vintage airplane - apr 1980

8/12/2019 Vintage Airplane - Apr 1980

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STR IGHT ND LEVEL

With 1980 w e begin a new decade of anxiety, suspense, intrigue, politi ca l events, world crises , inflation and sport aviation. Where are we hea ded? Wh atare our proj ec tions and how will we acco mplish ourobjectives? Of course we do not attempt to be aprophet, but we can pl an and adjust to the man yface ts that will affect our sport aviation for the nextten yea rs.Let us look first at th e area termed gen eral aviationthat includ es the activiti es of sport aviation. Corporateflying has continued to grow through necessity andhas its own status. As airline deregulation bega n, manyco rporate executiv es found th emselves unabl e totrav el via airlines to many of th e cities previouslyserved. Granted , the formation of new feeder lin eshas taken up some of this slack, but more often th annot, the schedules are not compatible with thos e ofth e busy executive.Th e singl e engine and light twin business aircraftth en enters th e pictur e. Many are located at hub airport s in the fringe areas of our larger citi es, whil eothers are based at man y smaller airports and runby a fixed base operation consisting of from one employ ee up through several. Many of th ese airportsare home base for sport aviation enthusiasts, privateair craft as well as some corporate operations. Without th em , basica lly we could not exist or operateeffectively; but look what is fa c ing th ese faciliti estoday .Fu el is beco ming less and less available in man yareas. The pr i ces are climbing upward by lea ps andbounds, resulting in student pilot starts bec omin gfew er in numb er. It is not a pr etty picture we arepainting but th e problems will be so lved. We Americans have always solved our basic problems with expertise and th e drive and knowl edge to formulate andplan an approach that is e ffective.First, we have to have fu el . Without it we do notfly, whether it be for business or pleasure. Thi s isa hard fact that apparently many do not want to accept. With no fuel th ere is no reason to manufac tur enew aircraft, no need for FAA personnel to be employed to operate our co mpli ca ted air traffic control

system, and so on down th e lin e. It is doubtful th atth ese c ircumstances would actually come to pass but th ey could if w e do not take affirmative actionat once.Paul Poberezny has accepted th e chairmanship ofth e General Aviation Energy Co uncil (d etail s in th eMar ch 80 issue of SPORT AVIA TlON Th e need forsuch a group i s obviou s and th ey are meeting fr equ entl y and objectively to formul ate an approach toth e fu el probl ems wh i ch apparently are of little co ncern to many. Without fu el we do not oper ate our aircraft and it has becom e obvious to many that a singleall purpose fu el must be dev e lop ed which will becompatible with ALL engines wh ether th ey be automobile, tru ck, aircraft or whatever. There is no doubtthat within th e 1980 d ecade a single fuel will be developed for all users of gasoline.As we know , EAA had previously tak en th e initi ativ e by running its own tes ts by using auto gas in ce r-tain types of aircraft. The results were p os itive. Th eEAA Air Mus eum Foundation has b een granted fund salong with matching funds from th e Ai rcraft Ownersand Pilots Association Foundati on to beg in resea rchtoward adapting auto fu el to aircraft use . This proj ec thas been started and th e res ul t s will be forthcomingat th e completion of th e tes t. Th e initiative has bee ntak en by our EAA and w e should be pr oud to be apart of it. EAA and its Divisions are not only a groupof homebuilders for hobby flyin g, but rath er a clos e lyknit group of dedicated enthu siasts who see th e immed iate need s of general aviation and are taking th einitiativ e to deve lop and pursue ac tively, not only th ecause but th e so lution .

With th e cos t and availability of fu el being a prominent factor that governs our spor t flyin g habits, wemu st co nsider the effective us e of our available flying tim e for th e next few years. Specifi cally, our antiqu e and classic aircraft are a basic category of spo rtfl yin g. Our class ics ca n generally be used more oftenand frequently for tran sportation , wh ereas most ofour antiques are limited to shorter travel distances.

Of co urse, one of our prim ary purposes is to beable to fly our aircraft to ily-ins in th e area where we

base our aircraft. Undoubtedly, if the cos ts and nonavailability o f fuel co ntinues to ri se, we may eventually be able to plan only to attend our annual In ternational Convention at Os hk osh. In order to make o urEAA Fly-Ins successful , co nsid ering these co ndition s,we for esee th e value of EAA Regional Fly-Ins, an exampl e being th e creation in 1979 o f th e fir st Region alEAA Fly-In at Tullahoma, Tennessee.

An import ant part of our Divi sion s purpos e is th erestoration and maint enance of antiqu e and classicaircraft. What a thrill we had during Oshkosh 79when we first saw th e Stinson M odel A Trimotor ofGene Coppock, and th e replica s such as Jim Younkin s Travel Air Mystery Ship, and the Gee Bee Mo d elZ of Bill Turn er. In th e near future th e Laird SuperSolution, be ing co mp leted by th e EAA Air MuseumFoundation will be ready. Many other pr o jec ts arein res toration shops throughout th e U .S.A. and oth ercountries.

During th e nex t ten yea rs it is apparent that ifcoming generations are to see and enjoy th e antiqueaircraft of yes ter day, we restorers will hav e to continu e the ambitious construction of repli cas of th esefabulous ea rl y aircraft. Only a few originals rem ain ,mo stly in mu se ums and many of th ese are not serviceable nor permitt ed to be ex hibit ed or flown at specialevents. Th e grea t desires and ambitions typical ofsome of our members, are the driving forces whi chres ult in th e crea tion of th ese rep li cas for all to enjoy.Our prediction is that many of our early type aircraftwill appea r in th e replica ca tego ry during th e 80 s.Eve n th ough we have painted a rath er dej ec tedpicture for th e 80 s, we firmly believe th at th e ambit ion and desire, dedi ca t ion and expertise amongEAAe rs and in particular our Antique /Class ic Division membership, will co ntinu e to prop el us towardour goa ls.


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ditorialtaff

PublisherPaul H. PobereznyEditorGene R. Chase

Photo by Ted Kos ton)Si Meek s replica Star Cavalier in the traffic pattern at, Osh kosh '79

Associate Editors: H. Glenn Buffington, Edward D. Williams, Byron(Fred) Fredericksen, Lionel SalisburyReaders are encouraged to submit stories and photographs. Associate Editorships are assignedto those writers who submit five or more articles which are published in THE VINTAGE AIR-PLANE during the current year. Associates receive a bound volume of THE VINTAGE AIR-PLANE and a free one-year membership in the Division for their efforts . POLICY-Opinionsexpressed in articles are solely those of the authors . Responsibility for accuracy in reportingrests entirely with the contributor.

DirectorsClaude L. Gray, Jr. Morton W. Les terPRESIDENT' W. BRAD THOMAS, JR.

9635 Sylvia AvenueNorthridge, CA 91324 P.O, Box 3747Martinsville, VA 2411 2301 DODSON MILL ROADPILOT MOUNTAIN, NC 27041 Dale A. Gustafson7724 Shady Hill Drive Arthur R. Mor ga n919/368-2875 Home

919/368-2291 OfficeIndianap oli s, IN 46274 3744 North 51s t Blvd.Milwaukee, WI 53216

VICE PRESIDENTJACK C. WINTHROPRi chard H. WagnerP.O. Box 181Lyons, WI 531 48 John R. Turgyan1530 Ku ser RoadROUTE 1, BOX 111 Trenton, NJ 08619AllEN, TX 75002

2141727-5649 AI Kelch66 W. 622 N. Madi son AvenueSECRETARY Cedarburg, WI 53012M. C. "KEllY" VIETSAdvisors7745 W . 183RD ST.STilWEll, KS 66085 John S Copeland Stan Gomoll Gene Morris913/681-2303 Home 9 Joa nn e Drive 1042 90th Lan e, NE 27 Chandelle Drive913/782-6720 Office Westborough, MA 01581 M i n n e a D Q l j ~ 1 MN 55434 Hamp shire , IL 60140

TREASURER Ronald Fritz Robert E Kesel George S. YorkE. E. " BUCK" HILBERT 1989 Wil son, NW 455 Oakridge Drive 181 Sloboda Ave.P.O. BOX 145 Grand Rapid s, MI 4950 4 Rochester, NY 14617 Mansfield, OH 44 906UNION, IL 60180815/923-4205THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Antique/Classic Division , Inc. ,and is published monthly at Hales Corners , Wisconsin 53130. Second class Postage paid at HalesCorners Post Office, Hales Corners , Wisconsin 53130, and additional mailing offices. Membershiprates for EAA Antique/Classic Division , Inc " are $14.00 per 12 month period of which $10 .00 is for thepublication of THE VINTAGE AIRPLANE. Membership is open to ali who are interested in aviation.

T t ~ V I ~ T A t ~ A I l ? V L A ~ ~OFFICIAL MAGAZINEEAA ANTIQUE/CLASSIC

DIVISION INC.of THE EXPERIMENTAL AIRCRAFT ASSOCIATION

P.O. Box 229, Hales Corners, WI 53130o p y r i g h t 1980 EAA Antique/Classic Division, Inc., All Rights Reserved :

APRIL 198 VOLUME 8 NUMBER 4(On The Cover . .. Phil Coulson flies his Waco INF over the Michigan cou ntryside .On The Back Cover . . . Rare and beautiful Curtiss A-22 Falcon owned by Richard Durand, Albuquerque,

New Mexico. Photo by Ted Koston.)

