Vintage Airplane - Jun 1980

8/12/2019 Vintage Airplane - Jun 1980

http://slidepdf.com/reader/full/vintage-airplane-jun-1980 1/28



• •

STR IGHT ND LEVEL

The 1980 Sun 'n Fun it was Who could complain about the 93 " temperature on Thursday, the mid

BO s during most of the week Those cooling showers

on Friday during the passing of a front settled the

dust and brought back the comfortable feeling of re

laxation and fellowship. Now there is no doubt thatthe decision to move the Sun 'n Fun Fly-In from

january to March was a smart move that will definitely

enhance the growth of the event in the years to

come. Our hats are of f to Lyle Flagg, Leonard

McGinty and Billy Henderson for their outstanding

leadership in guiding the Sun 'n Fun organization

through its 6th annual convention .

The judging and awards were headed up by RodSpanier, with National Antique /Classic Chief Judge

Claude Gray and AI Kelch assisting the other capable

judges. Beginning in 1979 your Antique/Classic Divi

sion has been educating judges throughout the

U.S.A . by using a basic system that has proven itself

during the past years at the annual EAA International

Conventions at Oshkosh. The reception has been

outstanding and this year during the 1980 Sun 'n Fun

the system was accepted and used for the entire judg

ing program.

The Florida Sport Aviation Antique & Classic Association, also EAA Antique/Classic Chapter 1, hosted

the new facility of an antique and classic headquar

ters area for use by all enthusiasts. A welcoming

committee was on hand during the entire convention

to assist vi sitors and make their presence relaxing and

enjoyable. President Paul Hopkins of Chapter 1 is to

be commended for the effort put forth by himself

and the members to make this event so successful.

During the week, it was noted that daily attendance

exceeded that of past years. The attendance of show

aircraft was exceptional and many antique and classicplanes appeared at the event for the first time. Theattendance by the EAA Air Museum's Spirit of SI.Louis and th e Stinson SM-BA drew daily crowds who

admired the presence and daily flights of these out

standing aircraft. Many thanks to both Verne jobstand jim Barton, for through their efforts many visitors

•

were able to see the Spirit and Stinson for the firstti me.

Of interest to all were the fly-bys which included

formation flying by the EAA Air Museum's DC3 and

Martin Caidin's junkers JU-S2, sometimes spouting

the smoke oil of a simulated engine fire.

Warbird participation, although representing many

different types, was definitely lower in number, prob

ably due to the high cost of aviation fuels today. Out

standing formation flying by T-6s and SNjs were high

lights and many a photographer was offered excep

tional shots of formation flights that included Warbird

types not often seen flyi ng together.

The daily air shows were excellent and well or

ganized. The show time period of 1 - 3 P.M. was def

initely an asset to the daily planning of events. At the

conclusion of the daily air show many fly-bys were

begun and well received by the audience.

There is no doubt that the age of the ultra-light ishere. The many varied designs that were flown and

demonstrated exemplify the desire to fly an aircraft of

simplicity, economical cost and operating expense.

Sun 'n Fun 1980 was a great success. The tremen

dous efforts of the many volunteers ensure that this

event was what it was intended to be - a fly-in of

sun and fun.

Oshkosh '80 is only about two months away and

most ofus

have already made our plans to attend theworld's largest aviation event. Last year our Division

recorded over two hundred and fifty volunteers who

gave their time to make Oshkosh '79 the success it

was. We want to make the 1980 event even more successful, but without your help as a volunteer this

cannot be achieved. Our Red Barn Headquarters will

be open daily and volunteer workers are requested to

offer their services here, where manpower commit

teemen will be on hand to assist you. Even if for only

a day, an hour or two, or the entire week, your vol

unteer services are needed to make our Division activities function. Our Manpower Chairman for

Oshkosh BO is again, John (jack) Copeland. He is a

Division Advisor and will be assisted by MatthewWorner.

Heading Aircraft Parking & Flight Line Safety will beDirector Art Morgan and Advisor Bob Kesel. Division

Security will be under the able direction of David

Shaw, with Don Odell and jack Huffman assisting.

Many of you volunteers have worked with these

leaders over the past years and know the fun and

service your assistance has meant to all participating.

Those of you who will be volunteering for the first

time will thoroughly enjoy the experience with the

aid of trained volunteers who will work with you.

In the centerfold of this issue you will find a ballot

and proxy for the annual election of three Directors,

the Secretary and the President of the Antique /ClassicDivision . Please exercise your right to vote by com

pleting the ballot and mailing it as instructed . The

candidates l isted are those nominated by the

nominating committee, and spaces have been pro

vided for write-in candidates of your choice. Each of

ficer and director is elected by you, the membership,

to serve the Division to the best of his /her ability. Byvoting you will show your support of the Division and

your interest in helping to elect the officers who you

feel will best serve the membership of the Antique /Classic Division.



Editorial

taff

Publisher

Paul H. Poberezny

Editor

Gene R. Chase

1948 Temco Swift, N23348 flown to Sun n Fun 80 y

owners Jim and Marianne Montague, Lak e Elmo, MN

Associate Editors: H. Glenn Buffington , Edward D . William s, Byron(Fred) Fredericksen, Lionel Salisbury

Readers are encouraged to submit stories and photographs . Associate Editorships are assignedto those writers who submi t five or more articles which are published in THE VINTAGE AIR·PLANE during the current year . Associates receive a bound volume of THE VINTAGE AIR·

PLANE and a free one·year membership in the Division for their efforts . POLlCY·Opinions

expressed in articles are solely those of the authors . Responsibility for accuracy in reporting

rests entirely with the contributor.Directors

Claude l Gray, Ir. Mort o n W. l es te r9635 Sy lv ia Ave nu e P.O. Bux 37 47

PRESIDENTNo rthri dge , CA 9-U14 Ma rr insv ille VA 24112

W. BRAD THOMAS, JR .301 DODSON MILL ROAD

D ale A. Gustafso n Arthur R. M o rga nPILOT MOUNTAIN, NC 27041 7724 Shady Hill Drive 3744 Nor th 51st Blvd.

919/368-2875 Home In dian apo li s, IN 46274 Mi lwau kee, W I 53216

919 /368-2291 Office

R char d H . Wagner Jo hn R. Tu rgya nVICE PRESIDENT

P.O. Box 181 1530 RoadJACK C. WINTHROP lyo ns, WI 53 148 Trent on , N J 086 '19

ROUTE 1, BOX 111

ALLEN, TX 750022141727-5649 AI Kelch

nh W . 612 N. Ma d iso n Aven ueSECRETARY Cedorbur g, WI 53012

M . C. "KELLY " VIETS7745 W. 183RD ST. Advisors

ST ILWELL, KS 66085John S. Cop eland Sian Go moll Gene M orr is913 /681-2303 Hom e

9 Joa nn e Drive '1042 '!Oth l ane, NE 1.7 Cha nde ll e Dr ive913 /782-6720 Office Westb orough, MA 01 58t Minneap oli s, M N 55434 Hamp s h ire Il 60140

TREASURERRo nald Fri tz Robe rt E Kesel Geo rge S. Yor k

2896 Rooseve lt SI. 455 Oak ri dge Drive 18 1 Sloboda Ave.E. E " BUCK" HILBERT

P.O . BOX 145Conklin , MI 49463 Rochester, NY 14617 Ma nsfield, O H 44906

UNION, IL 60180815 /923-4205

THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Antique/Classic Divisi on , Inc ..

and is published monthly at Hales Corners, Wisconsin 53130. Second class Postage paid at HalesCorners Post Office, Hales Corners, Wisconsin 53130, and additional mail ing offices . Membership

rates for EAA Antique/Classic Divis ion , Inc ., are $14 .00 per 12 month period of which $10 .00 is for the

publication of THE VINTAGE AIRPLANE . Membersh ip is open to all who are interested in aviat ion.

