vintage airplane - jun 1979

8/12/2019 Vintage Airplane - Jun 1979

http://slidepdf.com/reader/full/vintage-airplane-jun-1979 1/28



STR IGHT ND LEVEL

By Brad Thomas

In less than two months we will be attending the

27th Annual E International Convention at Wittman

Field , Oshkosh , Wisconsin from Saturday , July 28through Saturday, August 4, 1979. Will you be with

us to participate in and enjoy the world s largest aviation event? Many of us have been in attendance dur

ing the past years and we know what is in store for us;

but what about you, who has finally decided to attendthe Convention for the first time? Excited We know

you are So now, let s take a look at our Division 'sactivities for Osh kosh 79.

If at all possible, try to attend the Convention for

the entire eight day period. Remember, you can camp

on the Convention site with your own camping facilities, o r at your show aircraft if desired , or with your

regular aircraft in the designated area for transit camp

ing. If camping is not your type of sleeping quarters,

then the many motels and dormitory facilities are avail

able to you, and transportation is available to the Con

vention site.

The Division will again present a complete program

of forums on Antique and Classic aircraft. Type clubs

will have representative forum programs of special

interest for those wanting updated information on their

individual type of aircraft. Other areas of interest will

generally include information on restoration tech

niques , maintenance, individual aircraft flight characteristics , modifications, and other related items of in

terest. These forums are held in the large tent adjacent to ou r Division Headquarters barn, and the com

plete schedule of forums are posted within the barn.

Daily schedules will be posted on the blackboard out

side the barn. s soon as possible after arriving on the

Convention site it is suggested that you check the com

plete forum schedule at- the barn so that you can plan

your activities to include those programs of special

interest to you .Many of you will be flying your own aircraft to the

Convention. Our Division parking committee is well

organized and manned by experienced personnel who

work as hard as any committee to please you, the ex

hibitor, during the Convention . There are times whenaircraft appear in unbelievable numbers at the sametime , and each wants to be parked as soon as possible

in the proper area. Your patience and obedience with

those of the parking committee will speed your tie

down in the proper designated area.At our barn headquarters are those wonderfu I ladies

who answer your questions, assist with internal messages, distribute the various sales items available, and

give you that big smi le which makes your day happier.

Make the barn your headquarters as a meeting place

to get together with friends . If you like to just talk,

and what antiquer doesn t, there are always many

members around the barn at various times who can

fill your needs. In the area directly behind the barn

are the headquarters for the judging teams. Separategroups of judges work with either the antique or classic

aircraft. These volunteer judges are working constantly

from the opening day of the Convention through the

following Friday to complete and finalize the results

of the hundreds of aircraft that have been judged. The

judging comm it tees receive a copy of the Convention

registration form that you complete after arriving with

an aircraft to be parked in our Division area. Pleasebe extremely accurate when completing your form

and be sure to request an answer to a portion of the

registration form that may not be clear. It is very im

portant that you designate the specific row your air

craft has been parked in and to enter this information

correctly on your registration form. Not only is this

information important to the judges, but it marks a

specific place where your aircraft is parked for the

time you will spend at the Convention. Please do not

under any circumstances move your aircraft from its

original assigned parking space.Your Division leaders and others have volunteered

to serve as chairmen and co-chairmen of the many com

mittees needed to efficiently operate and plan the

activities of the Convention. These individuals cannot

effectively operate their various committees without

the help of you member volunteers , your families,

and those prospective Division members. Your sup

port in the past has been outstanding . We need you

again this year, so when you come by the barn, please

ask for the Division manpower chairman and he will

be happy to see that you are assigned with a group

of volunteers for the committee of your choice . An

hour a day, a half day, or a whole day of volunteer

service will be appreciated by these committees. Let's

turn out in numbers this Convention year and show

our Division that you are an active part of it.

A ballot has been placed in the centerfold of this

issue of he VINT GE IRPL NE for the annual elec

tion of our Division officers and directors. Please exer

cise your right to vote by completing your ballot and

mailing it as instructed . The candidates l isted are

those nominated by the nominating committee , and

spaces have been provided for write-in candidates of

your choice. The officers and directors of the Division

are voted to serve the Division by you the member

ship . Your ballot will show your support of the officers

and directors of your Division or make known those

whom you would pr efer to see as your leaders .



ditorial

taff

PublisherPaulH.Poberezny

. Quinn Boyd few thi s Spartan Executive from I Paso, EditorTexas to Chino '79. (Dave Gustafson Photo) •

DavidGustafson,Ph.D.

Associate Editors: H. Glenn Buffington, Edward D.Williams, Byron

(Fred) Fredericksen.

