VA-Vol-8-No-6-June-1980

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STRAIGHT AND 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 re­laxation and fellowship. Now there is no doubt that the 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 off 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 Rod Spanier, with National Antique/Classic Chief Judge Claude Gray and AI Kelch assisting the other capable judges. Beginning in 1979 your Antique/Classic Divi­sion 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 judg­ing program.

The Florida Sport Aviation Antique & Classic As­sociation, also EAA Antique/Classic Chapter 1, hosted the new facility of an antique and classic headquar­ters 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 classic planes appeared at the event for the first time. The attendance 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 out­standing aircraft. Many thanks to both Verne jobst and jim Barton, for through their efforts many visitors

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were able to see the Spirit and Stinson for the first ti 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, prob­ably due to the high cost of aviation fuels today. Out­standing formation flying by T-6s and SNjs were high­lights and many a photographer was offered excep­tional shots of formation flights that included Warbird types not often seen flyi ng together.

The daily air shows were excellent and well or­ganized. The show time period of 1 - 3 P.M. was def­initely 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 is here. 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 tremen­dous 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 of us have already made our plans to attend the world'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 commit­teemen will be on hand to assist you. Even if for only a day, an hour or two, or the entire week, your vol­unteer 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 Matthew Worner.

Heading Aircraft Parking & Flight Line Safety will be Director 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/Classic Division . Please exercise your right to vote by com­pleting the ballot and mailing it as instructed . The candidates listed are those nominated by the nominating committee, and spaces have been pro­vided for write-in candidates of your choice. Each of­ficer and director is elected by you, the membership, to serve the Division to the best of his/her ability. By voting 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 Staff

Publisher Paul H. Poberezny

Editor Gene R. Chase

1948 Temco Swift, N23348 flown to Sun 'n Fun '80 by owners Jim and Mariann e Montague, Lake 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 assigned to those writers who submit five or more articles which are published in THE VINTAGE AIR· PLANE during the current year . Associates receive a bound volume of THE VINTAGE AIR· PLANE and a free one·year membership in the Division for their efforts. 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 r 9635 Sylv ia Ave nu e P.O. Bux 3747 PRESIDENT

Northri dge , CA 9-U14 Ma rr insv ille, VA 24112 W. BRAD THOMAS, JR.

301 DODSON MILL ROAD D ale A. Gustafson Arthur R. M o rga n

PILOT MOUNTAIN, NC 27041 7724 Shady Hill Dr ive 3744 North 51st Blvd . 919/368-2875 Home In dianapo li s, IN 46274 Mi lwau kee, W I 53216

919/368-2291 Office Richar d H . Wagner John R. Tu rgya n VICE-PRESIDENT

P.O. Box 181 1530 K u ~er Road JACK C. WINTHROP lyons, WI 53 148 Trent on , NJ 086'19

ROUTE 1, BOX 111 ALLEN, TX 75002

2141727-5649 ' AI Kelch nh W . 612 N. Madiso n Aven ue

SECRETARY Cedorburg, W I 53012

M . C. "KELLY" VIETS 7745 W. 183RD ST. Advisors STILWELL, KS 66085

John S. Copeland Sian Gomoll Gen e M orr is 913/681-2303 Home 9 Joa nn e Drive '1042 '!Oth l an e, NE 1.7 Chandelle Drive

913/782-6720 Office Westbo rough, MA 01 58t Minneap oli s, M N 55434 Hamps h ire, Il 60140

TREASURER Ro nald Fri tz Robert E. Kesel George S. Yor k

2896 Roosevelt SI. 455 Oakri dge Drive 18 1 Sloboda Ave. E. E. " BUCK" HILBERT

P.O . BOX 145 Conklin , MI 49463 Roch ester, NY 14617 Mansfield, O H 44906 UNION, IL 60180

815/923-4205

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 Hales Corners 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 aviation .

TIlt= VI~TA(3~ AII2VLA~~ OFFICIAL MAGAZINE

EAA ANTIQUE/CLASSIC DIVISION INC.

