that era. We now have aluminum rib jigs and our own shop with all the necessary equipment, and can do a Stearman rebuild in about 2000 hours including building all new wood parts. We have a couple of engines being overhauled by Bill Bohannan of Columbus, Ohio. Bill just finished a Stearman rebuild and for the informa­ tion of anyone wishing to contact a good round engine overhaul shop, Bill's address is - Bohannan Aviation Serv­ ice, 2294 Onandaga Drive, Columbus, Ohio 43221. Bill is an EAA and SRA Member also. For the record, 007 has to date received awards as

follows:

Dacy AAA Fly In - 1975 - Best Stearman EAA Oshkosh Fly In -1975 - Blood, Sweat and Tears 4th National Stearman Fly In - Galesburg - SRA Best

N2S

5th National Stearman Fly In - Galesburg - SRA Best

N2S

Wisconsin Chapter AAA Clear Water Fly In - 1975 . Favorite Airplane National AAA Convention Fly In - Blakesburg - 1976 - SRA Best N2S Chuck Andreas and myself extend an invitation to anyone wishing to visit us ~r our shop. We are located adjacent to the runway on the Brennand Airport, Neenah, Wisconsin. Our old airplanes are just a hobby with us and we enjoy meeting antique enthusiasts.

7

--

V" ~ ~ By: Robert H. Granville R.F.D. 4 - Box 776 Skowhegan, Maine 04976
V"
~
~
By: Robert H. Granville
R.F.D. 4 - Box 776
Skowhegan, Maine 04976
(Photos furnished by
Author)
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-- Warner powered Sportster owned by Skip Tibert. Same as NC 46 V flown by Bayles in the Ford Reliability Tour.

.' -- Warner powered Sportster owned by Skip Tibert. Same as NC 46 V flown by

te ll yo u a bo u t t h e Gee Bee broc hur e writte n by Z. D.

Spo rts t e r

"G ra nn ie" Gra nvi ll e back in 1 93 1 . It reads as fo ll ows:

Bee S portste r . Up

500 0 fee t in less t ha n five minut es . Speed alo ng a t 125

t he gu

d ro p t he co n t ro ls-·s he

t he throt t le.

never

kn e w abilit y . And

seco nd

does she

e great A ll Amer ica n A ir Derby--f irs t of a ll

t h e stock pl a nes.

No te he r trim str ea mlin e bea ut y. Admir e her sturdy

safe constru c ti o n. He re 's t he a irpl a ne yo u wo uld lov e t o

o wn.

Pl

ne

ma ny exc lu s ive fea tu res of t h e

Sp ee d , Bu sin ess , or

m ph. Gi ve her

Pe rh a ps t h e best way I ca n

is

"H o p off

to

in

q uo t e fro m a

t hi s

tr im litt le Gee

n 's in a 60

1 50

to

if yo u

m il e per ho u r gli de . Op e n

u

r­ ca me in

w ish . C u t the gun ,

Leve l f li gh t

suc h

th

f un .

aga in . Sp eed .

S tab ilit

y .

Yo

Yo u ' ll ma rve l a t her ma ne uve

sta nd upl

Thi s littl e sh ip

in

Id ea ll y ada pt a bl e for

make it

Sp ort,

eas ur e . Co n sid e r th e

w

Gee

Bee

Sp o rt st er.

e ngin eer in g a nd

wo rkmanship which

ex tr e me ly lo w price for such a bea uti f ull y built a irplan e.

Th e ca ref ul

so fas t

and

safe. Note it s

str a in of a ny k no wn ma ne uver. Ra te of c limb in inv e rted

fli gh t is nea rly eq ua l to th a t of no rm a l f li ght. Loa d fa c­

tors of

ma in ­

tained

hi ghl y str essed po ints.

WIN G PAN E LS Spa rs and ribs

are mad e f rom carefull y seaso ned Sitk a

great to rs ional ru gge d a pp ea r­

st iffness . No t e t he d es ign ance. LANDING GE A R Hydr a ul ic shock stru ts

rub b e r for tax iin g, co mbin ed with full a ir wh ee ls, s ize 20

wit h six· in c h Ol eo t ra ve l a nd

sp ruce . Du ra l co mpr es si on tu bes imp a rt a nd stri ki ngly

6

in verted

an d

with

8.6

in

nor ma l f li gh t are

marg in

of safety

th ro ugho ut

wide

a t

a ll

x nav iga bl e. Th e wh o le

x

9

o r 650

10 ma ke th e very ro ughe st f ie ld s ea sily

in

minimum.

drag

la ndin g str uc tur e

re du c in g

is e nc lose d

to

a

strea m· lin ed

Br a kes o pti o na l $ 100 ex tr a .

GASOLINE F EED LINE

" pa nt s "

Th e ga solin e

is ca rri ed

in

t wo wing

ta nk s a nd one

He re

is

th e

spee d

ship

th at will

give yo u th e greate st

co

wl t a nk , th e co nt e nt s of th e win gs b e in g pump ed b y a

thrill

in fl y in g. "

 

h a nd wobbl

e pump

to

th e co wl

ta nk wh e re it

is fed

to

Th e b roc hur e went o n to

t e ll

a b o ut

t h e race so me·

th e

mo t o r b

y grav ity . A spec ia l line a nd jet is in s t a ll ed t o

thin g lik e t hi s:

" Overcomin g a ll sort s of har d ships in th e lo ng dan­

u s grind ove r mount ai ns a nd dese rt s of t h e wes t,

ge ro

pil o t

hi

nat io nal cl ass ic. Th e Gee Bee Sp o rt st e r was th e f irs t

ship to fini sh. gr eat vi c tory of th e Gee Bee Sport st er over 18

mo us ship s a nd fa mou s pil ots is t he bes t reco mm e nd a·

fa

stoc k

thi s

R. Bay les of Sp r in gf ie ld , Mass. b ro ught in

s

Lo well

st o ck

Th is

Gee

Bee Sp o rts t er to win sec ond

pl ace in

t io n fo r th e ma ny unu sua l cha rac t e ri sti cs of spee d a nd

e ndur a nc e d es crib ed within thi s fo ld er."

Th e bro chure has ph o t os of

ATC 398 a nd

a

Mo d e l D buil t

a und e r

Mo de l E built und er

al so

AT C 4 0 4 .

It

su

do wn.

CONTROLS All contr o ls are ex

be

li ght in a ny ma ne uv e r . Co mfo

hanging typ e.

ppl y

f ue l

to

t he e ngi ne a u to matic a ll y wh e n upsid e

tr e me ly li ght a nd a re

e stick

effec tiv e f a r is ex tr e mely

rt a bl e rudd e r ped a ls o f th e

lo w sta llin g speed s. Th e loa d o n th

All

contro l

bea

rin g

are

oversize

with

many

ball

bea rin gs t o pr e ve nt wear. Pu sh pull tub es a nd str

a ight

ca bl es e limin a te pull eys. FUSELAGE

Th e

fuse lage

co nst ructi o n

is

of

mo lyd e num st ee l tu bin g t hr o ugho ut,

c hr o me­

makin g th e struc­

we ld ed

goes o n to

d escr ib e the ship .

 

tu re, extr e me ly co mpact , li ght a nd ri gid . Th ere

a re no

" ENGINE INSTALLATION

we lds in t e nsio n me mb e rs. A detac ha bl e mo t or

mo unt

 

Th

e Mo nasco Pi ra t e C-4, 1 25

H. P. o r Wa rn e r 110

H. P.

a ll o ws th e use of a ny in ve rt ed, inl in e o r ra di a l e ngin es.

o

r

Fa

ir c hild 6-39 0 1 30 H.P . o r C irru s Hi - Dri ve 95 H. P.

EQUIPMENT

e

ng in

es

a re use d

in

a ll st ock Gee

Bee Sp

orts t e rs . Oth

er

An inv e r ted

jet

is

b uil t

in to

ca

rbur a t o r w it h gra vi ty

e

ngin es

will

be

furni

shed

on

order.

