VA-Vol-8-No-7-July-1980

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STRAIGHT AND LEVEL

When we look back on Oshkosh 79 and the wonshyderful weather tremendous crowds the hospitality and fellowship generated we often wonder if there could be any possible improvement for the 1980 Conshyvention The answer is yes definitely and with gusto Each year we attempt to correct the errors and mistakes made in previous years Our goal is to preshysent the most enjoyable Convention of all for you your family and friends

The AntiqueClassic Division schedule for Oshkosh 80 is basically the same as those of previous years but we are proud to announce that some changes have been made including the addition of new and interesting events

The forum tent will be located with the other forum tents in the area adjacent to the Commercial Display Area In the past the general public has been prohishybited from attending AntiqueClassic forums because a flight line pass was needed to get to the location near the Red Barn Now all who attend the Convenshytion can also attend forums on the older aircraft The Antique Classic Division Forum schedule will be posted daily on the bulletin board outside the Divishysion headquarters barn

The annual Division picnic will again be held in Olshylie s Park with the festivities beginning about 7 p m on Tuesday August 5th Be sure to purchase your tickets early for the picnic bash Bring the family and your friends and enjoy the fellowship The attendance at the annual picnic has increased each successive year

The annual Parade of Flight will be flown on Wednesshyday August 6th and will be part of the daily air show Many of you will be contacted to participate in this enjoyable venture The Parade of Flight Committee will start programming the event on the first day of the Convention and we request that each of you who are asked to participate make a concerted effort to attend the pilot briefing and have your aircraft available for this fantastic event

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awards presentation will again be held at the new outdoor pavilion in Ollies Park Plans ar e underway this year to assure that the presentations are of sigshynificant importance to the recipients and of special inshyterest to the audience

Now that the main entrance for EAAers entering the airport from the campgrounds has been moved to the northeast corner of Ollies Park a tremendous inshycrease in pedestrian traffic past the Red Barn has been noted We need to capitalize on this exposure in ways to benefit both the Division membership and the EAA membership in general Often we have overheard EAA members expressing their thoughts that the area around the Red Barn was an exclusive area for antiquers only How wrong this is We need to invite all EAA members to visit with us browse around the Barn and join in the fellowship we cherish so much Let this be a challenge to each Antique Classic Division member to extend our hospitality to all visitors in the area A glance through an issue of The VINTA GE AIRPLANE should entice many of our visitors to become a member of the Division

Something new will be added to the area this year Occupying the space where the forum tent previously was will be a tent for use as our Division hospitality area It will be available for members of the OX-5 Aviation Pioneers QBs old timers or any group that wishes to use the facility for informal gatherings conshycerning antique and classic aircraft The information bulletin board wil also be placed in the hospitality tent and chairs will be available We need to pass the word around that this facility will be available Your personal contact with the various groups as listed above will be the only communication we will have to advise them of this hospitality facility

How many times have you heard an interview over the Convention PA system and wished you were there to see as well as listen to the proceedings Usually by the tim e one gets to the Interview Circle

the program has ended We have now been allocated an area across the paved road east of the Red Barn for use as our own AntiqueClassic interview area We will have our own PA system and the use of this new facility should enhance the prestige of the Division and draw further attention to our special activities

Saturday August 9th will mark the annual membershyship meeting of the AntiqueClassic Division The meeting will start at 1030 am in the hospitality tent adjacent to the Red Barn headquarters All Division members are urged to attend and we wel come the guests of our active members The floor will be open for pertinent business concerning the management and activities of the AntiqueClassic Division We look forward to seeing and visiting with each of you at Oshkosh this year Fly safely have fun and enjoy your Convention

Editorial Staff

Publisher Paul H Poberezny

Editor Gene R Chase

Chase)

Nick Rezich from Rockford Ill inois announc ing one of the dai ly air shows at Lakeland Floridas Sun n Fun 80 Fly-In

Associate Editors H Glenn Buffington Edward D Wi l liams 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 arti cles which are published in THE VINTAGE AIR shyPLANE during th e current year Associates receive a bound volume of THE VINTAGE AIRshyPLANE and a free one-year membership in the Division for their efforts POLICY-Opinions expressed in artic les are solely those of the au thors Responsibility for accuracy in reporting rests entirely with the contributor Directors

Claude L Gray Jr Morton W l es ter 9635 Sylvia Avenue PO Box 3747 PRESIDENT Northridg e CA 91324 Martin sville VA 2411 2

W BRAD THOMAS JR 301 DODSON M ILL ROAD

Dale A Gustafson Arthur R M o rgan PILOT MOUNTAIN NC 27041 7724 Shady Hill Drive 3744 North 51st Blvd

919368-2875 Home Indianaooli s IN 46274 Milwau kee WI 53216

919368-2291 Office Richard H Wagn er John R TurgyanVICEmiddot PRESIDENT

PO Box 181 1530 Kuser Road JACK C W INTHROP Lyon s WI 53148 Trent o n NJ 08619

ROUTE 1 BOX 111 ALLEN TX 75002

2141727-5649 AI Kelch 66 W 622 N Madiso n Avenue

SECRETARY Cedarburg WI 53012

M C KELLY V IETS 7745 W 183RD ST Advisors STILWELL KS 66085

John S Copeland Stan Gomoll Gen e Morris913681-2303 Home 9 Joanne Drive 1042 90th Lane NE 27 Chandelle Drive

913782-6720 Office W estborough MA 01 581 Minneapolis MN 55434 Hampshire Il 601 40

TREASURER Robert E Kesel George 5 YorkE E BUCK HI LBERT Ronald Fril z

2896 Roosevelt SI 455 Oakridge Drive 181 Sloboda Av e PO BOX 145 Conklin MI 49403 Rochest er NY 14617 Monsfield OH 4490

UN ION IL 60180 815923-4205

THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA AntiqueClassic Division Inc and is published monthly at Hales Corners Wiscon si n 53130 Second class Postage paid at Hales Corners Post Office Hales Corners Wisconsin 53130 and additional mailing off ices Membersh ip rates for EAA Ant iqueClassic Div ision Inc are $14 00 per 12 month period o f which $1000 is for the publication of THE VINTAGE AIRPLANE Membership is open to all who are interested in aviation

TIl~ VI~TAt3~ AIl2VLA~~ OFFICIAL MAGAZINE

EAA ANTIQUECLASSIC DIVISION INC

of THE EXPER IMENTAL A IRCRAFT ASSOCIATION PO Box 229 Ha les Corners W I 53130

Copyright4l 1980 EAA AntiqueClassic Division Inc All Rights Reserved

JULY 1980 VOLUME 8 NUMBER 7

(On The Cover 1942 Fairchild PT-23 N54375 owned by Ed Earp Jr of Houston Texa s See story on Page 5 Photo by Ed Earp )

(On The Ba ck Cover Outstanding example of a Waco UPF-7 N29368 was manufactured in 1940 and is owned by Arnold Nieman Oca la Florida Photo by Gene Chase)

TABLE OF CONTENTS Straight and Level by Brad Tho mas 2 AC Hot Line by Gene R Chase 4 PT-23 Easiest Plane To Fly by Edward Earp Jr 5 Douglas DC-4 Giant Of The Air by Edward D Williams 6 Jesse Orval Dockery A Flying Silver Eagle by Robert G Elliott 12 Th e Cunningham-Hall GA-36 by Gene Chase 17 Rebi rth Of A Taylorcraft by Bob Moo re _ 18 Szekely Aircraft And Engine Company by Phil Mi chmerhuizen 20 Calendar Of Events 23 Bordens Aeroplane Posters From Th e 1930s by Lionel Salisbury 24

EAA ANTIQUECLASSIC DIVISION MEMBERSHIP o NON-EAA MEMBER - $2200 Includes one year membership in the EAA Antique

Classic Divi sion 12 monthly issues of THE VINTAGE AIRPLANE one year memshybership in th e Experimental Aircraft Associ ati on and separate membership cards SPORT AVIATION magazine not includerl

o EAA MEMBER - $14_00 Includes one year membership in the EAA AntiqueClassic Division 12 monthly iss ues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD (Appli ca nt must be current EAA member and must give EAA membership number)

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CESSNA 170 CONVENTION TO BE IN MILWAUKEE

Th e Inter national Cessna 170 Association Inc has scheduled its 12th Annual Convention for August 10 shy

2~ LI~~~c compj PIPER WING STRUT ASSEMBLIES

The National Transportation Safety Board has recshyommended to th e FAA that immediate inspection be made on all lift strut forks on Piper mod els PA-12 PA-14 PA-16 PA-18 PA-19 PA-20 and PA-22 Also all )-4 )-5 AE-1 and HE-1 series aircraft In the past two years th ere have been two fatal accidents as a resu It of the failur e of cut threadbolts on these forks Reshyplacements should use rolled threadbolts

NAVY ALERTS GENERAL AVIATION PILOTS TO COLLISION HAZARDS CREATED BY

SAN DIEGO TCA

Officials of North Island Naval Air Station at San Di ego are concerned that the tunnel through th e new Terminal Control Area is in direct conflict with the approach path to the primary arrival runway at the Naval Air Station as well as to Outlying Field Imperial Beach

The Navy objected to the FAA about the loca tion of ~e tunnel b eca use they felt it would crea te a dangerous mid-air collision potential

There have already been two mid-air collisions in a similar tunnel through the Los Angeles TCA

NEW ANTIQUECLASSIC CHAPTER IN EUGENE OREGON

EAA m embers in Eugene are in th e process of formshying a new AntiqueClassic Chapter They ve held th eir in itial m eeting elected officers selected a name and started work on a res toration project Th e project is a rare 1934 Stinson SR-5E Reliant which was donated to the group last sp ring

Most of th e m emb ers belong to Eugene s EAA Chapter 34 which is a large and active group In Apshy

ril they held th eir First Annual Oregon Aviation Film Festival and in May their Annual Maintenance Clinic and Designer s Forum

A lawyer has been contacted rega rding the filing of incorporation papers for the new group and when the paperwork is in order a chapter charter will be issued from EAA Headquarters Thos e interested in joining th e new group should contact the Oregon Anshytique and Classic Aircraft Club P O Box 613 Cresshywell OR 97426

NO 80 OCTANE FUEL AT OSHKOSH

Basler Aviation reports that an adequate supshyply of fuel is available for Oshkosh 80 but that no 80 octane fuel will be available Payment will be accepted only with the following credit cards Shell Master Charge or Visa

(Phoro by Don Pratt)

Pretty in-flight shot o( Howard Twibell EAA 3343 1 o( Oskaloosa Kansas fl ying his 1942 Cu lver LCA Cadet sin 393 over th e flat Kansas (arm coun try

16 at the Red Carpet Inn across the street from Mil shywaukees Mitchell Field

The event features forums a flight rally and tours including the Miller Brewery the Air Force Reserve and Air National Guard facilities and the Paul H Poberezny Air Museum

For furth e r information contact Ri chard Toshymasello 1333 Wagner Drive EI Cajon CA 92020

CESSNA 120140 CLUB TO OSHKOSH 80

Recent issues of the monthly newsletter published by the West Coast Cessna 1201140 Club have conshytained information which should be useful to all pilots making their first flights (except via airlines) to the EAA Convention at Oshkosh

As noted in the March 1980 issue of The VINTAGE AIRPLANE this club is planning a mass fly-in to the Convention from Northern California They extend an invitation to others to join them along the way

Theyve received confirmation from several airports along the way assu ri ng th em that red gas ti eshydown and camping facilities will be available In past issu es of their newsletter based on previou s experi shyence theyve listed specific items to bring along inshycluding clothing tools camping equipment and pershysonal gear For thi s information se nd $2 00 to Oshkosh Package P O Box 891 Menlo Park CA 94025

For information about the mass flight to Oshkosh contact Barker and Williams 25636 Franklin 1 Hayward CA 94544 Telephone 415581-7083