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

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

NUMBER 6JU NE 1980 VOLUME 8 (On The Cover . )953 Cessna 170B a t the 19BO Sun 'n Fun Fly-In al Lakeland, Florida. O wner is Joseph M . Szymanowicz, EAA 89563, AIC 507 ), from Erie, Pennsylvania.)

(O n The Back Cover . . A very original 1949 Lusco mbe ll A Sedan own ed by Wings of Hop e and fl own b y Cap lain Clarence H ess, Lockporl , Illinois.)

TABLE OF CONTENTS Straight and Level by Brad Thomas . . ... , .... , .. ..... , , ...... , ..... .. .. . .. , . . . . . . . 2 A/C Hot Line by Gene R. Chase, . , . . .. . . .. .. ... ... . . . . .. .. .. . . . .. ... .. ... . . .. .. .. 4 AIC News by Gene R. Chase, .. . ... . .. , .... . . " ... ... . , ... . ......... . . ... .. . , . , , , " 5 The Standard Story by Ches ter L. Peek ... .. .. . . ... .... . . , , . , . , , ...... , . . . . . . . . . .. 6 Surviva l by Ev Cassagneres .. .. . , .... , . .. , . .... " . . .. . . . " . . " . ... , .. . . . ........ . 8 1980 Sun 'N Fun EAA Fly-In by Gene Chase .. , ..... . .. ... .. , ..... ... " ........... , 11 Noti ce o f An nual Business Meeting and Election of Officers and Directors .. . .. . . ... 22 Nominees For Officers and Directors of Antique/Classic Division ... , ... . ... . ... . ... 22 Borden' s Aeroplane Posters From The 1930's by Lionel Salisbury . . , .. . . . . ....... ... 24 Yes , I Want My Aircraft Judges by Claude Gray .... ..... .. . . . , , .. , . .... . .. . ... .. .. 26 Calendar Of Events . .. . . .. , .. ... . . . ....... .... , . . . .. . . . . ... .. , . .. . . .. " .. ... . ... 27

EAA ANTIQUE/CLASSIC DIVISION MEMBERSHI,P o NON-EAA MEMBER - $22.00. Includes one year membership in the EAA Antique/

Classic Division , 12 monthly issues of THE VINTAGE AIRPLANE; one year mem­bership in the Experimental Aircraft Association and separate membership cards. SPORT AVIATION magazine not included.

o EAA MEMBER - $14.00. Includes one year membership in the EAA Antique/Classic Divi sion , 12 month ly issues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD. (Applican t must be current EAA member and must give EAA membership number.)

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Page 6 Page 8 Page 11

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Ale t1()T LI~~ Compiled by Gene R. Chase

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 in­crease general aviation user fees from $100 million to $350 million. However, the Budget Committee is going beyond this and is proposing an additional $200 million increase in fiscal year 1982, bringing the total to $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 outstand­ing contribution to aviation and space education.

The trophy will be official ly presented during the Frank G. Brewer Trophy Dinner to be held in connec­tion 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 Selec­tion Committee determines the winner of the Brewer Trophy .

President Paul is being honored for his quarter of a century of promotion of aviation education through imaginative and effective " hands on" programs such as Project Schoolflight, the various EAA and Founda­tion publications and forums at the various EAA fly­ins.

FAA PROPOSES A TCA FOR TAMPA, FLORIDA

A formal proposal has been issued by the FAA for th e es tablishment of a Group II terminal control area over Tampa . The ceiling would be 12,500 feet, which is standard for all new TCAs.

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 lity 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 flight 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 a go-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.

AEROBATIC BONANZAS

For seve ral weeks now we have been exposed to a problem with the aerobatic Bonanzas. In brief th e FAA has issued a Proposal for Rule Making that would de-certify the aerobatic Bonanza and put it in the Util­ity Category where aerobatics are prohibited. There are only 28 aerobatic Bonanzas in existence and none of them have been involved in an accident due to aerobatics. These 28 owners of th e aircraft are op­posed to this change as th ey say it would greatly de­preciate the value of these aircraft as well as remove the privilege of aerobatic flight. Th ere is also the ar­gument that if the FAA can 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. This would 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 its weather stations serving the publi c, 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 min­ute reports out to the field in much less time than before.

