STRAIGHTAND LEVEL

Up through October , 1978, our Antique/ Classic

Division recognized six Division Chapters that cover
the areas of Florida, Texas, the Carolinas, Virginia,
Minnesota, Pennsylvania, and New York. The num-
ber of Chapters has remained fairly static over a period
of ti me; however , these Chapters have represented
EAA, our Division and their activities with a high de-
gree of enthusiasm and integrity. Then suddenly the
situation changed. In November, 1978, Chapter 7 was
officially recognized for Flanders , New Jersey; the
following month Chapter 8 of Grand Rapids, Michigan
qualified; and in July, 1979, Chapter 9 of Seattle, Wash-
ington was organized and recognized.
Statistics are facts to be reckoned with . They can
be presented to show a tremendous gain that is well
recognized in promotional endeavors. Here, in less
than one year, the Antique/Classic Division has in-
creased its number of Chapters by fifty per cent. This
is a great advancement, and the essence of this situa-
tion cl early shows the dedication and fellowship our
Division membership maintains by correlating its basic
interest in one specific group of dedicated restorers
and admirers. Statistics have no meaning unless their
use enhances the purpose for which they were com-
piled.
Within the past few months we have been ap-
proached by members and clubs who wish to become
a part of our division as a Chapter. Currently, we have
three potential new Chapters. Something definitely
has excited the individuals in these areas to bring out
their desires to become a part of us. There is no doubt
that the annual EAA International Convention is the
largest and most efficiently operated event of aviation
in the world. It all began in 1953, when Paul Poberezny
organized the Experimental Aircraft Association ; and
look where we are 27 years later: an attendance dur-
By Brad Thomas
ing the 1979 Convention of 350,000, with 12,000 visit-
ing and over 1,400 display aircraft, and with 30,000
people occupying the campgrounds. We wanted to
belong and be a part of it all. We have done so.
Our Antique/Classic Division is basically a social
and informative organization brought together with
a special interest to restore, maintain, fly and exhibit
our antique and classic aircraft. This has been ac-
complished through participation of local Chapters,
fly-ins, and of course, the annual International Con-
vention at Oshkosh. Our thoughts , happenings and
activities are reported in Th e VI NTAGE AIRPLAN E, along
with those interesting historical articles we so well like
to read. On file at EAA Headquarters are numerous
books, manuals, and valuable data that are available
to assist the restorer with his projects. Much of this
information is donated by EAA members , but many
items of importance have been given to us by inter-
ested aviation oriented individuals or organizations.
So where does all of this lead us? We want to become
a part of the EAA sport aviation movement.
We would like to see an Antique/Classic Chapter
representing each of the48 states or major urban areas ,
and to see special interest type clubs become affili-
ated with our Division as a Chapter . Th e togetherness
shown by our membership is evident in the expansion
and continued growth of our Division.
Fly-ins that were scheduled in most areas of the
U.S.A. are now complete and we are back at home
going over our aircraft in detail , touching up those
small nicks, and continuing with our various restora-
tion proj ects. Now is the time to begin thinking about
the formation of that Antique/ Classic Division Chap-
ter in your area. Talk up the proposal with your friends
and plan a get-together to discuss the details of how
easy it is to start a chapter in your state or area. A
complete kit including all of the necessary informa-
tion and materials to form a chapter is available from
EAA Headquarters, and when your request is mailed,
please be sure to specify your needs for an Antique/
Classic Chapter Kit.
Basically, here are the few simple requirements to
form a new chapter:
1. A minimum of five members in good standing
with the Antique/Classic Division is required.
2. The Officers of the Chapter must be members
of the Antique/ Classic Division and EAA.
3. The Chapter must be incorporated in the State
of its origin and a copy of its by-laws shall be on file
at EAA Headquarters.
So what are we waiting for! Let ' s begin moving
and talk up that new Chapter today. Any Division Of-
ficer , Director or Advisor will be more than pleased
to assist you. Write or call them for information and
assistance. If you possibly live in Rhode Island and
want to join with a group in Connecticut or Massa-
chusetts, fine! If you live in the state of Texas and
are active near Dallas, get your Chapter started and
compete with Chapter 2 in Houston. Our point here
is to form a Chapter where you know the needs are
present and its purpose will fulfill the requirements
of you r ar ea.
One final thought. Thursday, November 22 i s
Thanksgiving Day. Let us sit down to our Thanksgiving
dinner and give thanks to this country of ours. Com-
plicated as it may appear to be, give thanks that we
can restore an aircraft, own and fly it basically any-
where in our country, while in so many other coun-
tries it is restricted or totally prohibited.
2
Editorial
Staff
Publisher
Paul H. Poberezny
(Ted Koston Photo)
Editor
Si Meek's Star Cavalier replica, seen at Oshkosh 79.
DavidGustafson, Ph.D.
Associate Editors: H. Glenn Buffington, Edward D. Williams, Byron
(Fred) Fredericksen, Lionel Salisbury
Readers are encouraged to submit stories and photographs. Associate Editorships are assigned
to those writers who submit five or more articles which are published in THE VINTAGE AIR-
PLANE during the current year. Associates receive a bound volume of THE VINTAGE AIR-
PLANE and a free one-year membership in the Division for their efforts. POLICY-Opinions
expressed in articles are solely those of the authors. Responsibility for accuracy in reporting
rests entirely with the contributor.