TABLE OF CONTENTSStraight and Level by Brad Thomas .. .. . . . . . . .. , . , , , , . , , .. , .. . .. .. . . . . . . .. . , , . , .. 2A/C Hot l ine by Gene Chase , . . . . . . . . . . . . . . . . . . . . . . . . , . . " .. , ,............ . 4The Restoration Of Waco INF, NC644Y by Thomas A. Gray, Ph.D.. . . . . . .. , .. ,. .. 5Matty laird Honored By Embry-Riddle by Robert G. Elliott . .. . . . . . . . . . . . . , .. , , . , . " 8Claude Flagg, Pilot/Engineer by Ted Businger .. . . .. , . . .. , .. , , . " .. .. . . . . . . . " .. ,. 9The Roy Russell Collection by George Hardie, Jr. , . . . . . . . . . .. . . . . .. . '., . , . . . . 14Who Brings The Royal Mail? by lionel Salisbury .. . . . . . . . . . .. , . , , . , , . , .. . . . . . . . . . . . 16How To Build The " longster" by les long. , . , , , , . , , , , . . . . . . . . . . . .. . .. . . . . . . . . , , " 20Borden 's Aeroplane Posters From The 1930's by lionel Salisbury , .. " .. . . . . . . . . . . . . 24letters . . . . . .. . .. .. . .. .. . . .. . . . . . . . . , , , . , , , , . , .. , . . . . . . . . . . . . . . . . . . . . , .. , . , , '. , .. 26Calendar Of Events .. , , , . . . . . . , . . . . . . . . . . . . . . . . .. .. , . , , . , .. .. .. .. .. . .. . .. . . . . . .. 27

EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIPo NON-EAA MEMBER - $22.00. Includes one year membership in the EAA Antique/Classic Division, 12 monthly issues of THE VINTAGE AIRPLANE; one year mem

bership in the Experimental Aircraft Association and separate membership cards.SPORT AVIATION magazine not included .o EAA MEMBER - $14.00. Includes one year membership in the EAA Antique /ClassicDivision , 12 monthly issues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD.(Applicant must be current EAA member and must give EAA membership number.)

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TRUST FUND INCRE SES Afe Il()Tby Gene ChaseAVIATION FUEL SUPPLIES

As mentioned in recent repo rts, th e fire and explosion at the Phillip s Petroleum Refinery at BorgerTexas has seriously di srupted the supply of aviationgasoline. Th e middle and southw est stat es are par-ticularly affected. It will take about 6 month s to ge tthe refinery back in full produ c tion so gasoline sto ckswill be parti cularly low during th e height of the recreational flying season, spring and ea rl y summer.

GASOHOLOne of the arguments used against increased useof gasohol is that it takes mor e energy to pr od uc e a

gallon of alcohol than the alcohol will give out whenit is consumed. The customary method of pr od ucingalcohol is to prepare a mash and then distill th e mashto get alcohol. Both processes requir e heat .

At the Ames Laborator y at Iowa State Universitytwo scientists have claimed a breakthrough in theeconomic production of alcohol. Instead of a seconddistillation process the alcohol is extracted from th emash without heat by absorbing th e alcohol with asilica based substance . Th e alcohol can then bemoved from the silica and the latter recycled for addi-tional use. The developers of this process claim thatalcohol ca n be produced at greatly reduced cos ts. Ifthese claims are accurate this could be a big boostfor more gasohol production within th e reasonablynear future .

TTENTION LL SQUARE T ILMODEL LUSCOMBE OWNERSPrevious word about th e AD calling for th e in

spection and possible replacem ent of th e front finattach fitting implied that only the round tail mo d elswer e affected. THIS IS NOT SO. Read th e followingletter sent to us by Rob ert Strohecker EAA # 59403:

QU RTER BILLION DOllARS IN ONE MONTHIn December 1979, the Airport and Airways Trust

Fund grew 243.7 million bringing the fund total to4.78 billion at year's end . Expenses during Decemberwere 85.1 mill ion; includin g 59.3 million in air-port grants 18.4 million in facilities and equipmentand 7.4 million for research and development. FAAAdministrator Langhorne Bond recently admitted toCongress that the great difference between fund in -come and Administration spe nding is creating a distrust between FAA and user groups.

L ~ ~

Mr. RObert StrOhecker817 Campbell Drive January 30, 1980Grand Forks, NO 582 1Dear Mr. StrOhecker:

Th;, ;, ;n 'e 'pon'e 10 You, leite, of Deee 'be, 23eonee'nong Ihe f'onl ' e ' lk . , .b; ' ;ze, .It'eh OWnon You, [u'Co 'be 8E '; 'pl.ne, gA;'WO h;ne D;'eer;'e lAD) 79-25'05 w ; ued10 c. fo, 'epel;r;'e ;n,pect;on 'nd, i f neee y, 'epl.ee 'enl of Ihe f'ont On .It'eh 'enl OWng Ie. ,'ng) PIN ,'8444 0 , '8453 on Ihe MOdel 8 'e ' ;e, [uC O ' b ~ ' ' 'p l 'ne You, ' ; 'PI 'ne h d;ffe'enl On'nd f n .It'eh 'e 'bly, 0 we e enelo';ng fo,You, ;nfo'''' ' ';on, Ihe P I, e o P'ge wh;eh' ap,gP ently ,, ply 1 You, ;'PI.ne , We h e h.d 'epO'I,of Ihe Iwo d'ffe'enl Iype f'onl fin Olt;ng, on bOlhIhe 'ound 1 , 'nd Ihe 'qu e 1 ;1 'odel, of Ihe [ueO 'be, ' 0 we had 10 ' .ke Ihe AD 'PPly 10 Ihe WhOle

MOdel 8 [u,eo 'be 'e ' ;e You h e ''';,f'cto,l/yeO 'pl'ed W lh Ihe AD on dele'''';n;ng Ih You do nOIh e Ihe e''''ng, PN', 28444 0 28453, ;n You, ' ; 'pl . ,We hope Ih .n'We You, qUe,r;on f We ySinCerely, nebe of .ny fU he, help, ple e c. u, 4041763'7407,keith I. BlytheChief, Eng;nee ';ng 'nd M'nUf'elu,;ngranch

FAA - SOuthern RegionAtlanta, GA 30320

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8Hlorutl0

Phil and Ruth Coulson reliving Sport Avi ation of th e '30s.

Even in its noseless state, with its engine spreadout over several workbenches, the old biplane inthe repair hangar at Marks Field in Lawton, Michiganlooked good. It had the unmistakable look of distinction that good design and quality construction

g i ~ any machine . Even to the people who had notseen biplanes before (except those that masqueradedin films as Spads and Sopwith Camels of World War Ifame) the plane communicated something of its identity as a classic aircraft.

To those well-versed in aviation history the leandesign of the biplane being overhauled in HaroldOwens' shop was unmistakably a Waco , the namethat dominated the world of flying for a quarter of acentury. It set standards of design and workmanshipagainst which all other aircraft were judged . Few observers would have been able to identify the model,and to grasp the final significance of the three-placeopen-cockpit ship bearing NC644Y. When Phil Coulson, EAA #71350, AIC #572, of Lawton , Michigandropped in one day in 1965 to visit his friend Haroldand saw the plane, he instantly knew what it was andwhat it meant in the history of American aviation.The five-cylinder Kinner with its five-ported star-swirlshaped front collector ring propped up against a bench

Stor y and Ph otosb y Th omas A Gray, Ph.D.756 12 Worden StreetKalamazoo, MI 49004

told him that the ship was an INF model, one of a veryfew still around in flying condition.

And right then Phil knew that it was the plane thathe had always wanted to own. That ' s mine, hethought, but I can't buy it now. There before hiseyes at last was a tangible form to fit the images thathad flown through his night and day dreams for twentyyears . Ever since his young boyhood, when his fatherwould identify any aircraft passing over their farm asa Waco , Phil had wanted to fly and own a Waco.

Fueling his desire through his early boyhood andteenage years were the 1j1 urs he spent after schooland on weekends, hanging around the local airports,a fascinated spectator for every activity , including hisbrother's flight lessons. The climax to those years ofanticipation came at last in 1946 when he had his firstflight, in a Fairchild PT-23, with a veteran pilot-mechanicnamed Horace Sackett.

After that, with the first thrill of flight still tinglingin the seat of his pants . Phil became an inveterate

airport bum , absorbing the lore of aircraft , of flying, and of Waco airplanes.

It was at the air show put on by Art Davis at thelocal airport one day in 1948 that Phil remembers making his first positive identification of a Waco . In theshow, Davis was flying a Waco ATO Taperwing , notedthen, and now, as the first production plane in theUnited States capable of performing an outside loop.

More fuel for young Philip's dreams.Every day he was becoming more expert at distinguishing among various makes and models of airplanes . But for Phil, the term airplane and Wacowere still synonymous.

He had wanted to fly for a long time, but now thatwasn't all. Now he knew that he wanted to fly one ofthose strong , fast, highly maneuverable and gracefulbiplanes like Art Davis ' Waco .Sixteen years were to pass before he could comeclose to realizing his dream , but in 1962 Phil was atlast able to start a foundation for it by beginning flying lessons. The next year he soloed in a Piper )-5.But the soon-mastered )-5's, and the Taylorcraft andthe Piper Tri-Pacer, into which he subsequently put5


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early morning flighl, uth gu ards th ethrott le whil e Phil swings the prop \ ), _

many hours aloft, were only way-station s to the Wacogoal. And that explains both Phil 's excitement overfinding NC644Y at Marks Fi eld and hi s di sappointm entand frustration at th e owner s refu sa l to se ll it then.But he had at least managed to meet th e owner,Bob Be l ler, of Marshall , Michigan. Ov er th e nex tthree years, Phil kept tra ck of NC644Y through th egrapevine. And he put in mor e hard work towardsth e dream of owning the Waco. So that when, in 1969,he hea rd that Bob Beller had put the plane up forsale, Phil was ready to talk to him with mo ney in hi shan d.O n a clear fall day he fl ew with Owen Marks andHaro ld Owen in Marks Tri-Pacer to Marshall , cameto term s with Mr. Bell er; and, with Harold observingfrom the rear coc kpit , Phil fl ew hi s Waco home througha beautiful September af tern oo n to Marks Field inLawt on.

The 125 ho rses of th e 38-yea r-old Kinn er engin ethrummed alo ng thr ough the clear li ght of a beautifulautumn afternoo n reliab ly and responsively . The tripwas uneventful except for the landing , in which Phil,co mpl etely unf amiliar with th e rap id decelera tion o fbiplanes, dropped her in when he still had about tenfeet of altitude.Flyable th e o ld ship ce rtainl y was; th ough it wasalso far from certifi abl e in her present co ndition. Itwas an ex tr aord in ary find , far indeed from so me ofth e basket cases th at so many antiqu e buffs haveto start with. The airframe would have to be co mpletely recov ered. Th at was obvious. No n e of th efabri c would pass punch tes tin g.But eve n with nea rl y fo rt y years o f use in severaldifferent climates and despite hav in g been stored forten years, 1949 to 1959, in a vacant chi cke n ho u se,NC644Y seemed remarkably well-preserved. Res tor a-tion , Phil th ought , would be a relatively simple mat

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ter of applying new fabric and refinishing it - something that he co uld do at ho me in his garage.