AD ON 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 Ex­perimental Center to study the feasibility of using un­leaded automotive fuel in small aircraft engines. This study will attempt to determine possible problems and will include experiments using a general aviation engi ne.

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A/Uews

Compiled by Cene R. Cha se

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 Associa­tion.

The "Gilzette", the chapter's newsletter is edited by AAA/EAAer AI Wheeler, who stated in a recent edito­rial, "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 An­tique Escadri ll e, is also the product of the many facets of 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 e promotion of its. individual interest 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 li sting 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 Skylark, 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 AI Wheeler at 12 Bishop Pine Lan e, EI 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 in­formation, contact NSC Fly-In Chairman, Bob Near, 2702 Butterfoot Lane, Has tings, NE 68901.

(Photo by T. /. Morstatter)

The fAA Air Museum Foundation's Laird Super Solution is looking more like an airplane each day. Th e engine cowling has since been comp leted, and the plane has passed its FAA pre-cover inspection, conducted by fAA member Ron Wojnar of th e Milwaukee CADO.

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THE

STA by Chester L. Peek

fAA #86023, AIC #1120 , 14 10 Brookdale

Norman, OK 7'3069

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When the U. S. declared war in April, 1917, it pos­sessed little military power; and almost none in the aviation area . In a desperate attempt to catch up to the 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 "Stan­dard Story" will attempt to tell the true history of this mostly forgotten airplane.

To begin, the Standard was a two place tractor bi­plane 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 1600 were 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 quan­tity except for the attempt by Curtiss to "corner the market" on training planes for the expanding Signal Corps Air Service in june, 1917. Curtiss had orders for thousands of planes and had arranged for Dayton­Wright 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,

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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 Ser­vice asked Dayton-Wright to re-design the j-N to take the readily-available Hall Scott A-7-A engine. The en­gineers 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 :

"The A-7-A was a pain in th e neck from th e first. It was a rea l vibrator! Hall-Scott was never ab le to smooth it out. Worst of all , th e critica l speeds seemed to occur just at th e rpm most used. We began to have all sorts of trou­bles' as a result of this when flying began - cracked fuel tanks, cracked radiators, broken fu el and oil lin es, etc. We never cured it. We did allevia te it by mounting th e engin e on rubber mounts and letting it shake! This re­lieved the stresses on the tanks and radiator . By using rubber oil lin es and Titeflex fuel lin es (a rmored flexible m etal hose) we managed to keep th em flying".

If the WWI production records are searched care­fully, we discover that the only Standard j-1s serially produced were powered with the Hall-Scott A-7-A 4 cylinder 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 such modifications 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 Hall­Scott.

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 shows a typical conversion to OX-5 power.

Noel Wien in his book on Alaskan aviation de­scribes many hours of bush flying in a Hisso Stan­dard, never once mentioning a control or structural problem. The Gates Flying Circus operated Standards from 1921 to 1929, hauling an estimated 500,000 pas­sengers with only one fatality. Some of the Gates Standards were even modified to haul four passen­gers 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 seat and accommodate two passengers - a 100o/c in­

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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, Ne­braska haymow. This plane was later restored by Niels Sorensen, flown to several air shows, and then re­tired 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 misconcep­tions concerning this fine old plane, and perhaps spark a renewed interest in its complete history.

Figure I TRIALS OF FLYING QUALITIES (2)

REMARKS ON 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 following 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 plan~ climbs very well, handles very easily, has

abundance of inherent stabi lity . It seems almost too easy ~to fly for an instruction ship for it nearly flies itself. Con­~sider 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 re­sults and better sa tisfaction.

Signature Wesley M. Oler, Jr. 1st. Lieut. A.S.A.

Part Part No.