Engin e

feed fro m e it her win g t a nk. A wo bble pump brin gs th e

mo unt s built mirtimum . WIN GS

es pec ia ll y

st iff,

speci al re ducin g

vibr a ti o n to

a

gas fro m win g tank t o fuse lage t a nk . A baggage co mpa rt­ me nt of 2 c ubi c fee t ca pac ity a nd poc ke t s for logs a nd maps add great co mfo rt an d unu sual storage fac iliti es for

With a n as pec t rat io of 6 .9 t he win gs

of th e Sp o rtsters

are

ma ne uv e ra bili ty . T he stru c tu re is built to wi t hsta nd th e

of

d egree

t a pe red

to

such

a

as

to give unh ea rd

such

t iv e ly uph o lstere d. A ha nd star t er ca n be in s t a ll ed if d e­ sired.

of th e coc kpit is a ttr ac­

a s ma ll

pl a ne . T he

in s ide

INSTRUMENTS

Th e instrum ent bo ard is of burl ed dural with a com·

pl e t e

speed

tac ho m et e r, o il p ress ur e a nd te mp era tu re ga uges, swit c h ,

cho ke,

an d rate o f climb indi ca t o r may be in st a ll ed o n t he sa me

in strum e nt

FABRIC & FINISH

Th e fa br ic is t he f in es t grade Da rtm outh -tex f ini shed

pig ment ed do pe. Ear ly o rd ers

a ll o w a ch o ic e o f co lo r co mb ina ti o n. Thi s brochure also has a ch art sho wing lots of dat a on

a ll

wit h 9 coa t s of Ber r y lo id

ba nk

a lt im et er,

o f Co nso lid a t ed in str um ent s inc lu d in g a n a ir

se t

indi cato r,

bank

indi cato r,

co mp ass,

a lt it ud e co nt ro l and

booste r. A turn and

board at addition a l cos t.

m odel

sp o r ts te rs which

rea d s as

foll o w s. Th e first

gro

up of f igure s Spa n 25 f t.

is t y pi ca l o f a ll m od e ls. Wing area 95 squ are fee t. Le ngt h 17 fee t

3

in

c hes . He ight

6

fe et.

Fu e l ca pac it y 4 0

ga ll o ns. Oil

ca pac it y 3 Mo d els

ga llon s. Fi gur es .

La ndin g Crui sin g

T o p

Mod el Mo tor

H.P .

Weight Sp ee d Sp ee d Sp ee d

B

Cirru s Hi Dr ive

9 5

900

5 0

120

14 0

C

Menasco B-4

95

900

50

120

140

D

Me nas co C-4

125

922

50

130

159

E

Warn er Scar ab

110

912

50

128

148

F

Fa irchild 6-390

135

960

52

135

160

Mo

de l

Climb t o

5000 f ro m st a nd ing sta rt

Pri ce

B

6 minutes

$4680

C

6

minut es

$4780

D 4 minutes

 

$4980

E 4 Y:o minut es

$5230

F 3 minutes 48 se cond s

 

$5580

 

G

ra n v ill e

Br o th

e r s

Aircr af t

In co ha d

h a rdl y

go tt e n

st a rt ed a t Sprin g fi e ld, Mass. wh e n th e st oc k mark et c ras h

ca me in

bee n fini shed a nd nea rly all so ld. Anoth er gro up of nine

had bee n started. It so on bec a me a ppar e nt th at th e sal e

of thi s t y pe a irpl a ne was go ne a nd mi ght

pl eas ur e ship fo r

th e av era ge pil o t . At th e tim e, th e

a nd

key

a ro und $4200 was ju st

side b y sid e bipl a ne had

1929 . Nin e tw o pl ace

neve r re turn. A o ut o f reac h o f

empl oyees o nl y a fe w

co mp any had o ver twent y

ma n y of th ese had to be la id off , lea vin g

me n. Am e ri ca n Cirru s E n g in e Co . of Marysv ill e , Mi c h. ,

in a

bol d a tt e mpt to se ll a ir cra ft e ngin es, d ec id ed to spo nse r

a

lo

ng po int

t o

po

in t race,

t o pwve

th e re li abilit y of

th

eir

products.

All

entering ships

would

have

to

be

po were d by Cirru s e ngin es e ith er hi dri ve o r upri ght. Th e

race would stan a nd end pan of the United State s.

in

Buildcl·s were fl·ee t o usc a ny

Detroit and cove r a major

a r ea ll y su c­

cessfu l pl a ne a nd GI·annie began t o wonder wh o w o uld

Back at our sho p , we

knew that

we h ad

were just too mu c h fun fo r stl·aight flying, pil ot is not an acrobatic pilot.

a nd every

number of e ngines and th e re we re no re str ic tion s on

bu

y it. He reaso ned

that th ere were st ill a few bright

 

Aft er a

few

Spo rt sters

were

made, a not h er

c ha nge

design.

yo

ung men who had

e no ugh mone y to bu y a Sportste r

was

made in th c la ndin g gear a nd a lal·gcr r udd er

and fin

Granville Bro s., inspir ed by chief e ngineel· Robert L.

kind

of

a

ship.

Complete

was

put on. George Ra nd brought hi s ship back a nd ha d

Hall decided to participate. It would kee p o ur small

and would really love this drawing s wel·e mad e a nd it

was de ci d ed to tr y fOI· an

th ese changes

made so that it co ul d calTY a n NC li ce nse

work force tog et hel· for a while and the pl·iLe m o n ey was

approved t y pe ce rtific ate as soo n

as po ss ible.

 

after the ATC

was gra nt ed.

very good. And so the first Gee Bee Spon ster was born.

 

Adveni sin g went o ut calling the Gee Bee Sport ster

All the necessary e ngin eel· ing, load te st in g etc. was

It was to be a big change for us, a clea n lo w

wing

"Th e fastest and mo st maneuverable li ce nse d a irpl a ne

finally finished a nd it ship power ed by a Warn er Sc arab

monopl ane, wire braced wings, rigid landing gea r

with

for its hors e po wer

in the United States ."

was flight tested fo r an approved type certif icate.

full air wheels a nd would be si ngle place.

Two of th e first

customers for Sportsters were Ham id

Engineering In spec to l· J ohn L. Moran, a qui et, tough,

Air wheels were new and the that ther e wo uld be no need of

manufac tur er thought shocks with their usc .

Moon and George Ra nd. Both had bee n memb ers of the Harval·d F,y i'1g Club at Bos ton a nd knew Grannie very

honest man and fOl" a fc w sma ll

a n excellent pilot did th e job. He as ked changes which didn't t ake lo ng and we

However shocks were used on all other Gee Bees exce pt

well.

were granted ATC 398.

this f ir st

Sport ster. Fu el capacity would be 40 gal lons

Moon ordered a CilTus Hi Drive job fini s h ed in a tw o

Shortl y thereafter, flight tes ts were run on a Me nasco

and the inverted CilTus was ve ry economical on gas.

tone brown. Rand's ship was to be Men asco C-4 po wered

C-4

pow ere d Sport ste r and ATC 404 was issued to cover

Springfield Airport had a really fine pilot at th e field

a nd finished in bri ght I·ed a nd whit e. Th e new ships were

this

model. As far as I know, these were thc only cert ifi ­

nam ed Lowell R. Bayl es. He offered to fly th e Sp o rtster and the company was very pleased to have him, as his reputation wa s excellent.

nearly th e sa me as the original, about the only change being in the landin g geM. Harold Moo n' s ship was built first and he stayed right

cates ever iss ued for a small sin gle pl ace hi gh perfo r­ mance sport plan e. Durin g 1931 a nd 1932, Grannie f lew one o r another

There was soo n a

long list of top pilots entered in the

with th e ship through most of the constructi o n so he

of these ships a ll over this country usually looking for

race, flying all kinds

of a irpl anes . One of the bes t,

and a

would know it from inside o ut. As

soon as it was ready

customers. He

a lso did sky writing with one, a t the De­

man who

would later be well known as a

Gee Be e racing

to fly, he was very anxious to make the first flight. How­

troit show in 1931.