But afte r remo vin g the wings, putt ing the shipund er cove r in the garage, and stripping off th e fabri c, Phil discovered th at making th e Waco airworth ywould be a co nsiderably bigger and longer job thanhe had anticipated. Checki ng over th e stripped airframe, he had found rust damage in the rudder post ;and further close insp ec tion and punch tes ting of th elow er longero ns at one-inch int ervals revea led additional rust damage in th e tubing. Though , li k e everyo th er Waco eve r pr od uced, thi s INF had undergo neth e usual factory ru stpr oo fing in which all tubing hadhad ho t linseed oil run through it after it was welded,th e yea rs of use and stor age in various climates, andoccasional exposur e to the elements, had given rusta head start on th e airframe. Much of th e original tubing would hav e to be cut out and repla ced and thatwou ld requ ir e both sp ec ial equ ipment and exp ertwelding skill sBut in the meantime, Phil did what he co u ld inthe ga ra ge, so that by 1972 he had in hi s spare hoursman aged to di sassembl e the airplane completely andstrip it s fini sh do wn to th e bar e metal, a necessaryfirst step for major airframe repa irs

With th e INF res toration proj ect mushroo ming intosome thing a lot bigger than hi s garag e co uld co ntain and demanding th e high es t m ec hani ca l skills,Phil began co nsultin g with Horace Sackett, a pilot ,mechani c, air craft designer and builder. H e was alsothe man who had given Phil hi s first plan e ride backin '1946 H av in g served as a flight-line crew chi ef inth e U.S. Army Air Corps , and th en as a full time aircraf t m echani c afte r leav in g th e military at th e endof Wo rld War II , Sackett had gained a rep ut ation asone of th e region s b es t and most reli ab le air craf tmec hani cs. Sin ce 1949 he had opera ted a repair shop

beside hi s 1300 foot airs trip near Brandywine Lakein Gob les, Michigan.

If something ve ry fi ne and valu able needs repair,yo u look for an eq uall y fi ne repairman. So, whenPhil had accomp li shed as mu ch of the work as h eco uld by hi m sel f at h ome, he loaded th e Waco sstripped fuselage , wings , eng i ne, lan d in g gear andot her loos e parts onto a trailer and towed them overto Sackett ' s shop for th e next phase of the restorat ion project. Waco I NF NC644Y , that had he ld to ge th er so well for so long, w as temporarily, a n ea rbasket case as it waited for repair and reassem bl y.After Sackett cut out all th e ru st damage d segments o f th e longerons and w e lded in replacements,he and Phil went on to renew th e wo od formers ofth e fuselage, and res toring th e wing rib curvatur ethat had bee n warped by fabric shrinkage. They installed new coc kpit co wlings; made new windshieldsfrom original W aco patterns; and faired in th e landing gear struts. Inspec tion of th e gear had revealedthat th e axles were deeply burl ed by th eir orig inalstraight roller-b earings , so the INF got a new set ofaxles as well.Fr o m th e Fall of 1972, when NC644Y went into th eshop , Phil worked on it virtually eve ryon e of th e threeday weekends that hi s job then p ermitted. Phil wasfortunate in ano ther way. His wi fe, Ruth , had beenfrom th e first, ex tr emely tolerant of th e tim e andspirit that h e put into thi s second lov e of hi s She wasalso grea t at forgiving the ho u sehold space that th eplane monop o liz ed during the first month s of th erebuild. So, in addition to the direct help of Horaceand ot her friends, Phil could co unt on enormou s indirect h elp fr om Ruth .Th ough Horace suffered an onslaught of arthritis,and had to devote so me att ention to other in spec tionwork or repair jobs , he was able to work on the Wacoalmost co ntinu ously . After he had fini shed the repairs to the airframe, he was always present in th erole of chi ef sup erv is o r, guiding spirit and in sp ec tor.

In th e Fall of 1974 , th e Wa co was cl ea rly showingth e hours that had be en expend ed on it. Its Kinn er125 had had a major overhaul in 1964, and was pr esumably in good shap e. The final coa t of dop e on th enew fabric signaled co mpl eti o n of the work. Sittingth ere in th e shop, th e INF look ed as if it had ju stflown in from th e factory .A few days later , wh en they fired up th e Kinn er,it ca ught promptl y and revved smoo thl y. After a las tse ri es of met icul ous inspections, Horace signed th eship o ff, officially ce rtifying it airworthy.Th ere it was. The dream at la st. Tangible and flyable . Nothing left to do , but go prove how tan gib l e


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and flyable it was.Sackett's ink on the certificate was still very freshon that October day that Phil had cho sen for the te stflight. H e had w anted to do it by himse lf, with justHorace there and nobody else.Phil 's brother had wanted to see th e test flight.Phil sa id , No . Ruth wanted to be there. Th e answerwas , No . Ju st himself and the Wa co, with Horaceobserving, that was the way he wanted it.

But Phil should have broad cas t hi s preference ,or made it a lot stronger, be ca use wh en he arrivedat th e strip on the day for the test , all those who eitherhadn ' t h ea rd of his wish to do it solo, or hadn ' t obeyedif th ey had heard , had staged an impro mptu fly-in.Many of th e people were friend s who had had a handin th e restoration. They' d li n ed their planes up inan aeronauti ca l honor guard flanking both side s ofthe small lak es ide strip.

Th e ir well-wishing presen ce brought good luck.The res to red shi p 's performance in running up , takeoff, and climb-out was perfect. Th e on ly flaw was aslight win g h eaviness that b eca me no ti ceabl e as Philc ircl ed the strip , buzzed it , and touched down. Philrelat es that was hi s only anxiety. So m e of th eseWaco's ge t a little owly on roll-out , and I was worriedabout making it straight into th e cor rid or created byth e planes parked up and dow n th e runway, Philre m embe rs; but dropping in so f tl y and smoothl yproved no problem at all, and wh en he climed down

FOOTNOTEManufactured in the Sp ring of 1931 (4116 131) in Troy,

Ohio and bearing Waco Serial 3382, NC644Y is one ofonl y seven INF models now in existence, out of the original46 turned out by the Waco A ir craft Company. Besideshis own , Phil knows of two other INF s currently licensedand flying; one in Texas and one in Canada. A third one,in Nebraska , is now being restored.His knowledge of his own plane s history of owner-ship is incomplete, but he knows that the fir st owner wasPaul Garde of 734 East 17th Street, San Francisco, Ca li -fornia , who purchased the ship from Mayse Air Se rvi ceof Tucson, Arizona for $4,460.00. The second ownerwas Marshall A. Woos ter, of 504 South Bonnie Brae, LosAngeles; and the third was Ai rcraft Associates, Inc., ofLong Beach, California. Besides these the plane has hadowners, all unknown to Phil in Ohio West Virginia andCo lorado.For other Waco lovers, the fo ll owing INF specifica-tions may be of in terest:

from the cockpit , it was nice to be able to shake handswith all hi s friends, and to pose with them for thenews photographer.As soo n as they co uld , Phil and Horace rolled theWaco back into the shop to correct th e wing heavin ess. By wa shing out th e left wing slightly, theyeasi ly e l iminated th e problem , and Phil found himself with a highly responsive, yet stabl e aircraft thatca n be f lown hands off at pra cti ca l ly any thrott lesetting . By th e time they co mp leted th e ad ju stmentsand the re tes ting , the Mi chigan open- cockpit flyingseason was ending. It was Spring , 1975 before Philcould give Ruth her first flight in the rebuilt Waco.He had tak en her up just after h e'd brought the planeh o me from Marshall with it s weathered fabric, butno w , with th e original strength and lin es res tored ,and a g lossy new o rang e and blu e finish, the exci tement of flying in a vintage ai rcraft was renewed andtransformed for both of th em .

Fly-ins, in which they had regularly participatedever sin ce Phil had obtained his li cense, also becamea new kind of experi ence . Th e early morning flightsthey'd made in the )-5, the Taylorcraft, and the TriPacer had always been mu ch mor e th an ju st m er e trave rses of distance and now they took o n an eve n ri chersign ifi ca n ce. These days, with Ruth manning the throttle an< l Phil swi ngin g the lo ng metal prop of th e Kin ner, they begin passage into ano th er time, where theyenjoy a freedom not accessible to most of us

WACO INF , NC644Y3-p lace, open cockpit land biplanePower: Kinn er B5, 125 hpTop Speed: 105 mphCru ise Speed: 90 mphLanding Speed : 41 mphLanding Run : 265 ft. (no braking)Climb: 950 ft., first minuteSe rvi ce Ce iling : 14 ,000 ft.Fuel Co nsumption : 8 ga l . per h ourFuel Ca pacity : 32 gal.O il Ca pacity: 3 gal.Leng th, Overall: 20 ft. , 9Y in.H eight: 8 ft., 9 in.Span: 29 ft., 6 in.Landin g Gear Tread : 72 in.Empty Weight: 1167 Ib sGross Weight: 1938 Ib sPrice : $4,450.00Co lor: Vermilion or In sig nia BlueSilv er wings and tail sur faces

Their 1931 Waco INF biplane comp letely res tored andin mint condition, owners Phil and Ruth Coulson enj oyan entirel y new dimension in sport flying.
http:///reader/full/4,460.00http:///reader/full/4,450.00http:///reader/full/4,460.00http:///reader/full/4,450.00


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MATTY LAIRD HONORE BYEMBRY-RIDDLE

by Robert C ElliottEA A # 85145, AIC # 32961227 Oakwood AvenueDay tona Beach, FL 32014

A ll Photographs Courtesy of Robert C Elli ott,Daytona Beach, Florida - FSAACA

At their December 15, 1979 com mencement exercises, Embry-Riddle Aeronautical University honoredE M . Matty Laird, EAA #10118 , for his pioneeringwork in the development of outstanding aircraft during th e 1920's and 30's .

Matty was the second aviation pioneer to have hisname inscribed on the Eagles of Aviation trophy,Max Conrad havi ng been the first.

Before th e assembled graduating class and manyfriends from the Florida Sport Aviation, Antique andClassic Association , Matty was presented the trophyby Rob ert L Han sen , Reg ional Manager of EasternAirlines, Daytona Beach , Florida .