Inlet Manifold A7-S3 Carburetor (Zenith or Miller)

With Gasket A7-2S Exhaust Manifold With Stack

Albatross Exhaust Stack Magnetos (Dixie With Bearing &

Cover Plate) Deco W Oil Pipe, Discharge, Manifold to

Crankcase A7-43 Oil Pipe, Return, Manifold To

Crankcase A7-42 Camshaft, Oil Feed Pipe A7-64 Oil Pressure Adjustment &

Relief Valve A7-269 Spark Plugs With Gaskets (Rajah) AS-139 Assembly, Wire Manifold, Deko V Deko V Side Water, Manifold A7-10 Water Pump Assembly Deco E Relief Cocks A7-123 Relief Cock, Tie Rod With Pins A7-77 Valve 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-242 Bolts, Propeller AS-24S

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Figure 2

Number Required 1 1

1 2

1 1

8 2 1 1 4 1 4 4 4 4 4 1 2

20 1 1 8

IIII by Ev Cassagneres

1210 Avon Boulevard Cheshire, CT 06410

PART II 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 func­tions in his honor. At the same time 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 preparation of 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. Eventu­ally 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 his wife 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 out , " You have what? " He excused himself and went out to the barn adjoin­ing 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 one of Ev Cassagnere's story ap­p ea red in the May, 198 0 iss ue of The VINTAGE AIRPLANE and is concluded in this issue.

Gene R. Chase

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 asked Lane, then busily supervising the reassembly of the " Spirit" if he would mind storing it temporarily at his own 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 in­tact in the Lane barn.

I recall that Lindbergh himself had personally cho­sen 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 like the contents of a Boy Scout's pack. Lane explained 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

Charles Lindbergh ca rri ed these survi va l items w ith him on his flight to Paris. Top is th e cloth bag w hich con­tained the items. Th e air cushion seat is at the bottom.

Ev Cassagn eres proudl y displays Lindbergh 's surv i va l equipment.

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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 im­mediately concerned that two things should never happen to the survival material. It could fall into the hands of a collector who would put an exorbitant price on it. Even worse, someone ignorantly sifting through the Lane's possessions years later could eas­ily throw it all out as the worthless leftovers of a re­tired 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 entrust~d me with the re­sponsibility. Back at my home in Cheshire, Connec­ticut, 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 re­plied 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 al­most 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 possi­ble emergency use. My emergency equipment in­clu 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 ar­tifacts, and in supplying me with photographs and other historical material for my file. They deserved to be among the first to know of " the find".

On June 9, 1978, I officially presented on the Lane 's behalf 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 l eft, O w en Clark , D irector of th e Sa n Diego Aerospace Museum accep ts spare parts from Lindbergh 's plane from Ev Cassagneres.

Th ese pieces of th e original "Spirit of SI. Louis" were do­nated to the Lindbergh Museum and Interpretati on -Center at Little Falls, Minnesota, and to th e Sa n Diego Aerospace Museum .

In September our family left the east for a five­week 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 already 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 orig­inal New York-Pari s flight the mu seum owns .

It

<: 9

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 con­cerned 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. Louis" and to a friendship with Charles Lindbergh and even­tually 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 Hamp­shire, the barn was broken into and many family trea­sures 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 building 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 chil­dren's children.

Ev Cassag neres, sea ted, p resen ts th e Lindbe rgh surviva l eq uipment to the Na tio nal Ai r and Space Museum. Stand­ing, leit to right are Ev's children , Kirste n and Bryan , Me l­vin B. Z isie in , Dep ut y Director, NASM, Ev's wiie, Eline, amI Dr. Pa ul Garber an cl Don Lopez of NASM .

1980 Sun 'n iun EBB ill]- in

by Ce ne Chase Photos by th e Author

The Florida folks did it again! This fine event spon­sored 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 those 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 made available for fly-i n operations by the clear­ing away of dense undergrowth. This last item repre­sents many, many hours of back-breaking labor by the devoted members who attend beau coup volun­teer 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 e following impressive statistics will attest :

342 Show Planes 4,000 (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, clas­sics, 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. Most 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 Cap­tain jim Barton respectively. Accompanying them on the flight from the planes ' home base at Burlington, Wi sconsin was th e Vice President of the EAA Air Museum Foundation , Dave jameson of Oshkosh , Wisconsin.

Another early arrival was the Spirit of Sf. Lou'is rep­lica 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 base in 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 accu­rate, the main difference being the Lycoming R-680-8 power 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 3V2 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 dur­ing its 1977 National Tour . Dave is contemplating fly­ing his "Spirit:' non-stop from Philadelphia to Paris next year . In addition to winning the Grand Cham­pion 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 Bob Allen 's 1940 Lockheed 12A, N25628 . This immaculate machine was parked with the show planes where it

Sonny Mensing , 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 a modern machine which he used for business, but he sold it in favor of the Lockheed.