pilot was to fly a tiny racer built by Comm a nd-a ire . Hi s

ever Gr anni e refu sed to let him fly it until he had given

In 1931 th e company ent e red a Warner job in the

name was Lee Gelbach and his ship was the Little

it a thomugh t es t him se lf. Harold was a n excellent

Ford Reliability To ur with Lowell Bayles aga in behind

Rocket.

ac robatic pilot a nd as soon as he got to fly it a few

the stick . He had to win his points on pe rform anc e alone

Lee an d Lowell du e led it out, holding down fir st a nd

tim es, he d ec id ed

to take it to Phil adelphia a nd show it

as he could not ma ke points on load. Th e records show

second plac e every day, and Lee won. Bay les was

spo rt

to his fri ends. GI·a nnie suggested th a t h e bring it b ac k in

stick tim e to be 8 .1 seco nds, his unstick tim e to b e 10 .7

enough to furn ish Gelbach with some badl y needed ove r­

a

few days for a final check, and he took off.

seconds and hi s ave ra ge spee d to be 140 .78. He finished

head parts one evening which of course was a grea t help

It was abo ut

fo ur days later,

just as we were coming

in fourth pl ace but was the winner

of th e Gr eat La kes

towards the win.

out for lunch , that we sa w him boring

in over the city

Trophy.

The Sportster handled very well so Bay les made a

probably at full throttle. He crossed the field, did a very

At the Na tion a l Air Races in 1931 and 1932 while

point of giving th e crowds a few moments of ae ro batics

 

tight

back

and vertical 180 and made one bea utiful slo w

roll

the big Gee Bees were maki ng the headline s, Sp orls t ers

at each landing field. Thi s gave the

ship a lot of good

ac ros s th e airpo rt so low that he was blowing

the

also pick ed up quite a lot of money in their c lasses . We

publ icity.

grass with his prop blast. One mor e tight turn an d he cut

had three th e re a nd Ma ud T a it a nd Ma e Ha

iz lip flew

It wa s finally ovel· a nd Ba y les f lew

back

to Sp r ingfi e ld

th

e gun and landed . It was a beautiful performance but a

them in some of th e

women's races. Grannie flew o ne in

with second place ho no rs a nd prize mo ney. He was escorted in by most of the airplanes on the field to I·eceive a hero 's welcome. Th e city turn ed out

for a big parade, speec hes and a testimonial dinner. Low ell Bayles imm ed iate ly bought the airp la ne and

he and Roscoe Brint

serv ic e a nd

o n

formed

a

flying

mi g ht y dangerous one.

that hi s bottom

e ng in e cowl was missing. He explained that h e had made

a dive from 10,000 feet,

didn't know what had happe ned until he landed. Except for t hat piece of cowling, Haro ld Moon never

somet hin g had uashed a nd he

Wh e n he taxiied in , we noticed

from California in a handicap race but finis h ed o ut of th e money. Monocoupes gave him some t ough co mp eti ­ ti o n. Bay les a lso flew o ne in aerobatic co mp etit io n and

took top money. Bay les' model X Sportster lasted until Octob er 19 3 1. The Cirrus e ngi n e h ad been removed a nd it was now powered with a six cy lind er Fairchild. It

started barnstorming tours. They had five or six ships

put a scratch o n hi s ship as long as he owned it. Howeve r

proved to be a ha rd sta rting engine in cold

weather a nd

including a bat h tub New Standard and flown by a man

this kind

of fl y in g proved fatal to a couple of o th er

Balyes had put a loose hand uank boostel· o n

the floor

man y of yo u know. He is Len Pov ey. Bay les would pull

Sportster

pil ots. As it is a lwa ys the fa ul t of the ship

of th e

sh ip to a id in starting. Roscoe Brinton

took the

in a head of the others, put on a n ac robat ic show to draw

when the story is written up, th ese ships began to get a

ship to a mee t in Vermont o n a nice fall

Sunday, as

a c rowd and then everyone wo uld haul passengel·s.

bad name which was hard to live down. Actually they

Bay les was bus y fl yi ng the "C ity of Springfi e ld" . OWing

an acrobatic maneuver, the booster and booster wires

becdtne entangled with the stick and Roscoe bailed out. He was soon back at the mike to say a few words to the crowd. He had a big grin on his face and told them "You people arc real lucky to sec a show like this for 75 cents.

It costs a lot more at Cleveland."

One fine Sportstel· which had a remarkable and varied life was the Menasco powered Model D NC11043. Parts

of it arc still in existance today and it is undergoing a

I·ebuild. Painted

panther head on each side of fuselage and solid pil·ate

emblem

Grannie used it for a demonstrator and skywriter for

quite a while and finally sold it to Bill Raush. Bill made

a living with

raced it at the Nationals in 1932. Clem Whittenback, who is pl"Obably one of the gl·eatest acrobatic pilots who ever lived was the next owner. I did not know about this until last year when the story about Clem appeal·ed in Vintage Ail·plane. I

had never met him but I wrote to him and asked him to tell me his opinion of the ship either good or bad, and if he considered it to be a killer. He wrote right back and here is part of what he told me . Quote: "I flew it at many major air shows and it always stole the show where ever I went. It had positive control throughout all aerobatic maneuvers and I enjoyed flying it very much.

It was a wonderful performing plane and it was the first

plane I eve r flew that I could do a vertical

and on positive recovery still be pointed straight up. To

me it was an airplane not consider the Gee

pilot to fly it." Clem had been flying the Sponster for the Woods

built years ahead of its time. I do Bee a killer pl a ne, all it takes is a

light blue and cream, with a black

of the nose cowl, it was a beauty.

on

top

it, I·acing and doing ae robatics and also

triple snap roll

Flying Aces, Mrs. Woods being Jessie Woods, very well known by member s in the southeast and also the north­ west. After Whittenback sold the ship, the Woods bought it back and hired another great pilot to fly it for them in the air show. I wrote to Jessie Woods for information and here is a

Quote: "Dannie Fowlie was

littl e of what she told me.

the only person who flew the plane for us. He was a

wonderful

aerobatics and his performance with the Gee Bee was beautiful and exc itin g, but scary." After the Woods fina ll y so ld the ship, it was cracked

pilot and could fly

anything well.

He lov ed

it was cracked pilot and could fly anything well. He lov ed Bayles Model X nears

Bayles Model X nears Springfield as he returns from the American Cirrus Race.

up. Anyway in another year

be

back in the sky where she belongs. Now for those of you who have read those many wild reports about Gee Bee airp lanes, I came across a new o ne I hadn't read before just last week. It sa id in part. "They

were wild S.O.B.'s, seven were built, a nd seve n crashed."

I never did find out who was

or so

fly in g it or any details.

the o ld model

D will

As this is pure hog wash I

flight test report from the Dept. of Commerce for

Approved Type Certificate No. 404. The test was run on

Clem

Whit te nb ack. In my opinion this is an exce ll e nt report and can hardly be disputed. Note particularly the six turn spin test report.

ship

will end this artic le with the

1104 3,

the

same airplane

later

owned

by

;-

Above:

Harold

Moon's

Cirrus

powered

Sportster.

Below: Model X Sportster flown by

Bayles in

the over 5,000 mile American Cirrus Derby.

", ­

I~~ ~~

le('~l)~"

~,

Three sections of the flight tests

performed by Department of Commerce, from which type certificate No. 404 was issued.

Upper Right:

Lower Right: Clem powered Sportster. batics.

Whittenbeck 's Menosco C-4 Used for professional aero­

(a)

FULL POWER ~

REVOLUTIONS.

LONGITUOINAL BALANCE:

BALANCED"'/

NOSE HE.IIVY

LONGITUDINAL

STABILITY:

STABLE v'

NEUTRAL

LATERAL STABILITY:

STABLE

NEUTRAL

DIRECTIONAL STABILITY:

STABLE '/

NEUTRAL

CONTROLLABILITY -

LONGITUDINAL:

GOOD /

FAIR

LATERAL:

GOOD

FAIR

DIRECTIONAL:

GOOD ~

FAIR

(b) CRUISING SPEED

/(jCt:

REVOLUTIONS.