Directors
PRESIDENT
Claude L. Gray,Jr. AI Kelch
9635 SylviaAvenue 66 W. 622 N. Madison Avenue
W. BRAD THOMAS, JR.
301 DODSON MILLROAD
Northridge,CA91324 Cedarburg, WI 53012
414/377-5886 Home
PILOT MOUNTAIN, NC27041
919/368-2875 Home DaleA. Gustafson MortonW. Lester
919/368-2291 Office 7724 Shady HillDrive P.O. Box 3747
Indianapolis, IN46274 Martinsville,VA24112
VICE-PRESIDENT
3171293-4430 703/632-4839 'Home
JACK C. WINTHROP
703/638-8783 Office
ROUTE 1,BOX111 Richard H. Wagner
ALLEN, TX 75002 P.O. Box 181 ArthurR. Morgan
2141727-5649' Lyons, WI 53148 3744 North 51st Blvd.
4141763-2017 Home Milwaukee,WI 53216
SECRETARY
414/763-9588 Office 414/442-3631
M. C. "KELLY" VIETS
George S. York
7745 W. 183RD ST. John S. Copeland
Advisors
181 Sloboda Ave.
STILWELL, KS 66085
9'Joanne Drive
Mansfield, OH 44906
Westborough, MA01581
Robert E. Kesel
Business Phone 419/755- 1011
913/681-2303 Home 455 Oakridge Drive
617/366-7245
HomePhone 419/529-4378
9131782-6720 Office Rochester, NY14617
Ronald Fritz John R. Turgyan
7161342-3170 Home
1989'Wilson, NW 1530 Kuser Road
TREASURER 7161325-2000, Ext.
Grand Rapids, MI 49504 Trenton, NJ 08619
E. E. "BUCK" HILBERT 23250/23320 Office
6161453-7525 609/585-2747
P.O. BOX 145
Stan Gomoll Gene Morris Robert A. White
UNION, IL 60180 1042 90th lane, NE 27 Chandelle Drive P.O. Box 704
815/923-4205
Minneapolis, MN55434 Hampshire, Il60140 Zellwood, Fl32798
6121784-1172 3121683-3199' 305/886-3180
THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Antique/Classic Division, Inc.,
and is published monthly at Hales Corners, Wisconsi n 53130. Second class Postage paid at Hales
Corners Post Office, Hales Corners, Wisconsin 53130, and additional mailing offices. Membership
rates for EAA Ant ique/Classic Division, Inc., are $14.00 per 12 month period of which $10.00 is for the
publication ofTHE VINTAGE AIRPLANE. Membershipis open toall who are interested in aviation.
TIl-=
OFFICIAL MAGAZINE
EAA ANTIQUE/CLASSIC
DIVISION INC.
ofTHE EXPERIMENTAL AIRCRAFT ASSOCIATION
P.O. Box 229, Hales Corners, WI 53130
CopyrightO1979 EAAAntiquelClassic Division,Inc., All Rights Reserved.
NOVEMBER 1979 VOLUME 7 NUMBER 11
The Cover . ..Guy A. Davis, Bryan, Texas, pilots his Fairchild 24.
Back Cover . ..Fairchild 45 belonging toBob Harbom of Federal Way, WA. (Photo by Ted Koston)
TABLE OF CONTENTS
Straightand Level by Brad Thomas .._ ._.........._.._ .._ ...___ ....__ ..
Selections From The1979Parade OfFlight ._ ._ ........._........._ ..._.
Garage Project Number13 byDonald J. Straughn __ ..........,..._.._ ..,
Sixth Annual Chicken and Wacos AntiqueFly-In & PicnicbyTom Hull ...
The OldestRestored BoeingAirplane
CompiledbyP. J. Jensen andGlenn Buffington ._ .............._....
Watsonville 1979 byNorma Puryear................_...._ .__ ._ ..__ .._..
A CurtissAlbum byGeorgeHardie,Jr..._.....,._ ._ ................._..
Borden'sAeroplane Posters From The 1930's byLionel Salisbury .......__
2
4
10
12
14
17
20
24
AircraftType Clubs Continued ......__ ....._....._._ .__ .._..._..__ .... 26
EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIP
oNON-EAA MEMBER - $22.00. Includes one year membership in the EAA Antiquel
Classic Division, 12 monthly issues of THE VINTAGE AIRPLANE; one year mem-
bership in the Experimental Aircraft Association and separate membership cards.
SPORT AVIATION magazine notincluded.
oEAA MEMBER - $14.00. Includes one year membership in the EAA Antique/Classic
Division, 12 monthly issues ofTHE VINTAGE AIRPLANE AND MEMBERSHIP CARD.
(Applicant mustbecurrent EAA memberand must give EAA membership number.)
Page4 Page10 Page 14
3
SELECTIONS FROMTHE 1979
PART II
(Photos by David Gustafson, Editor)
Please Note: It was ourdesire to captureall90 planes that
flew in the Parade of Flight, but reloading time and oc-
casional goofs reduced our count. Next summer there'll
be more photographers, and hopefully we'll be able to
showallthe fineplanes thatparticipated.
- Editor
1940 Stinson 10, Michael Gaffney, Wisconsin Dells, WI. 1941 Ercoupe 415C Fr . Tom Rowland, EI Paso, TX.
1940 Rearwin Sportster, Ken Williams, Portage, WI. 1941 Waco YKS 7F, Vince Mariani, Findlay, OH.
7942 Beechcraft Staggerwing D77S, George LeMay, Calgary, Alberta. 7952 Bucker Jungman, John Bergeson, Mt. Pleasant, MI.
7938 Focke-Wolf FW-445, M. B. Groves, Wayne Mikel , 7947 DeHavilland DH82C. Frank Evans, Tom Dietri ch, Kitchner, Ontario.
Floyd Carter, Sunnyvale, CA. .