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PT-23 Easiest Plane to Fly

by Edward Earp Jr EAA 33228 AIC 3480

P O Box 2 766 Houston TX 7700 7

PHOTOS COURTESY OF THE AUTHO R

I purchased thi s aircraft in 1975 from a friend in Houston At that tim e N54375 was a Fairchild PT-19 and I had known of it for over 20 years never dreamshying that one day I would own it

Right after I bought the Fairchild I stumbled upon a PT-23 engine mount engine and just everything from the firewall forward that I would need to conshyvert a 19 to a 23 As you know a PT-19 and 23 are identical from th e firewall back I had the conversion done by Chuck Nichols in Brenham Texas

Originally the plane had an inertia starter and I knew that as long as I could wind it up I could cershytainly pass my flight physical After watching me go through thi s windup one hot summer day my wife had an electrical sys tem in stall ed which I mu st sa y I

Ed Earp Jr in his winter flying togs

Ed Earp Jr enjoying flight over th e South Texas counshytryside in his beautiful Fairchild PT-23

think is pretty keen Surely this mu st be one of th e eas iest aircraft in the

world to fly It has no bad habits but there is no messshying around when it quits flying it really se ttles I have slow rolled it snap roll ed it looped it and spun it but I don t do this anymore Lets face it the old bird was built in 1942

About all I can say is that it is a joy to fly In the summertime my standard uniform is a para chute swimming trunk s and tenni s shoes Flyin g in the winter requires a ski jacket gloves boots and blue jea ns and you are ok in the front cockpit but forget about the back one

Th e Fairchild is based in Houston at Genoa Airport which is right nex t to Ellington Field In fact w e are so close that we fly a 400 pattern

At the present time I have more than enough parts to build at least three more PT-23s and I hope to start constructing one of them this coming year I have a complete set of plans for all models of PT-19 and PT-23 aircraft including all modifications

Front cockpit of the PT-23 Windshield has tinted glass

I he 220 Con tinental engine is ex trem ely low time

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GIANT OF TH E AIR by Edward D Williams Associate Editor

EAA 51010 713 Eastman Drive

Mt Prospect IL 60056ou s Forty-one years ago a one-of-a-kind airplane went

on a coast-to-coast tour and gave the American publi c a view of the advan ced aviation technology of the day The plane was a giant air transport with a reshyvolutionary tricycle landing gear never before used on a plane that size and it ushered in a new era in air transportation

But that historically significant plane is not visible today in any museum or collection of antique aircraft It rests ignominiou sly on the bottom of Tokyo Bay

The plane was a triple-tail prototype of the Douglas DC-4 which was destined to serve this country well as th e C-54 and R5D Skymaster military transport of World War II before donning civilian livery with many of th e nation s airlines

In 1935 when the famed Douglas DC-3 was queen of th e skies William C Mentzer a United Airlines

engineer was assigned by Uniteds president William A Patt erson to prepare specifications for a super airshyliner Th e new aircraft was to have four engines and carry three or four times as many passengers as the transport planes then in use

After Mentzer worked out his sp ecs they were preshysented to various aircraft manufacturers for considershyation The Douglas Aircraft Company became inshyteres ted in building the air giant and four other airshylines - TWA Eastern American and Pan Am shyjoined United in splitting a $300000 engineering cost to get the project underway It was a noteworthy colshylective effort by the airlines involved

Uniteds Pat Patterso n later explained how he had gotten the other airlines to cooperate in the venshyture At a meeting with his competitors top manageshyment he explained I said United we fly and divided we lose money

Mentzer meanwhile moved to Santa Monica California in March 1936 and took an office in the Douglas factory He remained there until November 1938 watching and participating in day-to-day buildshying of the new plane which was rolled out of the facshytory in June 1938 When United took it over for flight tests on its coast-to-coast system in May 1939 he acshycompanied the plane noting its performance The plane showed itself to be well ahead of its time in 1939

But the triple-tail giant was never to make it into airline service After a number of design changes the DC-4 became a smaller airplane with one a single rudder instead of three and the unwanted prototype designated the DC-4E was sold to the Japanese govshyernment as a VIP transport

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An ea rl y tes t flight of th e prototype Douglas DC-4 Proshypellers are fea th ered on engin es 3 and 4 Note th e in teres tshying wire stru cture below th e ventral fin probably to warn th e pilo t in case of over-ro tation on takeoff

O n its f irst tes t fli ght by Japanese pil o ts th e proshyto typ e plunged into Tokyo Bay wh ere its ru stin g hulk remains to thi s day

Exp ectati ons had run high fo r th e use of th e giant D C-4 in airlin e se rv i ce M auri ce Roddy av ia tion edit or of th e Chi cago Tim es w ro te on April 30 1939

Every lesson and experience ga in ed b y th e commershyc ial transp ort operators in th e country have been incorposhyrated in to th e amaz ing sk y g iant w hich has a gross weight of 32 to ns

One hundred and sixty-fiv e stru ctural tes ts requiring 2 1 000 engin eering and shop hours w ere made More than 500000 engineering hours are represented in the completed plane

To ta l cos t of developm ent w as approx imat e l y $ 1500000 and man y tes ts centered around th e tri cycle landing gea r developed to g ive this tremendous ship a smooth er landing Th e third wh eel is loca ted in front of the center o f gravit y and th e plane ca n be brought into a landing field at a steeper angle and taken off more rapidly than th e familiar type Luxuri ous appointments are feashytured throughout th e plane which has also a bridal suite

Th e pro to type airplan e had a win g span o f 138 3 and a fuse lage 97 7 long and 24 4 h igh Its crui sing range with a full load w as 2200 mil es It had a top speed of 240 mil es p er hour a crui se sp eed o f 2101 mil es p er hour and a gross w eight of 65000 pounds Its se rv ice ce iling was 22 900 fee t and its absolute ceilin g 24500 fee t It w as abl e to m aintain f light o n its two Pratt and Whitn ey R-2180 engin es at 8000 fee t above sea leve l Th e useful loa d was 20000 p ounds and i t ca rri ed three tons of mail exp ress and baggage in additi on to th e passengers

O n e of i ts outstanding features was th e innovative tri cycl e landing gea r In additi o n to th e many technishyca l advantages thi s typ e o f landing gea r prov ided ex tra comfo rt for th e pa ssengers by ass uring level landing of th e ship- and making it poss ib le to set th e plane d o wn at night with out aw ak enin g th e occushypants in th eir berth s

Th e DC-4 was bor n w ith a contract da ted M arch 23 1936 Parti cipants were th e Douglas A ir cra ft Co Inc United Air lines Transpo rt Corp Transcontinental and

W es tern A ir Inc Am eri can Airlin es Inc Pan Am erishycan Aviati on Supply Corp and North Ameri can Aviashyti on Inc

Doug las A irc raft Compan y engin eers and o p erashyti ons executiv es o f th e airlin es held m onthly confershyences during th e constru ction o f th e plane Valuable di scu ss io ns o f every con ce ivabl e requirem ent too k place at th ese conferences and o ft en th e ideas were in corp o rat ed i nt o middotthe plan e Nine th o u sa nd parashygraphs m ade up th e contract under which th e plane w as built

Th e DC-4 E was d es igned for 42 passengersmiddot by day (and 30 by night) and a crew o f f ive - two pilots a fli ght engineer a stew ard and a stewardess Ca ll ed th e Fl ying Ho tel it boasted of a co mfor tabl e ladi es lounge m en s dress in g room a pri vate compartm ent up fr ont ca lled th e bridal suite and a lu xurious galshylery amid ships

Its four Twin H o rn et engin es with a to tal of more th an 5600 ho rsepow er took its pampered passe ngers along at a speed greater than that of any bo mber of that era

Th e years required in th e developing o f thi s giant airliner - it took 18 months ju st to build - fr om th e drawin g board to th e fini shed middot p rodu ct rep resented no t so mu ch the diffi culti es and probl ems o f bu i lding a large airplane as th e ca reful resea rch and tes ting of pa rt s and new fea tures A tes ting labo rato ry and outshystanding engi neers were kept bu sy fo r m ore than two yea rs deve loping info rmation on th e new probl ems encounter ed in th e co nstru cti o n o f th e pro to typ e DC-4 Parts w ere tes ted for every poss ible condition and many o f th em w ere tes ted to d estru cti on to deshytermin e th e limit of their endurance Sp ecial expenshysive machinery w as co nstru cted fo r th e tes ts

Th e DC-4Es ges tati on was long - and expensive M o re than 500000 hours w ere spent in engineerin g and des ign and anoth er 100000 hours in ground and labo rato ry tes ting More than 20000 different pi eces of m etal w ere made in differ ent shap es and m ore th an 1300 000 rivets w ere used in its constru cti on

Th e to tal cos t w as a wh opping $1634 612 Of th is $992808 was for labor and engin eerin g and $641 804 fo r materi als and ove rhead

There w er e m any n ew probl em s of d esig n The press urized fu se lage from th e p i lo t s contro l room to th e rea r-m os t to il et compartm ent required th e most ca reful des ign Wind shi eld w indow s and doors carshyri ed th e pressure differential resulting f ro m an alshyt itude pressure o f 12000 feet inside th e cab in at an ac tu al altitu de o f 20000 fee t Th e bl o w ers safet y va lves and autom ati c pressure reg ul ato rs - fo r mainshyta ining th e press ure in sid e th e ca bin at a littl e mo re

th an half o f that outside - had to be d es igned and thoroughly tes ted

H ydrauli c control surface loc ks h ad t o b e deshyveloped whi ch would prevent wind gusts actin g on th e hu ge surfaces and overp owerin g th e pil o t during tax iing and yet w ould permit him to op erate th e conshytro ls eas il y under normal w eath er conditi ons

Pow er units w ere d evelop ed for furni shing 110 volt electri cal cu rrent to op erate if1stru m ents radio cookshying and li ghting and for th e development of entirely new and improved radio equipm ent

From th e beginning th e size o f th e DC-4E caused problem s A whol e new engin e contro l sys tem had to be d ev ised because each of th e two outboard engines w as 70 fr o m th e co ckpit Th e new sys tem u sed push-pull rods and cables whi ch ran through the inshysid e o f th e wing

A new fuel sys tem al so was d es igned whi ch gave th e plane extra pow er - about th e sa me ho rsepower as two d iesel locomotives - fo r takeoff Th e system included a 100-gallon tank of tak eoff fu el and a 300shygallo n tank fo r crui se for ea ch engine

And to day s ai rline pilots can th ank Doug las en shygin eers for an innovation for th e DC-4 th e fli ght enshygin eers stati on Th e designers put dupli ca te engine co ntr o ls and hydrauli c sys tem contro ls on a second contro l panel ju st behind th e pilots stati on and the f light engin eer was born

Th e size of th e DC-4E is illu strated by th e fa ct that it s co ntro l surfaces it s ail e r o ns rudd e rs and elevato rs w ere bigger than th e wings o f training airshycraf t Douglas w as bUilding But Douglas gave DC-4 pil o ts fin gertip control by applying contro l boosters It repl ace d th e standard contro l ca bl es with small diam eter hydrauli c lines and electri c mo to rs diving pumps

Th e di stin cti ve tripl e-tail o f th e pr o to t yp e was necessa ry for th e D C-4E for greater lateral stability But th e id ea w as abandoned fo r th e sm all er producshyti o n mo dels of th e DC-4

To redu ce drag in flight f lu sh ri vets were perfected fo r all external skin surfaces

Intern ally even th e seats w ere th e resu It of month s o f th e mos t intensive design to provide th e easily adshyju stabl e seat and th e reclinin g and reversing back that are so essenti al to th e ease o f th e passenger on a long f li ght Th e seats also had th e ca pability of being fo lded with a minimum of effort into beds

Full size m oc k-ups w ere used to p erfect th e arshyrangem ent o f th e pil o ts co mpartm ent and controls passenger accomm odati ons and power pl ant installashyti ons Painstaking and almos t endl ess detail s of the w ind tunn el m o d el tes ts w ere recorded and every

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aspect of the new design had been thoroughly studied