TIlt= V I ~ T A 3 ~ A I I 2 V L A ~ ~OFFICIAL MAGAZINE

EAA ANTIQUE/CLASSIC

DIVISION INC.

of THE EXPERIMENTAL AIRCRAFT ASSOCIATIONP.O . Box 229, Hales Corners, WI 53130

Copyright " 1980 EAA Antique /Classic Division , Inc. , All Rights Reserved ,

NUMBER 6U NE 1980 VOLUME 8

(O n Th e Co ver . )953 Cess na 170B at th e 19BO Sun n Fun Fly-In al Lakeland , Florid a. O wn er is Joseph

M . Sz ymanowicz, EAA 895 63, AIC 507 ), from Eri e, Pennsylvania.)

(On Th e Back Cover . . A very o riginal 1949 Lu scombe A Sedan own ed by Wings of Hop e a nd flow n

by Cap ain Clarence H ess, Lockporl Illinois.

TABLE OF CONTENTSStraight and Level by Brad Thomas . . , , .. , , , .. .. . .. , . . . . . . . 2A/C Hot Line by Gene R. Chase, . , . . .. . . .. .. . . . . .. .. .. . . . .. .. . . .. .. .. 4

AIC News by Gene R. Chase, .. . . .. , . . " . .. . . . .. . , . , , , " 5The Standard Story by Ches ter L. Peek .. .. . . . . , , . , . , , , . . . . . . . . . .. 6

Surviva l by Ev Cassagneres .. .. . , , . .. , . " . . .. . . . " . . " . , .. . . . . 81980 Sun 'N Fun EAA Fly-In by Gene Chase .. , . .. .. , " , 11

No ti ce of An nual Business Meeting and Election of Officers and Directors .. . .. . . 22

Nominees For Officers and Directors of Antique/Classic Division , . . . 22Borden's Aeroplane Posters From The 1930's by Lionel Salisbury . . , .. . . . . 24

Yes , I Want My Air craft Judges by Claude Gray .. . . . , , .. , . . .. . .. .. 26Calendar Of Events . .. . . .. , .. . . . , . . . .. . . . . .. , . .. . . .. " .. . 27

EAA ANTIQUE/CLASSIC DIVISION MEMBERSHI,Po NON -EAA MEMBER - $22.00. In cludes one year membership in the EAA Antique/

Classic Division , 12 monthly issues of THE VINTAGE A IRPLANE; one year mem-

bership in the Experimental Aircraft Association and separate membership cards.

SPORT AV IATION magazin e not included.

o EAA MEMBER - $14.00. In cludes one year membership in the EAA Antique/ClassicDivi sion , 12 month ly issues of THE VINTAGE A IRP LANE AND MEMBERSHIP CARD.

(Applican t must be current EAA member and must give EAA membership number.)

,...• : ~ ~ . .:.: , ,'Ji/' •

~ ~ t u ~ : ~ O ~I Fuo :Q. .. .-;r-o .1:"

Page 6 Page 8 Page 11

I

3



le t1()T L ~ ~omp iled by Gene R hase

BUDGET COMMITIEE PROPOSES HIGHER

USER FEES FOR GENERAL AVIATION

The House Budget Committee wants to increase

user charges over the next two years so that general

aviation will be paying 50% of the cost of services

provided them. General aviation is currently paying

15% of these costs.In fiscal year 1981, President Carter wants to in

crease general aviation user fees from $100 million to

$350 mill ion. However, the Budget Committee isgoing beyond this and is proposing an additional $200million increase in fiscal year 1982, bringing the totalto $550 million.

PAUL POBEREZNY WINS BREWER TROPHY

Paul H . Poberezny, president and founder of the

Experimental Aircraft Association and the EAA Air

Museum Foundation, has been selected as the 1979

recipient of the Frank G. Brewer Trophy for outstand

ing contribution to aviation and space education.

The trophy will be official ly presented during the

Frank G. Brewer Trophy Dinner to be held in connec

tion with the American Society of Aerospace Education's convention on July 24, 1980 at Melbourne,

Florida . The ASAE is the aerospace education division

of the National Aeronautic Association. NAA's Selec

tion Committee determines the winner of the BrewerTrophy .

President Paul is being honored for his quarter of acentury of promotion of aviation education through

imaginative and effective hands on programs suchas Project Schoolflight, the various EAA and Founda

tion publications and forums at the various EAA flyin s.

FAA PROPOSES A TCA FOR TAMPA, FLORIDA

A formal proposal has been issued by the FAA for

th e es tablishment of a Group terminal control areaover Tampa . The ceiling would be 12,500 feet, which

is standard for all new TCA s.

TAILWHEEL AIRCRAFT ACCIDENTS

The National Transportation Safety Board ' has recommended to the FAA that pilots who f ly t.ailwheel

aircraft be checked out on their capabi ity and their

log books endorsed by a certificated flight instructor.

(One wonders how many CFI's are really competent

on tailwheel aircraft these days . The proposed rule

would not be retroactive but only apply after the rule

is adopted. The NTSB cited their reasons for this recommendation as a result of an accident to a new

Super Cub on a delivery fl ight by a pilot who had

only 5 hours in a tailwheel aircraft and no time in

type for two years. In landing at Lebanon, New

Hampshire he bounced several times , attempted ago -around and crashed killing himself and seriously

injuring his passenger. The pilot was not adequately

checked out at the factory upon taking delivery of the

new airplane. The NTSB says th e fatality record for

tailwheel airplanes is twice that of tricycle gear aircraft.

AEROBA TIC BONANZAS

For several weeks now we have been exposed to aproblem with the aerobatic Bonanzas. In brief th eFAA has issued a Proposal for Rule Making that would

de-certify the aerobatic Bonanza and put it in the Util

ity Category where aerobatics are prohibited. There

are only 28 aerobatic Bonanza s in existence and none

of them have been involved in an accident due to

aerobatics. These 28 owners of th e aircraft are op

posed to this change as th ey say it would greatly de

preciate the value of the se aircraft as well as remove

the privilege of aerobatic flight. Th ere is also the argument that if the FAA ca n do thi s to the aerobatic

Bonanzas it could do th e same for all other aerobatic

aircraft.

CONTROLLING AIR TRAFFIC DEMAND

Secretary of Transportation, Neil Goldschmidt made

a surprising statement to the effect that in the coming

years the ATC system will not be able to meet the

demand for its services and therefore demand will

have to be reduced through air space allocation. Thiswould be a very serious problem for general aviation.

WEATHER BUREAU AUTOMATION

OF FIELD OPERATIONS

Six years ago the Weather Service started to install

a sophisticated computer system for use by all of itsweather stations serving the public, not just aviation .

It was called Automation of Field System (AFOS) and

it was supposed to enable meterologists to get out

weather forecasts and reports much faster than the

existing teletype system. Unfortunately the new system has not worked and it is a year and a half behind

schedu le. It is hoped that by the end of 1981 it can be

made to work. It will not improve the accuracy of

forecasts but it will be possible to get up to the min

ute reports out to the field in much less time than

before.

AD O BELLANCA AIRCRAFT

The FAA has amended AD 47-20-1 on Bellanca 7AC,

7BCM and 11AC to increase the inspection interval

when a gascolator with a quick-drain is installed.

AUTOMOTIVE FUEL IN AIRCRAFT

The University of Michigan has been awarded a$75,529 contract by the National Aviation Facilities Ex-

perimental Center to study the feasibility of using un

leaded automotive fuel in small aircraft engines. Thisstudy will attempt to determine possible problems

and will include experiments using a general aviation

engi ne.



Uews

Compiled by Cene R Chase

SONOMA VALLEY AIRPORT . . .SPORT AVIATION HAVEN

This airport located at Sonoma, California, about 35

mil es north of San Francisco boasts much sport aviation activity, with many antique and classic aircraft

based there. It is also home of the Schellville Antique

Escadrille, a chapter of the Antique Airplane Associa

tion.