7940 Boeing Stearman A75N7, Bill Wilkins, Circleville, OH. 7947 Ryan PT- 22, Ruth McMakIn, Sarasota, FL.
1941 Aeronca L-3B, Charles Scanlon, Jonesboro, AR. 1942 Stinson L-5, Buck Hilbert, Union, IL.
1942 Piper L-4, Gene O'Neill, Fostoria, IA. 1945 Aeronca 7 AC, Theo Travis, Flushing, MI.
1943 Stinson L-5, Tommy Atkinson, Las Vegas, NV. 1946 Fleet 80 Canuck, London Flying Club, London, Ontario.
C-FEND
1946 CommonwealthSkyranger, Ross Gresley, PaulSchermerhorn, Muncie, IN.
1946 Fairchild24R.,lohn Bachynski, Edmonton, Alberta. 1946 Stinson 108-1, Rick Demond, Whitmore Lake, MI .
1946 TaylorcraftBC-120-1 ,John McDonald, McPherson, KS. 1947 Piper PA-ll, Bob Clipsham, Erin, Ontario.
~
1947 Aeronca l1AC, MikeSherwood, Jackson, MI . 1949 Cessna 140A, Ron Kramer, Pell a, IA.
1948 Luscombe8E, Steve Lund, Flushing, MI. 1950 Beechcraft Bonanza BE35B, Don McDonough, PalosHills, IL.
1948 Stinson 108-3, Bob Chaber,Jill Kleinheir,Sonoma, CA. 1950 Temco T-35 Buckaroo, Charlie Nelson, Athens, TN.
8
...... .,.j
195 I Piper Pacer PA-20, Phil and Betty Funk, Minneapolis, MN. 1953 Piper PA-20-1 50, Don and Marie Haffner, Lizton, IN.
1952 Rawdon T-I , Mrs. la ck Chastain, St. Louis, MO. 1953 Cessna C-195, Mike Young, McLoud, OK.
1953 Piper Super Cub PA-18, Craig Elg, Rhinelander, WI . 1953 Meyers 145, Carl Schwarz, Kent, WA.
,
_........
All loaded for t ~ trip from Lake Village,
Indiana to 51. Charl es, Illinois.
GARAGE PROJECT NUMBER 13
By Donald J. Straughn
4 N 658 Brookside, East
St. Charles, IL 60774
Completed and ready to try the friendly skies for the first
time in about 25 years.
10
That panel just has to touch the heart of any true " antiquer".
Would anyone in their right mind trade a flying air-
craft for a dusty, dirty and tattered relic that had been
sitting in a barn since the early 1950's? Depends on the
airplane and the level of "airplane insanity" the buyer
has reached. I consider myself an aircraft enthusiast,
while my wife considers me an airplane nut.
The Taylor-Young " Model A" was designed by e. G.
Taylor in 1935, and went into production in 1937.
In that year and 1938, over 600 were manufactured.
NC20343 is serial number 473 and was manufactured
in 1938. One of the high points of Oshkosh '79 was
meeting and talking briefly with e. G. Taylor . Unfor-
tunately, NC20343 was not completed in time to par-
ticipate.
In early November of 1978, I stopped to see Nick
Kacki who runs Nick's Aero Service at Lake Village,
I ndiana. Nick had recently acquired a Taylor-Young and
was in the process of firing up the Continental A-40-4
when I arrived. The plane looked interesting in spite
of the dirt , was certainly in need of some T.L.e. and
once I heard that engine run I was really hooked. I
hauled it home on the Saturday after Thanksgiving,
moved the cars out and proceeded to make another of
those big messes in the garage.
Since this was to be my thirteenth project I did not
spend a lot of time wondering where to start. All tub-
ing was sandblasted, inspected and then coated with
epoxy primer. It had been stored in a dry place so the
tubing was in good shape. The wings had been stored
without cover and had provided a handy roost for some
types of birds . Bird manure and aluminum mix very
well and the result is a fine gray powder. The wings
were cleaned, the spars varnished and new leading
edges formed from .016 2024. The fuselage received
new stringers ai\d formers.
At this point the covering process began. I decided
to use Ceconite #102 since it would cut down on the
weight initially and fill with fewer coats of dope. It was
finished in Diana Creme butyrate and trimmed with
Santa Fe Red.
The headliner , baggag e compartment and seat
cushions were sent to Ai rt ex and they did a beautifu I
job producing new ones. The cushion material used
came very close to the original.
The previous owner had not retained the original
registration number which was NC20372. When pur-
chased it carried N6388T which was certainly inap-
propriate for an antique. I applied to th e FAA for the
original number but it was not available. I th en r e-
quested a number that began with two and did not
have a letter on the end. The result was NC20343.
During the years the plane was inact ive the logs
had been lost and all I received with it were some Form
#337's. The plane had been badly wrecked in 1939
and on examining the 337's, I noticed that the work
had been signed by Charl es Klessig in North Dakota.
I remembered that a Charles Klessig had flown an OX5
powered Standard to Oshkosh several years ago and
was able to write to him at Ryan Field in Tu cson, Ari-
zona. He had indeed repaired th e plane after it was
wrecked in Iowa and he wrote me a most interesting
letter. It just proves again that you meet the most in-
t eresting people through EAA and its Divi sions.
Eventually, the work was completed and the plane
assembled at Olson' s RLA at Plato Center, Illinoi s. The
engine had been overhaul'ed in 1960 and never flown.
Since it ran well and in light of the scarcity of A-40
parts I decided not to overhaul it.
On Saturday, August 4, 1979, the plane was flown
to Lake Village, Indiana for its first annual in many
years. Since it had been in storage since the early 1950's
it was also necessary to have the FAA issue an Air-
worthiness Certificate.