The strength of the structural design had been demonstrated by complete tests of many important structural parts and by a proof test of the assembled experimental airplane before the first test flights Loads totaling 60 of the ultimate design load had been applied to the airplane by means of jacks and lead weights distributed as nearly as possibl e like the actual weights and air loads By this m ea ns the most severe loads likely to be encountered in service had actually been placed on the airplane and it had shown that it was eas ily capable of withstanding such loads

The tricycle type of landing gear had neve r before been used on an airplane of that size and a program was carried out involving tests on a scale model car towed by a truck and later tests on a twin-engined Douglas Dolphin airplane These tests showed that this type of gear offered the advantages of better conshytrol on the ground through its inherent rolling stabilshyity It also was free from rebound during landing reshysulting from the sudden drop in wing lift caused by the reduction of the angle of attack at the mo ment of contact as the airplane settles on the nose wheel And it eliminated the possibility of nosing over with sudden application of the brakes

The design of the tricycle landing gear proved sucshycessful from the start A United Airlines report on June 15 1938 states

On the first take-off the plane had a gross weight of approximately 53000 pounds or about 12000 pounds under what is expected to be its maximum gross weight The take-off appeared normal in every respect The nose wheel was pulled off of the ground approximately 500 feet after the start of th e run and the airplane was in the air after a total run of approxshyimately 1000 feet The landings made with th e tricyshycle landing gear proved very satisfactory

Although it was the largest plane in th e air at the time the DC-4E was a pilots dream United test pilot Benny Howard (designer of the Mis ter Mulligan aircraft) said that Flying the DC-4E is about as excitshying as a game of solitaire In a tes t flight at Cheyenne Wyoming Howard head ed down the runway - with an elevation of 6200 feet - ca lmly cut two engines on the takeoff and th e plane took to the air as if it didnt know the difference A United official watching the demonstration smiled broadly and said Thats the plane for us

Under its con tract with Douglas United had the option of purchasing the prototype (NC18100 ser ial number 16010) The plane with four Pratt and Whitshy

ney R-2180 engines was test flown by Douglas for six months before being awarded its Approved Type Cershytificate in May 1939 Then painted in United co lors it began another five months of rout e tes ting flights by United

No passenger s were carried but demonstration flights were mad e across the country by Douglas and United flight crews While the prototyp e proved to be a great technical success the route test ing showed that it was too large for economical operation Conshysequently the prototype was return ed to Douglas who sold it to the Japanese in October 1939

Meanwhile the DC-4 design was redu ced in size left unpressu ri zed and repowered with a more deshypendable Pratt and Whitney R-2000-2SD engin e and redesignated the DC-4A Most notab le of th e design changes was the use of a single vertical tail instead of three with th e initial orders from Eastern and United the highly-improved DC-4A was now ready for proshyduction But it now was scaled down to a wing span of 117 6 and a leng th of 93 11

On January 2 1940 the Douglas Aircraft Company proudly announced at Santa Monica California that Comm ercial aviation in the United States will begin the new year with th e largest and most signifi ca nt

(United Air Lines Photo)

Th e prototype Douglas DC-4 fli es over th e Ca lifornia countryside Here it carri es an NC number in place of the original NX Note th e change in th e shape of th e ventral fin

airplane order in th e history of peace-tim e flying Douglas announced it was starting construction of

40 production-model DC-4 aircraft valued at $14000000

Thirty-nin e of these modern four-engine sky giants already were covered by contract in the final stages of negotiations with leading airlines in this country and in Europe

With understandabl e pride Douglas once sa id th e DC-4E design rep res ents Douglas contribution to the science of aeronautics

Th e performance of the production DC-4 was exshypect ed to surpass that of the prototype DC-4E airplane The forty DC-4 airplanes ordered into proshyduction at the end of 1939 were faster and more comshyfortable than the prototype that paved th e way for their appearance

Th e story of the production of th e DC-4 was not to end until August 11 1947 when DC-4 number 1242 th e last of th e famous Skymasters to be built rolled

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off th e Douglas assembly lin e and was deli ve red to South Afri ca n Airways

Th e delivery marked th e conclu sion o f a f ive-yea r manufac turin g program whi ch produ ced 1163 military and 79 pos t-w ar co mmercia l tr anspo rt s o f th e DC-4 type

Th e D C-4 in 1947 o utnum be r ed all o th er fourshyengined transpo rts about seven to o ne a Doug las survey disclosed and th eir servi ce record o f on e bilshylion mil es o f dep endabl e fli ght was un approached by any o th er aircraft in that category

With m ore than 1000 in use in 1947 Douglas sershyv ice anal ysts predi cted that DC-4s wou Id be f lyi ng fo r at least an o th er 10 yea rs

Ho weve r so me DC-4s are still fl ying tod ay The first producti o n Skymaster a military C-54 acshy

tually fl ew eight w eeks after Pea rl Harb or When th e United States w as plunged into w ar Do ug las had started producti o n of DC-4s for commercial airlines Nine aircraft w ere in advanced stages of constru cti o n wh en th e Army decided th e DC-4 with few modifi cashyti o ns w ould meet its requirem ents fo r a long-range troo p and ca rgo ca rri er Chan ges were m ade dur ing produ cti o n and th e Army C-54 and Navy R5D we re bo rn

Th e DC-4 proto typ e a t New ark New Jersey being inshysp ected by th e publi c during i ts coas t to coas t tour in 194 9

During WW I Douglas modified th e DC-4 to meet the militarys need fo r large transports Th e plexiglass dome behind th e loop antenna over th e pilots compartment serv ed th e naviga tor while he took sun and star shots for celes tial naviga tion

(U nited Air Lines Photo)

Th e original D C-4 w ith its distinctive triple tail is shown above in a rare photograph amid a l ine-up of D ouglas DC-3s Th e prototype later w as designated th e D C-4 E when the single tail D C-4A w ent into production

It was necessa ry to install th e tai lskid p edestal assembl y before loading or un loading th e C-S4 IRSD aircraft as it w as p oss ible to get an aft cg condition while handling hea vy military equipment

Wartim e C-S4 taking off at Guadalcanal in 1944 Planes in the background include 3 8-24 s a Noordyn Norseman and a Stinson L- 1

9

Because of the war early service of the fourshyengined sky giants then the largest mass-produced transport plane was veiled in secrecy But confidenshytial reports reached Douglas from scattered points of the globe indicating that the C-54 was proving the Armys faith in the aircraft was well justified

As the war progressed production was stepped up at the Santa Monica plant and later at a new factory established in Chicago on the present site of OHare International Airport

Shattering previous concepts of time and distance the C-54 and R5D proved the feasibility of global air transportation by land-based aircraft Skymasters made more than 20 round-trips a day for months over the stormy north Atlantic They conquered sand and heat to maintain an African supply line They flew over the treach erous hump In the China-BurmashyIndia theater of operations they carried precious plasma and whole blood to battle-scarred Pacific atolls and returned to the United States with the wounded

They accomplished this with an amazing record of safety Figures compiled by the Army Air Transport Command and the Naval Air Transport Service showed that in making 79642 war-time ocean crossshyings only three C-54s were lost One was a delibershyate ditching and the other two were unexplained

Because of their record of dependability DC-4s were used to carry top Allied statesmen and military leaders to historic conferences which shaped the course of victory They were used as personal planes by such notables as General Douglas MacArthur General Dwight Eisenhower General Hap Arnold and Prime Minister Winston Churchill

It was a C-54 with a special interior which became world famous as the personal airplane of President Franklin D Roosevelt Until it was succeeded by a Douglas DC-6 the same plane served as the Flying White House for President Harry Truman

One of ihe most spectacular jobs the C-54 was called upon to do was to transport two divisions of ocshycupation troops from Okinawa to Tokyo in ten days Taking off at five minute intervals 250 C-54s made 1400 flights of five hou rs du ration withou t a si ngle mishap or casualty

Air Transport Command records show that between January 1944 and April 1947 C-54s had flown a total of 350049900 miles No accurate records were kept before 1944

The Naval Air Transport Service had logged 68000000 mil es on Douglas R5Ds in four years with only one fatal accident

10

Pilots cockpit of th e DC-4A Th e wheel mounted horishyzontall y on top of th e instrument panel is the rudder trim control

The DC-4 with a single vertical fin and rudder instead of th e triple tail as on th e prototype w ent into servi ce with th e airlines after WW I duty as th e C-S4 and RSD milishytary transportlt

During 1946 the Pacific Division of the ATC flew C-S4s the equivalent of 1200 times around the earth without a single passenger fatality Thi s perfect safety record involved the transportation of nearly 110000 passengers on approximately 20000 separate Pacific crossings

Converted C-S4s and new DC-4s flew over global airways daily as commercial airliners Of the more than 500 surplus C-54s sold or leased by the governshyment more than 220 entered the service of schedshyuled domestic airlines For example of the 47 airshycraft operated by United Airlines only one (N10204) was a DC-4 The others were C-54A Band G airshycraft The so le DC-4 was a postwar civilian plane produced by Douglas

Recognizing the outstanding record and the asshysured future of DC-4 type transports the U S Post Office Department in 1946 pictured the four-engined Douglas airliner on the five cent airmail stamp A nu mber of foreign cou ntries have given the plane similar recognition

In a final analysis the name S kymaster was a most appropriate one And it all is owed to a tripleshytail giant which possibly is interred forever in a salt water tomb near Tokyo Japan

N C 7 I ltI o

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11

b y Robert C Ellioll PART I JESSE ORVAL DOCKERY EAA 85 14 5 A IC 3296

7227 O akwood AvenueA FLYING SILVER EAGLE (pho tos From Th e Co llection O f O D ockery) Daytona Bea ch FL 32074

Wh en a stranger vi sits with j O Dockery he is imshym ediate ly engul fed in Southern hospitality al l the wh i le enthral led w i th Dock s ea sy co u ntry -styl e humor

His escapades as he re fers to his flying experi shyences encompass the fath erin g of crop du sting tech niques together with a life-time of flying counshytry and city living a host of aviator friend s from over the yea rs al l brought to th e fore by a needle sharp memory sa lted with wit

j O is easy goi ng a family man proud fath er and still flyi ng at age 71 f rom his o ld ai rport in Stuttgart Arkansas The take-offs and landi ngs of his career since he was born on February 26 1909 have awarded him with a dedicated wife Irene and two daughters Bunny Carolyn Scott and joyce DeMain e Th e fa ct that Bunny was M iss Arkansas in 1977 and 1978 was frosting on the cake

Two Cessna Skyhawks provide the mea ns for Dock to schedu le sin gle and multi-engine chec ks a modest number o f charte r f lights and o ccasional stud ent training Though retired he hasnt stopped flying

j O 1 as ked wh en did you f irst become inshyteres ted in avi at ion

W ell he drawl ed I was born in Texas in th e year 1909 My fa th er was a Texas land baron H e had 700 acres of th e mos t barr en land in Texas Th en about tli e tim e of WWI in 1916 and 1917 my folks moved to Lawton Oklahoma and of course Pos t Fi eld at Ft Sill was nearby At th e time i t was o ne of th e few airp orts in th e co untry

Two Harley Davidson moto rcycle buffs in Pin e Bluff A rshykansas D oc with pin stripe suit in fronl age 74 and Freeland M eyers mechanic for H arley Davidson A t this age D oc rode from Pin e Bluff to Stullga rl A rkans as to fl y WW 1 p lanes for a mechanic-owner Th e pilo l Joe C lass being afraid to fl y th em for tes t or deli very to th eir new own ers w as encourag ed wh en D oc vo lun teered to do so and collected h is rightful pa y for th e opportunit y

12

My father owned two cafes there as well as several jitneys now known as the airport limousines The jitney that ran to the airport passed right by my school so every evening when I got out of school Id hail one of the drivers and go to Ft Sill

Well in as much as the jitneys were running in and out so often the guards let me pass right on through and Id get off out at the hangars There were times when Id stay the whole evening It wasnt long before I was considered a mascot by some of the pilots

I learned about the airplanes their parts and the workings inside and out Often I would be asked to crawl back in close places when the mechanics were stringing cables in places too small for them to reach

Id hate to tell you how many left handed monkey wrenches and buckets of compression I toted for those guys but Id wander off to find them none-the-Iess