Donald and Georgene McDonough of Palos Hills, Illinois flew their 1950 Beech B-35 Bonanza, N5186C to Lakeland and returned home with the award for the Best Restored - 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 its original interior including all the instruments.

The Ladies Choice award for an antique went to the 1928 Waco ASO, N950E owned by Ron Frank, Pierre, Michigan, and flown by Jim Kimball, Zellwood, 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 cur­

Capta in lim Barlon preflights the EAArently flying. Its power plant is a 125 hp Warner

Museum's Stinson SM-8A before flyingScarab. Owned by Harv Rand, Douglasville , Georgia ,

il on one of its many flights 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 wife have flown this beautifully restored 'Coupe through­out 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 a 50 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 Tents 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 pres iding over th e More 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. 12

--

ANTIQUES AT SUN 'N FUN

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

Best Custom - 1946 Fairchild 24 , Martin Propst, Jacksonville. FL. OU15tanciing Aircraft - 1937 Bellanca 14-9, Pau l Owen, Richmond, VA.

13

ANTIQUES - CONTINUED

Arnold N ieman, O ca la, FL and his 1940 Waco UPF- 7 which craft awa rd.

Bes t Op en Cockpit - 1936 Aeronca C-3, D ann y A raldi , Plant Cit y, FL. Bes t WW /I Era - /942 Stea rman PT-/ 7, Earle Collins, Villar , NJ.

14

Silver Age - 1929 Travel Air 0-4000, Tom Hegy, Hart fo rd, WI. Contemporary Age - 1934 Fairchild 24 -C8A, H arv Rand, Douglasville, CA.

Matt Poelking, Wa dsworth , OH and his 1936 M onocoupe 90A, w inn er of an Outs tand­ing Aircraft award. Ladies Choice - 1928 Waco ASO, Ron Frank, Zellwood, FL.

15

ANTIQUES - CONTINUED

United Air Lines Captain E. E. " Buck " Hilbert , Union, IL on the left and WW I pilot Ray Brooks from New York after fl ying th e UAL 7926 Swa llow. This aircraft received the Colden Age award.

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

Best Monoplane - 7938 Taylor-Young BF, Susan Maule, Moultrie, CA

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

16

CLASSICS AT SUN 'N FUN

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

Best Res torecl, 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.

17

CLASSICS - CONTINUED

This 1947 Luscombe 8E won two awards - Best Custom Up To 100 hp and Ladies Choice. Owned by Bill Morgan , Fair Byra, CA.

Best Restored, 101-165 hp - 1948 Piper PA-14 Family Cruiser, Randy M orrison, Thom as­ville, CA

Best of Type - 1947 Beech 35 Bonanza , Larry Church , Fl. Lauderdale, FL.

Mike Sherwood, Jacks on, MI and his Best of Type Award winning 1947 Aeronca Chief.

llAC

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18

Best of Type ­ 1953 Cessna 195, Robert Auld, North SI. Petersburg, FL. Best of Type - 1943 Piper J-3 Cub, Dirk Leeward, Ocala, FL.

Best Custom, 101-165 hp - 1954 Piper PA-22 converted to a Pacer, Phil Steiner, Rock­ville, MD. Best of Type - 1948 Ryan Navion, John R. Popps, Doraville, GA.

. '\

19

CLASSICS - CONTINUED - AND REPLICAS AT SUN 'N FUN

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

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

Grand Champion and Ladies Choice - Ryan "Spirit of SI. Louis", Dave and Steve Can­navo, Lester, PA.

Best WW /I Era - Ju87 -B2 Stuka. This 717 0 scale replica was built by Louie Langhurst, Carriere, MS and flown to Lakeland by Reg Braddock of Hammond, LA.

.......

'"..~ ~.- .... ,.. /'-20

Fred Quinn, 51. Petersburg, FL on the left, and E. M. " Mally " Laird, Boca Raton, FL. Fred is Co-Chairman of Air Operations at the Fly-In and Mally is th e designer and manufac­turer of the famous Laird aircraft of the '205 and '3 05, including th e " Solution " and " Super Solution " racing planes.