The "Gilze tte", the chapter's newsletter is edited by

AAA /EAAer AI Wheeler, who stated in a recent edito

rial, "Sometime back, your editor wrote regarding the

activities that would be covered on the pages of the

Gazette. The basic feeling still prevails, that the

Gazette, although it is an instrument of Schellville An

tique Escadrill e, is also the product of the many facetsof Sport Aviation as we see them at Schellville. The

many interfaces between our varied interests are the

basic ingredients that feed our total growth. Be it

homebuilts, replicas, classics, antiques or spam cans,each has its own role to play and each, through th epromotion of its. individual in terest adds the strength

and the momentum and the depth so necessary to

assure a bright future for the overall Sport Aviation

movement.So long as we share the same runways, partake of

the sa me food, and fly within the same airspace, so,then, shall we all be a part of the Schellvi ll e Antique

Escadrille Gazette "

A partial listing of the aircraft based at this ai rport ,either flying or under restoration , includes 2 Ryan

STAs, 2 Great Lakes, Cess na Airmaster, Beech D17S,Luscombe, Aeronca Ch ief, Piper j- 3, Marquart

Charger, Starduster Too, 3 Tiger Moths, 6 Fleets,

Cosmic Wind Li l Tony), Fairchild 21 replica, Travel

Air, Bucker jungmeister , Pitts Special, Driggs Sky lark,

5 Stearmans and 3 Cessna 195s .

The local expert on restoring and maintaining the

older aircraft is the highly respected AI Hart, who willingly shares his vast knowledge and experience to

help keep the antiques flying. For information on the

fly-in activities of this gun g- h o group, contact AIWheeler at 12 Bishop Pine Lan e, I Sobrante, CA

94803.

NEW DATES FOR STINSON FLY-IN

AT MINDEN NEBRASKA

The new dates for the Fourth Annual National Stinson Cl ub Fly-In are july 18-19-20, 1980. For more in

formation, contact NSC Fly-In Chairman, Bob Near,2702 Butterfoot Lane, Has tin gs, NE 68901.

(Photo y T / Morstatter)

The f Air Museum Foundation s Laird Super Solution

is looking more like n airplane each day. h e engine

co wlin g has since been comp leted, and the plane has

passed its FAA pre-cover inspection conducted by fmember Ron Wojnar of the Milwaukee CADO.

5



THE

ST

by Chester L Peek

f #86023, AIC #1120

, 14 10 Brookdale

Norman, OK 7 3069

" , , : ~ ~ ; ' l f 0 : : : ; ; . ; f ~ ~ : } " ~ ; c ;r _ -

When the U. S. declared war in April, 1917, it pos

sessed little military power; and almost none in the

aviation area . In a desperate attempt to catch up tothe European air forces, the government founded the

Aircraft Production Board to oversee the building of

aircraft. Training planes were of top priority and two

proven designs were already available, the Curtiss j-N

and the Standard j-1. The Curtiss "jenny" went on to

become one of the most famous planes of all time;

the Standard disappeared into oblivion. This "Stan

dard Story" will attempt to tell the true history of this

mostly forgotten airplane.

To begin, the Standard was a two place tractor bi

plane of similar dimensions to the Curtiss j-N. The

span was 43' 10", length 26' 7", height 12' 6". In

modern aviation writings it is often mis-identified as a" jenny" (see Vintage Aircraft, january , 1979, page 26).From june, 1917, until the middle of 1918, about 1600were built; half by the Standard Aircraft Company, of

Elizabeth, New jersey, others by Dayton-Wright and

Fisher Body.

The Standard might never have been built in quan

tity except for the attempt by Curtiss to "corner the

market" on training planes for the expanding SignalCorps Air Service in june, 1917. Curtiss had orders for

thousands of planes and had arranged for Day ton

Wright and GM to build the jN-4 under license.

However, it soon became apparent that although it

would be possible to build enough airframes, there

was no way to produce enough engines. Indeed,

- : ~ ~

there was a severe shortage of OX-5 engines until

May of 1918 when Willys Knight production came on

stream.To overcome this shortage of engines, the Air Ser

vice asked Dayton-Wright to re-design the j-N to takethe readily-available Hall Scott A-7-A engine. The en

gineers promptly enlisted the help of the Standard

Corporation whose j-1 model was already flying, with

the Hall Scott. But when the president of Standard

received the request, he told the Dayton people that

he had a plane already in production - they should

be building his model under license, not a Curtiss In

an unusual burst of both speed and wisdom, the Air

Service agreed and the Curtiss jN orders placed with

Dayton-Wright were changed to the Standard j-1 .

This all sounds as though it has a happy ending,

but not so While the Standard was a good airplane ,the engine was a disaster Capta i n Barnaby, who

worked as an engineer under Charles Day at Standard

writes :"T he A-7-A was a pain in th e neck from the first. It was

a rea l vibrator Hall-Sco tt was never ab le to smoo th it

out. Worst of a ll , th e cr iti cal speeds seemed to occur just

at th e rpm most used. We began to have all sorts of trou

bles as a result of this when flying began - cracked fuel

tanks, cracked radiators, broken fuel and oil lin es etc.

We never cured it. We did allevia te it by mounting th e

eng in e on rubber mounts and letting it shake This re

li eved the stresses on the tanks and rad iator . By usin g

rubber oil lin es and Titeflex fuel lin es a rmored flexible

metal hose) we managed to keep them flying".

If the WWI production records are searched care

fully, we discover that the only Standard j-1s serially

produced were powered with the Hall-ScottA-7-A 4cylinder 100 hp motor. Several docu mentary sou rces

support this . An Air Service report dated 10-18-18 describes the modification of two j-1 aircraft, one to

take an OX-5 motor and one to take a 150 hp Hispano

Suiza. This report indicates these were the first suchmodifications of the Standard. Since th e j-1 was retired from service by an Air Service directive dated

6- '18, this was obviously an attempt to utiliz e the

existing airframes by replacing the unreliable Hall

Scott.

How did the Standard fly? Most contemporary accounts describe it as an excellent machine , once the

Hall-Scott was replaced. The Air Service report shown

as Figure 1 supports this. The photo on page 7 showsa typical conversion to OX-5 power.

Noel Wien in his book on Alaskan aviation de

scribes many hours of bush flying in a Hisso Standard, never once mentioning a control or structural

problem. The Gates Flying Circus operated Standardsfrom 1921 to 1929, hauling an estimated 500,000 passengers with only one fatality. Some of the Gates

Standards were even modified to haul four passen

gers in the front cockpit.

It was this structural capacity which made

Barnstormers of the '20's prefer the Standard over the

jenny. Once they had replaced the Hall-Scott with a

Hisso or an OX-5, they could also put in a wide front

se at and accommodate two passeng ers - a o/c in6



crease in revenue! The Jenny 's narrow fuselage

would not permit this.

My association with this airplane began in 1953,

when I retrieved a Hisso Standard from a Lynch, Ne

braska haymow. This plane was later restored by Niels

Sorensen, flown to several air shows, and then re

tired to the Owl's Head Museum.

Later I acqu ired an origi nal J-l with a brand new

Hall-Scott A-7-A. This plane is now undergoing a slow

restoration; perhaps it will fly in three or four years.

Figure 2 shows the original 1917 packing list that

came in the crate with the motor.

The Standard J-l deserves more recognition than it

has rc..::eived from WW I aviation historians. I hope

this brief article will set straight certain misconcep

tions concerning this fine old plane, and perhaps

spark a renewed interest in its complete history.

Figure I TRIALS OF FLYING QUALITIES (2)

REMARKS O LANDING

Is it easy to hold the machine off the ground? Yes but

requires considerable pull.

How far does machine roll after wheels touch the

ground in a calm? About 100 yards .Does the machine show a tendency to nose over? No.

GENERAL REMARKS

How does the machine behave in the fol lowing

movements?

1. Vertical Bank: Tends to side slip slightly wants to

stay in bank.2. Tail Spin: Hard to put in spin, comes out nicely. Spins

slow to R. Faster to left.3. Dive: Normal.

4. Renversement: Does not lose altitude: tends to slip

slightly: very slow.5. Side Slip: Requires effort to hold it in slip. Cannot slip

fast.6. Loop: Perfect.

Visibility: Very good indeed except straight ahead.

Forward View: Cood. Side View: O.K. Rear View: O.K.

Location of Controls: Very comfortable for me, a six

footer. Might not be so comfortable for short pilot.

Remarks: This test was flown solo from rear seat.