Matty and Elsie w ere guests of Embry-Riddle before th e ceremony at th e beachside Presid ent s residence in Ormond Beach.

The perman ent trophy will remain at Embry-Riddle ,whil e a smaller engraved copy now occupies a placeof honor in the Laird home at Boca Raton, Florida.

Matty accepts th e app lause of Hansen and the graduat es,moments after having been presented the trophy.

FSAACA friends pose with the Lairds shortly after th eawards ce remony . Left to right are Ed Escallon , John andJudy Shinn , Pat Q uinn, Lyle Flagg, Robert L. Hansen, Mattyand Elsie Laird, Fred Quinn , Mrs. Frank Balcar, Bil lyHenderson , Betty Jones, Don and Donna Morris and FrankBalcar.


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e \a.ude. 'ila.!Pilot

~ I l l i J l C. C laude Flagg, fAA 19904

Photo from Ray Cocking Collection)

EDITOR'S NOTE: When author Ted Businger lived inCalifornia, before moving recently to Missouri, hehad the opportunity to meet Mr. C. Claude Flagg andhis wife, Dorothy. A close friendship developed andTed was to learn that Claude Flagg had a colorful andnoteworthy career in aviation. Flagg was one of thosequiet achievers whose accomplishments have beenpartially documented over the years in various publi-cations, but never summarized. The following accountis the first installment of a two part documentary pre-sented by Ted. - Gene Chase

The initial contact with Claude Flagg was intendedsolely to document the various racing planes he hadbuilt. As the discussion progressed it became evi-dent that there was a great deal more to this man 'slist of accomplishments which had never been recorded, and should have been. Flagg had an EAAattitude in the late 1920's.Let us meet the gentleman, then proceed to hiswork . Claude was a small man in both stature andweight; a giant in mental process with a keen, per-ceptive ability to get to the root of a problem with-out fanfare. He was also very kind, and gentle to allof us who knew him. There were those who causedmental anguish by taking credit for his work , yetnot once did he complain or even mention the fact .Friend, Ray Cocking said it best, He could explainthe most complicated theories so that even I couldunderstand them.

His introduction to fl ight came in 1920 with hisentry into the U. S Air Service with an assignmentto McCook Field , Dayton , Ohio as part of the enginetest section. He was in intimate contact with most ofthe pioneers of aviation, and working with all of theleading exponents of powerplant design. He was im-pressed with the theories and reasoning used to 'resolve the complex issues of that era . He made life-

by Ted Businger fAA 93833, AIC 2333)Rt 2, Box 2 70i l low Springs, MO 65793

\ue.e.tlong friends with Walter Barling and jimmy jamieson ,two men we will hear about later . Late in 1923, Flaggwas reassigned to Kelly Field, Texas for advancedflight training, completing his tour of military dutyin 1926 as an instructor.

The next eight years were difficult times for allaviation businesses. All employers in the industrywere hard pressed to meet even the meager payrollsinvolved . Factory backlogs of two to twelve ships wereall that existed . The best selling products were thosemade by Travel Air, Waco and Eaglerock, who had tocompete with the glut of war surplus jennies, Cannucks and Standards. The lesser known builders hadto lure potential customers away from the leaders byproviding some feature or gimmick to catch theeye long enough to loosen the purse strings. The greatLindbergh boom soon fizzled out, aided in no smallpart by the great depression starting in November,1929. Against this backdrop, Claude made his entryinto the world of commercial aviation .

In the year 1926, American Eagle, under the abledirection of Ed Porterfield, was doing reasonably welland looking forward to improving its position in theaviation world. The Flagg family journeyed to KansasCity with high hopes, and Claude was doing his shareof getting the Eagles out of their nest.

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In time, Flagg sold Mr. Porterfield on the idea ofproducing a ship much smaller in size, with a lowerhorsepower engine . The design was completed andsome assembly work had commenced by that day inMay, 1927, when Charles Lindbergh made his epicflight. The spiralling backlog of orders due to thisevent , forced the shelving of this new project. t wasto surface at a later date in modified form to be marketed as the Flyabout . Another lifelong friendshipevolved he re between Flagg and the company testpilot , Danny Fowlie , a dynamo in the air and no slouchon the ground.At this time Flagg thought that he could producea superior air c raft to those currently on the market. He formed the Flaggship Company , in December,1927, by the pr evailing method at that tim e of completing a design and then securing finan cial backing.This usually meant selling the machine (and aviation)to non-flying , but well-to-do people.

The prototype Flaggship was a three-place openbiplane with a we lded tube fuselage with double sparwings . Wing span was 29' with a 60 chord, resultingin 290 sq . ft. of area . Length was 21 ' , empty weight1135 Ibs., gross weight 1825 Ibs., power was a 90 hpCurtiss OX-5. Top speed 97 mph, landing speed approximately 40 mph. The upper wing teatured an aeromarine 2-A airfoil, while the lower was a Clark Y .This mixed airfoil set-up gave the same results wenow get with wash-out .

Everything should have been smooth sailing except that the backers were in complete dissensionover the marketing methods to be used. October ,1928 marked the end of Claude 's contract period, sothe plant was closed due to the old axiom of toomany cooks . The one and only Flaggship was inKeokuk , Iowa as late as 1955.

The Flagg family made a trek to Joliet, Illinois tostart a new organization called LaSalle Aircraft Com

pany . This time only two backers were soli cited, topreclude a repetition of the Flaggship fias co . This design was a high wing , closed cabin job with side-byside seating for two people and titled LaSalle Coupe .The powerplant could be either a 55 hp Velie, or aLeBlond. Five airframes were completed when astuteMr. Alexander , the group banker , noticed the signsof the country 's impending financial crisis. The shipswere hurriedly sold at a near cost figure and the plantclosed in October , 1929. One month later, the depression began .

The American Cirrus Derby was announced inlate 1929, to promote the sale of American Cirrus engines over the venerable and plentiful OX-5's andHispano-Suiza 's that were war surplus and could bebought for extremely low prices. The lengthy entrylist was a formidable array of the most talented designers and pilots on the American scene.

hoto y Claude Flagg)Th e prototype l aggship built in 79 7 and powered witha Curti ss X 5

1

(Photo from loseph luptner Collection)


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Claud e Flaggs LaSa ll e Coupe featured side by side sea t-ing for two and choi ce of Velie or Le lond for po wer.Five of th ese machin es were built in Joliet, Illinois.

Charles Snyder of Lockport, Il l inois contractedwith Flagg to build a mount that would primarily bea single-place sportster , but was also to be competitive in the grueling derby. The race deadlin e posed aproblem to the builder and many long day s were required to be ready on time . The little speedster waspainted light yellow and dubbed Pretor en Parvo( little leader ) by Mr. Snyder. Flight tests were morethan satisfying to both men.

The sportster / racer shared hangar space with aWaco, whose owner was repainting his ship. A brokenextension light started a fire that destroyed both theWaco and the hangar. Little Leader wa s quicklypushed to safety, but was badly singed along the rightside. The lengthy time for repair s eliminated th e shipfrom the Ci rrus race.Mr. Snyder , like many others, was in poor financial straits, so the ship was sold to Clyde Butz . Mr .Butz replaced th e Cirrus with a Menasco Pirate .Th e inverted engine also allowed shorter landing gearleg s. Butz used it as a sport plan e for many years, occasionally racing her when the spirit moved him .

The Flagg family 's next move was to Lomax , illinois with Claude bei ng the fa c tory manager for Orville Hickman and his Air-King organization (see Or ville Hickman by AI Kelch in December, 1977 TheVINTAGE A IRPLANE . A reassoc iation with Jimmi e Jamieson, who was the company test pilot took so m e of th esting out of the depression-shortened li fe of AirKing . Claude and Orville built a racer around the Cirru s engine. Th e plane was acquired in th e sa le of AirKing. It wa s flown by Dave Bi shop as th e Chilleen-

Fitton Special (see Chicago 's Maverick Air Ra cerby Truman Weaver in SPORT AVIATION, September,1976).A new job awa ited Flagg in Marshall , Mi ssour i , withth e Nicholas-B eazley Airplan e Company . Russ Nicholas and Howard Beazley had formed this co mpany in1919 to dispose of surplus aviation material. Th e passin g of ten years had seen th em become th e nation 'slargest aviation suppl y house . As this surplus materialwas dwindling it was necessary to turn to other sourcesof reve nue if th e co mpany was to survive.Flagg's fri end , Walter Barling had pr ecee ded himto Missouri and was designing/developing a series oflight planes that were a study in rugged simplicity.Barney Zimm e rl ey, the co mpan y test pilot , brokereco rd s for di stance, altitude and efficiency with aBarling NB- 3.Let us tak e a short look at Mr. Barling throughFlagg's eyes. Walter was born and educated in England.During WW I he ga ined acclaim for redes igning Curtis s Flying Boats to very ef f i c ient patrol bombers.Later in that war his talents were used in designingheavy bombers for th e R.A .F .This distinction was duly noted by General BillyMit chell who personally saw to Walter 's employmentat McCook Field . When the cri teria for this country'sfirst heavy bomb er was drawn up , all manufacturersd ecl ined to bid, as thi s was beyond th eir experi ence .Waiter S bid thus won the co ntract for building thi sgoliath.

The acceptance of the Barling Bomber by the U. S.Air Service wa s assured wh en th e plane exceeded all

sp ecifi ed p erformance figur es by a substantial margin. Today 's writ ers are fond o f jeering at thi s particular aircraft with o ut checking th e facts. Claud e sa id ,Ba rling was th e grea test math emati cian I eve r met ,

and ju stifiabl y proud of the plan e th at put th e U. S.into th e heavy bomber field.Ret urnin g to Fl agg, hi s of f icial titl e was factorysup er intendent , but included with th e job w as thetask of ground school instru cto r for tw o hou rs outof each ten hour work day .Ru ss Nicholas had toured Europe through muchof 1928, searching th e co ntin ent for new produ ctsand id eas th at would bolster hi s organization at home.One i tem th at ga in ed his attention was th e Pobjoyrad ial engine , a 7-cylinder unit rated at 67.5 hp with151 cub ic inch di spla cement. Thi s engine was to havea mark ed effect o'n th e American air racing scene foryears. I t was tes ted in a variety of planes by Barne yZimmerley .