 
 

LONGITUDINAL

BALANCE:

BALANCED V

NOSE HEAVY

LONGITUDINAL

STABILITY:

STABLE V

. NEUTRAL

LATERAL STABILITY:

STABLE

NEUTRAL

DIRECTIONAL STABILITY:

STABLE ~

NEUTRAL

CONTROLLABILITY -

LONGITUDINAL:

GOOD V

FAIR

LATERAL:

GOOD V

FAIR

DIRECTIONAL:

GOOD

V--

FAIR

,

~

~

/'

----

TAIL HEAVY

UNSTABLE

UNSTABLE

UNSTABLE

POOR

POOR

POOR

TAIL HEAVY

UNSTABLE

UNSTABLE

UNSTABLE

POOR

POOR

POOR

\

~~

\

,

,

l

(

)

~

~~

I

(c)

GLIDE - POWER OFF.

LONGITUDINAL

BALANCE:

BALANCED ~

NOSE HEAVY

TAIL HEAVY

LONGITUDINAL

STABILITY:

STABLE V

NEUTRAL

UNSTABLE

LATERAL STABILITY:

STABLE

NEUTRAL

/

UNSTABLE

DIRECTIONAL STABILITY:

STABLE /

NEUTRAL

UNSTABLE

CONTROLLABILITY -

LONGITUDINAL:

GOOD /

FAIR

 

POOR

LATERAL:

GOOD /

FAIR

POOR

DIRECTIONAL :

GOOD /

FAIR

POOR

STALLING SPEED -

POWER OFF.

LONGITUDINAL :

CONTROLLABILITY -

GOOD /

FAIR

 

POOR

LATERAL:

GOOD tI

FAIR

POOR

DIRECTIONAL:

GOOD

/

POOR

SPIN TEST -

POWER OFF -

(Recovery controls neutral

FAIR no power) .

-

2

4

6

-

-

TURN SPIN -

TURN SPIN

TURN SPIN

Recovery

Recovery

Recovery

turns :

. turns:

L

turns:

-II('·.;JL)

lbs .

lbs.

lbs.

back pressure

back pressure

back pressure

I

)

I

I

I

I

J

(d)

(e)

c k p r e s s u r e I ) I I I I

I

PART 4

PERFORMANCE

FULL LOAD

(a)

TIME OF TAKE-OFF

c)

SECONDS.

(b)

LENGTH OF RUN~FEET.

(c)

CLIMB FIRST MINUTE IIC'C)FEET.

 

(d)

LANDING RUN WITHOUT BRAKES

FEET.

(e)

WIND VELOCITY~PH.

 

(f) ALTITUDE OF AIRPORT~EET.

(g)

DOES AIRPLANE MEET OUR MANEUVERABILITY

REQUIREMENTS?

(h)

LANDING SPEED 0S-

MPH.

MEET OUR MANEUVERABILITY REQUIREMENTS? (h) LANDING SPEED 0S- MPH. 16 ~""n7:frc,' - -­ 12

16

~""n7:frc,'

-

12

Above: Margaret Perry (Cooper Manser) License No. 4049, and the Tulsa-built Spartan /-6-5 she entered

Above: Margaret Perry (Cooper Manser) License No. 4049, and the Tulsa-built Spartan /-6-5 she entered in the '29 Derby,· operated the Culver City, Calif Air­ port. Margaret was the first Southwest Governor and second Ninety-Nines' President. Was elected NY-N/ Governor in 7936 alld was one of the first two Per­ manent Trustees of the Amelia Earhart Memorial Scholarship Fund,· Alma Harwood, Rye, New Yorl?, was the other.

Below Left: Blanche Wilcox Noyes (License No. 6540) extols for Cleve/and where she lived at the time of the '29 Derby. She flew the /-5 Travel Air to fourth place in the race, and the former International 99 President now resides in Washington, D.C. Retired after long service as Chief of Air Marl?ing program.

Retired after long service as Chief of Air Marl?ing program. Vintage Men <Inti Their By: Glenn
Retired after long service as Chief of Air Marl?ing program. Vintage Men <Inti Their By: Glenn

Vintage

Men <Inti Their

Chief of Air Marl?ing program. Vintage Men <Inti Their By: Glenn 878 W. Seattle, Below Right:

By:

Glenn

878 W.

Seattle,

Below Right: Phyllis Goddard, License No. 5487, by the Kinner Fleet of the Palo Alto School of Aviation on Stanrord University Campus, circa 7930. (Might be the aircraft used by Paul Mantz for his outside loop record). *Phyllis is now Mrs. Thomas Penfield and lives at Santa Maria, Calif Photo from: Lesley N. Forden.

* - 46 outside loops, / uly 6, 7930.

Thomas Penfield and lives at Santa Maria, Calif Photo from: Lesley N. Forden. * - 46

Album

Vintage Machines

Album Vintage Machines -----c::: -; 2--_ . . ~ Buffington, Assoc. Editor Crocl?ett Street WA. 98779
Album Vintage Machines -----c::: -; 2--_ . . ~ Buffington, Assoc. Editor Crocl?ett Street WA. 98779

-----c:::

-;

2--_

.
.

.

~

Buffington, Assoc. Editor Crocl?ett Street WA. 98779

Below Left: Laura Ingalls, License No. 9330, and her Lockheed Orion-9D, "Auto-de-Fe", NR74222 at Floyd Bennett Field. Laura made a couple of impressive record-breaking non-stop trans-continental flights with the Orion. July 77, 7935, Floyd Bennett Field to Burbank, 78 hrs. 79 min., and September 72, 7935, West-to -East, 73 hrs. 34 min. She also placed second in the '36 Bendix Trophy Race, NY to LA that year, 75 hrs. 39 min. Photo from: Richard S. Allen.

year, 75 hrs. 39 min. Photo from: Richard S. Allen. Above: Nellie Zabel Willhite (License No.
year, 75 hrs. 39 min. Photo from: Richard S. Allen. Above: Nellie Zabel Willhite (License No.

Above: Nellie Zabel Willhite (License No. 8242) with "Pard ", her OX-Eaglerock, named for her Dad, on a windy Dakota day at Renner Air Service. Nellie still hails from Sioux Falls, So. Dak. The Eaglerock is now owned by George Epps of Harvest, Alabama.

Below Right: Edith Foltz Stearns (License No. 5600 poses by her Alexander Eaglerock Bullet at the '2 Derby start. One of the first stock jobs with retract able landing gear, she finished second in the light­ plane category behind Phoebe Omlie. Edith flew wit. the Air Transport Auxiliary during WWII and entere the '52 and '53 A WTAR with Pauline Glasson.

flew wit. the Air Transport Auxiliary during WWII and entere the '52 and '53 A WTAR

~-

By: Byron Fredericksen 7364 Breezewood Lane Neenah, WI. 54956 (Photos by Author)

I think perhaps I have come upon no truer words than those I read in THE VINTAGE AIRPLANE, name­ ly The Restorer's Corner by J. R. Nielander, Jr. in the October, 1976 issue. I have never met this writer nor the man he quotes, Mr. Roy Redman of Minneapolis; how­ ever, they sure hit home with this editorial. Without taking a shot at anyone, I would add to their comments of "doers" and "intenders" by saying I have always felt there are three types of folks about; those that make things happen, those that watch things happen and those that don't know what is happening. Everybody I know fits into one of these three categories. I do not wish to be the "old philosopher" here; however, I urge those that have not, to read aforementioned editorial as it may

here; however, I urge those that have not, to read aforementioned editorial as it may "."
here; however, I urge those that have not, to read aforementioned editorial as it may "."

"."

~

.

.