The climbs very well handles very easily, has

abundance of inherent stabi lity . It seems almost too easy

fly for an instruction ship for it nearly flies itself. Con

s i e r it would be a most excellent ship for night bombing

training ship. Its large wing area, stability and strength

would permit a larger load of bombs be safer in case of

forced landings, and much easier for ordinary landings.

This pilot ran the performance test on the Curtiss night

bomber and feels the Standard J-I would give better re

sults and better sa tisfaction.

Signature

Wesley M. Oler, Jr.

1st. Lieut. A.S.A.

art

art No

Inlet Manifold A7-S3Carburetor (Zenith or Miller)

With Gasket A7-2SExhaust Manifold With Stack

Albatross

Exhaust StackMagnetos (Dixie With Bearing &

Cover Plate) Deco WOil Pipe, Discharge, Manifold to

Crankcase A7-43Oil Pipe, Return, Manifold To

Crankcase A7-42

Camshaft, Oil Feed Pipe A7-64Oil Pressure Adjustment &

Relief Valve A7-269Spark Plugs With Gaskets (Rajah) AS-139

Assembly, Wire Manifold, Deko V Deko VSide Water, Manifold A7-10

Water Pump Assembly Deco ERelief Cocks A7-123

Relief Cock, Tie Rod With Pins A7-77Valve Springs, Exhaust AS-10

Valve Spring, Inlet AS-l0

Inlet, Manifold Gaskets AS-94

Exhaust Manifold Gaskets AS-9S

Side Water Manifold Hose AS-293

Elbow, Water Pipe A7-120

Hose, For Elbow AS-163

Hos e, Clamps, Side Water Hose AS-1S0

Flange, Crankshaft AS-243

Flange, Propeller AS-242Bolts, Propeller AS-24S

Figure

Number

Required

11

12

1

1

8

211

4

14

44

4

41

220

1

18



by Ev Ca ssagn eres

1210 Avon Boulevard

Cheshire, CT 06410

RT

Photos Courtesy of lhe Author

When Lindbergh returned to the States on the

U. S S Memphis with his plane after the successful

Atlantic crossing, he was immediately deluged with

requests to appear at dinners and other public func-

t ions in his honor. At the same t ime Alfred

Guggenheim offered to finance a tour of the United

States to promote interest in commercial aviation by

demonstrating the safety and reliability of flying to

the American public. Convinced of the future of

commercial aviation, Lindbergh accepted

Guggenheim's offer. But he could find no time to

persqnally supervise the reassembly and preparationof the Spirit for the tour. So he appealed to Ken

Lane, who was Chief Engineer in charge of aircr<;lft

design for the Wright Aeronautical Corporation in

Patterson, New Jersey.I attempted to locate Mr. Lane, but he had moved

away long before I began searching for him. Eventu-

ally after nearly five years of sifting th rough every

lead I discovered he had moved from Ridgefield to

Washington, D.C., then back to New Jersey, then to

California. Finally retiring from his job with Wright as

a Patent counsel , he and his wife , Betty, moved to

Madison , New Hampshire.

On July 25, 1973 , I flew up to Madison, hopeful of

getting a clearer picture of the events behind both of

the historic flights. Lane, now 77 years old , but still in

good health, met me at the airport. Soon we were

settled into the country style living room and I began

plying him with questions on his interesting career

and association with Lindbergh .

In the course of conversation , Lane turned to hiswife and casually asked her, Say, Dear, don't we

have Lindbergh's kit bag out in the barn? Holding

myself to my chair, I blurted ou t , You have what?

He excused himself and went out to the barn adjoin-

ing the house . Soon back in the living room , he

spread the contents of the kit bag out on the floor.

I sat there gazing almost in disbelief at the assortment

of survival equipment and miscellaneous airplan e

EDITOR S NOTE: Part on e of Ev Cas sagnere s story ap-

p ea red in the Ma y , 198 0 iss ue of The VINTAGE

AIRPLANE and is concluded in thi s issue.

Gene R Ch ase

hardware he took out of a cloth bag and a cardboard

box. Up to that moment I had no idea the survival kit

was even missing from the Spirit , now housed at

the Smithsonian 's National Air and Space Museum in

Washington. And never would I have guessed the kit

would be laid away in a New Hampshire barn. Lane

quickly filled in the missing links of mystery.

Li ndbergh had decided that the kit assembled for

emergency use on the open seas would be of little

use to him in the overland U. S. tour. So he askedLane, then busily supervising the reassembly of the

Spirit if he would mind storing it temporarily at hisown home until Lindbergh returned . For some reason

Lindbergh never called for it. Eventually it was moved

with the Lane 's personal belongings to the new home

in Madison, New Hampshire where it was stowed in a

barn adjoining the house along with a box of spare

plane parts. 46 years later the small cache was still in-

tact in the Lane barn.

I recall that Lindbergh himself had personally cho-

sen and gathered the items in the survival kit while

he was waiting for the plane to be finished in San

Diego . Aviation was still in a rudimentary stage in

1927 and the equipment Lindbergh carried was much

l ike the contents of a Boy Scout's pack. Laneexplained that the cloth bag containing the survival

kit had been tied to the fu selage structure just behind

Lindbergh 's seat.

I n front of me on the floor were three cans of Army

emergency rations that included th e chocolate bars

Lindbergh detested, a ball of cord, a coil of string

with two fish hooks, one large ne edle , four red

flares, a hacksaw blade, an air cushion seat, and

matches in a waterproof contain er , along with the

cloth bag Lindbergh used to carry the items in . A

Charl es Lindbergh carri ed these surviva l it ems w ith him

on his fli ght to Paris. Top isth

e clo th bag whi ch con-tai ned the it ems. Th e a ir cushi on seat is at th e bo ttom.

Ev Cassagn eres proudly di spl ays Lindb ergh s sur v iva l

equipment.

2

8



check of the list of contents given in the original

book by Lindbergh, entitled, SPIRIT OF ST LOUIS

revealed a nu mber of larger items were gone. The

canteen, air raft, Armbruster cup, hunting knife,

flashlight and more of the unpalatable Army rations

were probably stolen from the plane by souvenir

hunters among the frenzied mass of Frenchmen who

greeted the flier's arrival in Paris.

Sitting there in the Lane's living room I was im

mediately concerned that two things should never

happen to the survival material. It could fall into the

hands of a collector who would put an exorbitantprice on it. Even worse, someone ignorantly sifting

through the Lane's possessions years later could eas

ily throw it all out as the worthless leftovers of a re

tired engineer. Convinced that the kit belonged with

the airplane that had carried it to Paris, I suggested to

Lane that it be donated to the National Air and Space

Museum. I offered to deliver it personally to see that

it arrived safely at the Museum. Both the Lane's were

pleased with the idea and e n t r u s t ~ me with the re

sponsibility. Back at my home in Cheshire, Connec

ticut, I photographed each item as a precaution. I

notified the officials of the museum of the find and of

Mr. Lane 's desire to turn it ov er to them . Then to

make sure that there could be no mistake in the matter, I wrote to Lindbergh who was living at the time

on the island of Maui in the Hawaiian Islands. He re

plied in a letter, dated January 30,1974 .

Item 6 (inflatable seat-cushion) according to my

memory is identical with the inflatable seat-cushion I

used in the 'Spirit of St. Louis' on the flights from San

Diego to Paris. All items in th is photograph are al

most certainly items that I carried on these flights. At

San Diego, I bought a bicycle inner tube and used

sections of it to protect the flares I carried for possi

ble emergency use. My emergency equipment in

clu ded the match case (waterproof), several cans of

chocolate-composition rations, a hacksaw blade, and

some fishing equipment. I chose everything with

minimum weight in mind. I am glad to hear that your

Ryan history project is progressing so well.

I also alerted the Experimental Aircraft Association

and the Antique Airplane Association. Both of these

aviation-oriented associations had members who

were also deeply involved with the preservation of

our American aviation heritage , through research,

writing , and actual restorations of early aircraft. As a

matter of fact, I felt indebted to both organizations

for help I had received in finding a number of lost ar

tifacts, and in supplying me with photographs and

other historical material for my file. They deserved to

be among thefirst

to know ofthe

find .