Ed Hogan , 51. Augustine, FL and his newly restored 1946 Commonwealth 185Skyranger, N92972.

These members of EAA Antique/Classic Divis ion Chapter 3 from NC, SC and VA are Randy Glenn , 51. Augustine, FL and his 1947 Luscombe 8E, N2414K. obviously enjoying themselves at Lakeland.

21

NOMINEES FOR OFFICERS AND

Notice of Annual Business Meeting and

Election of Officers and Directors

Notice is hereby given that an annual business meeting of the members of the EAA Antique/Classic Division will be held on Saturday, August 9, 1980, at 10: 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 elec­tion of offi cers and directors of the EAA Antique/ Classic Division will be conducted by ballot distrib­uted to the members along with this June issue of Th e VI N TA CE AIRPLA N E. Said ballot must be returned properly marked to the Ballot Tally Committee, EAA Antique/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 edu­cated at McCallie School , Chattanooga, Tennessee; MIT, Cambridge, Massachusetts; and High Point Col­lege. 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 British Flying Training School No.5, Clewiston, Florida with both Air Corps and RAF wings, was trans­ferred to the 7th Ferry Group, Air Transport Com­mand, Great Falls, Montana where he ferried most types of Air Corps planes, fighters up through trans­port 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 base facil 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 " Ike" make 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 owns and is restoring a Stinson 108-2. He has been a Direc­tor of EAA's Antique/Classic Division since it was originated, and is currently the Secretary. Kelly .and Edna have three children.

TM

22

DIRECTORS OF ANTIQUE/CLASSIC DIVISION '

AL KELCH Mequon, Wisconsin

Manufacturer

AI started his own company in 1950, " The Kelch Corp.", which is now a conglomerate of 5 small man­ufacturing companies in the industrial plastic field.

AI's interest in airplanes goes back to his childhood in the 1920s when he would sit on his father's lap and fly in his uncle's Jenny whenever the Jenny came to town barnstorming.

He is a lifetime member of EAA and AAA. He was president of the Wisconsin Chapter of AAA for two terms, and a director of Antique/Classic Division of EAA for three terms . He served as editor of The VIN­TAGE AIRPLANE magazine from January, 1976 until February, 1978.

He currently owns and flies a 1939 Piper J3 Cub, a 1939 Franklin Sport biplane, a 1931 Travel Air 12Q, and a 1931 American Eaglet. An American Eaglet, an E2 Cub and a Fairchild 24 are his current restoration projects.

MORTON W. LESTER Martinsville, Virginia

Builder-Developer and Real Estate Investor

Morton is President of The Lester Corporation and Vice-President of Motor Imports , Inc. He is Executive Vice-President of the Virginia Aeronautical Historical Society, and a board member of several other civic, governmental, business and humanitarian organiza­tions. Morton was soloed by his father at the age of 10 in a Piper Cub. He currently owns several pro­totype antiques such as the Davis, Low W i ng Aeronca, and Johnson Rocket. ·· His current ship is a civilian Howard DGA-15P. He also owns a rare Travel Air 6000B and a Monocoupe 110 Special. Morton is a Trustee of the EAA Air Museum Foundation, and a past chairman of the Classic Judging Team of Oshkosh. He is past president and current member of the executive committee of EAA Chapter 395 (NC, SC, and VA Antique Airplane Foundation). Morton is one of the founders of the Antique/Class ic Division and has been a Director since its inception. Morton .and his wife, Margaret, have three children.

ART MORGAN Milwaukee, Wisconsin Oster Service Division

Art Morgan began flying in 1961 and received his private license in 1962. In 1965 he went on to get his commercial rating.

He has been a member of EAA since 1962, and was parking airplanes at the EAA Conventions in Rockford, Ill inois.

Art was one of the first to start buildi ng a KR-1, and although he did not complete his project, he was in­strumental in the completion of two of the little birds .

In 1974 he and his wife , Kate , purchased a 1939 Luscombe 8-C, which he promptly rebuilt . After two years of flying the Luscombe, Art and several friends organized the American Luscombe Club.