All that remains now are a few cosmetic touches
and the flying. My "friends" tell me I won' t have it
long, since I have not held on to any of the other twelve.
My wife, Peggy, appreciates having th e garage re-
turned to some more normal uses and my getting at
some of those projects around the house, so who
knows. Look for NC20343 at Oshkosh '80 and see if
I held on to thi s one.
11
Thi s gorgeous WACO YKS- 7 was fl own in by her
Wayne Hayes of Trenton, NewJersey.
SIXTH ANNUAL
CHICKEN AND
WACOS ANTIQUE
FLY-IN & PICNIC
By Tom Hull
Apt. 4, Building 7O-A
Greenvi ew Village
Great Mills, MO 20634
For the past six years, John Shue of York, Pennsyl-
vania has been the organizer and guiding hand be-
hind the Annual Chicken and WACOS Antique Fly-
In and Picnic at York' s Thomasville Airport. This year
was no exception and the results were tremendous,
as usual. In the six years that this affair has been held,
it has never been rained out.
May 7, 1979 turned out to be a beautiful day for a
fly-in. Aircraft started arriving around 9:00 A.M. with
Pat Long and his WACO UPF-7 being the first arrival.
By the time aircraft arrivals slowed down, over 110
aircraft were present for the day. This happening started
out small as a get-together primarily for WACO own-
ers. Now, it has expanded so that just about any an-
tique, classic or warbird as well as the newer transient
types, can be expected. The homebuilt crowd has
become faithful in their attendance as well.
In the Antique/Classic category there were several
Aeroncas, Cessna 140's, 170's and a 195, Fairchilds,
Cubs and Taylorcrafts. Ted Giltner and George Smith,
both from Reading, Pennsylvania, brought their Rear-
win Cloudster. A gorgeous red and white Stearman
(one of several in attendance) flown by Larry Kampel
came in from Larry's strip a few miles to the north. As
far as WACOs go, John Shue headed the field with
his exquisite blue UPF-7. Pat Long of Upper Marlboro,
Maryland, John Schlie of Long Island, New York, and
Porter Lee of Frederick, Maryland brought their prize
UPF-7's. A maroon and creme YKS-7 was in attendance,
flown by its owner, Wayne Hayes of Trenton, New
Jersey.
The Travelers Awards of the day would have to go
to Chub Trainor of Wayne, New Jersey with his Howard
DGA-15 and John Turgyan from Trenton, \\jth his Spar-
tan 7W Executive. These gentlemen were at a fly-in
in North Carolina in the morning and then headed
north to York for the afternoon. Talk about adding
up mileage! Incidentally, John's Spartan (NC13993) is
the oldest Executive flying. It is one of the very few
Executives factory equipped with a stick rather than
a yoke.
The biggest crowd pleasers of the day were two
P-51D's owned by Bill Clark of State College, Pennsyl-
vania, and Gene Stocker of College Park, Pennsylvania.
Everyone watched as they performed low section for-
mation passes on the runway as one would have ex-
pected to see somewhere over th e war-torn cou ntry-
side of 1940's Europe.
The final event of the day, and what has come to
be my favorite, was the antique fly-bys. To hear that
many radial engines running at one time is just music
to the antiquer's ears. The sky was full of beautiful,
meticulously restored aircraft that were prettier than
when they were factory new. It was like a flashback
into the 1930's as these craft lazily flew by the crowd.
This particular part of the get-together is an ideal time
to get pictures of antiques doing what they do best ...
FLYING!
After the fly-bys are complete, everyone starts
packing their chairs, kids and cameras to take a head-
ing for home. Good-byes are exchanged between all
of the flying cohorts and the Thomasville airport once
again calms down and regains its gentle everyday pace.
No prizes have been awarded in the more recent
years of the York Fly-In and Picnic to avoid hurting
anyone's feelings. However, the friendships made at
these events are worth more than any prize that could
have been given.
For anyone who has never attended this get-
together, we cordially invite all of you to next year's
affair. The dates will be printed in EAA's publications
once they have been finalized. York is located on both
the Washington and New York sections and is 21
nautical miles south of the Harrisburg VORTAC on
the 170
0
radial or 29'12 nautical miles southwest of the
Lancaster VOR on the 250
0
radial. Or for the folks ar-
riving IFR (I Follow Roads): Thomasville Airport is on
US Route 30 West approximately 8 miles west of York.
Hope to see you there!
Another group of display aircraft. The Aeronca Champ is
owned by frv Baughman of York. Bob Howard's Rearwin
is next, followed by an old Cessna 180 and th e author's
Cessna 17
The bird with a favorite in-ai r photo background, Mt.
f{ainier, a 14,410 fJ.eak landmark in Western Washington.
....
CompiledBy: P. J. Jensen andGlenn Buffington
818 West Crockett Street
Seattle, WA 98119
Photos By: Pat Johnson, Don Knutson andJim Reeder
One of the classiest vintage airplanes in the Pacific
Northwest is the Boeing Model 100, owned by Lew
Wallick,ChiefofBoeingFlightTestand RobertMuckle-
stone, Seattle attorney and a "round-the-world" rec-
ord holder . This airplane is the third of five, serial
number 1143 and registry number 872H, the same as
r
;--' ... -l'
.... -; t/JI
t;......
.-
assigned July 1, 1929, the.date of manufacture. The
plane was eventually (1933) acquired by the late Milo
Burcham, aerobatic ace and Lockheed test pilot, who
used the 100 in several movies and in exhibition work
atair shows.
The unique biplane passed through several owners
and was sold atan auction in 1968. The newownerac-
complished an 85% restoration before it was bought
by the Wallick/Mucklestone combo, in 1976, when it
was returned to,its birthplace in Seattle, Washington.