On June 9, 1978, I officially presented on the Lane'sbehalf the survival equipment to the National Air and

Space Museum where it will soon be on display near

the Spirit in the main lobby of the new building on

the mall.

O n th e lef t O w en Clark D irec tor of th e Sa n Di ego

Aerospace Mu seum accep ts spare parts from Lindbergh s

plane from Ev Cassagneres.

Th ese pi eces of th e origin al Spirit of SI Louis we re do

nated to the Lin dbergh Mu seum and Int erpretation -Center

at Little Fall s, Minnesota, and to th e Sa n Di ego A ero space

Mu seum .

In September our family left the east for a five

week tour of the United States. Packed in the trunk

of the little Fiat were the remaining items from the

cardboard box in Ken Lane's barn now stowed away

for their final destination .

On September 14, I presented two individual shock

cords, one AC spark plug and one piece of fairing to

the Lindbergh Museu m and Interpretation Center at

his boyhood home at Little Falls, Minnesota . The

items had alr eady been replaced or duplicated on the

Spirit before its 1927-28 tour around the country. It

had seemed to me that the museum which represented the man, Charl es Lindbergh, should have

something tangible from his triumphant trans -Atlantic

crossing. As far as I understand , the few pieces I left

that day are the only material artifacts from the orig

i nal New York-Paris flight the mu seum owns .

t

<



The San Diego Aerospace Museum, located on the

site where the Spirit was built, had suffered a tragic

fire that destroyed virtually its entire collection of air

history memorabilia. Joining the efforts of other con-

cerned donors, I presented the remainder of the

hardware to the museum on September 27, 1978.

Looking back over 22 years in which my personal

history was increasingly intertwined with the history

of American aviation, I find myself still mystified that

the chance encounter in a darkened hangar would

lead to my undertaking to write the history of the

company th.at built the legendary Spirit of 51 Louisand to a friendship with Charles Lindbergh and even-

tually to finding part of the equipment of his historic

flight in a New Hampshire barn. Incidentally, three

years after my visit to the Lane's home in New Hamp-

shire, the barn was broken into and many family trea-sures stolen while the Lane's were vacationing in

Florida. Wh ether th e survival equipment would have

been ransacked again or stolen if it had still been in

the buildin g w e can only conjecture.

But j am grateful that th e artifacts from the bygone

era are now being carefully preserved as part of the

heritage to be entrusted to our children and our chil-

dren's children.

v Cassagneres sea ted presen ts th e Lindbe rgh surviva l

equipm ent to the Na tio nal Ai r and Space Museum. Stand-

ing, lei t to right are Ev s c hil dren , Kirste n and Bryan , Me l-

vin B Z isie in , Deput y Director NASM Ev s wiie Eline

am Dr. Pa ul Garber an cl Don Lopez of NASM .



198

Sun n iunEBB ill in

by Cene Chase

otos by t e uthor

The Florida folks did it again This fine event spon

sored by the Southeast Regional EAA Fly-In, Inc., at

Lakeland, Florida was the sixth annual , week-long

sport aviation extravaganza, and a great one it was.

Formerly scheduled in january, the event was held

March 16 - 20 this year in the hopes of experiencing

better weather and the move seems to have been a

good one. The weather was great and even the brief

rain shower on Friday brought no complaints from

thos e in attendance.

More improvements were noted this year than at

any of the previous fly-ins. Most notable were the

two new steel exhibit buildings and the expanded

areas mad e available for fly-i n operations by the clear

ing away of dense undergrowth. This last item repre

sents many, many hours of back-breaking labor by

the devoted members who attend beau coup volun

teer work weekends at the site throughout the year.

Patterned after Oshkosh the event runs more

smoothly each year as experience is gained . This

helps to contribute to the growth of the fly-in as th efollowing impressive statistics will attest :

342 Show Planes4,000 (plu s) Total Aircraft

17 ,350 Total Attendance

599 Camping Units

1,350 People Camping

14,062 Total Air Operations

3,567 Air Operations On Saturday

667 Air Operations During Peak Hour

Show planes included custom builts, antiques, clas

sics, warbirds, replicas and ultralights . A total of 77

trophies were awarded to winning aircraft in these

categories. EAA members flew in from as far away as

Canada and California. Mo st of the other states were

also represented.

Among the first arrivals at Su n 'n Fun '80 were the

EAA Air Museum 's Spirit of Sf. Louis replica and the

Stinson SM-8A flown by Captain Verne jobst and Cap

tain jim Barton respectively. Accompanying them on

th e flight from the planes ' home base at Burlington,

Wi sconsin was th e Vic e President of the EAA Air

Museum Foundation , Dave jameson of Oshkosh ,Wisconsin.

Another early arrival was the Spirit of Sf. Lou'is rep

lica built by EAAers Frank Cannavo and his sons,

Dave and Steve of Lester , Pennsylvania. Dave, age 24

flew the plane non-stop to Lakeland from home basein Philadelphia in 9 hours and 50 minutes while the

oth er two traveled in the comfort of the family twin.

This replica of Lindbergh's plane is extremely accu

rate, the main difference being the Lycoming R-680-8power plant in place of the original Wright j-5. The

dimensions of the two planes are identical including

the fu el capacity of 450 gallons and oil capacity of 25

gallons.

The Cannavo replica took 3V years to build and

had about 35 hours total flight time before leaving for

Lakeland . Dave says it flies the same as EAA's replica.

He had a chance to fly the latter for a short while dur

ing its 1977 National Tour . Dave is contemplating fly

ing his "Spirit:' non-stop from Philadelphia to Parisnext year . In addition to winning the Grand Cham

pion award in the ' replica category at Sun 'n Fun, this

beautiful aircraft also captured the Ladies Choice

Trophy .Other Grand Champion award winners were:

ANTIQU E - 1937 Waco ZPF-7, N11710, jacobs L-5 285

hp, restored in 1978, owned by AI Womack, Harahan,

LA .CLASSI C - 1946 Aeronca 7AC Champ, N83607, james

W . Monsion , jackson , MI.

WARBIRD - Hawker Sea Fury, N19SF, john Williams,

Tampa, FL.

CUSTOM BUILT - Bede BD-4, N464VB, Val Bernhardt,

Ft. Lauderdale , FL.

11



ULTRALIGHT - Lazair, Dale Kramer /Peter Corley, Pt.Colborne, Ontario, Canada.

Undoubtedly there were some corporate aircraft .

flown to Sun n Fun, and rightfully so were parked

with the modern aircraft. Not so in the case of BobAllen s 1940 Lockheed 12A, N25628 . This immaculate

machine was parked with the show planes where itSonny Men sing Punta Conia,garnered the Reserve Grand Champion award.FL head:: up Airsilie Security.The cabin area is nothing less than elegant, befit

ting the plane s role as a corporate aircraft, but the

pilots' compartment is completely original including

the instruments. The plane has spent most of its life

as a business machine including 20 years based in

Houston, Texas with Humble Oil. Bob Allen lives in

Fayetteville, North Carolina and he formerly had amodern machine which he used for business, but he

sold it in favor of the Lockheed.

Donald and Georgene McDonough of Palos Hills,

Illinoi s flew their 1950 Beech B-35 Bonanza, N5186C to

Lakeland and returned home with the award for the

Best Re stored - Over 165 hp. This couple could frequently be found polishing their pride and joy, which

had only 1,308 hours total time and sti ll sported itsoriginal interior including all the in struments.

The Ladies Choice award for an antique went to the1928 Waco ASO, N950E owned by Ron Frank, Pierre,

Michigan, and f lown by Jim Kimball, Zel lwood,

Florida. This aircraft was restored by Bob White of

Zellwood and made its first flight after restoration on

10115/79, which just happened to be its 51st birthday

One of the most rare airplanes at the Fly-In was a

1934 Fairchild 24-C8A, N957V. This example was the

last of 26 built during 1933-34 and is the only one curCapta in l im Bar lon preflights the EAA

rently flying. Its power plant is a 125 hp WarnerMuseum s Stin son SM-8A before flying

Scarab. Owned by Harv Rand, Douglasville , Georgia,il on one of its many fli ghts at Sun n

it won the Contemporary Age (1933-1945) award.Fun.