Engineer Tom Kirkup was impressed with th e Pobjoy s potential and offered to promote it by buildinga race r for the po w erplant , thu s demo n strating itssup eriority. Mr. Nicholas approved the id ea with onestipulation, no modification to the prototype engine.

Tom mad e drawings while Ernie Landi s and Flaggfabricated and assembled the ra ce r. When thi s diminutiv e craft was completed, it sported a 21' 9 wing span ,was 12' 9 lon g, and weigh ed 355 Ibs. It was paintedblack and gold with th e nam e PHANTOM I emblazedo n it s flanks.

Friend Dann y Fowlie was brought in to tes t andrace her at th e up co ming 1930 National Air Ra ces inChicago . With the engine mo dification res trictionim pose d by Mr . Nicholas, plu s an acutely sensit iveco ntrol sys tem , the best Danny could get was a thirdpl ace finish in th e 275 cu. in . event. If the ship wereto be a winner, some alteration was required . Nomatter who owned or flew thi s ship it wa s always referr ed to as th e Nicholas-Beazl ey Pobjoy .

Steve Wittm an was its next owner and he broughtth e racer to full bloom. A 23 in ch center sec tion wasadded to the fuselage, nec essitated in part by Steve'sgreater height. Further tes ting showed a need forgreater lateral stability so a fairing was added betweenth e turtledeck and fin. This so lved the instability andth e porpoising that had pl ag ued it earlier. Th e shipwas co mpleted by painting it in the traditional darkred use d by Mr. Wittman. Incid entally, this is th e onlyracer Steve flew regularly th at he did not des ign andbuild himse lf.H e then entered her in th e American Leg ion Racesco mpeting in th e 200 cubic in ch event, and ran awayfrom the fi e ld , at ju st over 120 mph .

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The next stop was New Orleans and the Pan-Pacifi cRaces in which Steve broke th e reco rd for pl anes ofIess than 44 Ib s., setti ng a 137.57 mph mark thatstood for many years. The next co mp etition wa s th eNational Air Races for 1934, bein g held in Cleveland .Th e res ul ts we re th e sa m e, with Steve leading th eclass ho me at 129.44 mph.Mr. Wittman was, at thi s tim e, working to fini shhi s mi ghty D-12 powered Bonzo (now in th e EAAMu seum at Franklin , Wis co nsin ) and three temp eramental ra cing plan es was one too many, even for th etal ent ed Steve W i ttm an . Per cy Chaff ee be cam e it snew ow ner, and he dominated the cla ss at th e 1935Nationals, again he ld in Cleveland. Apparently thi sdomin ance kill ed the class as the 200 C.I.D. wasdropped from th e schedule.Frank Allen was th e next owner with Henry Doug-las doin g th e flying at th e 1936 Nati o nals, in Los An-geles. Flagg recalled see ing th e ship unattend ed atthi s mee t. We ca n only draw th e co nclu sion that th eowner was disenchanted with th e 375 cu bi c inch class,or possibly that engi ne trouble developed, as therewas no evidence of it s participation . Its wher eaboutsfor the next twelve years are unknown.

(To Be Co ntinu ed)

(hoto y Claude Flagg )Flagg-Snyder Racer bui lt for the Am eri can Cirrus Derby.Plane was dubbed retor en Parvo . It later was badlyburned in hangar fir e wh ich eliminat ed it from competition in th e Derby.

(Leo Kahn PhotoSteve Willman in his Pobioy p ecia lcir ca 7934 al Curtiss-Wright AirportMilwaukee Wi sconsin .

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(Phillip-Yeager Ph olO)Th e Butz Sp ec ial , form erly known as the Flagg-SnyderRa cer. Ne w own er Cl yde Butz repla ced th e Cirrus witha M enasco Pirate and in stalleel a shorter landing gear.

(Roy Ru sse ll PhOO)Th e Nicholas-Beazley Pob;o y Ph antom I wh ich pla cedthird in the 75 cu in. event at th e 930 National Aira ces Pilot Dann y Fowli e is seated to left of plane.

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b y George Hardie JrEAA 500TH ROY RUSS LL OLLE TION EAA Hi storianThe study of aviation history is a fascinating ex

perience. To live again in fantasy those exciting adventurous days when flying was a mystery to be explored brings a clearer understanding of the courageand sacrifice required of the pioneers. How fortunatewe are that many had the foresight to record in photographs and writings the details of these early aircraftand their operation. Through them we can trace thedevelopment of ideas which led to the sophisticatedcraft of the present day.

One such individual was the late Roy Russell ofPalm City, California. Roy entered aviation as a lineboy and general flunky at the Curtiss Aviation Schoolin Miami, Florida in 1917. For nearly 5 years he workedas a mechanic and craftsman in the industry, takingphotos of whatever interested him as a hobby. Afterretiring from the Douglas Company in 1964, he continued to take photos at air shows and EAA events.The result is a collection of photo negatives whichrepresents a slice of aviation history of rare value.Through the cooperation of Ted Businger, formerlyof EAA Chapter 1, Riverside, California who are thecustodians of the collection, we are privileged to present these samples.

In 1917 Roy Russell was an eager young lad of 15when he got his job with the Curtiss Aviation Schoolat Miami, Florida . He fueled seven jennies, cleanedthe airplanes and worked in the shop as a helper . Oneof the students was Neta Snook, later to gain fame asAmelia Earhart's instructor. When the governmenttook over the school for military training, Roy losthis job.His next move was to Long Island with his parentswhere the family got jobs at the Curtiss plant. Momworked in the fabric covering department and Dadon the control cables and brace wires. Roy workedon final assembly of the twin-engined H-16 flyingboats. While there the first of the NC boats for theNavy was completed and tested.

Followi ng th e end of th e war, Roy had a two-monthstint in barnstorming in Western New York with joeBennett, whose plane was a surplus Standard trainerpowered with a Curtiss OXX-6 of 1 hp. Roy s jobwas to follow joe from town to town in his Essex truckcarrying tools, gas cans, etc., for maintenance of theairplane. Roy writes, I wanted to try parachutingbut joe wouldn't let me .

ALL PHOTOS FROM THE ROY RUSS ELL COLLECTION

Aft er a variety of jobs in various parts of the country, Roy joined a group with Joe York in Glendale,California in 1928 to build a biplane for passengerbusiness. The venture was a modest success, but theplane had to be sold to pay the bills . Another venturewith York in Aberdeen, Washington also ended infailure , so back to Glendale where he worked on theGolden Eagle airplane made famous by Bobbi Troutin an endurance flight.By this time, it becomes apparent that the life ofan airplane tradesman in those days was that of anomad, moving about to grasp the job opportunitieswherever they arose. Roy spent 1929 with the StoryPropeller Company in Glendale. Next he was withNorthrop until June, 1930, working on the famousAlpha and Beta models. Back again at Northrop fromMarch to August , 1931, when the company moved toKansas leaving Roy behind. After a two-month jobwith Western Air Express recovering the plywoodwings of their Fokker Tri-Motors , Roy moved overto Lockheed until he was laid off in December.Finally on February 1, 1932, Roy landed a job atDouglas Aircraft where he was to stay for 32 years.Assigned to th e experimental department becauseof his metal working experience, he worked on manyfamous prototypes, including the DC-1, DC-2, DST(which became the DC- 3), the DC-4E, experimentalpredecessor to the production DC-4. The high pointin his career was the B-19 bomber, on which he waslead man on the fuselage section.

From 1943 to 1945 Roy spent at the Chicago plantwhere DC-4s were produced for the Army Air Force.After the war it was back to Santa Monica and a varietyof jobs . A heart attack in 1957 brought a change inassignment to a desk job. Finally ill health forcedhis retirement on May 30, 1964.This brief biography of one of aviation s pioneersreveals the dedication and perseverance they broughtto their jobs. Supported by devoted wives and families , these are the men who created and advancedthe aviation industry to its present posit ion. Therecord of their work serves as an inspiration to allwho are involved in aviation today . Our goal shouldbe to collect and preserve this record for posterity .

. - f io

Roy Russ ell li ne boy at the Curtiss Aviation School ,Miami , Florida - 79 77

Th e shop crew a t the Curtiss Aviation School , Mi ami - 197 7

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.. ; : - ~ ... , ; -;', . ;) . .

:-:sHangars and office at the Curtiss Aviation School 1917. Students pilots and mechanics at the Curtiss Aviation A Curtiss IN-4 trainer at the Curtiss Aviation School 1917.

School.

\..:.; .'. . ,. : :t , . - -..,,,,, . -1:. .-. r - . ~ ' . . -, . , { -, ..... \ ~ _ 4. r -;t. , _ .A beac h party on Fill Island Miami, Florida 1918. An unknown type at a Long Island field 1918. A Curtiss triplan e and Jenny under t es t, Long Island 1918.

Pilot Ebrite and passengers in a Hisso Jenny Long Beach - Eddie Martin s Hi sso Jenny (4 place) at Santa Ana 1926. Opal, Roy s wife, and Martin s Jenny Santa Ana 1926.1926.

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hoBrings the Boyal

Who brings the Royal Mail? Well , W es tern CanadaAirways uSed to in the ea rly 1930's, and they broughtit in < . l aird LCB 200. They also carried freight in th eLaird .' The freight charge was seventy cents a poundto ship a par cel from ev en Islands , in the Provid enceof Quebec to the site of the Iron Ore Company de-velopment. Cost on th e sa me route and di stance today would be about .20 a pound according to John

Dart present owner of th e Laird CF-APY, which showshow aircraft capability has changed in fifty years. Photos y Steve z rv s

In February 1931, Western Canada Airways pur- Brampton Ontariochased four Laird LCB 200's from th e Laird factoryin Chi cago , and put them into service to the west Hi storic Photos from th e ollection of John Dartand north parts of Canada. They actually ordered five , Woodstock On tariobut took d eliv ery of only four. Times w ere hard andthey begge d off delivery of th e fifth airplane.