O. W. Tosch, owner of Aircraft Industries at Boeing
Field, amastermechanicand formerAlaska bush pilot,
supervised the restoration work which brought the
I,. 'f ....
, r ..
OLDEST
,_., TORED
RPLANE
planetofirst-class conditionandcompletelyairworthy.
Tosch is highly experienced in rebuilding and repair-
ing work and had prepared Mucklestone's Cessna 210
for his around-the-world record flight.
It was decided to finish the airplane as a P-12 be-
cause the late FrankTallman in California had the only
other flyable airplane of the series painted as a Navy
F4B-l. There was considerable local community in-
terest developed as the work progressed so a formal
first-flight ceremony and celebration was decided
upon. September 19, 1977 was the date selected and
with the aid of Boeing colleagues and representatives
of the Red Barn Museum, printed formal invitations
were designed.
14
Th e Boeing 100 over some Western Washington timber-
land - no spot for a forced landing.
Lew Wallick makes this report of the flying char-
acteristics : " The performance of our Model 100 is
spectacular , and for me every flight in it is an ex-
hilarating experience. With take-off power the air-
plane is airborne in about 100 feet, and it will climb
3500 feet per minute at 80 mph. Using METO power
it will indicate 165 mph in level flight, while a low
cruise power.setting of 1850 rpm and 28 inches mani-
fold pressure will return an indicated 140 mph level.
" I used this cruise power setting for maneuvers
in looping the plane, starting the maneuver from level
flight and leaving the power throughout.
So far I have restricted myself to +4.5 g and -1 .5 g,
just as a precaution for an old airplane. I don' t intend
to carry out spinning, because of the aft center of
gravity and because I have heard conflicting stories
of the P-12/F4B spin characteristics. According to some
reports , recovery is easy; however, other reports say
that the spin will go flat after about three tmns and
r ecovery is difficult. The veteran Air Corps pilots who
are my informants aren' t sure whether these refer
to the early models with bigger fins and rudders. "
Because of the outstanding restoration by Tosch
and Company, the Boeing has been awarded its share
of honors at the 1978 fly-ins : at the Fairchild Air Force
Base open house (Spokane, WA) , the Watsonville, CA
National West Coast Fly-In (the Mayor' s Award) and
Taxiing in at BF! after another fli ght in the Boeing 100.
at the EAA Oshkosh 78 Fly-In - Silver Age (1928 -
1932) Champion.
Lew' s routing to Oshkosh was: Boeing Field to
Missoula, Billings , Dickinson, (RON - sleeping bag
inthefield office), Fargo, Eau Claire, Oshkosh. Thanks
to Dave jC!meson and the use of his hangar , Lew was
able to clean up theairplane priorto the judging. The
return course was: Oshkosh, Watertown, Miles City,
Billings, Coeur d' Alene (an hour of show-and-tell at
the Henley Airdrome), Seattle. Over sixty hours were
logged in the first twelve months after the initial
9-19-77 flight .
This beautiful bird will continue to be exhibited
at air shows and flowlI for pleasure by the owners.
Perhaps someday it will be a feature at the Red Barn
Aviation Museum which is in the throes of being con-
structed at Boeing Field in Seattle.
One of the proud owners - S. L. Walli ck, Jr.
Th e old and the new in th e Boeing military flight li ne
th e BO- 100 with AWACS 707-3As on th e ground.
DI MENSIONS
WINGS
UPPER WING
LOWER WING
ENGINE
WEIGH1S
ARMAMENT
PERFORMANCE
Description and Performance
BOEING P.l ? F4B MODELS
span(uLlPIJr """rlQI
Owerall
Overall he,oht
A"to,' sec"on
lot al .... 'n.g a rea
Span
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TOl al arell
Span
Chord
D,hedral
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Pr att & Whllnev A985 Wasp JunJOI 450HP al
2000RPM 81 6000II compressIon 131' 0 6 ,
We'Onl empty
Cre....
Gasolone
0,'
To' al w'r'lg1nad,mJ
lnl a l we'gnl (loaded)
cal M G BrownI ngallcrall macn,ne gunscal 30M 1919
H: borne!.
LandIng speed
Crulsmg speed
Ma)umum speed
Range(cruls,ng speed)
Jun
2011 '932 n
6 It9 In

3011
60 In
o oegrees
'4'411'
26114 In
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200 lb
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PUfSUlt Type - Smgle Seal er - MOdel P12,B .
Englnf' - Prall & Wh>(ney - WASP - 6' 3 5116 '
16

Team announcers stand-
By Norma Puryear
8647 Empire Grade Road
Santa Cruz, CA 95060
Ph otos By Bob Puryear
some of the many.
The Fifteenth Annual West Coast Antique Fly-In
and Air Show, co-sponsored by the Northern Cali-
fornia Chapter of the Antique Airplane Association
and the Watsonvill e Chamber of Commerce was held
on May 25, 26 and 27 in 1979. This is a joint effort,
and includes the work of many EAA members of both
the Antique/Classic Division and the local Chapters
in San Jose - #62 and #338. Many of the active peo-
ple who work so hard to put this fly-in on are both
members of the EAA and the AAA groups in the area.
The Watsonville Fl y-In claims to be the biggest fly-
in in the west . It draws literally hundreds of antiques,
classic, homebuilts, warbirds and a very active group
of ultralights. There are always interesting static dis-
plays and an ever growing sales area where the goodies
are snatched up - everything from T-shirts to flying
helmets, belt buckles to art work, new radios to old
magazines.