One of the most widely travelled aircraft at Sun 'n

Fun was the 1936 Monocoupe 90A, Nl5427 owned by

Matt Poelking, Wadsworth, Ohio. Matt and his wifehave flown this beautifully restored 'Coupe through

out the U. S. It was the recipient of an Outstanding

Aircraft award.

Susan Maule of Moultrie, Georgia captured th e

Best Monocoupe award with her 1938 Taylor-Young

BF N21287. This aircraft left the factory powered by a50 hp Franklin , but now has a 60 hp Franklin installed.This plane was restored during the 1975-79 period .

Another Outstanding Aircraft award went to Arnold

Nieman, Ocala, Florida for his 1940 Waco UPF-7, Among th e favorite gathering places at Sun n Fun serving cookies, coffee and other goodies in the OX-5

N29368. Arnold has owned this plane for 5 years and are the QB and OX-5 Hospitality Tent s which were tent. Many aviation pioneers renew acquaintances

says it has never been restored except for recovering strategically located adjacent to each other. Early in each year at these two favorite meeting places.

which indicates it is completely original except for the week, Jim Swaney was seen pr es iding over th e Mo re of th e story about the 1980 Sun n Fun Fly-In

fabric. sign-in book in the QB tent and Jess ie Woods was is told in th e photos whi ch accompany thi s article.2



ANTIQUES T SU 'N FUN

Cra nd Champion 1937 Waco ZPF-7 AI Wom ack Harahan LA. Reserve C rand Champion 1940 Lockh eed 12A Bob Allen Fayettevill e NC.

Best Custom 19 6 Fairchild 24 M artin Propst Jacksonv il le. FL. OU15tanciing Aircraft 1937 Bellanca 14 9 Paul Owen Richmond VA.

3



ANTIQUES - CONTINUED

Arnold N ieman O ca la FL and his 1940 Waco UPF- 7 wh ich

craft awa rd.

Bes t Open Coc kpit - 936 Aeronca C 3 D ann y A raldi Plant Cit y FL. Bes t WW /I Era - 942 Stea rm an PT / 7 Earle Co llins Villar NJ

4



Sil ver Age 1929 Travel A ir 0-4000 Tom Hegy Hartfo rd WI. Cont emporary Age 1934 Fairchild 24 -C8A Harv Rand Douglasvil le CA

Matt Po elking Wa dswo rth OH and his 1936 Monocoupe 90A w inn er of an Ou tand

ing Aircraft awa rd. Lad ies Choice 1928 Waco ASO Ron Frank Zell wood FL.

5



ANTIQUES - CONTINUED

United Air Lines Captain E. E. Buck Hilbert, Union IL on the left and I pilot Ray

Brooks from New York after fl ying the UAL 79 6 Swa llow. This aircraft received theColden Age awa rd.

7929 Commancl-Aire 5C3 N925E, Joe Araleli, Plantation FL.

Best Monoplane 7938 Tay lor-Young BF Susan Maule Moultrie, CA

1944 Beechcraft 0 17S Staggerwing, N7 1E Bob White, Ze llw ood FL.

6



CLASSICS T SU 'N FUN

.I

=--.... -: -

. ..

:

.

p

Grand Champion - 1946 Aeronca 7AC Champ james W. Monsion jackson MI.

Best Res tor ecl Over 165 hp - 1950 Beech B-35 Bonanza Donald and Georgene

McDonough Palos Hills IL.

Best of Type - 1950 Mooney M 18C 55 Mite Charles S. Walters Plantation FL.

Best of Type - 1948 Stinson 108-3 Station Wagon, james W Ealy Roswell GA.

7







CLASSICS - CONTINUED - AND REPLICAS AT SUN N FUN

Best Restored Up To 100 hp - Aeronca TAC Champ, Bill Bond, Miami, FL

Best I Era - Fokker Triplane, John Shively, Port Charlotte, FL

Grand Champion and Ladies Choice - Ryan Spirit of SI Louis , Dave and Steve Can

navo, Lester, PA.

Best /I Era - Ju87 -B2 Stuka. This 717 0 scale replica was built by Louie Langhurst,

Carriere, MS and flown to Lakeland by eg Braddock of Hammond, LA.

' . . ~

-2



Fred Quinn 51. Petersburg, FL on the left, and E M. Mally Laird, Boca Raton, FL. Fredis Co-Chairman of Air Operations at the Fly-In and Mally is th e designer and manufac

turer of the famous Laird aircraft of the 205 and 3 05, including the Solution and

Super Solution racing planes.Ed Hogan , 51. Augustine , FL and his newly restored 1946 ommonwea lth 185Skyranger

N92972.

These members of EAA Antique/Classic Divis ion Chapter 3 from NC SC and V areRandy Glenn 51 Augustine, FL and his 1947 Lu scombe 8E N2414K. obviously enjoying themse lves at Lakeland.

2



NOMINEES FOR OFFICERS AND

Notice of nnual Business Meeting

and

Election of Officers and Directors

Notice is he r eby given that an annual business

meeting of the members of the EAA Antique /Classic

Division will be held on Saturday, August 9 1980, at10 :30 A.M. (Central Daylight Time) at the 28th Annual

Convention of the Experimental Aircraft Association,

Inc., Wittman Field, Oshkosh , Wisconsin .Notice is hereby further given that the annual elec

tion of offi cers and directors of the EAA Antique /

Classic Division will be conducted by ballot distrib

uted to the members along with this June issue of

Th e VINTA CE IRPLANE Said ballot must be returned

properly marked to the Ballot Tally Committee, EAAAntique/Classic Division, Box 229, Hales Corners,

Wisconsin 53130, and received no later than August 1

1980.

Morton W. Lester, Chairman

Nominating Committee

M. C. Kelly Viets, Secretary

EAA Antique /Classic Division

w. BRAD THOMAS, JR.

Pilot Mountain, North Carolina

Manufacturer

Born in High Point, North Carolina, Brad was edu

cated at McCallie School , Chattanooga, Tennessee ;MIT, Cambridge, Massachusetts; and High Point Col

lege. His flying career began at the age of 16 when he

soloed and obtained his private license in 1938. The

advent of World War II encouraged his erjlistment in

the Army Air Corps as a pilot. He graduated from

Brit ish Flying Training School No.5 Clewiston,

Florida with both Air Corps and RAF wings, was transferred to the 7th Ferry Group, Air Transport Com

mand, Great Falls, Montana where he ferried most

types of Air Corps planes, fighters up through trans

port C-54' s.Today he holds a commercial license with single

and multi-engine land, and instrument ratings, and

remains actively flying with his Gyrocopter and VW

powered Scamp , both built by him, a Mooney for

travel, and a D17R Staggerwing. He is Pres ident of

EAA Antique Chapter 3 and a member of their executive committee. He is currently the incumbent President of the Antique /Classic Division. Brad and his

wife, Ferne, have five children, of which one is an active pilot.

M. C. "KELLY" VIETS

Stilwell, Kansas

Consulting Engineer, Self-Employed

Kelly entered the consulting engineer field in 1938

and spent World War II designing airports and basefacil ities for the U. S. government. He started his own

firm, Viets 'Consulting Engineers, in 1954. He is a registered professional engineer and holds membership

in numerous professional societies . Kelly spent a lot

of his younger days around Kansas City Municipal

and Fairfax airports, seeing Benny Howard's Ikemake its first flights, the Travel Air Mystery Ship on

the way to Cleveland, all the early airliners, etc. He

started flight instruction in 1938 in a 55 hp Porterfield

and finally got his ticket on the G.1. Bill in 1946. Kelly

and his wife, Edna, own an Ercoupe. Kelly also ownsand is restoring a Stinson 108-2. He has been a Direc

tor of EAA's Antique /Classic Division since it wasoriginated, and is currently the Secretary. Kelly .andEdna have three children.