Interrupting his line of thought for a moment asked What were the types of planes there at the time

Oh Jennys Cannucks DHs Tommy Scouts Barlshying bombers the old WWI airplanes responded JO and as I say I learned all the parts but they couldnt take me up for a ride I was just a kid and a civilian

It was pretty hard to get a ride fact is I never did get a ride during the time I spent helping out at Ft Sill

But the folks moved us all down to Corpus Christi later and it was in 1921 that I got my first ride My fascination with airplanes continued but they being so scarce I didnt see one often Then this one day just coming out of school I saw a plane flying over town and I watched it till I saw it descending over the south side of town I jumped on my bicycle and hurshyried out to have a look

The pilot was Barney Flowers and he said Son if youll stay here and watch this airplane and keep the cows off it Ill give you a ride providing you loan me your bicycle to ride into town

I said thats a deal but you know he didnt tell me hed be gone three days It got right cold down there in south Texas at night but I wrapshyped up in the motor cover and my brother was kind enough to bring me some food Anyway after three days Barney came back and he sez you ready to take that ride and I sez Yes sir

Man I was quivering with anticipation Barney had returned in a Model T truck with cans

Charlie Hays in light plus-fours and Doc leaning on an OX-5 Wa co used to advertise Fargo Foods in 7927 Charshylie was a form er WW I fighter pilot

of gas in the rear and tied on behind was my bike We hid the bike in some mesquite clumps and got aboard

He sez Well well run over to Alice Texas so he started the thing up and we took off heading for Alice

He had dual controls in it so I followed him through all the way Now bear in mind I had learned a lot about planes at Ft Sill so I knew pretty well what he was doing We got to Alice landed in a field and again he asked me to watch the plane while he went into town He stayed a little while Im out there making sure the cows and people stay away and back he came We took off and flew down to McAllen that gave me another hour hour and a half dual time

By the way if youve ever flown a Hall-Scott 4 Standard cross country you can build up a lot of time going practically nowhere As a matter of fact Ive made the remark in later years I watched one farm woman throw out three dish waters before passing out of view Another time I watched a man plow a ten-acre field with a single horse turning plow and if you didnt watch yourself youd be going the other way backing up

But anyway we made this tour from Corpus Christi down to Alice over to McAllen then Har-

Two new short-nosed American Eagles at Meridian Misshysiss ippi in February 7928 Standing at Docs left was the Pres ident of M eridian Airways who was also the local Ford dealer Doc had quit Meridian Airways before he soloed the boss in order to be home for the birth of his first daughter The boss th en decided hed had sufficient dua l in struction promptly spun in

so he soloed himself one day and

M~R j IJ iANltI4IR WA o Ii yenA J [) 0 ed- e I(

11 UF- p~ II

lingen and back into Corpus Christi and we hadnt been there but a few hours when he sez Son I m gain to ask ya another favor said I want you to watch this airplane while I run up to Houston I m going up to get an airplane and when I get back Ill give you another ride

Yes sir I ll be glad to do it so I stayed there another couple of days

Now during that wait my brother came out with some of my friends and we were talking about the plane and my flying with Barney I no doubt bragged a bit about my ability to fly cause my brother said Whynt ya stop telli n people that sort of thing you cain t fly no airplane

Oh-h-h yess I can too I said If youll just pull that prop through for me I ll show you

Well Id learned that you turned on the switch and hit that booster when you rocked the prop and it started I was a mite surprised because I didn t think he could pull it through

But it was ticking over so I yelled out Come on get in and he shouted Oh no you fly it lemme see you fly it first

Well I thought Id just taxi down to the end of the field and taxi back claiming some mechanical problem which would get me off the hook So I got moving down the field and with my weight about 120 pounds wringing wet and little gas I got off the ground and the first thing I knew I was treeshytop high

I made a big turn way round to the south and got lined up with this big pasture when it quit Only thing in my way was a few mesquite clumps and Texas longhorns I hung onto the stick and it landed by itself My brother came running down and said Whats the matter and I said Alfred Im out of gas so he went and got me a couple of buckshyets which we put in With that I knew Id have enough for a couple of swings over town which I made

You know I had forgotten about how people would run out to the field if there was an airplane flyin over and the first thing I knew I had three or four hundred spectators out there waiting for me to fly some more

Along about this time Barney came in from Housshyton with an OX Standard and I thought Whoa hes gonna wonder whos puttin on the air show So I went over to Barneys plane and said Barney I want to tell you this before somebody else does Ive been flying your airplane

He sez You have

He got right out of the back seat of that OX Stanshydard got up in front turned around and sez Give me a ride

I took off with him flew around the field and then began to worry about landing and how good it would be but I didnt drag it and made the most beautiful landing you ever saw

He unbuckled his belt turned around in the seat on his knees and sez Who taught you to fly I sez You did he sez I did I sez Yes sir I followed you every step from here to Alice McAllen Harlingen and back to Corpus Christi

He sez Well you do a pretty good job give me another ride

So we took off and I went around the field again and fortunately I made another good landing

Next day we went over to Kingsville and carried passengers all day Saturday and Sunday

JO and I were recording a few of the early events in his aviation career while sitting comfortably inside the mobile home at Bob Whites airport near Zellwood Florida We had to stop now and then when a plane took off but after things became more quiet he continued

About 1922 after flying about a year fish spotting with the OX Standard near Corpus Christi over the Gulf of Mexico the folks moved back to Pine Bluff Course I was still in school there too but there were no airplanes around This made me pretty fidgety I knew of one at Little Rock that Carroll Cone had He ran for Governor and he owned a Jenny Then there was a fellow in Little Rock named H C Alexander so I hopped on my motorcycle and sped over to work up a deal to fly his airplane but hed hired Rolly Inman

During the summer vacation I went out to Okshylahoma City and worked for Burl Tibbs this was in 23 as I recall When I first talked with him I told him I could fly and he sez Well Ill give you a job as helper

What it really amounted to was being baby-sitter for his two little girls to keep them out of the spinshyning props

After maybe two weeks I finally said Burl I want to fly Ole Burl was an easy going sort of big fella and he sez Come on over here Orval and well go fly Ive got to fly this Cannuck you can take me for a ride

Well after I flew him around for a while he sez By golly you really can fly cant you So Burl let me start doin all the flight instruction Earlier when Id told him Id done this and that ole Burl had

-t

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Three cronI es at Jackson Miss iss ippi in in dark suit Doc and Martin Jensen

taken it all with a grain of salt but after I flew with him he became fully confident in my ability I was only around fourteen years old at the time As a you ng kid I never did play tops or marbles I rode motorcycles and learned about airplanes Nothing else interested me very much After this surprise beshyginning I spent two of my school vacations working for Bu rl

In the Spring of 1924 Alan Scott and I were down at Finklea Brothers at Leland Mississippi They owned a Hisso Standard which we were flying The General Manager of the Delta Pine and Land Company the largest cotton plantation in the world a Mr Young came by and wanted to know if we could pour some poison on the worms that were coming out of the small grain and eating up the cotton They had twenty-four thousand acres of young cotton anywhere from one to two inches above the ground

14

Th e worms w ere eatin g it up and th ey didn t w ant to r eplace it all with th e turning plows u sed back in those days

Generally th eir meth o d o f fi ghting th e wo rm s w as to suspend a hi cko ry pol e over th e bac k o f a mul e Help ers would hang gunny sacks full o f du st on th e ends and the jostling w ould fl oa t th e dust d own onto the worms Mr Young thought that if w e could pour thi s poison out of a sack fro m the plane hed have b etter cov erage but w e to ld him th at w o uldn t work it d go in th e pilot s face

So Alan Scott proposed th at If you ll guaranshytee us enou gh work w e ll pull th e front sea t out and put a gin-bell or a hopper in its place

H e agreed to a deal so w e took th e sea t out and put in two M o del T gas tanks in th e center section cove red th em over with fabri c and put th e hopp er b elow with a big six in ch pipe goin out through th e bottom with a ga te slip valve you kn ow with a shovel handle on it Of course like two kid s w ould do w ed matched to see wh od fl y it first W ell I w on so I f lew it fro m Leland up to Scott wh ere th e plantati o n headquarters was

Th ey immediately put 500 pounds o f du st in it and told m e to go over to th e bend in th e river Th ere w ere 200 acres o f cotton with th e worms eating it up W ell I got th e Standard in th e air and after findin g th e bend in th e river w ent down ove r th ose bi g cyshypress trees and pull ed the shovel handle and that was the last time I could find it Th e prop w ash puffed th e du st ri ght up into th e coc kpit so I w as finally standing up tly in g in a circl e over that half moon shaped fi eld Wh en I got through th ere was a deep fog settling in th ere and th at ti ckled Mr Young no end

I h ead ed back for our landing fi eld my eyes and m outh full o f du st and spitting mud and co tto n it seem ed like About that time Alan cam e up driving the old Model T hollerin I m next and I sez Yep you r e next I figured th ere w as no use exshyplaining to him let him find out himself what w as th e matter

So they put anoth er 500 pounds of du st in th e hopp er and to ld him to go out th ere al o ng th e front o f th e strip and put it out H e ca me diving in opened th e gate and pull ed up abruptl y H e wasn t as tall as I w as and couldn t get up out of th e swirling cockpit du st H e couldn t f ind th e handl e eith er so h e pull ed up and dumped it from a pretty high level Wh en he ca m e down h e to ld Mr Youn g W eve got to seal thi s thing up some way

After some f iguring w e put in a bulkh ead and seal ed around it whi ch improved th e op erati o n co nsid ershyabl y With thi s and oth er m odifi cati o ns w e w er e abl e to w o rk th ere over a m o nth puttin g out th at po ison To th e bes t of my kn owl edge th at was th e beginning o f crop du stin g with an airplane Now th e Gov ernm ent had run so me tes ts with saddl e gun s hung ov er th e si d e cranking it out Dr B R Coa d at Talul ah was in charge o f th eir so-ca ll ed exshyperim ental stati on and pes t contro l He had a couple o f Army DH s with nets th at hung between th e wings Hed f ly around th e country side and scoop up th e bu gs in th ese nets for hi s labo rato ry exper im ents

I ll never fo rget h e had Sergeants Angel and Mitchell fl ying th ose DH s W e found out that Henry Elli o tt and Doug Culver had bought th e manufacturshying rights and jigs to build th e o ld Huff-Pu ffe rs Th ey had start ed du sting over in Georgia but th ey rea lized in th e Summ er of 1924 th at th ose p ea patch sized f ields w ere no places fo r airplanes so th ey moved to M o nroe Lo ui5iana th at fall Th ey set up a bu siness in an o ld WWI ca mouflaged tent hanga r By 1925 th ey w ere ready to du st but th ey were bro ke The fa rm ers wouldn t let th em w as te th eir po iso n fl yin around and dumping it

So a f e ll ow ca m e al o ng and pr o mo ted a new company He got so me bankers so me ginners som e chemi ca l comp ani es and started by taking in H enry Elshyli o tt and Doug Culver Henry and Doug got stock in

the new company fo r th eir airp lanes and equip ment besides getting a year-round job That was th e beg inshynin g o f Delta Air Corp o rati o n Th ey di d th ei r fir st crop du stin g in th e Spring of 1926 and w ere th e only company exclu sively equipped for crop du sting Th en in 1928 th ey start ed th eir f irst airline w ith J6-9 Trave l A irs f lying fr o m M onroe to Dallas and Atl anta M onshyroe was headqu ar ters Later th ey got a few Tri -m o to r Stinson T s and th ey also had o ne o r two Stinso n low -win g A s with re tr ac tab le gea r O nl y a sh o rt whil e later th ey added several ten-twelve place Lockshyh eed El ectras Later o f course th ey gradu ated to th e DC-2s DC-3 s and have g rown to th e renown ed airshyline o f today

Doc and I th ought it tim e for a break in th e taping sess ion so w e visited fo r a whil e with two croni es of his Clem W hittenbeck and O lin Pappy Lo ngcoy O n th is day a number of m embers of th e Fl orida Spo rt Av i ati o n A nt i qu e and C lass i c Associa ti o n w e re ga th ered fo r a fri endly fly-in p icni c