.--'

here; however, I urge those that have not, to read aforementioned editorial as it may "."

spur someone who is holding back to go ahead with his,

hers

or their old airplane proj ect and in fact become a

"doer". I offer the following tale of an exa mple of what

one can make happen.

A year and a half before I was born, in fact, March ­

1931 the doors opened one day at the Stinson factory in

Wayne, Michigan, and a beautiful huge (for the times) three motored airplane emerged. It was manufactured under ATC number 420 and its designation was model SM-6000B . This high wing tri-motor was also known as the model "T". It bore serial number 5023 and registra­ tion NCll170 had been assigned to it. It was one of fifty three of these models built. Two of the Lycoming model R-680 engines were fitted to mounts under each wing and the third was mounted on the fuselage nose for a total of 645 H.P. with Hamilton Standard adjustable props. Itwas 42' 10" long, had a wing span of 60', stood 12' high and had a gear tread of 204". Its maximum gross wei ght was 8,600 pounds. In my op inion it was not the prettiest airplane The Stinson Company ever built. However, the full retail selling price was just under $26,000.00, quite a modest sum for an airliner equipped

with 10 passenger seats, baggage space, window curtains

and the lu x ury of

licensed for a crew of one. The new ship was inspected, tested and approved for commercail use March 13, 1931. On March 17th it was delivered to Century Air Lines, Inc., 105 West Adams Street, Chicago, Illinois. The uses and events this Model "T" encountered from this point in tim e, until in fact, the year 1965, one can only speculate on. It is known, however, that the ship was damaged in an accident in Chicago less than a month after its arrival there. The damage was repaired and on January 13, 1932 it was back in service; this time licensed as a cargo version with the passenger seats removed. It was, however, on January 27, 1932 converted back to the passenger configuration. Perhaps some reader somewhere for whatever reason will remember this airplane and for this purpose I note the records of its owners over a 34 year period. April 3, 1932 - sold to American Airways, Inc., 122 East 42nd Street, New York, New York.

a chemical toilet compa rtm e nt. It was

October 13, 1934 - sold to J. A. Hammer, W. J. Hunter, J. P.~we·st'6\ter"·an'ttS. P. Bittner, 4848 West 63rd Street, Chicago, Illinois. November 15, 1934 - sold to American Airways, Inc.,

4848 West 63rd Street, Chicago, Illinois.

- •
-

Opposite Page Top : Typical gas

station on the Alaska Highway.

Opposite Page Bottom: Due to much snow and rain we en­ countered several hundred miles of mud and potholes along the Alcan Highway.

Above: Stinson SM-6000B, NCI I I 70 as it appeared in late 1960's in Alaska. (Courtesy J.D. Berry)

April 15 , 1935 - sold to Leon D. Sherrick, 1937 West Tuscarawas Street, Canton, Ohio. June 22, 1935 - sold to Hugh Stevens, RFD 6, Newark, Ohio. February 26, 1936 - sold to O. W. Nichols, 818 Mt. Vernon Rd., Newark, Ohio. February 15, 1937 - sold to Inex E. Nichols, 818 Mt. Vernon Rd., Newark, Ohio. May 5, 1939 - sold to Leslie G. Mulzer, Port Columbus, Columbus, Ohio.

H. Walker, Monterey

Airport, Monterey, California. July 21, 1942 - sold to Los Angeles Aviation School,

July

28; 1939 - 'Sold ' to ' Alton

Van Nuys, California. June 9, 1942 - sold to Roy R. Taylor, Meacham Field, Fort Worth, Texas. July 4, 1942 - sold to Wien Alaska Airlines, Inc., Fairbanks, Alaska. I have written to the COC at Wayne, Michigan, seek­ ing help in securing names of former Stinson factory and

office employees, but never received any reply to my inquiries. I would especially like to have old photos of

were taken of this airplane

many times through the years as well as when it was new at the factory. Records indicate Wien Alaska Airlines operated the

NCll170 . ' l a m s'Cir e; '~re,'fur'es

"T" between Fairbanks, Kotzebue and Nome in the early 40's. Sometime in late 1944 it was acquired by one Lon Brennan of Manley Hot Springs, Alaska, which is 80 miles downstream from Fairbanks on the Tanana River. It was operated for a short time by Brennan Airlines when it was parked alongside the runway at Manley Hot Springs after being replaced with more modern equip­ ment such as Wi en Airlines had done. I understand Mr. Lon Brennan passed away a few years later. NCll170 never flew again. My story now picks up the name of Mr. Jerome D. Berry who will always retain a special place in my mind and thoughts. I do not wish to become dramatic here or imply that the retrieving of this old airplane changed the shape of the world, however, Mr. Berry is responsible for causing this airplane to be anything but battered bones today. I have not sought permission to quote him, write of him or cause his private life to become public information. I last spoke to Mr. Berry when he visited my home during the 1975 EAA Convention at Oshkosh, wh ich he attended.

Stinson SM-6000B, NCB74-W, date and location un­ known, however note vintage of autos in background. (Courtesy Arch Dixon)

It is a matter of public record really that Mr. Berry acquired NCll170 from Brennan Airlines, February 24, 1965. The story of how he single-handed dismantled the tri-motor and moved it to a safe place is his to do with as he wishes. He is a really true "doer". Manley Hot Springs, Alaska is approximately 200 miles below the Artic Circle, which is the only good thing the old tri-motor had going for it for some years after being abandoned. The air, of course, was not always dry but there is no salt such as near an ocean, nor the constant high humidity like that of the jungle, and she faired pretty well. She retained much of her fabric covering and really only suffered minor surface rust on the fuselage tubing. The engines were even left in place all through the years. Local Indians and whites alike, however, had cut some tubing from the fuselage to use on their river boats, at their gold mines and around their cabins. Relic seekers did remove the control column and

instruments. Even after these happenings the airplane was 90% complete and intact when Mr. Berry came along to save her in 1965. He did this and the records show he advised the FAA the ship would not be restored to airworthy condition, but would be put on display at the Alaska Centenial Celebration in 1967, after which time would probably be donated to a local museum. In

any event Mr. Berry ran an ad in the T rade-A-Plane offering this airplane for sale in July of 1970. I respond­ ed to this ad with a telephone call and was advised of the condition and whereabouts of the airplane. A purchase price was agreed upon· and I mailed a deposit for same. Now all I had to do was simply run up the road almost

miles and get it. All I needed was a truck, trailer ,

work , understanding from my wife,

help, time off from

4000

Dorothy, and money! The truck came in the form of a 1966 3/4 ton International pickup. Tom Bongert of Bongert Aviation, Neenah, Wisconsin had recently purchased this truck and was doing necessary repairs on it before putting it to work in his salvage business. It was agreed that if I help­

ed pay for some of the repairs I could use it. Had he

known

Alaska trip, he would have declined the offer. I would not have blamed him. We had the truck made ready at Lee Truck Sales of Oshkosh. Lee being a supporter of EAA and after learning of the purpose of our trip provided a spare generator, carburetor, coil, plugs, fuel pump and other items for the truck should we break

down. We were to pay for only the parts we needed upon our return. Bill Brennand of Brennand Aviation, Neenah, had a 24 foot tandem axle trailer and after a rebuilding job on same provided it for our trip. It had lights and electric brakes. Our "semi-rig" was taking form. Everyone I talked to about accompanying me on this Alaska adventure got excited about it. I learned a long time ago; however, you have to line up ten people on a deal like this in order to in fact have two of them show up the day the truck leaves. I did come up with three good guys. All were pilots and understood my interest in old airplanes and wished to be a part of it. Bill Olson of Olson Paper Company, Neenah wanterl to see Alaska, plus an old army buddy of his lived in Fairbanks. Mike Wuest of Oshkosh, on vacation at the time, agreed to go along. (Mike has been serving as an auxiliary policeman at EAA Conventions at Oshkosh the past years). He also owned and knew how to use a big 1000 pound AC/DC welder which we used to rebuild the trailer and then bolted same onto the trailer bed and