17/28

by Lionel Sa lisburySeven H arper RoadBramplon On tario L6W 2W.3Ca nadaailW es tern Ca nada Airways lat er became known as third is believ ed to be in a Winnipeg mu seum , and

Ca nadian Airways and in du e cour se, Ca nadian Air- th e fourth CF-APY is now und er res toratio n by it sways we r e to becom e a part of Ca nadian Pacific Air- owner , John Dart of Woodstock , Ontario.lin es , whi ch is now a worldwide air se rvi ce. Why did Western Ca nada Airways se lec t th e LairdUnfortunat ely, tw o of th e Laird s saw se rvi ce for air craf t? W as it sup erior des ign? Was it grea ter ca paonl y a short while. Ai r craft CF-APQ and CF-APX were bility in ca pa city and endurance? Possibly it was somedestroyed in a hangar fir e, shortly after delivery. The of th ese, but mostly it was th e fa ct that th e Laird

Thi s aircraf/ CF-APW and its sister ship CF-APX burned in l hangar fi re shortl y after it was received by Wes ternCa naela A irways.

John Dart exam in es the frame o CF-APY in th e shop athis home in Woodstock Ontario.

cam e equipped with Wright J 5 engines. WesternCanada had several 5's in stock and wanted to useth em. Th e ma chin es were ordered , ther efore andW es tern 's engines we re installed on the new air-frames.

The four machines of Western Canada Airwayswere rec eived in early 1931. The aircraft which JohnDart now owns CF-APY, was certified as airworthyon th e 14th of March , 1931, and rece ived Canadianairworthiness certificate #968. It flew in commercialservi ce until retirement in 1940, and was purcha se dby Jo hn in 1943, just shortly after he had joined Canadian Pacifi c Airlines as a pilot in March of that year. Heferried th e aircraft from Winnipeg, Manitoba to Hamil-ton , Ontario for storage.

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A group of Laird Comm ercial LC-8s and Speedw /I1gLC-R s rea d y for deliv ery A shburn Fi eld , Chi ca go , Illi- John Dart has many hours of flying time to his credit. He learned to fly in 1939 innois hom e of th e E M . Laird Airplane Compan y. a J 2 Cub , CF-AZL, at the London, Ontario Flying Club, which at that time operatedout of the old London Airport, at Lambeth, Ontario. He joined Canadian PacificAirlines in 1943 to fly what are now considered to be exotic ships, such as the DragonRapide, the Lockheed Lodestar, the Lockheed 14 and the Boeing 247. He retiredin July, 1973 to his home in Woodstock, Ontario where he is very active in the RetiredDivision of the Canadian Airline Pilots Association. He still has his license in force,and flies regularly with the local flying club.John has also been interested in antique automobiles for many years and hasa very respectable collection. This collection includes a 1956 Lincoln Premiere inmint condition. He also has under restoration a 1936 Cord, and a 1929 Duesenberg.If you were to examine the quality of the latter, you would understand why the expression doozy originated with that automobile. Some collectors, owners andadmirers refer to them as Duesies or Duesys for short.

The photos on this page were supplied to John Dart by E. M. Matty Laird andillustrate the Laird plant in Chicago in the early 1930's. The upper picture shows agroup of Laird aircraft ready for delivery at Ashburn Field , Chicago, Illinois, the homeof the E. M. Laird factory. Those craft fitted with the I struts between the upper andlower wing, as on the aircraft in the foreground, were called Speedwings and weredeSignated LC-4's Some of the aircraft in the photo have standard struts, as doesJohn's APY, and were deSignated LC-B's . Whether they were 200's or 300's dependedon the horsepower ratings of the Wright engines supplied with the machine. TheLaird factory is in the background.

The second photo illustrates the inside of the Laird plant. In the foreground,from left to right are fuselages for the LCR 's and LCB's in various stages of comple-tion.

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Mo st of these aircraft were supplied with WrightJ 5 engines of 220 horsepower or J 6 's or 33 0 horse-power. A speed ring was optional equ ipm ent , and acco rding to John Dart , was well worth th e ex p ense,since it gave several knots of in creased air speed .Th e photo above showing CF-APY wa s tak en out-side the Konni e Johannes so n h anga r for v isitingships in 1943. By that tim e Canadian Airways hadbe co me part of Canadian Pacifi c Airlines. M anag ementhad dec id ed to update it s aircraft, and trad ed theLaird to Johannesson for a Stinson Reliant. Johannesson's ba se of operations was Winnipeg, Manitoba .The log book indicates that th e trade took place onJanuary 10, 1940.John Dart purchased the aircraft from Johannesso nin 1943 for th e sum of $950.00, sight un seen. H e sentalong hi s box ca mera , complete with film, and askedthat a picture be taken of th e craf t so he co uld seewhat he had purchased. Thi s is the photo that wasreturn ed . H e to ok delivery on October 8 of that year.H oweve r , th ose were th e war yea rs, and gaso li n efor pl easure flying was simply not ava il ab le. It was

po ss ib l e to get gasoline and oil for ferry purposesthough , so John took his new tr eas ur e, and departedfor easter n Ca nada. H e left Winnip eg on October 8,and mad e stop s at Sioux Lookout, Armstrong, Kapuskas ing and No rth Bay, Ontario. H e arrived at his destination , Hamilton , Ontario on October 11. There theLaird was sto red for two years awaiting th e great daywhen fuel would again be available. By 1945, it stilllooked as if it would be a while before fuel would b eavailab le, so th e ship was dismantled for stor age onMay 12 of that year and has not been flown sin ce.Th e photo, upper right, sho ws th e fu se lag e asit is tod ay, in John Dart 's shop in hi s ho m e in Wood-stoc k, O ntario . Th e auto fend er and ax le that can besee n behind th e airframe b e longs to th e 1929 Duesen-berg, also un der restoration. The photo to the rightillustrates a Laird cas ting . The tubin g was a frictionfit, sea led with spar varnish, and fixed in place by th ediagonals. Th e wing detail sh ows th e sk in peeled backto reveal a rib and a diagonal brace.

19


20/28

/

G 0 Y G i ~ s . .R OL Fe -

HOW TO BUILD THE"LONGSTER"

b y s ongP RT I

Th e little ship described in this article is the re arranged to do this and we find it the most interestingsult of no small amount of planning nd hard work . hobby one could hope to have.My brother and I are the proprietors of a small radio Thi s Anzani ongs ler is the second ship built. Thefactory, and during the past ten years have had a first on e flew very well , but had some irritating habitshankering to experiment with lightplanes. We finally and was finally dismantled. In designing the ongs ler

ED ITOR'S NOTE: In the 20 s and '30's, the homebuilding of l ight planes was popular because ofthe high cost of buying new or used factory machines.Things being relative, that reasoning is still validtoday. Those l ight planes of fifty-some years agowere simple to build and easy to fly. With the spiralling costs of buying and/or restoring antique planestoday, building an aircraft l ike the Longster mightbe just the answer for some old pl ne buffs.Even by using modern materials and engines, andupdating certain things such as adding brakes and atailwhee l , acceptable copies of these antique lightplanes can be produced. Several different aircraftare featured in the EAA reproductions of the 1929through 1933 Flying and Glider Manuals which areavailable at EAA Headquarters (see ad on page 22 ).The following article has been extracted from the93 Flying and Glider Manual and will be presented

in 2 installments. - Gene Chase

much thought was given to planning a ship that wouldbe easily , quickly and cheaply built. There are severaldetails of construction that we believe will be of greathelp to sport plane builders, and which so far as weknow are original with us.

2

th e tes t pilot wh o fir st fl ew had never even seen it


21/28

Here are the balance ofthe very unusual details ofthis most unusual little airplane. It should prove easyto bu i ld , and if carefullymad e will fly very well .Note the rudder control.

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DETAIL Of PLAIN RIB$i

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DETAIL Of fOOT PEDALTO BE WOUNT[O ON COCMPI1 'LOO2 AEQUIREO~ ~ ~ ~ ~ ~ ~ ~ ~ ~ [ : ~ : : ~ ~ ~ ~ ~ t 1 \ ~ ~ : ~ GA .TueEj DETAIL f RUDDER HORN AND RIB i H D L [ 5 ~ :G: IgJI DR'U r, HOLE~ ~ L . C IN INc,HES fA lE INCHfS N 1: Jo 0 12 0 2 e Ir: rOR PLANS rOR DElA'L' fOOr PEOAL FITTING4 REQUIREO '2 GA. , 'TEf . lCOMPLETE PLANS fOR ASSEMBLY Of TAIL

befo re. H e got in it , ran it up and down th e fi e ldtwi ce and th en too k it off and fl ew compl etely outof sight befo re bringin g it back and landing it.

But li sten to thi s - on its very next fli ght it wastaken up by a stud ent wh o had been soloe d at 112hours, who had had but tw o hour s in th e air in hisli fe and who hadn ' t flown for a year . He took it of f ,stayed up half an hour and land ed perfectly and th enfl ew it nearl y every day for th e fo llowin g six w eekswith out th e slight es t troubl e. Af ter thr ee month s offl yin g it hasn ' t even a bu sted sho ck cord , alth ough ithas had two forced landings.

In looking around for a moto r we decid ed o n th e35 hp An zani because they are fairly low pr i ced andeasy to work on . The propeller wa s mad e by th e StoreyCo mp any, and is 6 ft. d ia m eter by 4 f t. p i tch . Th em oto r requir es abo ut 23/ 0 gall o ns of gas per hour ,whi ch means about 30 miles per ga ll on .

In pr oceeding with th e description w e are go in gto ass ume th at you have so me kn owl edge o f lightpl ane buildin g . No att empt will be mad e to go intominute deta i ls. Ba ck issues of th e l ying anual havehad many articles that may be tu rned to if in do ubt.Thi s plane weighs but 425 pound s empt y . and pr acti ca ll y any prov en sport pl ane material or co nstru cti on will be sati sfactory.

Wh en yo u beg in actu al co nstru ction our advi ceis th at you beg in with th e ta il sur faces. By so do in gyo u will ge t an id ea of what th e wo rk is lik e and i fyou spoil anythin g th ere isn ' t mu ch loss. No te th edr awin gs car e full y . The stabili ze r and elevato r ar epr acti cally id ent i cal. All beam s and bra ces are th esa me size sto ck, 3.0 by 1 in . airplane spru ce. Th e rib sare 3116 by 3.0 spru ce. Th e trailin g and leading edgesare all V. by 22 gauge steel , eith er 1025 or chro memo lybd enum .