Wh en he had hi s second win d JO continu ed hi s remini scences

O Dockery with foo t on lower wing of OX-5 Eaglerock with wife Irene leaning on lower wing

I had a forced landing with an OX-Swallow about 1926 The engine iced up well that is I thought it iced up it was quittin When I landed in a corn fi eld it was too little to land in I fell in The ole boy who was with me Rowe Soward the Assistant Manager of the Long Bell Lumber Co of Pine Bluff immediately started gettin g chills and fever I did too but it didnt show

The funny part was he was so sick we put him on a train for the trip back home I w ent back to the plane and found I had a troublesome magneto so after getting that fixed we had to pull the plane over to th e road and up a hill to a field I took off down the hill round the curve up through some pine trees and came on out I then landed at Smoot Field at Monroe and got some gas from Henry and went back to Pine Bluff I got there in time to meet the train got Rowe Soward off the train with his chill and fever and took him home

Back in those days there was no such thing as a steady job in aviation You had to create on e So naturally we had created the crop dusting but that only lasted about sixty days out of the year We d dust for boll weevils and worms but the farmers just hadnt taken to it yet the dustin they couldn t feature anyone flying around dumping out their poison and having such methods be effective Of course we were getting ten cents a pou nd or a minimum of two dollars an acre for doin it But we couldn t rig our planes for just dustin and have them idle the rest of the year We d clean them up for barnstorming air shows and passenger rides picking up what money we could

You know back in 1927 they came out with the first rules and regulations called themselves the Department of Commerce Aeronautics Bran ch and they gave me a license to fly None of us beshylieved that it would stick who was gonna enforce rules in the air Shorty Cramer was the first inspector He came out to Houston and gave Benny Howard Frank Hawks Bert Pitco Bert Eison Bozo Moore and myself our licenses

Like I said Shorty Cramer was the first inspecshytor in the field He had Letters of Authority numbered from 101 to 200 Eleven of us took our transport examination after which he issued numbers 190 to 200 When we learned he had numbers 101 to 200 the first to be iss ued to any pilots except government pilots we asked if he would issu e us numbers from 101 up But no he wouldn t do that because he wanted those in his portfolio so that aft er taking them off the top he could tell right off how many he had left

16

It didn t make any difference becau se he took mine back anyway Later I found my first number was re-is su ed the next week to Bill Berry in Shreveport Loui siana All the in sp ectors one hundred of them had gone into the field with one hundred numbers so you understand why not many were issued in numerical order

A short time later an incident occurred relating to my former comm ent that Shorty took my li ce nse back anyway

Shorty had to make a flight to Houston San Anshytonio Waco and back and when he was landing at Houston I was right behind flying a Super LeRhone Standard He was flyin this ole J-4 Stinson biplane the first airplane I ever saw with brakes Soon as I had my plan e shut down I got out and walked over to talk with him and asked Shorty how you doin

He said Doc Im fine but whatre you doin flyin that unli censed airplane

Right off I said Well Im a married man and I ve gotta make a livin an this is the only job I can find around here

He sez Why youre a licensed pilot and thats an unlicensed airplane and you re subject to a year and a day in the Federal pen and a thousand dollars fi ne or both

I countered Now wait just a minute and I reached into my pocket and pulled out the Letter of Authority and said You know what you can do with this piece of paper don t you and I gave it back to him and went on flyin that Super LeRhone Standard which had an old rotary engine converted to a stationary engine

I won t tell you what we called those engines in those days because each time wed start one of em wed have to fill a suction gun full of castor oil and squirt it into the hollow crankshaft and hope to God itd hit on all cylinders when we got off the ground In thirty days of flyin those Super LeRhone Standards I had fou rteen forced landings

At that time I was flyin for J C Tipps and Co and I told em that I thought I was gonna qu it Capshytain Tipps didn t know why I wanted to quit and asked me why to which I said I don t think I m gonna live long enough to spend another thirty days at this sort of thing so I quit and went to work for Captain V C and Phoebe Omlie at Memshyphis Tennessee

First thing Captain Verne did was ask if I had a license I said Well-I-I I had on e and then told him th e story

So he said Well its not goin to stick anyshyway

I went ah ead and flew for him He had a couple ole OX and Hisso Standards but he also had a brand new Waco 7 fully licensed Id been there about two weeks wh en some guy came out and wanted to fly to Lou isville Kentucky

Verne sez D()c youd better take the Waco you won t get up ther~ in those Standards

So I took the man to Louisville let him out and came back to Memphis landed and two men walked out from th e hangar They introduced themselves as Mr Sandy Willets and Mr Bettenger and then request ed my li cense

I told th em the story and then heard Mr Dockery you re subject to a year and a day in the Federal pen and a thousand dollars fine or both You re flying a licensed airplane and you re an unshylicensed pilot but they continued We re not gonna press thi s pilot violation we want you to take the flight examination over again

Well as I told you each inspector went into the field with a hundred Letters of Authority For inshystance Sandy Willets I found out later had numbers 401 to 500 and Mr Bettenger had numshybers 2401 to 2500

He gave me the examination over again and isshysued me number 2418 and that s the one I have toshyday because by that time I figured the rules were goin to stick

Doc and I had to take a break for a minute while I changed tape in my tape recorder and during these moments he mentioned that also during 1927 he was chief test pilot for Clyde Cessna for a while

Editors Note Robert Elliotts story about J O Docshykery will be concluded in the August issu e of The VIN T AC E A IRPLANE

Irene Dockery leans aga inst short-nosed O X A meri ca n Eagle Notice th e beautiful burnished cowling and wh eel covers

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In the mid-thirties the Cunningham-Hall Aircraft Corporation of Rochester New York designed and built a good looking low-wing aircraft which proved to be far ahead of its time Designed by Randolph F Hall it was to have both high and low speed capabilshyity

The GA-36 built in 1935 was the outgrowth of preshyvious designs It was powered by a Warner Super Scarab engine and had full span flaps plus other high lift devices on the wing

It was flown by several pilots who all spoke well of the craft The GA-36 was fully aerobatic and had exshycellent slow speed flight ability Apparently it was overbuilt and overweight however and did not fare well when its climb and top speed was compared with the performance of other 2 place planes of the day It could have made good use of a controllable pitch propeller but one was never fitted

The project was not continued and when the Cunningham-Hall Aircraft Corporation failed to bid successfully on government plane contracts they manufactured aircraft parts and gun mounts during VVW II

In the meantime the GA-36 sat in a hangar at the Rochester New York Airport until 1941 when the Meyers Aircraft Company in Tecumseh Michigan purchased the plane for its engine

Among the pilots who were flying at the Rochester Airport at the time was a you ng man named Robert E Kesel Bob greatly admired the GA-36 and he and his friends considered it to be the absolute epitome of a sport plane

THE CUNNINGHAM-HALL GA-36

by Gene Chase

(Photo Courtesy of Bob Kes el)

Th e 1935 Cunningham-Hall GA-3 6 was a ra cy looking machine Som e of th e STOL devices on th e wing are visishyble in this photo Company tes t pilot Otto Enderton is at th e controls

Bob is now an active member of AntiqueClassic Chapter 6 of Rochester and through the years had never forgotten the plane On June 28 1978 quite by chance Bob and some of his friends learned that the GA-36 still existed and was located at the Tecumseh Michigan Airport where AI Meyers of Meyers Airshycraft had removed the engine some 37 years previshyously

The aircraft was obtained along with a complete set of factory drawings and now is the restoration project of AntiqueClassic Chapter 6 This group is actively making the airplane airworthy and they are in need of donations A major item needed is the Warner enshygine either 145 or 165 hp They have located two for sale but the prices are beyond the groups means

For donation purposes the group has formed a non-profit corporation called the GA-36 Association Inc The purpose of the restoration is to insure that Rochester regains its proper place in the history of aviation during the days when real pioneering work was being done

Bob Kesel and other Chapter 6 members will be promoting their project at Oshkosh 80 by manning booth number J-7 in the North Exhibit Building They will display photos of the original plane as well as the current restoration They will also have scale models of the GA-36 on display and kits for sale for building 124 scale paper models of this beautiful aircraft

For those interested in more details of the GA-36 the Summer 1971 Journal of the American Aviation Historical Society contains a story of the Cunningham-Hall Aircraft Corporation by Randolph F Hall who was vice president and chief engineer of the company

(Ph oto b y R Straub)

Th e GA-36 as it lay in th e weeds for man y yea rs at the Tecumseh Mi chiga n Airport

17

In the Summer of 1969 I heard that there were two planes for sale at the airport in Beaumont Texas One was a )-3 Cub and the other was a Taylorcraft both in need of rebuilding I fell in love with the T-craft when I saw the round control wheel and big tachometer The owner wanted $1 20000 for the Cub and $50000 for the T-craft While checking over the logs I fou nd that the latter had only 442 total hou rs on the engine and airframe Also it hadn t been flown since 1965 This Taylorcraft a BL-65 was manshyufactured on February 10 1940 and powered by a Lycoming 0-145-B2 of 65 hp

At the time I owned a Volkswagen Van which made an ideal platform for carrying wings safely My family and I loaded other parts inside the van By reshymoving the tail wh eel and using a big bolt through the tail spring and the trailer hitch on the bumper the fuselage towed nicely This caravan attracted a lot of attention

We stored the T-craft behind my garage as I was in the process of covering a Piper Colt I am an Airframe and Powerplant mechanic and hold an IA rating Since 1967 I have rebuilt and covered 30 planes and 88 Stearman wings The oldest plane I have worked on was a 1935 German Focke Wolfe 44 Biplan e I work on planes as a hobby My main job for the past 25 years has been with BF Goodrich Chemicals in Port Neches Texas

I received my aviation training in the U S Navy I attended Aviation Structural Mechani c School at Memphis Tennessee My duties included working on all parts of an airplane except the engine electrical system and radios My first duty assignment was with the Blue Angels from April 1952 to February 1954 Besides doing airframe work I was squadron painter

I n February of 1954 I was tran sfe rred to Fi ghte r Squadron VF-111 at the Naval Air Station in Miramar California I served four month s with them Th e rest

1M

of my time in the Navy was spent with Fleet Air Sershyvice Squadron Twelve at Miramar I was Petty Officer in charge of the aircraft paint shop

While in the Navy I painted at least one of the folshylowing types of aircraft Grumman Panther Cougar Bearcat McDonnell Banshee Phantom Beech 18 and finally a Grumman TBF Avenger I really enjoyed the chance to work on the military aircraft but my first love is the old fabric planes

As the years went by I worked on my T-craft as well as seve ral planes The fuselage needed to be sandblasted Some nut painted the wing spars with zinc chromate and thi s had to be stripped off As the fuel tank had some lea ks I sloshed the tank with sloshing compound I replaced th e following items control cab les shock cords windshield windows sea ts seat belts and prop The wings and tail surshyfaces were covered with Grade A cotton Th e cover material came with the ship The fuselage was covshy

REBIRTH F A by Bob Moore EAA 773726 A le 3808 976 South 72 Street Nederland TX 77627

18

ered with Stits dacron Th e first time I painted th e plane it ended up white with blu e and gold trim and w ith big numbers on th e wings I didn t like thi s so I re-painted it o rangeyell ow with white trim and blac k pin stripin g

I m ajo red th e eng in e and eve rything w en t bac k standard Th e bi gges t prob lem w ith th e engin e job w as th e pri ce I had to pay for parts Th e o nly p lace I could f ind any parts was in O klahoma Th e rod bearshyings cos t $9900 in 1975

Th e T- craft f inall y f lew in 1976 af ter eleven yea rs of b eing grounded Th e fir st f light was uneventful but yet a rea l thrill fo r me After about four hours f lying time th e engin e quit on takeoff when I was about 100 fee t up Th e run way here is over 5000 fee t long so I w as abl e to land safe ly Boy did it ge t qui et - I could h ea r my h eart p oundin g Thi s w as my fir st fo rce d landing Th e fu el line w as p lugged w ith th e slos hing comp ound whi ch was sh edding from th e sides of th e

fu el tank Needl ess to say I purchased a new tank I had to d isassembl e th e fro nt of th e plane to install th e new tank