took

then Harold Wolff, owner of Wolff's Inn, our favorite watering hole located across the road from the Brennand Airport announced he would come along. Harold was also an ex semi-truck driver. Time off from work and understanding from my wife was no problem. I was employed by Bill Brennand at the time and he nor my wife gave no objections as they both knew I was going to go anyway. The next thing to take care of was money matters. I had and still have a part­ ner, Chuck Andreas, in other airplanes. Chuck and Bill Brennand were most interested in this old Stinson also. The three of us got together, formed a little company, touched our personal funds and those of a friendly bank­ er and that little item was out of the way. The only thing I had not given much thought to was the weather in the North during the fall season. We were

what his truck was to be subjected to on this

it along with us. It proved to be invaluable and

busy preparing our truck and trailer. We made up four­ teen 2 inch diameter eight foot long poles with which we would make a wing rack upon arrival at the Stinson sight. These were laid on the floor of the pickup box. Over these poles we installed a half inch plywood floor. On this we secured an old easy chair in which one could rest while away from his turn at the wheel. A mattress and sleeping sack was also provided along side in which one could sleep. It was our plan to go to Fairbanks non-stop except for gas and food, each man resting after two hours of driving. At the rear end of the pickup box a huge tool box was fastened down and filled with all sorts of tools we might need. Then from plywood we

built

there was our home away from home. It even had win­ dows.

I might mention I had made a deal to deliver a 1946 Aeronca 7 AC Champion to Alaska so it was loaded on the trailer. An auxiliary fuel tank and pump was mount­ ed on the truck and a guard built under the existing tank to protect it on the gravel Alcan. Eight new tires and tubes were purchased and loaded on the trailer. On September 18th we finally loaded the last item, which was a large cooler full of beer. If I had known at that ti me what sort of weather and roads we were to encounter, I would have postponed the trip until the next summer. At any rate September 18th found us on our way and Bill Olson started a log of the trip, which he called "Freddie's Folly", thus the title for my story here. After three days and three and a half nights of steady forward motion we found ourselves at Dawson Creek, 2000 miles from Neenah, tired, cold (When it was your turn in the box) and in need of a shower and then we came upon the Alcan Highway gravel, and mud, and dust, and potholes. The gravel portion of the Alcan extends for 1281 miles, and never, or seldom at best, receives any · kind of maintenance. Also, hardly a mile is

made without going up a

hill, down a hill or around a

corner with no guard rails and deep ravines alongside in

which to drop into in the night. It was impossible to sleep in the back, what with those fourteen poles bang­ ing up and down as we pounded through the potholes and when it rained the road was so greasy you could hardly walk on the stuff. When it was dry the dust seep­ ed into the box so bad you looked like you had worked in a feed mill all day when you came up front for your

three sides and a roof over the pickup box and

for your three sides and a roof over the pickup box and Above: Checking the load

Above: Checking the load and having a beer on the Alean, in the Yukon. Champ was delivered to new owner in Alaska.

in the Yukon. Champ was delivered to new owner in Alaska. Above: Final loading process at

Above: Final loading process at Fairbanks.

Below: NCll 170 being unloaded at Wisconsin. Note white canvas toilet compartment. It needs a little work.

at Fairbanks. Below: NCll 170 being unloaded at Wisconsin. Note white canvas toilet compartment. It needs
Owners of NC7 77 70 upon its arrival at Wisconsin. L to R, Chuck Andreas,

Owners of NC7 7770 upon its arrival at Wisconsin. L to R, Chuck Andreas, B. Fredericksen , Bell Brennand.

turn at steering. By the time we reached the Yukon it started to snow, and then it began to snow hard. A garage owner at Watson Lake, where we purchased tire chains, said in his 24 years there he had not seen it snow like this so early in the season. The Alcan was so bad going North from Watson Lake we averaged 100 miles in 24 hours of steady driving. I forgot how many times we crawled under the truck in the mud putting the tire chains on and off. Ourselves, the truck, trailer and the Champ were all covered with mud, and then the tem­ perature dipped below the freezing mark. We figured we had half a ton of frozen mud hanging on and under our rig, but I thought about how other folks do, and have lived in this country for years. It sure wasn't going to kill us to simply drive through if we were careful. We finally got back onto blacktop, through United States Customs and into Fairbanks, after a total of seven days and nights which amounted to 3600 miles traveled in 170 hours. We were tired, dirty and thirsty. We went out to the Stinson sight, met Mr. Berry, looked at the tri-motor and wondered if it would all fit on the trailer. We then got a couple of hotel rooms and showered for a long time. Fairbanks in no way suffers for lack of refreshment stands and we proceeded to take care of our parched throats. Mr. Berry had the tri-motor pretty well disassembled. We measured the wings, made attach fittings and spent a day welding same to the eight foot poles we had install­ ed in pre-drilled holes in the trailer bed. The fuselage was cut into two sections. The front section was fitted between the wings and the rear section, with the toilet compartment, was loaded on a platform we built on top of the truck. The four engines were strapped to the trailer bed and the ten seats were wired to the top of the front of the fuselage. The balance of the parts were load-

front of the fuselage. The balance of the parts were load- Byron Fredericksen is a partner

Byron Fredericksen is a partner with Chuck Andreas in a company called Airway Coin, Inc. As a gigantic hobby, they also collect and rebuild old airplanes. They are adjacent to the Brennand Air­ port, Neenah, Wisc. just north of Oshkosh. Byron is an active member of EAA (No. 99807) and AIC Division (No. 02054). The work that these fellows accomplish make them Super-doers.

AI Kelch

Mr. Noel Wien and NC7 7770 at Fairbanks, Alaska, Sept. 27, 7970.

ed where they would fit and the job was completed in three days. Only then did I realize what a big load we had for a little pickup truck to handle. The highlight of this adventure, so far for me, was on our second day of the loading process, Mr. Noel Wien appeared with his son, Merrill. Mr. Berry introduced them to us and we had a very interesting talk. I was impressed and pleased to have tal ked to the man who became a legend in the North in his lifetime. Noel Wien is known as "The Dean of Alaska Bush Pilots". I, of course, wanted to take some photos of this man and the airplane. His son advised me the family was under con­ tract by a publishing firm in connection with a book being written about the Wiens. However, after learni ng of the distance we had traveled and our intentions to rebuild the tri-motor, Mr. Wien allowed me to take a picture of himself standing by the airplane. I am proud of this photo. I hope to acquire some good photos of the tri-motor as it appeared in 1942 and 43, as we would like to duplicate the color and markings of Wien Alaska Airlines, Inc. of that period. On our fourth day in Fairbanks we said our good byes to Mr. Berry and departed for Neenah, which turned out to be an adventure about which one could write a book. The roads were snow covered and slippery out of Fair­ banks and we put the tire chains on and off twice before

we got to

also found that 42 MPH was top speed we could travel, as after that the heavy high load on the trailer caused us to weave and sway all over the road. Also, the little pickup would not pull the load in high gear, so we ran almost wide out in second gear . I knew the transmission was going to blow up as well as the engine with it. On the second day we slid backwards down two hills after spinning our way up with the chains on. We sanded our

Delta J unction, a hundred miles South. We

way back up again with one man driving, one holding the shift lever in crawler gear, as the transmission was jumping around so badly, and the other two riding on the trailer in case we slid off the road and rolled over. Due to blow-outs with our heavy load, we used all the new tires by the time we reached Whitehorse. The scale ticket at Customs showed we weighed 16,400 pounds! We ruined eight wheels and 16 tires on the trip home. One trailer hub, wheel, and tire came off the trailer one night and we never did find it. The trailer springs also broke and the hitch cracked, which Mike welded up with iron we got from a junkyard. All this happened on the gravel portion of the Alcan, which was really in very bad condition because of the weather. We heard on the radio it snowed 10 inches in Whitehorse the day after we went through. Things did improve by the time we got to the black­ top and we made our only stop, other than for fuel, at Edmonton one night, where we had a party and a shower and shave. While there, some local EAA enthu­ siasts noticed our rig and its contents at the hotel park­ ing lot and made it a point to find us. They did, and we spent several enjoyable hours, when they took us to their airport to view some of their old airplanes ~nd projects. The roads were good from Edmonton South and we arrived home 10 days after leaving Fairbanks, and the pickup was still in one piece. As of this writing, the tri-motor is awaiting its turn in our rebuilding shop. Many parts have been cleaned and primed and it is stored inside. We have acquired the original CAA certification drawings, and we feel that if this airplane could be built with the tools and know-how of the 1920's, we can certainly rebuild it today with no insurmountable problems. You just have to DO it!