Art has served the EAA as a museum volunteer for several years; as Classic parking chairman at Oshkosh and also as Antique/Classic parking chairman.

Art has been a Director of the Antique/Classic Divi­sion since 1978.

23

by Lionel Sa lisburyBORDEN'S AEROPLANE POSTERS EAA # 114 523, A IC # 3207 Seven Harper Ruael

Article Number 17, Poster Number 6, Series Number 2 Brampton , Ontario L6W 2W3 Ca nada

Curtiss Sparrow HawkFROM THE 1930'S

The Curtiss Sparrow Hawk must surely rate as the This poster is seventeenth in our series, that were most unique aircraft ever designed and built. originally published as a sales promotion in Canada NI:XT M O NTH - Tilt' 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 in­tended that it " land " by hooking itself back up to the airship .

24

r---------.~=== :J~ -----==:::::~ /& J.S~'" -------------1~

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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 rtiss Aeroplane and Motor Compa ny. These trim little 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 are capab le of flying over 180 miles per hour and can climb over 1/3 mile or 1800 feet per minute.

The powerplant, a 420 horsepower Wright Whirlwind engine, which is the latest Whirlwind de­velopment of Wright Aeronautical Corporation, is en­

closed with an anti-drag ring in order to further in­crease its speed . Frank Hawks used this type of en­gine in his record breaking Travel Air Mystery Ship.

Structural ly, the most outstanding feature is the metal monocoque fuse lage. This skin is fo rmed by duralumin sheet riveted together and braced inter­na ll y by duralumin bulkheads and longitudinal mem­bers. The top wing is of the gull type, fairing directly into the fuselage, thus affording the pilot exce ll ent visibility. Spars are of tubular duralumin construction, ribs are of stamped duralumin, and the wings are cov­ered 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 readily accessible.

The Navy has been experimenti ng for years with various devices for dropping and picking up airplanes from airsh ip 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 struc­ture and endeavors to thread the hook on the bar .

The U. S. S. Macon is the only airship 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 it­self.

25

YES, I WANT MY AIRCRAFT JUDGED

b y C/du(/e Gray, Chie f Judge Antique/Class ic Divi, ion

9635 Sylvia Avenue Northridge, 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 per­son 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 possibilities for a trophy 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 be­cause a little thought and preparation was not given a few week s before the fly-in .

In all categories of aircraft, whether it be Custom Built , Warbird, Antique, or Classic , the main consid­eration 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 non­authentic 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 e noticeable 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 re­placing at times . The same applies to cracked or glazed wind shields and windows . Dirty uphol stry should also be cleaned up which will add to interior appearance points. Expo sed control. cables that are corroded , dirty and oily detract very much from gen­eral appea rance and really show up when they are being judg ed.

The fir st basic thing looked for in judging is th e general app earance of th e aircraft from about 25 feet away. Is it cl ean , waxed or polished? General app ear­ance is th e highest point item on the judging form, allowing for a maximum of 20 points out of a total of 100 . Close inspection includes items such as cockpit and/or cabin , fuselag e, wings, tail surfaces, landin g

gear and engine. The engine section seems to lower the score in so many cases . We see airplanes which have been washed and polished, and appear nice, but on closer inspection will have patches on the en­gine cowl, bent , dirty and scratched baffles. Next the judges will notice d eteriorated 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 its highest deserving score. The items I have mentioned

are things that can be taken care of and which have much to do with the final score of your airplane.

Most all of us have pride of ownership, and win­ning 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 Aircraft Association '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 Kos lo n)

Jilll Younkin , Springdale, Arkansa s thrilled everyon e at Oshkosh '7') when he arrived in his immaculate Travel Air Mys tery Ship repli ca.

26

CALEN DAR OF E VENTS JUNE 7-1 4 - FORT WAYNE, INDIANA - 3rd Annual '70 Knotters"

Fly-Out and Goodwill Tour sponsored by EAA Chapter 2. For further information, please contact: Joe Dickey, 511 Terrace Lk. Road, Columbus, IN 47201. Telephone: 812 /342-6878.