The food at Watsonville has a special flavor unique
to the area. Watsonville is famous for its apples and
its strawberries - and is adjacent to the largest arti-
choke producing area in the world. So, apple jui ce
i s always part of the pilot package and strawberry
shortcake and french fried artichoke hearts , barbe-
cued turkey legs, corn-on-the-cob, etc., are welcome
changes from the traditional hot dog, hamburger, and
coke you'd normally expect to find to ease the hun-
ger pangs.
This was the weekend to find out if the gas crunch
in California would hurt the attendance at the fly-in.
From thi s reporter 's view it appeared that the crowds
were very heavy on Saturday and lighter than usual
on Sunday. Friday was perfect, lots of planes and pilots
and few public to mar pictures and the set-up work.
From all reports, those flying in had little trouble with
fuel.
Watsonville weather is always unpredictable. It can
range from very hot and sunny to cool, windy and
foggy, and any combination of these in anyone day.
This year was about perfect - a bit foggy in early
mornings, but generally bright and sunny with a cool
breeze off the nearby Pacific - good sunburn weather!
Although we all look for the new and different air-
craft each year, it is always nice to see the old favorites
again. Jim Nissen' s JN4D - doing lots of flying, and
even putting on a slow motion aerobatic demonstra-
17
tion with really TIGHT loops - a joy to behold. We all
look forward to seeing our old favorites - Ernie Fill-
more's big red Stinson, Mel Heflinger's unique Har-
low PJC2, the Cessna Airmasters of Ken Coe and Gary
White; the big green Howard DGA of Mary and Joe
Hecker of San Diego; Bill Nutting' s Waco; Ted Ho-
man' s American Eagle; the Knode' s Pietenpol; Bob
Yates' Kinner Ryan, etc. We all have our favorites in
all the different aircraft types. It's not fair to men-
tion just a few - but many of these ai rcraft that show
up every year have been back to Oshkosh and Blakes-
burg and are national favorites too. Just seeing the
old favorites each year makes it seem like home.
Among the real eye catchers this year was the 1936
Rearwin Sportster, flown in by owner and restorer
Alan Bushner of Fresno, California. What a beauty!
Authentic to the last detail, says my "old timer" hus-
band, and with a gleaming red paint job. Never walked
by when Alan wasn' t out polishing. His efforts were
rewarded with the Grand Champion Award, and well
deserved. I'm sure the judges had a tough choice be-
tween the Rearwin and a beautiful red Howard DGA
flown in from Rockford, Illinois by owner Ronnie Rip-
pon. The beauty and detailing won Ronnie the Mayor's
Award, which is the same as Grand Champion Runner-
up at Watsonville. Ronnie also won the award for the
longest distance flown in for judging. And gave us a
chance to chat again with Frank Rezich - Big Nick's
little brother.
Another very interesting antique was a 1937 Fair-
child 45, owned and restored by Bob Harbord, who
flew it in from the home hangar at Crest Airpark in the
Seattle area. Bob has been working on his bird since
1968 and had it flying the first time after a complete
rebuild on July 31, 1976. There are just 3 of the 17
original 45's left and coincidentally, two of them, Bob's
NC16878 and 16879 (belonging to someone else) are
in adjoining hangars at Crest Airpark! Bob received
the AAA President's Choice and the Angeles Antiquer's
Choice for his efforts.
Another little antique that caught the eye of the
knowledgeable was a little blue and silver Vulcan
American Moth - 1928. This is a forerunner of the
Davis, and had many people, even our super sharp
announcer, Jonny Reid, fooled at first. This little plane
was at Chino, but this was the first appearance at Wat-
sonville. Believe it or not, it was truly found in a barn
where it had resided for 45 years! I was told recently
that the barn burned down a day after the Moth
was removed, but have no verification on that one.
The little bird had accumulated only 46 TT in its
51 years of life when it was at Watsonville. The fellow
who owned it for 45 years had bought it as a young
college man. He managed to prang it twice in the 4
hours he flew it. He rebuilt her once, but just never
got around to rebuilding the second time. The new
owner, Richard Stephens, was awarded the AAA Award
for rarest antique and First Award for Pioneer Age.
Th ere were 8 ai rcraft owners wh 0 won special
medallions for having planes on the field and flying
that were 50 years old or older. This is a new award
for Watsonville and very impressive - especially for
us who are in the over 50 age ourselves!
These special awards went to:
1918 Curtiss Jenny - Jim Nissen, Livermore, CA
1927 Waco 10 - N3931 - Larry Stephen, Scotts Valley,
CA
1928 American Eagle - N7172 - Owned by the Northern
California Chapter of AAA - formerly owned by
Ted Homan
1928 Krieder-Reisner- N831N - John Reid, San Jose, CA
1928 Vulcan American Moth - N-62298 - Richard
Stephens, Baldwin Park, CA
1929 Travel Air 4000 - N9032 - Carroll Pope, Rogue
River, OR
1929 Waco, ASO - N4W - William Detour, Jr., Van-
couver, WA
1929 Boeing 100, P-12 - N872H - Lew Wallick, Bell-
view, WA
1929 New Standard - N155M - George Day, Concord,
CA
An interesting aircraft that caught my eye was a
1943 Piper PT. It is claimed to be a one and only of its
kind - the first low wing retractable gear built by
Piper. It's owned by Tom Wathen of Encino, California
and was restored by Ian Benne.
There were so many beautiful classics this year
that there is no way we can cover them all.