Readersare encouragedto submitstoriesand photograph s.Associate Editorshipsareassignedto those writers who submit five or more articles which are published in THE VINTAGE AIR·PLANE during the current year . Associate s receive a bound volumeof THE VINTAGE AIR·PLANE and a free one ·year membership in the Division for their efforts. POLlCY·Opinionsexpressed in articles are solely those of the authors. Responsibility for acc ura cy in reporting

restsentirelywiththe con tributor.Directors

Claude L. Gray, Jr. AI Kelch

9635SylviaAvenue 66W. 622 N.Madison AvenuePRESIDENT

W. BRADTHOMAS,JR.301 DODSONMILLROAD Northridge,CA91324 Cedarburg,WI 53012

213 /349"1338 414 /377-5886HomePILOTMOUNTAIN,NC27041919/368-2875 Home DaleA.Gustafson MortonW. Lester919/368-2291 Office 7724 ShadyHillDrive P.O.Box3747

Indianapolis, IN 46274 Martinsville ,VA24112VICE-PRESIDENT

317 /293-4430 703/632-4839'HomeJACKC.WINTHROP703 /638-8783OfficeROUTE 1,BOX111 RichardH .Wagner

ALLEN,TX75002 P.O.Box181 ArthurR.Morgan

2141727-5649' Lyons,WI 53148 3744North51stBlvd.414/763-2017Home Milwaukee,WI 53216

SECRETARY414 /763-9588Office 414 /442-3631

M .C. "KELLY" VIETS GeorgeS.York7745W .183RDST . JohnS. Cope land 181 Slob odaAve.

dvisors9'Joann eDr ive

Weslb orough ,MA 01581STILWELL, KS 66085 Man sfield ,OH 44906

Robe rt E. KeselBusi ness Phon e4'19/755·1011913 /681-2303 Home 455OakridgeDr ive6171366-7245 HomePhone4191529-4378

913/681-2622Office RocheSler, NY14617Rona ld Frit z JohnR. Turgyan

7161342·3170 Hom e1989 ·Wilson .NW 1530KuserRoad

TREASURER 7161325-2000,Ex!.Grand Rapids, MI 49504 Trenlon,NJ 08619'

23250123320OfficeE. E "BUCK"HILBERT6161453·7525 609/585-2747

P.O. BOX145 Stan Gomol GeneMorris RobertA.White

UNION, IL60180 1042 90Ih Lane, NE 27 Chandelle Drive P.O.Box704

815 /923-4205 Minn eapoli s,MN 55 434 Hampshire , IL 60140 Zel lwood ,FL32798

6121784-1172 3121683-3199· 305/886-3180

THE VINTAGE AIRPLANE (ISSN 0091-6943J is owned exclusiv ely by EAA Anl ique lClassicD ivision. Inc .,and is published monthly at Hales Corners , Wisconsin 53130. Second class Po stage paid at Hales

Corners PostOffice, Hales Corners, W iscons in 53130 , and add it ionalmailing offices. Membership

rates for EAAAntique/Classic Division, Inc ., are $14 .00 per 12month periodof which $10.00 is for thepublication of THEVINTAGEAIRPLANE .Membership is open to allwhoare interestedin avia tion .

T l ~ V I ~ T A 7 ~ A I V V L 4 . ~ ~OFFICIALMAGAZINE

EAA ANTIQUE/CLASSIC

DIVISION INC.

of THE EXPER IMENTALAIRCRAFTASSOCIAT ION P.O. Box 229, HalesCorners,WI53130Copyright" 1979EM Antique/ClassicDivision , Inc .,AllRightsReserved

JUNE 1979 VOLUME 7 NUMBER 6

Fron! Cover . Thomas Morse S-4-C built and own ed by Ray Cocking. (Photo Cou rtesy Ray Cocking)

Back Cover . . .The Antique replicas a tChino 79 made for some colorful photographs. This one was taken

byGolda Cox .TABLE OF CONTENTS

Straightan d Leve lby BradThomas .. . . . . 2

Chino '79.. . . .. ... . . .. . . ... . . . . 4

TheSixteenYearOldTommy by RayCocking .......................... 8

A CurtissAlbum by GeorgeHardie , Jr .. .. . . . • . . 14

KittyHawk, NorthCaro linaTo Lancaste r, Californiaby Wen andJoAnnPainter .. .. . 16

Antique/ClassicAircraftUnderRestoration . . . . .. 21

CompletedAntique/ClassicAircraft 21

Borden 'sAeroplanePosters FromThe1930' s

by Lionel Salisbury . . 22

LettersTo TheEditor . .. . 24

CalendarOfEvents. . .. ... 25

Nominees ForOfficersAndDirectorsOfAntique/ClassicDivision 26

1979Convention CommitteesAndChairmen . 27

EAA ANTIQUE/CLASSIC DIVISIO-NMEMBERSHIP

oNON-EAAMEMBER - $22 .00. Includes one year membership inthe EAA AntiquelClassic Division, 12 monthly issues of THE VINTAGE AIRPLANE; one year membership in the Experimental Aircraft Association and separate membership cards.

SPORTAVIATIONmagazinenot included.

oEAAMEMBER - $14.00. Includes one year membershipinthe EAA Antique/ClassicDivi sion, 12 monthly issuesof THE VINTAGE AIRPLANE ANDMEMBERSHIP CARD.(App lica ntmustbe currentEAA memberand mustgiveEAA membershipnumber.)