JU NE 8 - TOUGHKENAMON, PENNSYLVANIA - 3rd Annual Gather­ing of the Moths at the new Garden Flying Field. For further in­formation, 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 con­tact: 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 DIFW Re­gional 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 Fly­In Air Show, Shannon Airport. For further information, please contact: Sidney L. Shannon, Jr., clo Shannon Airport, P.O. Box 109, Fredericksburg, VA 22401.

JUNE 14-15 - ORANGE COUNTY, NEW YORK - lAC Contest - Spon­sored by lAC Chapter 52 for the Sportsman and Unlimited cate­gories. 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 China­berry Court, Peachtree City, GA 30269. Telephone: 404 /487-8393.

JUNE 21-22 - JUNCTION CITY, KANSAS - 5th annual Fly-In, spon­sored 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 VAGA­BOND FLY-IN. Ansonia Airport, 80 oct. fuel. For further informa­tion, 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 Fly­In. 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

"parade of flight". For further information, please contact: Frank Goebel, Field Director, Midwest Regional Air Show, Inc., P.O. Box 71, Lockport, IL 60441.

JULY 3-6 - BOWLING GREEN, OHIO - Ercoupe Owners Club Na­tional 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: 4191 372-2640.

JULY 4-6 - ALLIANCE, OHIO - 1980 Taylorcraft Reunion, sponsored by the Taylorcraft Owners Club at Barber'S Field. For further in­formation, please contact: Allan Zollitsch, 37 Taft Avenue, Lan­caster , NY 14086. Telephone: 716/681-1675.

JULY 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" Fly­In. 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 lAC Chapter 88 for the Sportsman and Unlimited categories. For 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.

JU LY 13 - EASTON, PENNSYLVANIA - 4th Annual Aeronca Fly-In , Easton Airport. For further information, please conta ct: Jim Polles , 2151759-3713, nights and weekends.

JUL Y 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 - MIDDLEFIELD, OHIO - lAC Contest - Sponsored by lAC Chapter 34 for the Sportsman and Unlimited categories. For further information, please contact: John T. Meyers, 9089 Sky­lane 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 in­formation, please contact: Bob Near, 2702 Butterfoot Lane, Hast­ings, NE 68901. Telephone: 402/463-9309.

JULY 1~20 - LEWISTOWN , MONTANA - 3rd Annual Montana Chap­ter AAA Fly-In at Beacon Star Antique Airfield. For further informa­tion, please contact: Frank Bass, Star Route, Moore, MT 59464. Telephone: 406/538-7616.

AUGUST 1 - HARVARD, ILLINOIS - Vintage Ultralight 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 Con­vention and Sport Aviation Exhibition - the world's largest and most exciting aviation event. For further information, please con­tact: Experimental Aircraft Association (EAA), P.O. Box 229, Hales Corners, WI 53130. Telephone: 414 /425-4860.

AUGUST 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

AU GUST 17-30 - OSHKOSH, WISCONSIN - World Aerobatics '80. For the first time ever, the U. S. will host the World's Aerobatic Championships. Fourteen countries will 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, Sacra­mento, CA 95814.

BEECH AT- l l

Bombardier Nose, round windows cockpit original configuration . Hangared, good maintenance, flown regularly. Sold by sealed bid. Gifford Bull, Aerospace Engineering, Mississippi State University, Mississippi, 39762 . Phone 601 /325-3623.

Classic owners! ~{UIt.'t qu,

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Il~ INYERIO R ! All Items READY -MADE for Ea~y

DO-IT -YOURSELF INSTALLAliON

Seat Upholstery - Wall Panels Headl iners - Carpets - etc .

Ceconite Enve lopes and Dopes

Send $1.00 for Cata log and Fabrics Selection Guid e

Il~P~,!JHC. 259 - 15 Lower Morrisville Rd .

Follsington , Po. 19054 Lewis University Airport. Theme is "The Barnstorming Days of aircraft. For further information, please contact: Herb Cox, Con­ ( 215 ) 295 - 4115 Aviation". Hoping to have sufficient antique aircraft to stage a test Chairman, 812 Taylor Avenue, Mt. Vernon, IL 62864.

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