In making eith er part, layo ut th e two bea ms o n alevel fl o or , mark o ff th e rib p ositi o ns and put toge th erwith 20 gao by on e inch nail s and casein glu e. Be sur eth at i t is all squ are and th en put in th e diago nal braces,usin g beve led bl oc ks at th e jo in ts. Bring th e tip s o fth e rib s to geth er and nail and glu e. Bend th e stee loutline to shap e and fa sten it on with 22 ga o t in orco pp er str aps at each rib and beam end . Nail th e strapswe ll and th en so ld er th em to th e tubing.The hinges are eyebolts size 3116 whi ch may behad of airplane suppl y houses such as th e Hea lth Ai rp lane Co mp any. Use large washers to keep th e b o lt sfro m cuttin g in to th e wo od. Th e bl oc ks fo r th e bo lt sin th e stabili ze r are simply pi eces of th e bea m stoc kglu ed and nailed o n. The cent er rib of th e elevatortakes th e co nt rol ho rn and is fill ed so lid with a pi ece

As to perf o rm ance, th e pl ane has grea tl y exceededour hopes. Its m easur ed sp eed over a fiv e-mile cour se,fou r tim es each w ay, is 91 mph , and th e landing speedappears t o be about 32 mph . Th e take-o ff run in ano rdinary stubbl e f ie ld is never ove r 150 fee t in still

air , and in ove r 75 f lights it has never boun ced tw ofeet off th e ground in landing. Howeve r , its stabilityis its main fea tu re. Th ree experi enced tes t pil o ts fl ewit and each o f th em pr onoun ced it th e mos t stabl eshi p he w as eve r in . To show yo u ho w it be haves,

21

of beam stock as far back as the rear beam. Make up I ' . ,z.r I


22/28

the horn as shown and bolt it securely, and coll er orri vet t e nu ts Don't fai l to do this with every nut inthe ship. Don ' t take chances.

The tubing in these surfaces , as we l l as all tubingin the ship should be soused on the inside with otlinseed oil to rpevent rusting. Al l bolts should bezinc or cadmium plated aircraft bolts. Where thebolts go through the stabi l izer pieces of 3116 plywoodare to be flued and nailed to raise the blocks to thelevel of the ribs . Give the completed frames a coat ofgood oil paint or spar varn ish and they are ready forcovering.The rudder and fin are made exactly the same , except that the leading edge of the fin is 5/16 by 20 gaotubing, reinforced and flattened at the bottom for thebo l t hole. All bolts are \ 4 in. except the two that holdthe elevator horn , which are 3/16.

When you get this far try your hand at covering.Use regular airplane fabric, or you can use the clothknown as Pequot muslin . Pu l l the cloth over thebeams and stitch clear around the edges. Stitch theribs with a qui t stitch three inches apart with ribcord. Put on one coat of clear dope and then applytape on al l edges and over the ribs. Put on a total offour coats of clear dope and two coats of any coloryou fancy of pigmented dope. The surfaces shouldnow be drum tight and ready to go.You should now know whether you want to buildan airplane or not. If so, the next thing will be thewings . We think you wil be surprised at the easewith which they can be bui l t. This is mostly due tothe novel rib construction . As you will note , the ribhas many advantages. In the first place it can be madecomp lete in ten minutes, which is much less time. d I . h Ithan require on the usua ri b . Next, t ere IS on yone size stock to buy, \ 4 by /4 spr uce, an.d there isno waste as all scraps can be used for braCing. Thereare ma ny other advantages such as ease of repairand fitting in or re inforcement pieces where required.The rib is the regular Clark Y of 4V foot chord. 'and With the beams at 15 percent and 65 percent.Make up the comp lete set and save the jig for futureuse. This jig is simply a flat board with the rib outline drawn on it and with headless nai ls driven aroundthe outline to hold the strips. Steam the front end ofthe \/. by \ 4 strips and put in two at the top and twoat the bottom . Separate each pair slightly so that thebrac ing struts may be sl ipped between . Take a pieceof stock and note where it is going to strike the capstr ips. Apply glue there and then slip it between andput one 1 in. 20 gao brad square through both halves

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Solid are t he spars of this little ship, and they need norout ing . They are a tr ifle heav ier than the spars in theHeath Parasol,


23/28

-- -=STAu TSlOEGAEESN01"[ CUT rU INGTO G."' AeOuT

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BRIEF SPECIFI A r ION SWING SPA'" r([T1 [ '


24/28

by Lion(J/ Sa i bur yEAA 114523, \IC # 3207BORDEN'S AEROPLANE POSTERS Seven H arp er Road

Bramp lon , Ontario L6 W 2W3Article N umber 15, Pos ter Number 1, Seri es Numb er 2 CanaelaDOU G LAS SLEEPERFROM THE 1930'S

- ..

~ ~ . J 4.-

Because of th e su ccess of its fifteen poster se ri esof airplane ph o tos, publi shed in 1936, by th e Toront ooffi ce of th e Borden Company , th e co mpany sub sequ entl y brou ght out a second se ri es of postersTh ey w er e print ed in bla ck and whit e on st i f fpap er , about 19 x 11 in size, and were issued fr ee

to p eop le wh o sent in a p roo f o f pu rchase of one ofth ei r pr odu cts.Alth ough th e second se ri es in clud ed ten pos ters,o nly fou r new photos were issued. Th e ba lance wererepea ts and renumb ered pho tos fro m th e f ir st seri es .

Th e f ir st new pos ter w as give n th e nu mbe r onein th e new se ri es and was li sted as th e Douglas DSTSleepe r .The spec ifi ca ti ons and thr ee-vi ew are rep rodu cedfr o m th e back of th e pos ter .

24

6 4 5 . . ' ~ t < - - - - - - - - - - - - - - - - - 95' 2


25/28

r I lo C J - ~

SPECIFICATIONSDouglas Sleeper Model DST)Manufactured for Transport service by the Douglas

Aircraft Company, Inc., Santa Monica, California.SPECIFICATIONS:

Wing span, 95 feet. Length overall, 65 feet. Heightoverall, 16 feet, 4 inches . Wing area, 987 square feet.Gross weight , 24,000 pounds. Pay load , 8250 pounds.Optional power plants, two G series Wright Cyclonesor two Pratt Whitney twin-row SBG Wasps .

PERFORMANCE:High speed, 212 to 219 miles per hour at 4300 feet.Landing speed, 65 miles per hour . Cruising speed,181 to 184 miles per hour at 10,000 feet. Service ceiling 19,900 feet to 23,300 feet. Absolute ceiling, 22,100to 25,200 feet. Take off run, 1000 feet. Landing run,950 feet. Cruising range at 10,000 feet, 2150 miles .Fuel capacity, 820 gallons .

26 -)oiI , 8 ' '+-~ - o - - : -~ f ~ J

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XT ONT - Th e Waco odel 0

The Douglas Sleeper is of all metal construction. The passenger cabin, divided into eight sections, four on each side of a wide aisle, measures 26feet in length, seven feet eight inches wide and sixfeet six inches high. In each of the eight sections aredeeply upholstered seats, 36 inches wide, facing eachother , making up into a lower berth at night, whilean upper berth, 32 inches wide is let down from theceiling. Each passenger in both lower and upper berthsis provided with individual window, ventila,tor, reading l ight, call button and other conveniences. Airducts in each compartment provide warm air, maintaining a constant temperature of 70 degrees, evenwith outside air 20 degrees below zero. Behind thesleeper cabin are two comfortable dressing roomswith adjoining lavatories.

25

Dear Paul:I 'm finally getting around to writing concerning For Sa l eACRO II PLANS


26/28

hEttERSDear Gene:

Thanks for your publishing the story of my F 2Waco in the November issue of SPORT AVIATION.

One interesting fact not mentioned in the storywas that the Continental Company purchased th eairplane (NX-11241) pretty much off of the drawingboard with the specific intention of using it as theflying test bed for the new W-670 engine. As youmight expect this really made a hot performing airplane somewhat spectacular in its day. Waco advertised the ship to be able to take off and land withina 100 foot circle in the hands of a SKILLED pilot.The QCF was very light for this engine and production models with the 210 hp W-670 we r e beefedup and incorporated a larger rudder and fin.

The second QCF was lost in an emergency landing in a cornfield and resulted in the third aircraftto become the first factory demonstrator. NX-11241is plain jane and lacked the refinements that followedin the production of the series. Enclosed find a photoof a late F-2 (UBF) in full dress uniform - a trulybeautiful aircraft indeedYes, I am busy on the restoration of three additional F 2s but do also spend time on research onthe history of this series Waco.

If anyone of your readers may wish to share memories, photos, data or whatever , I wish to prepare afuture story on the Waco F-2 for SPORT AVIATION.

Kindest regards,M. H. "Curly" HavelaarEAA #47909, AIC 223RR #1, Box 133ARapid City, SD 57701

6

your editorial comments in The VIN TACI: A/RPLANI:about the relicensing of antiques.

Needless to say, I'm all for it inasmuch as I finallyhope to hav e one flying this year. It goes without saying that the person who restor es an antique or someof the older classics knows more about the airplanethan any of our current generation of A & Ps. And asFather Time has his inevitable way, it's getting harderand harder to find any of the old-timers who knowanything about these old birds.

A friend of mine with a Waco 10 got stabbed sobadly on his first annual, paying th e shop while itlearned about Wacos and OX5s, that from then on hetook vacation and would only take it to a shop thatwould let him do the work on it under their supervision. So, for all practical purposes, he was doingpretty much what you propose.

What with prices constantly going up like an overcharged balloon, this would also b e one way w e wholike old airplanes can afford to have them for at leasta little while longer anyway.I would like to see the aircraft retain their standardairworthiness certificate, but would accept having itchanged to an exper imental category for those whowant to go that route, if that is the only way the Fedswill accept the proposal.

We are looking forward to your visit here on the29th . See you then.Sincerely yours,Dick WallingEAA Century Club No. 20, A IC No. 3531930 Stewart RoadMuscatine, IA 52761

Dea r Paul:Recently I came across an articl e in the aviation

column of a Newsweek circa 1941. Apparently twomen, Mr. jam es I. Sorena and Mr. William H. Fletnercame up with a design called the Hammer Head Prop,and claimed its d es ign cut down on vibration andwas more efficient than a conventional blade.

My question: Did the design have a direct connect on with today's clipped prop tips, and if so,when was this modification impl eme nt ed?I hope this lett er finds you in good hea lth .