TM

22





by Lionel Sa lisbur yBORDEN S EROPL NE POSTERSEAA 114523 A IC 3207

Seven Harper RuaelArticle Number 17, Poster Number 6 Series Number 2 Brampton , Ontario L6W 2W3

a nada

Curtiss Sparrow Haw kROM THE 1930 S

The Curtiss Sparrow Hawk must surely rate as the This poster is seventeenth in our serie s that were

most unique aircraft ever designed and built originally published as a sales promotion in Canada NI:XT M ONTH - Ti l t Faircilii<I-IS

This plane was designed to be released from the for a ca nned dairy product

underside of an airborne Navy airship It was also in-

tended that it land by hooking itself back up to the

airship .

4

- - - - - - - - - . ~ = = = : J ~ = = : : : : : ~



/ J . S ~ '

' 25 - •

. . . . ~

CUIlISI If MIOW

SMALLEST FIGHTERS IN THE WORLD BUILT

FOR THE U. S. NAVY AIRSHIP "MACON"

Six Curtiss "Sparrow-Hawks" known technically as

the U. S. Navy F9C 2 f ighters have been delivered to

Naval Air Station, Lakehu rst, New Jersey, by Cu rtissAeroplane and Motor Compa ny. These trim l i t t le

fighters, built to Navy specifications, will be housed

in a hangar built inside the hull of the giant airship .

These Sparrow Hawk defenders are only 19 feet long,

and have a wing span of 25 feet 6 inches. They arecapab le of flying over 180 miles per hour and canclimb over 1/3 mile or 1800 feet per minute.

The powerplant, a 420 horsepower Wright

Whirlwind engine, which is the latest Whirlwind de-ve lopment of Wright Aeronautical Corporation, is en-

closed with an anti-drag ring in order to further in

crease its speed . Frank Hawks used this type of en-gine in his record breaking Travel Air Mystery Ship.

Structural ly, the most outstanding feature is the

metal monocoque fuse lage. This skin is fo rm ed by

duralumin sheet riveted together and braced inter

nally by duralumin bulkheads and longitudinal mem

bers. The top wing is of the gull type, fairing directly

into the fuselage, thus afford in g the pilot exce ll ent

visibility. Spars are of tubular duralumin construction,

ribs are of stamped duralumin, and the wings are cov-ered with fabric. Tail surfaces are metal covered and

faired into the fuselage. The tail wheel is of fu ll swivel

type. Th e landi ng gear is of th e si ngle stru t type

with spats over the wheels which are equipped with

brakes. Part of the oute r sections of the spats is

cut out in order to make the entire wheel assembly

readilyaccessible.

The Navy has been experimenti ng for years with

various devices for dropping and picking up airplanes

from airsh p s. In the U . S. S. Macon the gear for

hooking on, hoisting and releasing planes consists of

a lattice-work structure extending below the keel of

the airship and carrying at its lower end a bar which

engages an overhead hook on the airplane. The pilot

maneuvers his plane from below and ·abaft this struc

ture and endeavors to thread the hook on the bar .The U. S. S. Macon is the only air ship in the world

which carries airplanes inside her hull. These Curtiss

"Sparrow-Hawks" in addition to military duties, can

be used to carry personnel to the ground in order to

maintain direct persona l communication with land

forces without necessitating stopping of the airship it-self.

5

YES, I WANT MY AIRCRAFT gear and engine. The engine section seems to lower are things that can be taken care of and which have



JUDGED

b y C/du /e Gray, Chie f JudgeAntique/ lass ic Divi, ion

96 5Sylvia AvenueNorthridg e, CA 91324

When you mark thi s square on the registration

form upon arriving at the fly-in, had you given this

question any thought before leaving home? l:he per

son tryi ng for Grand Champion has been working on

his aircraft or maintaining it with this in mind at all

times and it is obvjous when he taxis in at the fly-in .

There are many other possibilit ies for a t rophy

other than Grand Champion or Reserve Grand

Champion. These include Champion, Runner Up, and

Outstanding in Type or Category. A number of good

quality airplanes miss out on some of these only be

cause a little thought and preparation was not given a

few week s be fore the fly-in .In all categories of aircraft, whether it be Custom

Built , Warbird, Antique, or Classic , the main consid

eration in judging, following items of safety, is the

quality of workmanship and general appearance .These are th e items that give you th e plus points. In

judging Antiques , Classics and Warbirds, the non

authentic it ems are those which receive negative

points.

If you have added or built into your restoration

some non-authentic items, you can overcome some

of th e penalty points by extra work and care on the

plus sid e in appearan ce and neatness. Some of th enoticeable things that show up in judging are ru sty or

dirty nu ts and bolts , and other basic hardware. Som e

of thes e, even from a safety standpoi nt , are worth re

placing at times . The same applies to cracked orglazed wind shields and windows . Dirty uphol stry

should also be cleaned up which will add to interior

appearance points. Exp osed control. cables that are

corroded , dirty and oily detract very much from gen

eral app ea rance and really show up when they are

being judged.

The fir st basic thing looked for in judging is th egeneral app earance of th e aircraft from about 25 fe etaway. Is it cl ean , waxed or polished? G eneral app ear

ance is th e highest point item on the judging form,

allowing for a maximum of 20 points out of a total of

1 Clo se insp ection includes items such as cockpit

and /or cabin , fuselage, wings, tail surfaces, landin g

the score in so many ca ses . We see airplanes which

have been washed and polished, and appear nice,

but on closer inspection will have patches on the en

gine cowl, bent , dirty and scratched baffles. Next the

judges will notice deteriorated hoses, which should

have been replaced before leaving home. Cylinders

will have paint chipped off and the engine could use

a good wash down. Here again, nuts and bolts that

are rusty should not be too difficult to replace.

Upon arriving at the fly-in, the person interested in

winning a trophy will usually start cleaning off the enroute oil, dirt, and bugs. Also, the cockpit or cabin

has had the charts, lunch bags, pillows and so forth

put back in their proper places. It is difficult to judge

an interior if one can 't see it because of the above

mentioned items.

In ou r ju dgi ng we wish to give every ai rcraft itshighest deserving score. The items I have mentioned

much to do with the final score of your airplane.Most all of us have pride of ownership, and win

ning a trophy with our planes is part of the reward.

The extra care described above has two other

bonuses in you r favor. A well maintained aircraft is a

safer aircraft and also, its value is enhanced by better

appearance and condition.

I might emphasize again, the above mentioned

suggestions will apply more at fly-ins such as

Oshkosh, Tullahoma, Sun 'n Fun, or any local EAA

fly-in that uses and follows the Experimental AircraftAssociation 's standards for judging.

A publication has been prepared entitled, Rules

Objectives - Standards For Judging , and is available

from the Experimental Aircraft Association, P. O. Box

229, Hales Corners, WI 53130, for 1 .30 post paid.

This guidebook is for aircraft builders, restorers and

judges and should be in everyone's library.

P hOlO b y Ted Koslon

Jilll Younkin , Springdale, Ark ansas thrill ed eve ryon e atOshko sh '7') when he arr ived in his immac ulate TravelAir Mystery Ship replica.

26

parade of flight . For further information, please contact: Frank AU GUS T 17-30 - OSHKOSH, WISCONSIN - World Aerobatics '80.



CALENDAR

OF VENTS

JUNE 7-1 4 - FORT WAYNE, INDIANA - 3rd Annual '70 Knotters

Fly-Out and Goodwill Tour sponsored by EAA Chapter 2. Forfurther information, please contact: Joe Dickey, 511 Terrace Lk.

Road, Columbus, IN 47201. Telephone: 812 /342-6878.

JU NE 8 - TOUGHKENAMON, PENNSYLVANIA - 3rd Annual Gather

ing of the Moths at the new Garden Flying Field. For further in

formation, please contact: Gerry Schwam, 8116 Old York Road,

Elkins Park, PA 19117. Telephone: 215/635-7000.

JUNE 11-16 - TULLAHOMA, TENNESSEE - 1980 StaggerwinglTravel

Air International Convention. For further information, please con

tact: Staggerwing Museum Foundation, Box 550, Tullahoma, TN

37388.

JUNE 13-15 - DENTON, TEXAS - Texas Chapter AAA Southwest

Regional Fly-In, at the Municipal Airport, 25 miles N of DI FW Re

gional Airport, outside the TCA. For further information, please

contact: Jane McCracken, RR 4, Box 16B, Roanoke, TX 76262.