In th e m eantime I had started work on a Stea rman and th ere w as n t mu ch tim e to fl y my p lane Th e new tank began to leak aroun d th e fittin g on th e bott o m whi ch I had installed using teflo n tape It seems that thi s tape all ows you to over ti ghten th e fittin g w i th out you being aw are of it Later someone to re th e fabri c o n b o th wings by draggin g ano th er p lane over it

Th e Taylo rcraf t th en sa t fo r 26 m onth s w hil e I mad e a Stea rman ou t of three Nex t I recove red a Citab ri a a PA-11 and a 7EC Champ

It was n t u ntil Ap ril of 1979 th at I f in ally got bac k to my own p lane As th e engin e had to com e off aga in to repair th e leak ing tank and th e fab r ic o n th e w ings had to be replaced w e br ought th e plane ho m e W hil e th e engin e was off we install ed brake pedals on th e ri ght side of th e plane Th ese were d es igned

and w elded up by Tommy Fo nteno t th e Pres ident of EAA Chapt er 223 Tommy is building a Sonerai Two and does som e of th e bes t we ld ing I have seen I go t a o ne tim e approva l from th e FAA o n thi s installati on The main reason we installed th e new bra ke syste m is th at m y so ns w ant to l ea rn t o f ly Al so To mm y needed so me tai ld ragge r tim e

N ex t I recovered th e wings and tail surfaces w ith Stit s dacro n Th e p lane is now pa in te d wi th Stit s Aero th ane intern ati o nal o range wi th whit e trim and b lack pin stri ping I install ed an air d r iven generator and a Genave rad io and wheel pa nts

I w eigh 225 Ibs and th e T-craf t w ill do 90-95 mph with m e alo ne The engin e burns 3-4 gall ons of gas an hour It s a lo t of fun to f ly and cheap eve n at todays pri ces

RCRAFTTAYL Photos b y Wayne M oore

19

Szekelv AIRCRAFT AND

ENGINE COMPANY

HOLLAND MICHIGAN

h y Phi l Michmerhuizen 18 6 Suns et Drive

Holland M I 49423

(Pho tos Court esy Of Th e Author)

~

The Szekely Flying Dutchman NX9450 under the wing of a Stou t Airlines Ford Trimo tor poss ibly at the op en ing of Sze ke l ys a irp o rt a t Holl and Mi c hig an Th e Flying Du tchman was fl middot 11 to Los Angeles Ca lifornia wh ere i t was d isplayed Jt middote International Aircra ft Show Th ere Charl es Lindr gi l I sp ected th e plane for 20 minutes and praised it

It wa s whil e rea ding Mr Pip er and Hi s Cubs about 1953 th at I ca m e fa ce to face with th e fac t that airplan e eng in es w er e ac tuall y built in H o ll and Michi gan A d eterm ined and lengthy trip to our lishybrary produ ced newspap er clippings giving th e hi sto ry of th e fa cto ry and also th eir dream s

Otto E Szekely (pronounced ZAY-KI ) was described by o n e o f hi s H o ll and empl oyees Co nrad G Lohm ann as a ve ry sm art engin ee r but a lo u sy bu sin ess man Mr Szekely g radu ated f rom schools in Vienna and Berlin and ca m e to th e United States aft er World W ar I H e jo in ed Vil ey M oto r Corp o rati o n M o lin e Illino is where he d es igned fro nt wh eel drive vehicles for a man wh o later beca me hi s bro th er-inshylaw

A few yea rs lat er he began hi s own engin ee ring firm and d es i gn ed small gas o l i ne en gin es for Cu shman o f Lin co ln Nebraska and o th er firm s He also entered th e p iston rin g bu sin ess

On e of th e firm s he did w ork for w as th e Maytag was her compa ny in Iowa He al so drew th e attention of H o lland Furnace Company o ffi cials who inv ested in a washing machin e firm in H olland Michigan ca ll ed Vac-A-Tap

Szekely was talk ed into m oving hi s engin eerin g and p is to n rin g firm to H o lland wh ere h e b ega n work w i th Vac-A-Tap on H oward Avenu e

Am o ng th ose Szekely emplo yees m oving to Hoishyland from M o lin e in 1925 was Fritz Li edtke now 87 and living in Bea tri ce Nebra ska Mr Li edtke still works fo r a ba nk Li edtke recall ed those ea rl y years

Th ey (Vac-A-Tap) made a good m achine I sent one ho me to my m oth er in Nebraska

But company o ffi cia ls di sag reed ove r p o li cy and Vac-A-Tap was aband o ned but no t b efo re Szekely turn ed to a p et pro jec t d eve lopment o f a threeshycy li nder ai rcra ft engi ne

Li edtke sa id th e pi ston ring divi sion expand ed and millions we re so ld to Ramsey Associates o r Ram co of 51 Loui s and later through jobbers such as NAPA

Li edtke and Lo hmann recalled h ow Szek ely deshyveloped sp ecialized pi ston rings including the reshyvoluti onary inner rin g Szekely al so produ ced a few machin es that mad e th e pi ston rings

In 1928 Sze kely acquired the Burk e Engineering Compan y in H o lland and began produ ci ng engines of 25 to 200 ho rsepow er for Continental Motors Gould Pump Corp o rati o n El ec tri c Wh ee l Corp o ration Cu shman M o to r W o rks and W es tin ghou se El ectric Company

But still he w o rked o n th e three-cy linder aircraft engin e

Lohmann w as hired to work on th e igniti on system for th e engin e whi ch included Scintill a M ag n etos from Switzerland

Th e Szekely SR-3 air-cooled radial engine was preshyview ed in Avi ati o n magaz ine M ay 28 1928 whi ch reshypo rt ed it rated at 40 horsepow er at 1800 revo luti o ns per minute and w eighed 148 pounds

20

These early (28) overhead valve engines differed from later production engines in several ways The mounting flange for the engine consisted of a round machined pilot fitting into the engine bracket on the plane The engine was held together with six thru bolts and the cylinder and head were cast as one with spark plugs on the sides and the exhaust proshytruding out the front of the cylinder

A Holland Sentinel clipping of june 1928 notes The companys airplane motor set a record when it

Phil Mi chmerhuizen and his Szekely engin e

covered 920 miles in nine hours and 18 minutes at 38 mpg

By the Fall of 1928 Szekely was producing small planes at the 12th Street factory overlooking Black Lake The aircraft called the Flying Dutchman was of tubular welded steel and the cantilever style wing was of wood construction Both were fabric covered Wing span was 26 length was 18 Test pilots flying the plane were familiar sights as they zoomed in the skies over Holland waving to persons on the ground One of the Sentinel clippings stated that one of the first Holland-made planes carrying the name of Flyshying Dutchman flew to California under the direction of james R Williams manager of the company where it was exhibited

Apparently only one or two airplanes were actually built and these may have been other airplanes with Szekely engines The FAA files do not record a Flyshying Dutchman airplane and I assume it was never certified

Liedtke who was superintendent of the local plant remembers Szekely as a fine man We used to go a long time without wages but we liked him and we worked for many weeks and finally he paid us our wages said Liedtke

Lohmann on the other hand became disenchanted with Szekely and in the Fall of 1928 left the firm He now lives in Florida in retirement

Szekelys decision to build a five-cylinder radial engine was a big mistake wrote Lohmann in 1972 The required tests with the government ate up lots of money

Production of planes engines and piston rings inshycreased and an addition to the 12th Street plant was start ed in February 1928 The story-and-a-half addishytion with arched roof to the west of the existing building allowed for the fuselage department on the ground floor and the wing department in the balshycony A sales brochure stated that by july 1929 with the new addition in operation the plant was producshying 24 planes a week and 72 complete engines

In june 1929 Szekely Aircraft amp Engine Corporashytion dedicated its own airfield north of Holland along 136th Avenue boasting two 2200 foot runways and two 500 foot ru nways

Sales offices were opened in San Francisco Kansas City and New York to meet the expected demand of the private aircraft industry

Within months the stock market collapsed and the great depression set in In july 1930 Szekely attemptshyed to quiet rumors of financial ruin but declined to offer any details At that time the plant listed 150 employees

The Zeke making sw eet music Pusher prop is blowing oil and grease away (rom th e operator

Szekely travel ed to Eu rope retu rni ng in janu ary 1931 to assure local people his aircraft plant would remain in Holland He also made plans to go to Inshydianapolis to confer with parties interested in affiliatshying with Szekely

The Vice President of the Szekely Company jack Whitaker went to New York Detroit and the Cleveshyland National Air Races in 1931 to promote the engines and planes But the company did not prosper and on May 10 1932 Szekely Aircraft amp Engine Company filed voluntary bankruptcy in Federal court at Grand Rapids Michigan Liabilities were placed at $12985924 with assets of $13678460 The liabilities included $186845 in unpaid taxes and $639663 in unpaid wages

Szekely moved his family to Elmira New York and then to Philadelphia where he became connected with the Navy In 1950 he operated a factory in Comshymerce Georgia which produced secret items for the Navy Later Szekely moved to Florida where he died a few years ago

It is interesting to note the various engines the company hoped to produce

janes All the Worlds Aircraft of 1929 lists three Szekely engines the three-cylinder at 40 hp a fiveshycylinder at 70 hp and a seven-cylinder at 100 hp One year later janes All the Worlds Aircraft of 1930 again listed three engines a two-cylinder at 225 hp a three-cylinder at 40 hp and a five-cylinder at 70 hp The seven-cylinder engine was not mentioned

21

AIRCRAFT POWERED WITH SZEKELY ENGINES Ref U S Civil Aircraft by Joseph Juptner - Vol 34 5

ATC Aircraft No American Eagle Eaglet 380 Curtiss Wright Junior 397 Buhl Bull Pup LA-1 405 Rearwin Junior 3000 434 Alexander Flyabout D2 449 American Eagle shyLincoln Eaglet B-31 450 Rearwin Junior 3100 481 Taylor Cub H-2 572

The 1932 Aircraft Yearbook shows front and side views of the 3-35 3-45 and 3-55 series of Szekely enshygines It can be seen from these views that the 55 hp has the valves and rockers enclosed in aluminum covers cast with the head

I doubt that the two-cylinder or seven-cylinder vershysions were ever built and after talking with men who worked at the Szekely plant it appears that only five or six of the five-cylinder engines were built and test run trying for certification

Besides the above mentioned engines all of which used overhead valves the company was supposed to have built both three and five-cylinder L-head enshygines I have never seen the L-head version but 80 American Eagle Eaglet airplanes ATe No 380 used th e SR-3L-30

It is difficult to come up with exact production figshyures for Szekely engines One reference source is U S Civil Aircraft by Joseph Juptner Volumes 3 4 and 5 Assuming that all of the following aircraft were delivered with Szekelys installed 645-plus engines can be accounted for in the chart above

I know that some engines went overseas to power light planes in Europe Other enampnes were used on

prototype airplanes such as the first Funk and the twin-engined Fuller-Hammond Both aircraft were powered with 45 hp Szekelys

In my search for a Szekely engine I spent about three and a half years of writing post cards and makshying long distance phone calls chasing down rumors and leads only to find out I was anywhere from a couple of days to five years too late

Then one day I received a post card from someone who heard of my search for an old airplane engine He wrote that about five years ago he had heard a rumor in upper Michigan of a three-cylinder and a seven-cylinder engine in a shed I called fellows in

Production Engine Run

SR-3L-30 80 SR-3-0 (45 hpj 270 Szekely 45 100+ Szekely 45 17 SR-3-0 (45 hpj 14

Szekely 45 13 Szekely 50 2 Szekely SR-3-50 149

Holland who go fishing up north and they gave me the name of a man who worked up there I called him and he didnt know who would have one but he would check around