The Northern California Antique Chapter gives out
as many awards as possible to truly show their ap-
preciation for the work and effort it takes to restore
these aircraft and to say "thank you" to the pilots
who bring them to show to all, thus making a fly-in
successful. So there are awards for Best of Everything
from Aeroncas to Taylorcrafts, right on through the
list: Aeronca, Beech, Bellanca, Cessna, Ercoupe, etc.,
etc. We were really impressed with some of the work-
manship and can truly appreciate the work that goes
into the shiny polished aluminum oldies (we have a
1964 Cessna 206 in polished aluminum and we know
how hard it is to keep it just presentable - let alone
in judgi ng condition). We were really impressed with
a Luscombe 8A brought to the fly-in by a young man,
Tim Bowers, from Woodland, California. Tim had
worked on his little beauty for three and a half years
and did a super restoration job. He even had the brass
hi nges on his cowli ng polis'/led up to look brassy agai n!
Tim didn' t get the Best Luscombe Award that I might
have given him, but he did get the Merced Pilot's As-
sociation Choice which made him feel good, I'm sure.
At any fly-in the custom built judges have their
problems. As one judge said to us, " How do you tell
a fellow his plane is not perfect when it is, and so are
a couple of others?" So, they all look and they tally
up the points and the Grand Champion Homebuilt
Award went to Richard Shaefer, from Torrance, Cali-
fornia, for his blue Thorp T-18, with a super cockpit
layout and instrumentation and all the details that
catch judges' eyes. Runner-up and Best Starduster
Too was Gary Solmi's American Adventure. We had
a real lecture on how to apply gold leaf for trim and
numbers from Gary. This was a really sharp and dif-
ferent looking, to us anyway, trim for aircraft. Gary
had rebuilt this plane from the ground up after having
had a "smashing trip" when it was quite new.
As usual Watsonville put on a great air show for
the public and the flying enthusiasts. This year among
the West Coast's most talented air show pilots were
Eddy Andreini in his stock Stearman PT-13D; Don Car-
ter flying an authentic Buecker Jungmeister; Freddy
Ludtke with his 165 Warner powered Monocoupe; John
Pigget flying a Pitts S-2; Amelia Reid in a Cessna Aero-
bat; Frank Ranuio flying his aerial ballet to music in
a Piper J-3; Herb Ross and Wes Ament flying a dual
Pitts act; and World Champion Charlie Hillard flying
both the Christen Eagle I and the Eagle II each day.
Watsonville is just a memory now for this year -
but Memorial Day Weekend in 1980 will see us all
there again - renewing old friendships, seeing all
the old favorites again, catching up on the news and
looki ng for what is new and the beautiful new restora-
tions that will come as surely as the swallows come
back to Capistrano. Maybe you should try and make
it too!
WATSONVILLE '79 AWARD WINNERS
GRAND CHAMPION - Rearwin C1oudster, N15857 -
Alan Buchner:Fresno, CA
BEST HOMEBUILT IN SHOW - Thorp T-18, N41RS -
Richard Schaefer, Los Angeles, CA
RAREST ANTIQUE - Vulcan American Moth, N62298 -
Richard Stephens, Baldwin Park, CA
18
Johnson Rocket - Arval Fairbarn, Sunnyvale, CA. Rearwin Sportster - NC 15857, 1936. Just finished - Fairchild 45 - N16878 - Bob Harbord, Federal Way, WA.
beautiful and authentic. Grand Champion. Alan Buchner, AAA President's Choice and Angeles Antiquers Choice.
Fresno, CA.
1929 New Standard - George Dray, Concord, CA.
Luscombe 8A - N2132B - Tim Bowers, Woodland, CA -
Merced Pilots Choice.
Douglas B23 - owned by E. J. Daly, World Airways. Tours
were taken through it.
Vulcan American Moth. First touch down on Watsonville
- " What is it - a Daries?".
Jim Nissen and his " Jenny" - 1918 JN4-D - Livermore, CA.
Howard DGA - N22423 - Ronni e Rippon, Rockford, IL.
Mayor's Award - Grand Champion runner-up - Longest
distance fl own. Beautiful!
A Album
By George Hardie, Ir.
EAA Historian
Most famous of all the pilots who flew with the Curtiss Exhibition Co. was
Lincoln Beachey, who became a legend in his own time. Born in San Francisco
in 1887, he grew up near Golden Gate Park. At age 16 his motl-ler gave him a
bicycle and he soon became a trick rider on the vaudeville circuit . Art Mix, one
of his mechanics, attributed his later skill in flying to this early experience.
In 1905 Beachey became a pilot for Captain Tom Bcrldwin, flying a little dirigible
powered with a 5 hp engine at fairs and carnivals. In the Fall of 1910 he came to
Hammondsport to learn to fly airplanes at the Curtiss school. His first tries ended
disastrously but eventually he was accepted and turned over to Hugh Robinson
as his instructor. Beachey proved to be an apt pupil and soon outshone all stu-
dents in his skill and daring. In a short time he became the star of the Curtiss
Exhibition Co. on the air show circuit.
Typical of the stunts that added to his fame was his flight over Niagara Falls
and under fhe Peace Bridge on Ju ne 27, 1911 . I n September he set an altitude
record of 11,642 feet at Chicago by climbing until his fuel was exhausted, then
gliding back to the field. News writers were hard pressed to describe his various
maneuvers . The Ocean Wave, the Dutch Roll , the Coney Island Dip, the Death
Dip and the Spiral Glide were some of his stunts. His most famous was a vertical
"
.... '"
\1\; . .
\ .. .
\\'\.:' \, \ , , ~
. "
. ~ > "-
\ f ~ \ . . \ ,
"V' .' \ ~ ~
'\I . , , ~ . \
Lincoln Beachey in his 19 12 Curtiss Pusher at North Island, San Diego. Note th e
safet y belt.
Beachey in his speciall y braced Curtiss Pusher. Note th e doubl ed brace wires. Left to right are: Glenn Martin , Lt. I . W. McCl askey, Lincoln Beachey and an unknown
admirer.