Telephone: 817 /430-0163.

JUNE 14-15 - FREDERICKSBURG, VIRGINIA - Antique Aircraft Fly

In Air Show, Shannon Airport. For further information, please

contact: Sidney L. Shannon, Jr., lo Shannon Airport, P.O. Box

109, Fredericksburg, VA 22401.

JUNE 14-15 - ORANGE COUNTY, NEW YORK - lAC Contest - Spon

sored by lAC Chapter 52 for the Sportsman and Unlimited cate

gories. For further information , please contact: Daniel Heligoin,

Mudry Aviation, Ltd., Dutchess County Airport, Wappingers Falls,

NY 12590. Telephone: 914/462-5009.

JUNE 20-22 - JAFFREY NEW HAMPSHIRE - lAC Contest - Sponsored

by lAC Chapter 35 for the Sportsman and Advanced categories.For further information, please contact: Ward Bryant, Proctor

Road, Jaffrey, NJ 03452. Telephone: 603 /532-6090.

JUNE 20-22 - ATLANTA, GEORGIA - lAC Contest - Sponsored by

lAC Chapter 3 for the Sportsman and Unlimited categories. For

further information, please contact: Collins Bomar, 105 China

berry Court, Peachtree City, GA 30269. Telephone: 404 /487-8393.

JUNE 21-22 - JUNCTION CITY, KANSAS - 5th annual Fly-In, spon

sored by the Flinthills Flyers (AAA) at the Municipal Airport. For

further information, please contact: F. H. Air Service, 319 West

Sixth Street, Junction City, KS 66441.

JUNE 21-22 - ANSONIA, CONNECTICUT - 2nd Annual PIPER VAGA

BOND FLY-IN. Ansonia Airport, 80 oct. fuel. For further informa

tion, please contact: Jim Jenkins , 569 Moose Hill Road, Monroe,

CT 06468. Telephone: 2031261-5586.

JUNE 22 - HOMESTEAD AFB, FLORIDA - Annual general aviation

fly-in. For further information, please contact: Maj. Charles

Bukoski, 31st TFW (DOAM), Homestead AFB , FL 33039. Telephone:

305 /257-7752.

JUNE 27-29 - OAKDALE, CALIFORNIA - lAC Contest - Sponsored

by lAC Chapter 38 for the Sportsman and Unlimited categories.

For further information, please contact: John Barnes, 24036 South

Frederick, Ripon, CA 95366. Telephone: 209/599-3216.

JUNE 27-29 - HAMILTON, OHIO - 20th Annual Waco Reunion Fly

In. For further information, please contact: Ray Brandly, 7000

Hill Avenue, Hamilton, OH 45015. Telephone: 513/868-0084 .

JUNE 28-29 - ROMEOVILLE, ILLINOIS - EAA Chapters 15 86 are

co-sponsoring the 20th Annual Midwest Regional Air Show at the

Goebel, Field Director, Midwest Regional Air Show, Inc., P.O.

Box 71, Lockport, IL 60441.JULY 3-6 - BOWLING GREEN, OHIO - Ercoupe Owners Club Na

tional 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. Telephone: 4 91

372-2640.

JULY 4-6 - ALLIANCE, OHIO - 1980 Taylorcraft Reunion, sponsored

by the Taylorcraft Owners Club at Barber'S Field. For further in

formation, please contact: Allan Zollitsch, 37 Taft Avenue, Lan

caster, NY 14086. Telephone: 716/681-1675.

JU LY 4-6 - COUNCIL BLUFFS, IOWA - lAC Contest - Sponsored

by lAC Chapter 80 for the Sportsman and Unlimited categories.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 the Sportsman category only. For further

information, please contact: Robert Austin, 701 Fagan Springs

Drive, Huntsville, AL 35801. Telephone: 205 /534-8146 .

JULY 4-6 - GAINESVILLE, GEORGIA - 13th Annual Cracker Fly

In. AAA North Georgia Chapter. For further information, please

contact: Jim Clarkson, 1649 Avon Avenue, Tucker, GA 30084.

JU LY 11-13 - OWOSSO, MICHIGAN - lAC Contest - Sponsored by


further information, please contact: David E McKenzie, 21141

H. C. L. Jackson, Grosse Ille, MI 48138. Telephone: 313 /671-1837.

JU LY 12 - TECUMSEH, MICHIGAN - Meyers OTW Reunion - Back

to Factory. For further information, please contact: Dick Martin,

Rt. 3, Aerodrome Road, Green Bay, WI 54301 or Harold Losser,

415 Eighth Street Place, Des Moines, IA 50313.

JULY 13 - EASTON, PENNSYLVANIA - 4th Annual Aeronca Fly-In ,

Easton Airport. For further information, please conta ct: Jim Polles ,

2151759-3713 nights and weekends.

JULY 17-20 - OTTOWA, KANSAS - lAC Contest - Sponsored by lAC

Chapter 15 for the Sportsman and Unlimited categories. For further

information, please contact: Patricia G. Brown, 10614 West 108

Terrace, Overland Park, KS 66210. Telephone: 913 /492-7581.

JULY 18-20 - MIDDLEF IELD, OHIO - lAC Contest - Sponsored by


further information, please contact: John T. Meyers, 9089 Sky

lane Drive, Wadsworth, OH 44281. Telephone: 216 /336-7479.

JU LY 18-20 - MINDEN, NEBRASKA - The National Stinson Club

Fourth Annual Fly-In will be held at Pioneer Field. For further in

formation, please contact: Bob Near, 2702 Butterfoot Lane, Hast

ings, NE 68901. Telephone: 402 /463-9309.

JULY - L EW IS TO WN MONTANA - 3rd Annual Montana Chap

ter AAA Fly-In at Beacon Star Antique Airfield. For further information, please contact: Frank Bass, Star Route, Moore, MT 59464.

Telephone: 4 6 /538-7616.

AUGUST 1 - HARVARD, ILLINOIS - Vintage Ultral ight Fly-In at

Dacy Airport. 1941 or earlier, 60 hp or less. To conclude with a

group flight to Oshkosh 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 Con

vention and Sport Aviation Exhibition - the world's largest and

most exciting aviation event. For further information, please con

tact: Experimental Aircraft Association (EAA), P.O. Box 229, Hales

Corners, WI 53130. Telephone: 414 /425-4860.

AUG UST 10-16 - FOND DU LAC. WISCONS IN - The International

Aerobatic Club's annual aerobatic competition. Biggest field anywhere for an aerobatic contest plus greatest variety of aerobatic

For the first time ever, the U. S. will host the World's Aerobatic

Championships. Fourteen countries wil l participate. Don't miss

this historic event. For further information, please contact: World

Aerobatics '80, P.O. 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, Sac ramento, CA 95814.

BEECH AT l l

Bombardier Nose, round windows cockpit original

configuration . Hangared, good maintenance, f lown

regularly. Sold by sealed bid. Gifford Bull, Aerospace

Engineering, Mississippi State University, Mississippi,

39762 . Phone 601 /325-3623.

Classic owners

~ { U I t . t qu

OGDRESS

~( \ ~ ~ I")

lxf \ : Jf\jT UP

WITH A NEWI l ~ INYERIO R All tem s READY M DE for

DO-IT-YOURSELF INST LL liON

Seat Upholstery - Wall Panels

Headl iners - Carpets - etc .

Ceconite Enve lopes and Dopes

Send 1.00 for Cata og and Fabrics Selection Guide~ P ~ , J H C .259 - 15 Lower Morrisville Rd .

Follsington , Po. 19054Lewis University Airport. Theme is The Barnstorming Days of aircraft. For further information, please contact: Herb Cox, Con (215 ) 29 5 - 4115Aviation . Hoping to have sufficient antique aircraft to stage a test Chairman, 812 Taylor Avenue, Mt. Vernon, IL 62864.

27



(

.,

"

.1

•,r

.

.,4 .

."

.

t·

-

,

:\

,

.

.

!

"

,

Documents

Vintage Airplane - Jun 1980