About a week later I received a call from a Jim Hammel I hear you are looking for an old threeshycylinder Holland engine Well theres one in the shop that hasnt run for seventeen years Yeh I guess Id sell it dont know what Id do with it had it on a snow sled

Three days later my wife and I started out for upper Michigan We found Jim s place waited for him to come home from work then trudged through kneeshydeep snow to the shed Sure nuff there was a Zeke It turned over looked fair had no carshyburetor or data plate but we agreed on a price then carried the little engine to the truck Oh yes I checked - there were no airplanes around or the sevenshycylinder engine rumored to be there too

Back home because I had run ads in the Sentinel and over the radio requesting Szekely information I thought I would stop by and show my friends with the news media what I had found Later when an arshyticle came out in the newspaper one former factory employee Ed Scholten had to see that engine the very next morning He told stories of working in the new plant in March with no glass panes installed in the open windows

John Emmons a good friend and experienced mechanic (though not on Szekelys) and I were sucshycessful in getting the engine apart without breaking anything We found the engine to be in surprisingly good condition internally The cylinders had only 005 taper and the rings had very little wear We had the cylinders honed and magnafluxed along with the crankshaft and rods I made new gaskets Gene Morshyris sent a valve stem end and valve retainer clips for use as patterns and Carl Kallunsrud made six more

Chet Miller was good enough to make an aluminum cap and gave me the thrust bearing number I needed for the oil pump assembly I also had three new exhaust valves made

Then another exciting trip took place In October 1978 I was paging through Trade-A-Plane and noticed a Zeke to be auctioned off on the following Saturshyday in Columbus Ohio Friday evening after work we headed for Columbus arriving at a motel at 230 AM I was up at 7 00 AM and one of the first at the auction By 12 30 PM the engine was mine and another Zeke was on its way back to Holland

This 45 hp engine had a data plate 38cable around the jugs and other needed parts including a carburetor carb spacer oil lines and oil tank I doubt if the engine mount was aircraft as it was built of angle iron and tubing the splintered Sensenich prop was from an American Eaglet B-31 and was nailed toshygether at one tip

I had the recently acquired carburetor and mags overhauled then built a test stand for the engine At last John and I were ready to assemble the first Zeke As this engine had been used on a snow sled up North it had really been abused when compared with aircraft standards John had to solve many little problems as he went The previous owner had used an old tractor carburetor and had stripped several of the mounting holes Then as we were priming the oil pump before starling the engine oil was running out of the front of the crank I know that many old radial engines slobber oil but this was too much Sure enough someone had used a wheel puller and had driven the welsh plug right into the crank If anyone can fix it I thought John can and three hours later we were ready once again to try to make the Zeke run

I wish I could say that it started on the second or third pull The truth is we worked with it about an hour on a Friday night a couple of hours on Saturday morning and finally on Saturday afternoon John and I were all smiles - the little Zeke was running Its a good thing the engine had a pusher prop or John and I would have been covered with grease and oil Sudshydenly we didnt notice our sore arms with that sweet sound coming from all three cylinders And best of all despite the rumors about Szekelys the engine didnt even throw a jug

Now Im looking for a plane on which to mount the Szekely such as a Curtiss Wright Junior or an Alexshyander Flyabout - or even a Fuller-Hammond I do have two engine~ remember Up to now I dont have a single hour flying behind a Szekely but I hope to remedy that situation

22

CALENDAR OF EVENTS

JULY 3-6 - BOWLING GREEN OH IO - Ercoupe Owners Club Nashytional Fly-In Wood County Airport For further information please contact Carl Hall Bowling Green State University School of Art Division of Design Bowling Green OH 43403 Telephon e 4191 372-2640

JULY 4-6 - ALLIANCE OHIO - 1980 Tay lorcraft Reunion sponsored by th e Taylorcraft Owners Club at Barbers Fi eld For further inshyformation please contact Allan Zollitsch 37 Taft Avenu e Lanshycaster NY 14086 Telephone 716681-1675

JULY 4-6 - COUNCIL BLUFFS IOWA - lAC Contest - Sponsored by lAC Chapter 80 for the Sportsman and Unlimited ca tegories For further information please contact Earl Sanford 5416 Pacific Street Omaha NE 68106

JULY 4-6 - HUNTSVILLE ALABAMA - lAC Contest - Sponsored by lAC Chapter 44 for th e Sportsman ca tegory only For further information pl ease contact Robert Austin 701 Fagan Springs Drive Huntsvill e AL 35801 Telephone 205534-8146

JULY 4-6 - GAl NESVI LLE GEORGIA - 13th Annual Cracker FlyshyIn AAA North Georgia Chapter For further information please contact Jim Clarkson 1649 Avon Avenue Tucker GA 30084

JULY 11--13 - ACME ALBERTA CANADA - EAAC National Convenshytion Contact G W Le May 5003 Bulyea Rd NW Calgary Alshyberta T2L 2H7 or T Fitzgerald 33 11 Ca ribou Alberta T2L OS4

JULY 11-13 - OWOSSO MICHIGAN - lAC Contest - Sponsored by lAC Chapter 88 for the Sportsman and Unlimited categories For further informati on please contact David E M cKenzi e 21141 H C L Jackson Grosse IIle MI 48138 Telephon e 313671-1837

JULY 12 - TECUMSEH MICHIGAN - M eyers OTW Reunion - Back to Factory For further information please contact Di ck Martin Rt 3 Aerodrome Road Green Bay WI 54301 or Haro ld Losser 41 5 Eighth Street Place Des Moines IA 50313

JULY 13 - EASTON PENNSYLVANIA - 4th Annual Aeronca Fly-In Easton Airport For further information please contact Jim Polles 2151759-3713 nights and weekends

JULY 17-20 - OnOWA KANSAS - lAC Contest - Sponsored by lAC Chapter 15 for the Sportsman and Unlimited ca tegories For further information please contact Patri cia G Brown 10614 West 108 Terrace Overland Park KS 66210 Telephone 913 492-7581

JULY 18-20 - MIDDLEFIELD OHIO - lAC Contest - Sponsored by lAC Chapter 34 for the Sportsman and Unlimited categories For further information please contact John T Meyers 9089 Skyshylane Drive Wadsworth OH 44281 Telephone 2161336-7479

JULY 18-20 - MINDEN NEBRASKA - The National Stinson Club Fourth Annual Fly-In will be held at Pioneer Field For further inshyformation please contact Bob Near 2702 Butterfoot Lane Hastshyings NE 68901 Telephone 402463-9309

JULY 19-20 - LEWISTOWN MONTANA - 3rd Annual Montana Chapshyter AAA Fly-In at Beacon Star Antique Airfield For further informashytion please contact Frank Bass Star Route Moore MT 59464 Telephone 406538-7616

AUGUST 1 - HARVARD ILLINOIS - Vintage Ultralight Fly-In at Dacy Airport 1941 or ea rli er 60 hp or less To conclude with a group flight to Oshkos h on August 3 For further information please contact Richard C Hill P O Box 89 Harvard IL 60033

AUGUST 2-9 - OSHKOSH WISCONSIN - 28th Annual EAA Conshyvention and Sport Aviation Exhibition - the worlds largest and most exciting aviation event For further informati on please conshy

tact Experimental Aircraft Association (EAA) PO Box 229 Hales Corners WI 53130 Telephone 414425-4860

AUGUST 10-16 - FOND DU LAC WISCONSIN - The International Aerobatic Clubs annual aerobatic competition Biggest field anyshywhere for an aerobatic contest plus greatest variety of aerobatic aircraft For further information please contact Herb Cox Conshytest Chairman 812 Taylor Avenue Mt Vernon IL 62864

AUGUST 10-16 - MILWAUKEE WISCONSIN - 12th Annual Conshyvention of the International Cessna 170 Association at General Mitchell Field For further information please con tact Richard Tomasello 1333 Wagner Drive EI Cajon CA 92020

AUGUST 17-30 - OSHKOSH WISCONSIN - World Aerobatics 80 For th e first time ever the U S will host the Worlds Aerobatic Championships Fourteen countries will participate Don t miss this historic event For further information please contact World Aerobatics 80 PO Box 229 Hales Corners WI 53130 Telephone 414 425-4860

AUGUST 22-24 - COFFEYVILLE KANSAS - Funk Fly-In For further information please contact Ray Pahls 454 South Summitlawn Wichita KS 67209 or G Dale Beach 1621 Dreher Street Sacrashymento CA 95814

AUGUST 24 - WEEDSPORT NEW YORK - Fly-In sponsored by EAA Chapter 486 at Whitfords Airport Field Airport closed from 100 pm to 500 pm for air show For further information please contact Herb Livingston 1257 Gallager Road Baldwinsville NY 13027

AUGUST 30 to SEPTEMBER 1 - CALHOUN COUNTY TEXAS - Port Lavaca-Calhoun County Chamber of Com merce sponsors an air show at Calhoun County Airport For further information please contact Preston Van Hanken Port Lavaca Chamber of Commerce P O Box 528 Port Lavaca TX 77979 Telephone 512552-2959

SEPTEMBER 5-7 - MARION OHIO - 15th Annual Mid-Eastern Reshygional EAA Fly-In at Marion MuniCipal Airport For further inshyformation please contact Mr Louis Lindeman 3840 Cloverda le Road Medway OH 45341 Telephone 513849-9455

SEPTEMBER 12-1 4 - CALGARY ALBERTA - Alberta s 75th Annivershysa ry as a Province the Airdrie Country Club of the Air is sponsorshying a Diamond Jubilee Antiquel Classic Fly-In at Airdrie Air shyport For furth er information please contact George B Pendleshyburg Vice-President Publicity Chairman 304 Manora Road NE Calgary Alberta T2A 4R6 Telephone 4031272-4383

SEPTEMBER 12-14 - DELANO CALIFORN IA - lAC Contest - Sponshysored by lAC Chapter 26 for the Sportsman and Unlimited cateshygories For further information please contact Jack Gladish 120 South Ham Lanek Lodi CA 92540 Telephone 209369-5768

SEPTEMBER 13 - GREEN BAY WISCONSIN - Chapter 651 is sponshysoring a fly-in at Plainview Airport For further information please contact Dave Fri sbie 414336-3257

SEPTEMBER 13-14 - OSCEOLA WISCONSIN - lAC Contest - Sponshysored by lAC Chapter 78 for the Sportsman category on ly For further information please contact James G Taylor 119 Comanche Drive Webster MN 55088 Telephone 507652-2607

SEPTEMBER 14 - EASTON PENNSYLVANIA - Antiqu e amp Classic Piper Fly-In For further information please contact Jim Polles 299 Nazareth Drive Nazareth PA 18064 Telephone 215759shy3713 (nights)

SEPTEMBER 14 - LANSING ILLINOI S - The Lansing Police Cadets will sponsor their 2nd Annual Fly-In and Air Show at LanSing Municipal Airport For further information please contact J P Fish PO Box 411 Lemont IL 60439 Telephone 312 257-7552

SEPTEMBER 19-21 - KERRVILLE TEXAS - 16th Annual Southwest Regional Fly-In sponsored by the Texas Chapters of EAA For further informati on p lease contact Bob Reese Rt 4 Box 305 San Angelo TX 76901 Te lephone 915658-4194 or 915949-2886

SEPTEMBER 19-21 - VINCENTOWN NEW JERSEY - lAC Contest shySponsored by lAC Chapter 94 for the Sportsman and Intermediate categor ies For further information please contact Fred Weaver Himmelein Road Box 9E Medford NJ Telephone 609654-7867

OCTOBER 1-5 - TULLAHOMA TENNESSEE - 2nd Annual EAA Nashytional Fall Fly-In Dont miss this one For further information please contad EAA Fall Fly- In PO Box 229 Hal es Corners WI 53130 Telephone 414425-4860

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23

by Lionel Sa lisburyBORDENS AEROPLANE POSTERS EAA 114 523 AIC 3207 Seven Harper Road

Brampton Ontario L6W 2W3Article Number 18 Poster Number 9 Series Number 2 Ca nada THE FA IRCHILD 45FROM THE 1930S