Restorer's Corner (cont. from page 1)

TYPE CLUBS AT OSHKOSH Again this year we are inviting a ll type clubs to make the EAA Silver Anniver­ sary Co nvention one of their annual fly-in activities. Because of limited parking space available in the Di splay Aircraft Parking Area and eve n more limited man­ powe r, we do not plan to prov ide special parking rows for each type aircraft. How­

ever, if any type clubs do

want to park

together, we shall be happy to supply the

aircraft signs to mark

th e

row{s), but it

will be

necessary

for

the

type cl ub s to

continua ll y police t h eir own row{s) with their own members starti ng on Thursday, Jul y 28th, and continuing through the entire convention peirod. It will a lso be necessary for an officer of the type club

to make advance arrangements directly

Antique/Classic Parki ng Chair­

with the

man, Arthur R. Morgan, 513 North 91 st Street, Milwaukee, Wisconsin 53226, be­

fore the fifteenth of Jul y.

ELECTION OF OFFICERS

this issue yo u will find

your ballot for the election

-President, Treasurer and four Directors

of Vice­

Includ ed

with

for the succeeding two year term.

Bl ank

spaces · have been provid ed on th e

ballot

for the insertion of the nam es of write-in

candidates of your choice for each office. Please feel free to exercise your voting privilege as a member of the Division a nd express your preference, whether it be for

the

nominating committee or for your own write- in candidate. Those ele cted will be your representatives. Please he lp them to se rv e you bett e r by participatin g in this election and by lett ing them know your thoug hts, feelings and id eas. SEE YOU AT OSHKOSH!

the candidate nominat ed by

Old Airport Boys Don 't Grow Up­ They Just Get Gray Hair

Ti m e wa s turned back for me

yesterday, as it has never been before.

pl ane, wishi ng

Ha ng in g around a great o ld

the pil ot would not ice

me

a nd

say " Hey

boy - wanna ride?" He

did l

I did!

It was

lik

e 1927 all over agai n.

It

a ll

came

abo ut quite suddenly.

Yesterday was one of those emerald

green, warm days in Wisconsin. Th e air, if

it co uld be bott led , would riv a l Chanel

No.5 . I wa s, how ever, ignorin g it and stay in g at my desk . I ph oned Head ­

quarters to get

Gene Chase, and found he was not there.

A smart remark by me " I suppos e he' s

out f lying", brou ght a positiv e a nswe r. In ­ deed he was o ut flying - flying the Spirit of St. Louis at Burlington, acq uainting

ots who will f ly it o n the

o ne of

Commemorative Tour this summer. I had ca ll ed to tell him I had th e 10 Lindbergh

helmets for the 10 pilots wh o will be flying the Spirit. An in ge ni o us id ea hit me - I could d e li ver them in perso n, a nd

just may be I would

cra nk ed up my Cub, flew to Burlington

and took a reclining position in the sun , with my head perched o n a ·Cub wheel. It worked! He not iced me ! He did, I did,

a nd that

ha nd at the st ick (that is

another story) .

o ld feeling was great. I eve n got a

so me inform ation from

the

pil

get a rid e. I quickly

All you old boys now do n't give up ­

hang aro und - it st ill works.

AI Kelc h, Editor

give up ­ hang aro und - it st ill works. AI Kelc h, Editor NOTICE

NOTICE Of A'NNOALBUSINESSMEETlNG AND ELECTION OF OfNCERS AND DIRECTORS

Notice is hereby given

that

an annual blJ,siness meeting

of the rrtembers of the EM Antique/Classic Division will be held on Saturday, August 6, 1977, at 10:30 A.M. (Central Daylight Time) at-the 25th 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 ballot distributed to the mem­ bers along with this June issue of THE VINTAGE AIR­ PLANE. Said ballot must be returned properly marked to the Ballot Tally Committee, EAA Antique/Classic Divi­ sion, Box 229, Hales Corners, Wisconsin 53130, and re­ ceived no later than August 3, 1977.

(Signed) Arthur R. Morgan, Chairman

Nominating Committee

£

Richard H. Wagner, Secretary

EAA Antique/Classic Division

o

o Rirmail Dear AI: Just received the April 1977 issue of "Vintage Airplane" but Tsk! Tsk!

Rirmail

Dear AI:

Just received the April 1977 issue of "Vintage Airplane" but Tsk! Tsk! noted a

couple of errors. The Taperwing on back cover, obviously has a J5 Wright engine,

either 200 or 225. Think

or J5B, don't know if there were any other models or not. Also, page 5 No. NC-721 E is a plain 01 Waco GXE, with OX-5. The D50 was easy to distinguish, as cylinder banks were very visible, through upper cowl. Don't mean to be picky, as the pictures are great, but should be correct if we are giving a lesson in identifying

Wacos - No!!!! PS. Thought you might like the enclosed picture of J WM with Art Davis flying it. Sincerely, Shelby Hagberg Gillett Grove, IA. 51341

this was J 5, J5X

Dear Shelby:

Tsk! Tsk! You're right - I have egg on my face. You are certainly correct about both of the airplanes, and I'm so sorry. We tried so hard to be absolutely accurate in this article, and it was proof read many times, it was twice sent to Ray I3randley

for final OK, and the final proof of the magazine, before publishing, was sent to him and returned with his signature"OK for publishing". We all goofe d - sort of like a baseball game - a line drive goes through the pitcher, the short stop, the first baseman, the left fielder and the final backstop of the center fielder, then the throw to first gets missed and the guy makes a home run. All the yelling from the stands in the world won't change it .

Th e error is done, and the score is on th e board . Thanks for the Waco picture - that's

one. It' s too bad it isn't

sharp, I would like to publish it. I wonder

an interesting

- are all the water spots on the negative too?

I thi nk about you every time I read the 1931 Detroit Air Show issue, of Aero Digest that you rounded up for me - I've practically worn the pages off of it. Hope to see you at Oshkosh and/or Blakesburg. Sincerely, AI Kelch, Editor

Antique Division Dear Mr. Nielander:

I can't understand with all the officers, directors and advisors there are on your staff, all of which seem to be of the old­ timers, who should know a 365HP Wright from a 220HP J 5. On the back cover (Picture Box) of the April 77 issue of Vintage Plane, that is a J5 Wright 220HP on the Taperwing Waco. Yours truly, Tom Crowder

029419

Editor's note:

How come you didn't notice the GXE mistake on page 5? Tsk! Tsk!

Greetings:

The enclosed check is to cover cost of gift membership to Mr. John W. Houser.

John is the service engineer with Aeronca, Inco and for many years has been a vital source of information to those of us who

have delv ed

Aeronca is still a vibrant company and today deal s in aerospace research , aer­ ospace hardware, and subcontract work to other ai rcraft firms. Naturally, they are

interest ed in a profitabl e operation in today's business market and simply do not have the time to dig through old musty files a nd records for the benefit of the many "airknocker" buffs. John has very graciously helped every­ one who has approached Aeronca in reference to information of ships built in years past. With the cooperation of Aeronca, Inc., all such inquiries are referred to John, and he has never failed to answer a letter or provide requested information, and I might add, most of it on his own time. He is indeed an inspira­ tion to all antiquers. Many thanks for your attention to the above, and I extend to you my every good wish. Sincerely, Morton W. Lester

into the Aeronca heritage.