20
Beachey performing at Hammondsport on October 7, 7973, testing his new Curtiss. t3 eachey (left) and Glenn Martin with the Martin Special. He was not satisfied with
thi s airplane and soon disposed of it.
The standard thriller at fairs was the race between the airplane and the automobi l e. Beachey's spectacular flight inside the exhibiti on building at the Panama Pacific
Beachey in his Curtiss Pusher. Exposition grounds in. 7914.
dive from a great height culminating in an abrupt pull-out near the ground. It
caused his death in 1915.
Even cautious Wilbur Wright was moved to say of Beachey's flying, "Beachey
is the most wonderful flier I ever saw and the greatest aviator of all. "
Beachey oegan his career flying Curtiss airplanes. As his skill developed,
he demanded better performance of his craft. FLYING magazine summarized
Beachey's role in pioneering in an editorial in their April, 1915 issue:
" If to others had been the work of developing the science of aeronautics,
to Beachey's' lot it fell to contribute mater ially to the art of flying. Of the mathe-
matics of flight this man knew nothing, but in airmanship - during his first
phase - he proved himself the superior of all contemporaries. His spiral dive
and his other no less spectacular feats increased the world's confidence in the
new craft, and in its susceptibility to control under what seemed unsafe
conditions."
In March , 1913, Beachey announced his retirement from flying because of
his concern for the many pilots killed in trying to imitate him. His retirement was
short-lived, however, for when he heard that the Frenchman Pegoud had looped
the loop, he returned to take up the challenge. He had Curtiss build a new
spe,cially braced biplane for his use. On October 7, 1913 tragedy struck when
Beachey lost control during a test flight at Hammondsport , causing the death
of a girl spectator. On November 18 he succeeded in performing the first loop
in the United States.
Early in 1914 Beachey took delivery of a new biplane built for him by Warren
Eaton. This airplane became known as the " Little Looper". In 1915 Eaton built
a monoplane for Beachey in which he intended to be the first to loop-the-Ioop
in that type of aircraft. This was the airplane in which he was killed at the Panama
Pacific Exposition in San Francisco on March 14, 1915. Many writers have con-
fused this with. the German Taube of the same period.
/jeachey in the special Curtiss tractor built for him in 7972. The fuselage sides were
later covered.
Side view of 8eachey's Curtiss tractor biplane, one of the earliest of th e type built. Another view of 8eachey's tractor. He abandoned it because of restricted visibility.
Beachey fn the "Little Looper" built for him by Warren Eaton. Power was a Gnome Beachey in the " Littl e Looper" preparing to start at the North Randall race track in
rotary. Cleveland,Jul y31, 1914.
Th e.Eaton-built monoplane in whi ch Beachey was kill ed at San Franci sco when the Beachey in th e " Little Looper" overtaking Barney Oldfield on the straight-away at
wings folded aft er a long di ve. North Randallrace track in Cleveland,Jul y31, 1914.
23
By Lionel Salisbury
7 Harper Road
Brampton, Ontario
Canada L6W 2W3
BORDEN'S AEROPLANE POSTERS
Article Number 10, Poster Number 10, Series Number 1
Sikorsky Amphibian
FROM THE 1930'S
24
D D D D
,. 7"1-0'
SIKORSKY 40-PASSENGER AMPHIBION
The Sikorsky Amphibion is made by Sikorsky Avia-
tion Corporation at Bridgeport , Connecticut. It is the
largest land, air and water craft in America - in fact,
probably the second largest in the world, exceeded
in size only by the 100 passenger German plane D. O. X.
In type it is a high wing monoplane, under which are
mounted the four Hornet motors of 575 horsepower ,
each, made by Pratt & Whitney. The motors are of the
tractor type, installed in nacelles , individually sup-
ported from the wing , with a combined horsepower of
2,300.
Many new and interesting features are incorpo-
rated that have never been possible before in smaller
ships. Comfort for the passenger is quite unusual -
for instance, the hull of the ship is 1V2 feet wider than
a Pullman car, allowing ample room for large com-
fortable lounging chairs. In addition to the main
lounging room with its walnut finished walls, rose-
grey si lk draperies and upholstery of blue and orange,
there is a smoking lounge for six people, for the usual
games found on shipbound, also separate rest rooms
for men and women. There is 500 square feet of Y2 -
thick insulation throughout the hull, to reduce noise
to a minimum. In the aft compartment of the ship,
there is an ice box and electric stove in the steward's
pantry, and with ample storage space for extra food
and drinking water. This ship could remain inde-
pendently at sea for an indefinite time. At each exit
are six saving rafts, with emergency rations and water.
NEXT MONTH - The Stinson Reliant
Specifications: Overall length, 76 feet 8 inches.
Overall height , 23 feet 10 inches on wheels; Overall
span, 114 feet; Wing area, including struts, 1,875 square
feet; Weight empty, 21,500 pounds, fully equipped;
Gross weight 34,000; Pounds/square feet, 18.2; Pounds/
hp, 14.8; Gas capacity in wing, 540 gallons; Gas capa-
city in pontoons, 500 gallons, total 1040 gallons; Range
with 24 passengers, 935 miles; Range with 40 passen-
gers, 500 miles; High speed, 130 mph or above at
1950 rpm; Cruising speed, 110-115 mph at 1700 rpm;
Initial climb, 712 feet; Landing speed, 65 mph; Abso-
lute ceiling, 13,000 feet; Take-off land, full load, 20
seconds, take-off water, full load, 25 seconds, high
speed on 3 engi nes, 110 mph; Ceiling on 3 engines,
6,600 feet.
25
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