2j

This is th e eighteenth poster in our series When we originally started reproducing th e posters which had been offered by the Borden Company in Canada it was expected that this would be the final one This was th e las t from the original collection provided by Mr Glenn Inch of Brampton Ontario who had colshylect ed th em in 1936 when he was a young man

However as th e series began to appear on the pages of The VINTAGE A IR PLANE we start ed to reshy

ceivemail from th e readers indicating that there had indeed been additional posters offered by the Borshyden Company in the United States in 1933 and 1934 Mr Cedric Galloway of California came forward with three from hi s collection that had not been made available in Canada A few months later Mr Marion McClure who resides in Illinois sent in his entire collection From that source we will be able to offer an additional six posters for inclusion in our series

Therefore we will continue next month with Mr Galloways first offering the Borden Poster that feashytured the Boei ng Tri-Motor a very attractive pictorial of a most unique aircraft This month s poster has as usual the line drawing taken from the back of the original and the descriptive notes that were also proshyvided with the drawing

N EXT MON TH - Th e Boeing Tri -Motored Transport

24

3)1FT-

leFT III

- ~L~ ~L~ l--- +Y~

FAIRCHILD S- SEDAN OF THE AIR

FAIRCHILD 45 - SEDAN OF THE AIR

Made at H agerstown M ary land by th e Fair child Aircraft Corporat ion The Fairchild 45 is a fiv e-p lace low-wing monop lane with a Wright Whirlwind engin e The interior of th e ca bin is built to resemb le th at of stream lined motor ca rs

Specifica tions Performance

Wing span 39 feet Length overall 28 feet 11 in ches High speed 170 m i les per hour Landin g speed 48 H eight overall 8 feet Motor Wri ght Whir lwind Power mil es per hour Cruising speed 156 mi les per hour loadin g 15 pounds per ho rsepower Wing loading Initial rate of climb 64 0 feet per minute Cruising 14 75 pound s p er sq uare foot Gross w eight 3600 range 600 mil es pounds Pay load 880 pound s

25

FOR SALE

Nord 1203-3 Norecrin manufactured in Fran ce in 1956 This 4 place all metal retractable tricycl e gear aircraft is powered with a 145 hp SNEC7A 4LOO engine 1000 hours on the airfram e and 350~ hours on the engine Paint scheme is camouflage similar to Me 109 Contact Mr Jeane-Claude Paillard No 5 La Marinere rue Albert camus Bretigny sur Orge 91220 France

AVAILABLE BACK ISSUES OF Th e VINTAGE AIRPLANE

1973 - March through December 1974 - All Are Avai lable 1975 - All Are Available 1976 - January through May August through Decemshy

ber 1977 - All Are Available 1978 - January March through June August O ctober

November 1979 - February through December 1980 - January through June

Back issues are available from Headquarters for $1 00 each postpaid except the July 1977 (Lindbergh Comshymemorative) issue which is $1 25 postpaid

1928 STEARMAN C3B

by Gene Chase

The above photo is one of several sent to us by AntiqueClassic member Hal Kostka of Valparaiso Inshydiana The aircraft is an extremely accurate scale model with a 35 wing span

Hal is a golf professional who has enjoyed antique aircraft since he was a kid growing up on the north side of Milwaukee Wisconsin Obviously he is also a highly skilled modeler A ll of th e controls on the Stearman are operable from the cockpit including the elevator trim The finis h is 10 to 12 coats of hand rubbed dope

The model was built from a Flyline kit To scale modelers the name Fly li ne is synonomous with Hurst Bowers who designed the Stearman model as well as most of the others killed by Flyline Hurst is also an EAA member

26

(Pho ro by Hal Kostka)

Hal Kos tkas Stearman C3 B U rschel Field was th e nam e o f th e airpo rt at Valparaiso Indiana

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FLYING AND GLIDER MANUALS

1929 1930 1931 1932 1933 1929-33 Miscellany~~~

250 ea or 6 for $1250II ~ SEND CHECK OR MONEY ORDER TO

EAA Air Museum Foundation Inc Box 469 Hales Corners WI 53130

Allow 4middot6 Weeks For Delivery Wisconsin Residents Include 4 Sales Tax

(Photo by Gene Chase)

Two new production Creat Lakes at Sun n Fun 80 Lakeshyland Florida Th e one on the left i s owned by Dr Robert Tober Naples Florida and th e o th er by Marty Lowe Hidshyden River Florida

Editorial Staff

Publisher Paul H Poberezny

Editor Gene R Chase

Chase)

Nick Rezich from Rockford Ill inois announc ing one of the dai ly air shows at Lakeland Floridas Sun n Fun 80 Fly-In

Associate Editors H Glenn Buffington Edward D Wi l liams 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 arti cles which are published in THE VINTAGE AIR shyPLANE during th e current year Associates receive a bound volume of THE VINTAGE AIRshyPLANE and a free one-year membership in the Division for their efforts POLICY-Opinions expressed in artic les are solely those of the au thors Responsibility for accuracy in reporting rests entirely with the contributor Directors

Claude L Gray Jr Morton W l es ter 9635 Sylvia Avenue PO Box 3747 PRESIDENT Northridg e CA 91324 Martin sville VA 2411 2

W BRAD THOMAS JR 301 DODSON M ILL ROAD

Dale A Gustafson Arthur R M o rgan PILOT MOUNTAIN NC 27041 7724 Shady Hill Drive 3744 North 51st Blvd

919368-2875 Home Indianaooli s IN 46274 Milwau kee WI 53216

919368-2291 Office Richard H Wagn er John R TurgyanVICEmiddot PRESIDENT

PO Box 181 1530 Kuser Road JACK C W INTHROP Lyon s WI 53148 Trent o n NJ 08619

ROUTE 1 BOX 111 ALLEN TX 75002

2141727-5649 AI Kelch 66 W 622 N Madiso n Avenue

SECRETARY Cedarburg WI 53012

M C KELLY V IETS 7745 W 183RD ST Advisors STILWELL KS 66085

John S Copeland Stan Gomoll Gen e Morris913681-2303 Home 9 Joanne Drive 1042 90th Lane NE 27 Chandelle Drive

913782-6720 Office W estborough MA 01 581 Minneapolis MN 55434 Hampshire Il 601 40

TREASURER Robert E Kesel George 5 YorkE E BUCK HI LBERT Ronald Fril z

2896 Roosevelt SI 455 Oakridge Drive 181 Sloboda Av e PO BOX 145 Conklin MI 49403 Rochest er NY 14617 Monsfield OH 4490

UN ION IL 60180 815923-4205

THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA AntiqueClassic Division Inc and is published monthly at Hales Corners Wiscon si n 53130 Second class Postage paid at Hales Corners Post Office Hales Corners Wisconsin 53130 and additional mailing off ices Membersh ip rates for EAA Ant iqueClassic Div ision Inc are $14 00 per 12 month period o f which $1000 is for the publication of THE VINTAGE AIRPLANE Membership is open to all who are interested in aviation

TIl~ VI~TAt3~ AIl2VLA~~ OFFICIAL MAGAZINE

EAA ANTIQUECLASSIC DIVISION INC

of THE EXPER IMENTAL A IRCRAFT ASSOCIATION PO Box 229 Ha les Corners W I 53130

Copyright4l 1980 EAA AntiqueClassic Division Inc All Rights Reserved

JULY 1980 VOLUME 8 NUMBER 7

(On The Cover 1942 Fairchild PT-23 N54375 owned by Ed Earp Jr of Houston Texa s See story on Page 5 Photo by Ed Earp )

(On The Ba ck Cover Outstanding example of a Waco UPF-7 N29368 was manufactured in 1940 and is owned by Arnold Nieman Oca la Florida Photo by Gene Chase)

TABLE OF CONTENTS Straight and Level by Brad Tho mas 2 AC Hot Line by Gene R Chase 4 PT-23 Easiest Plane To Fly by Edward Earp Jr 5 Douglas DC-4 Giant Of The Air by Edward D Williams 6 Jesse Orval Dockery A Flying Silver Eagle by Robert G Elliott 12 Th e Cunningham-Hall GA-36 by Gene Chase 17 Rebi rth Of A Taylorcraft by Bob Moo re _ 18 Szekely Aircraft And Engine Company by Phil Mi chmerhuizen 20 Calendar Of Events 23 Bordens Aeroplane Posters From Th e 1930s by Lionel Salisbury 24

EAA ANTIQUECLASSIC DIVISION MEMBERSHIP o NON-EAA MEMBER - $2200 Includes one year membership in the EAA Antique

Classic Divi sion 12 monthly issues of THE VINTAGE AIRPLANE one year memshybership in th e Experimental Aircraft Associ ati on and separate membership cards SPORT AVIATION magazine not includerl

o EAA MEMBER - $14_00 Includes one year membership in the EAA AntiqueClassic Division 12 monthly iss ues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD (Appli ca nt must be current EAA member and must give EAA membership number)

~ L ~

~ Page 5 Page 6 Page 13 3






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FOR SALE







1928 STEARMAN C3B

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by Gene Chase




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1928 STEARMAN C3B

by Gene Chase




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1928 STEARMAN C3B

by Gene Chase




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1928 STEARMAN C3B

by Gene Chase




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FOR SALE







1928 STEARMAN C3B

by Gene Chase




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FOR SALE







1928 STEARMAN C3B

by Gene Chase




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ENGINE COMPANY

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Holland M I 49423


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FOR SALE







1928 STEARMAN C3B

by Gene Chase




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FOR SALE







1928 STEARMAN C3B

by Gene Chase




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A~ o~ t14

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ENGINE COMPANY

HOLLAND MICHIGAN


Holland M I 49423


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CALENDAR OF EVENTS

































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Fallsington Pa 19054 ( 215) 295 - 4115

23



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25

FOR SALE







1928 STEARMAN C3B

by Gene Chase




26



A~ o~ t14

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1929 1930 1931 1932 1933 1929-33 Miscellany~~~







ENGINE COMPANY

HOLLAND MICHIGAN


Holland M I 49423


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CALENDAR OF EVENTS

































CLASSIFIED ADS

Aero II Plans



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Fallsington Pa 19054 ( 215) 295 - 4115

23



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25

FOR SALE







1928 STEARMAN C3B

by Gene Chase




26



A~ o~ t14

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1929 1930 1931 1932 1933 1929-33 Miscellany~~~

























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CALENDAR OF EVENTS

































CLASSIFIED ADS

Aero II Plans



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Fallsington Pa 19054 ( 215) 295 - 4115

23



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25

FOR SALE







1928 STEARMAN C3B

by Gene Chase




26



A~ o~ t14

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1929 1930 1931 1932 1933 1929-33 Miscellany~~~






























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CALENDAR OF EVENTS

































CLASSIFIED ADS

Aero II Plans



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WITH A NEW







Fallsington Pa 19054 ( 215) 295 - 4115

23



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24

3)1FT-

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25

FOR SALE







1928 STEARMAN C3B

by Gene Chase




26



A~ o~ t14

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1929 1930 1931 1932 1933 1929-33 Miscellany~~~






CALENDAR OF EVENTS

































CLASSIFIED ADS

Aero II Plans



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WITH A NEW







Fallsington Pa 19054 ( 215) 295 - 4115

23



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3)1FT-

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25

FOR SALE







1928 STEARMAN C3B

by Gene Chase




26



A~ o~ t14

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1929 1930 1931 1932 1933 1929-33 Miscellany~~~








2j






24

3)1FT-

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- ~L~ ~L~ l--- +Y~






25

FOR SALE







1928 STEARMAN C3B

by Gene Chase




26



A~ o~ t14

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1929 1930 1931 1932 1933 1929-33 Miscellany~~~






3)1FT-

leFT III

- ~L~ ~L~ l--- +Y~






25

FOR SALE







1928 STEARMAN C3B

by Gene Chase




26



A~ o~ t14

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1929 1930 1931 1932 1933 1929-33 Miscellany~~~






FOR SALE







1928 STEARMAN C3B

by Gene Chase




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1929 1930 1931 1932 1933 1929-33 Miscellany~~~








Documents

VA-Vol-8-No-7-July-1980