Dear Mr. Buffington:

enchanted with the

copy of VINTAGE AIRPLANE you so thoughtfully sent me. Not only were Franny and I in the center fold, with those really great women pilots, but there was an article on Frank Clark and Frank Tomick whom we met at Clover Field . World War I pictures were the fad at that time and MGM would rent the trusty

Swallows with OX-5 motors that were our training planes, paint German

Swastikas on them, then fly them back to Clover, ferried by the two Franks. Life has never been so glamorous as it was then - - back when the world was young. Thank you, Glenn, VERY much. Sincerely, Josephine Wallingford

I was absol utely

Classified Ads Wanted Storie s and anecdotes related to rebuilding of Piper .pA22 aircraft, for a book - "The Tri-Pacer" book. Please con­ tact Professor James Lamalfa, EAA No. 80404, University of Wisconsin Center, Marinette, WI. 54143

CALENDAR OF EVENTS June 3- 5 MAYVILLE, NEW YORK - 4th Annual Vintage Sailplane Regatta, spon­ sored by the Vintage Sailplane Associa­ tion. Contact Jan Scott Scott Airpark Lovettsville, VA. 22080

June 3-5 CAMDEN, SOUTH CAROLINA - Old South Annual Fly-In. Woodward Field. Early Bird party, banquet and trophies. Contact Leon Strock

805-254-5509

June 4-5 LONDON, ONTARIO CANADA - 3rd Annual London International Air Show. Contact T. J. Walsh 57 Dunwich Drive St. Thomas, Ontario N5R 4T7

519-672-6410

June 5 BRODHEAD, WISCONSIN - 2nd An­ nual Beef Barbeque Fly-I n/Drive-I n, spon­ sored by EAA Chapter 431. Serving at noon. June 5 BURLINGTON, WISCONSIN - Annual Fly-In sponsored by EAA Chapter 18. 8 A.M. until 3 P.M.

June 10-12 SPRINGFIELD, OHIO - EAA Spring Mid-Eastern Regiona l Fly-I n. On airport camping, air show awards. (Original MERF1 (12th Annual)} will still be at

Marion, Ohio in September. Contact Myrna Lewis

241 Bassett Drive

Springfield, OH. 45506

June 10-12 DENTON, TEXAS - 15th Annual Texas Chapter Antique Airplane Associa­ tion Fly-I n. Contact Bob Landrum 2650 Catherine Street Dallas, TX. 75211

June 12 MT. PLEASANT, TEXAS - 3rd An­ nual Fly-In and Air Show, sponsored by Northeast Texas Aviation Association. Contact Jim Mason

124 W. 2nd Street

Mt. Pleasant, TX. 75455

June 12 ALLENTOWN , PA. - 5th Annual EAA Chapter 70 Fly-In. Queen City Airport. Warbirds, Homebuilts, Antiques and Classics. Rain date June 19. Contact Joe Tarafas

215-865-9478

June 18-19 MOJAVE, CALIFORNIA - 1977 Cal­ ifornia National Air Races. Contact Air Race Management, Inc. 16644 Roscoe Blvd. Van Nuys Airport Van Nuys, CA. 91406

June 18-19 F RE DE RICKSBURG ,

­ 10th Annual Antique Aircraft Fly-In, Shannon Airport. Awards. Contact Air Shannon P. O. Box 509 Fredericksburg, VA. 22401

June 19 MENOMONEE FALLS, WISCONSIN ­

Father's Day

EAA Chapter 250. Aero Park Airport.

VI RGINIA

Fun

Fly-In. Sponsored

by

June 24-26

HAMILTON. OHIO ­

WACO Reunion Fly-In. Contact Ray Brandly

2650 W. Alex Bellbrook Road

Dayton, OH. 45459

June 25-26 Annual Great Lakes Company Fly-In, Patty Field (near EI Dorado, KS.) Contact Great Lakes Aircraft Co. Box 11132 Wichita, KS. 67202

June 26 thru July 4 Antique Airfield, BLAKESBURG, IOWA - 50th Anniversary Commemora­ tive Fly-I n of Lindbergh's Trans-Atlantic Flight.

July 3 COLD LAKE, ALBERTA CANADA ­ 1st Alberta Air Show. Canadian Forces Base (CFB), Cold Lake. "Aviation Nostalgia".

403-594-8626

July 9-10 ALB ANY /CORV ALL IS/SALEM, OREGON - 1977 Round Robin Fly-In, sponsored by Oregon EAA Chapters,

hosted by EAA Chapter 292. Lebanon State Airport, Lebanon, Oregon. Contact Charlie Girsberger

4722 Carolina N.E.

Salem, OR. 97303

Ken Elwood

2595 S. Hill

Albany, OR. 97321 (or)

Tim Lunceford

1630 Airways Avenue

Lebanon, OR. 97355

July 9-10 Taylorcraft Club Fly-In, Barber Field, ALLIANCE, OHIO. Contact Merton Meade

5906 Sumner Lane

Oxon Hill, MD. 20021

July 10

THE

GREAT

WELLSVILLE

AIR

SHOW sponsored by Wellsville Aviation Club. (rain date July 17th) Balloon Rally, FI y-I n Breakfast, Air Show Aerob at ics, Sky Divers, Gyrocopters, Warbirds, Antiques. Antique Auto Show. Contact Ray Stevens 41 Early Street Wellsville, NY. 14895

July 10 SANDUSKY, OHIO - EAA Chapter 50 Fly-In and Air Show. Antique car display. Griffing-Sandusky Airport. Larry Zepp

214 Napoleon Road 90A

Bowling Green, OH. 43402

July 15 - 17 PARSONS, KANSAS - AAA Invita­ tional Fly-I n. Contact Ed Ryburn Route 3 Tri City Airport Cherryvale, KS. 67335

July 16-17

Antique Airplane Club of Greater New York - 15th Annual Fly-I n for Antiques, Classics, Homebuilts, Ex-Military and Models. Trophy Awards. Brookhaven Air­ port, BROOKHAVEN, LONG ISLAND, NY. Contact John Schl ie

533 18th Street

West Babylon, NY. 11704

516-888-0706

July 16- 17 LOCKPORT, ILLINOIS - Lewis University 17th Annual EAA Chicago Area Fly-I n. Breakfast and Air Show, Antiques, Classics, Warbirds and Standard Aircraft. Contact G. J. Linkis 9143 W. 93rd Street Hickory Hills, IL. 60457

July 17-18 OR I LLA,

­

EAAC

ONTARIO

CANADA

by

EAA

Convention

spo nsored

Chapters 41, 144 and 189 , Land/sea facil­ ities, camping $5.00, Lake St. John Air­ port, 75 miles north of Toronto. Contact George Jones 246 Renfarth Drive Etabicoke, Ontario Canada M9C 2K9·

416-621-0381

July 30 thru August 6 OSHKOSH, WISCONSIN - 25th An­ nual EAA Fly-In - SILVER ANNIVER­ SARY CONVENTION.

August 21 WEEDSPORT, NEW YORK ­ Antique/Classic/Homebuilt Fly-In. Spon­ sored by EAA Chapter 486. Whitfords Airport. Air Show. Field closed 1:00 P.M. until 5:00 P.M. Intermission for early departures. Pancake breakfast. Contact Herb Livingston 1257 Gallagher Road Baldwinsville, NY. 13027

August 28 thru September 5 7th Annual AAA-APM Fly-In, Antique Airfield, BLAKESBURG, IOWA. The National AAA Convention and Fly-I n. Open to members and quests only. No public day.

September 2-5 Cleveland National Air Show. Sept. 2 will be a nationwide Fly-I n at Burke Lakefront Airport. Contact Sam Abrams Burke Lakefront Airport Cleveland, OH. 44114

September17-18

GARDNER, KANSAS (Kansas City area) - 4th Annual Heart of America Sport Aviation Fly-I n, sponsored by EAA 91-200, AAA, IACIS. Contests, Awards, Banquet. Camping available. Contact Pat Brown

913-492-5781

January 23-29,1978 LAKELAND, FLORIDA - 4th Annual Sun IN' Fun Fly-In.

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