Sincerely,C. M. j. Menard5 110 Sherbrooke Street West, Suite 9Montreal, qu ebec H4A ICanada

The new 2-p a ce aerobatic trainer and spo rt biplane . 20 pages of easy to follow, detailed plans. Complete with isometric drawings, photos, exp loded views.Plans - $85.00. Info pack - $4.00. Send check ormoney order to: ACRO SPORT, INC., Box 462, HalesCorners, WI 53 130.414 /42 .)-4860.

ENGINES1930's Vintag e Franklin 4AC-1 50A 60 hp. No logs,

no mags, no carb., one bad cy l. - rusted. Eve rythingelse in exce ll en t co ndition . Make offer or will trad efor, avionics or Rev illaster 2100 or ??? Box 444, Mabton, WA 98935 or 1 509/894-4493, 2000Z - 2200Z weekdays only. Also have spr u ce kit for Coot A, Cheap.01Classic owners

~ O Q 4OG r ~ ~ ) \ ~ ~ v )DRESSIT UP

ITH A NEWI I ~ INTERIOR!ll Items READY -MADE fo r Ea syDOITYOURSELF INSTALLATION

Sea t Uphols te ry - Wa ll Panel sHeadliners - Carpets - et c .

Ceconite Envelopes and DopesSend 1.00 for Catalog and Fabrics Se lection Guide~ P ~ , J H .

259 - 15 Lower Morr isville Rd .Falls ing t on , Pa . 19054(215 ) 29 411 5


27/28

C LEND RO EVENTSAPRIL 25-27 - BAY CITY, TEXAS - Hou ston Sport

Aviation Sp r ing Fling Fly- In , sponso red by Antiqu e/Classic Chapter 2. For furth er information,please co ntact: Ro cky H ow ard, .1262 Hu ckl ebe rry,Housto n , TX 77 056. Telep hon e: 7'13 /62 1 2510.APRIL 26-27 - CH INO, CA LIFO RNIA - hth AnnualSo ut h e rn Ca li fornia EAA Fly- In . For further in formation , pl ease co nt ac t : Ken Over ly, 7'14 /h3035 '13 or write Chino EAA Fly- In , 7000 Merrill Ave nu e, Chino , CA 91710.APRIL 27 - BARKSDALE, LOUI SIANA - Barksdale AFBis hos ti ng an Open Hou se and Ai r Show. For furtherinformation, pl ease co n tact : Lt . Co l. Larry L. Schuler , or Major Thomas E. Flodstrom, Fly-In ProjectOfficers, 2 CSG/OT, Barksda le, AFB, LA 71110. Teleph o n e : Lt. Co l. Schu ler 318/456-4204, or MajorFlodstom 318 /456 -3484.

MAY 2-4 - BURLINGTON , NORTH CARO LINA - FlyIn . For further inform ati on , please co nt act: GeneveMcKiernan , 5301 Fin sb ur y Place, Char lo tt e, NC2821 '1.MAY 3-4 - MOREHEAD, KENTUCKY - 1st Annua lVintage Classic Fly- In , Rowa n Co un ty A irport.Sponsored by Gateway Avia ti on Assoc iation. Forfu r th er information , p lease con ta ct: Den Owen,Star Route, Box 95-A, Clearfield, KY 401'11 . Telephone: 606/783-3358.

MAY 10-11 - MA RT INS BUR G, PENNSYLVANIA - Keystone Country Fly-In , sp o nsored by a Federationof Pennsylvania EAA Chapters. Blair County Airport. For further inform ation , please co nt ac t: PaulNuss , 1004 Fourth Avenue, lu niata , A lt oo na , PA'1660 1. Telephone: 814 /943 -1 '185.

MAY 16-19 - WILLIAMSBURG, V IRGIN IA - EasternCessna 190/195 Club Meeting. For further informatio n , please co nta ct: Cliff Crab s, 25575 ButternutRidge Ro ad , No rth Olmsted , OH 44070.MAY 18 - LINCOLN , CA LI FORNI A - Lin co ln A irport. For further in fo rm ati on , p lease con ta ct: KenH eidge r , Manager, P.O. Box 426, Lincoln, CA 95648.MAY 31 - HOLLAND , MICH IGAN - Antique /ClassicChapt er 8 is spon so rin g a Sp rin g Happ enin g atth e Park Township Airport. For furth er informati o n , pl ease contact: Gary Van Farowe, 1460 Ottawa Beach Road , Hol land, MI 49413. Telephon e:616/399-4623.JUNE 1 - DEKALB, ILLI NO IS - DeKalb Cou nt y CornEAA Chapt er 241 and MST Aviation co-spo nsor th e

Annual EAA Fly-In , Dri ve-In , Breakfast at th e Municipa l Airport, about 30 mil es SE of Rockford. Forfurther in fo rmati o n , p lease co nt act: Marlin Crow n ,159 Thomas, Syca more, IL 60 178. Tel ephone: 8151875-6856.

JUNE 1 - OCEAN CITY, MARYLAND - Chapt er 532is sponso rin g th e annual Ocean Ci ty Fly-In andAntique Car Show. Ocean City Airport. For furth erinform ation , pl ease contact: Bill M ackey, Chapt er532 Pr esid ent , 23 01 M eadow Drive, Sa li sb ury, MD21801.

JUNE 6-8 - M ERCED, CALIFORNIA - 23 rd AnnualM erce d W es t Coast Antiqu e Fly-In , spo nso red byth e M erced Pilots ' Asso ciat ion. For furth er in formatio n , pl ease co nta ct: M erced Pil o ts' Associati on , P.O. Box 2313, Me rced, CA 953 40 .

JUNE 7-8 - FLANDERS, NEW IERSEY - 2nd Annua lAntiqu e/Class ic Chapt er 7 Fly- In . Flanders Vall eyAirport. For furth er inform ation , please co nt act:Wa lt Ahlers, A/C Chapter 7 Pres id ent , 60 Main5. tr ee t , Fland ers, NI 07836. Te lep h one: 20 1 58 47983.

JUNE 7-14 - FORT WAYNE , INDIANA - 3rd Annual''70 Kn o tt e rs Fly-Out and Goodwil l Tour sponsored by EAA Chapter 2. For further information,pleas e co nt act: Joe Dickey, 511 Terr ance Lk. Road ,Co lumbu s, IN 47201. Teleph o ne: 8'12/342-6878 .

JUNE 11-16 - TUL LAH OMA, TENNESSEE - 1980 Staggerwin gr rr ave l A ir In t ern atio nal Conven ti o n. Forfurth er in for matio n , pl ease co nt act: Staggerwin gM useum Foundation , Box 'i50, Tullah o ma, TN 37388.

JUN E 13 -15 - DENTON , TEXAS - Texas Chapter AAASout h west Reg iona l Fly- In , at th e Municipal Airpo rt. 25 miles N of D/FW Regional Airpor t , out sid eth e TCA. For furth er information , pl ease co nt act:l ane M cCracken , RR 4, Box IhB , Ro anoke, TX 7h2(,2.Telephon e : 8 17/430-0163.

JUNE 14-15 - FREDER ICKSBURG, V IRGINIA - AntiqueAircraf t Fl y- In Air Show, Shannon Airport . Forfurther in fo rmation , please co nt act: Sidn ey L. Shannon , Ir. , clo Shan non Airport , P. O. Box '109, Freder icksbur g, VA 22401.JUNE 21-22 - ANSON IA, CONNECT ICU T - 2nd An

nu al PIPER VAGA BO N D FLY-IN. Ansoni a Air por t ,80 oct. fuel. For further information, p lease co nta ct: l im lenkins, 569 Moose Hill Road, Monroe,CT 06468. Telep ho ne: 203 /26 1-5586.JUN E 27-29- HAMILTON , OHIO - 20 th Annu al WacoReun i o n Fly- In. For furth er in fo rm ati on , pl ease

co nt act : Ray Brandly, 7000 Hill Avenu e, Hamilton,O H 4 501 5. Telephone: 5 13/868-0084.JUNE 28-29 - ROMEOVILL E, ILLI NO IS - EAA Chapter 'IS Ilh are co-spon so ring th e 20th Annual Mid

west Regional Air Show at th e Lew is UniversityAi rpo rt. Th eme is The Barnstorming Days of Av iati o n . Hopi n g to have suffi cie nt antiqu e air craf tto stage a parade of fli ght . For further in formati o n , please co nt act : Frank Goebe l , Field Dir ec tor , Midwest Regio nal Air Show, In c., P. O. Box71. Loc kport. IL 60441.

JULY 6 BOWLING GREEN, OHIO - Ercoupe Ow ners Club Na ti o nal Fl y- In , Woo d Co un t y A irp o rt.For furth er in fo rm ation , please co nt act: Ca rl Hall ,Bowlin g Green Stat e University, School of Art ,Division of Design, Bowling Green, O H 43403. Telephon e: 4'19/372-2640.JULY 4-6 - GA IN ES VILLE, GEORGIA - Lith AnnualC ra c ker Fly- In . AAA North Georgia Chap ter.For further in fo rmation , pl ease co nta ct: Jim Clarkso n , 1649 Avo n Ave nu e, Tu cker , GA 30084.JULY 4-6 - ALLIANCE , O HIO - Int ern ationa l Taylo r craft Ow ner's C lub Reunion at Barber Field.For further in for mati o n , pl ease co nt act : Tay lo rcraft Ow ner 's Club , '12809 Greenbower Road, Alli ance, OH 4460'1.JULY 12 - TECUMSEH , MICH IGAN - M eye rs OTWReuni on - Back to Fac to ry. For furth er in for mation , please co nt act: Dick Martin , Rt. 3, AerodromeRoad , G reen Bay, WI 54301 or Harold Losser, 41 5Eghth Stree t Place, Des Moines, IA 50313 .JULY 13 - EASTON , PENNSYLVAN IA - 4th AnnualAeron ca Fly- In , Eas to n Airport. For furth er in for mation, p lease co nt act: Jim Poll es, 2 151759-3713,ni ght s and weekends.JULY 19-20 - LEW ISTO WN, MONTANA - 3rd Annu alMontana Chap ter AAA Fl y- In at Beacon Star Antiqu e Airfie ld . For furth er in fo rm ation , pl ease co nt


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vintage airplane - apr 1980

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