Page4 Page 14 Page 22 3



Victor Hugo, who once wrote that theatrical pin

nacles can only be reached by combining elements of

the sublime and the grotesque, would have found

Chino '79 a very dramatic affair. There was a little bit

of everything in the overall operations as well as the

variety of aircraft that made it in .

On the pleasant side, top honors for the fly-in went

to an antique aircraft for the second year in a row. Last

year Claude Gray and Bob Groff brought in their 1927

American Eagle and swept away nearly as many tro

phies as All n The Family". This year Claude refused

to be considered for an award and tried in vain to steer

the local judges at Chino toward using the Oshkosh

judging categories and criteria. EAA and the Antique/

Classic Directors are eager to see judging activity

standardized across the country. Claude was in for

another frustration, however, when the local con

stabulary blindly backed their car into the tail group

of his Eagle, bending the rudder and elevator in the

process.

This year 's fly-in Grand Champion is Jack Rose's

93 Pitcairn PA-8S Super Mailwing. (For the complete

story of the Mailwings and Jack's outstanding restora

tion, see Jack Cox's write-up in SPORT AVIATION

May 1978.) Jack Rose was slightly upstaged, however,

by the reactions to the incredible replica Gee Beeracer. Built by Ed Marquart and owned and flown by

Bill Turner, the Gee Bee looks like a wierd cross be

tween a flying traffic cone and a pregnant wasp. Most

people were equally impressed by the outstanding

workmanship in the Gee Bee as well as the obvious

demands it placed on the pilot. It's not a beginner's

airplane. Ed and Bill received Chapter One's Achieve

ment Award for the stunning yellow and black racer.Replication honors at the fly-in went hand in hand

with praise for endurance to Ray Cocking for his

Thomas Morse Scout, a sixteen-year construction proj

ect (Ray's personal account starts on page 8.)

There were other exciting historical copies, most

notably, Jim Appleby's meticulous Fokker DR-1, and

Sopwith Pup which kept company with Jim Osborne's

Nieuport 28 . Jim and Eric Schilling staged one of the

most engrossing acts of the air show schedule with amock dogfight in the Triplane and Nieuport. No doubt

about which one was more maneuverable: the Tri

plane looked like it was pivoting on a point in front

of the Nieuport. Smoke bursts signalled victory for

the Nieuport, but miraculously the Fbkker came back

ABOVE: Judges Choice Antique, a customized Meyers OTW belonging to Nick Mehterrian of San Marino CA.

BELOW: ck ose, showing the strain of victory in the lower right corner of the photo, lOok the Grand Champion

Award for Chino '79 with his Pitca irn Mailwing which he flew down from Spangle, Washington.



.



By Ray Co cking

3468 Barnaby Ct

Riverside, CA 9 5 4

Photos Provided y the Author)

dk/NJ /NJ -

'

....

Upper wing less aileron.

Roman Warren flyin g und er arch at iairground. EthelBerry standing on p lat er beca me Mr s. Warren

8



In late 1962 after 20 years away from flying, I made

the decision to build a Replica Thomas Morse S-4-C.Many questioned: Why are you building a T.M.

Scout? That s a story all in its own . . . To make it

short, between the age of 12 to 16 I helped aneighbor rebuild a cracked up T.M. Scout. His name

was Tom Mathews. l owe an awful lot to Tom for all

the little things he taught me. He has passed on now,

but many sti ll remember him well.

Whenever Tom flew the T.M. I went along to help

start it and wing walk it out to the runway. This all

took place in Co lton , California, where I grew up.

Three miles away was San Bernadino where Leland(Lee) S Miles flew his Tommy. Lee became famous

for flying the Miles Atwood Special at Cleveland and

many other big races. He was later killed at Cleveland

when a fitting broke and the wings came off. But Lee

loved to fly a T.M. Scout and on Sundays he often

put on a good show with his Tommy.

On the other side of Colton was Riverside where

Roman C Warren, th Cowboy Aviator , also flew a

T.M. Flying under the local Rubidoux bridge on June

13, 1926, he became quite a celebrity and was in big

demand for show work from then on.

Tom Mathews T.M. and another Tommy were

kept at Tri-City airport just east of Colton and Tom

and Art Cheney (who was later a United Airline pilot),would take off side by side on Sundays and go up

and do a few snap rolls and spin down to a landing.

With this background as a young man you can seewhy I wanted a Thomas Morse Scout. After I soloed

May 10, 1936 in a Curtiss Fledgling (my instructor wasGwen Cook in San Bernadino) the dream to have aT.M. became very strong. But in 1941, when I became

serious about putting a T.M. together, I found it

would be necessary to have a permit for each flight

and have a specific job for it such as a movie or show

work, etc. California didn ' t allow homebuilts to fly.When the realization of it all set in, I stopped flying

and didn t get near an airport for 20 years . Then by

accident I found it had all changed thanks to EAA.Going to Fla-Bob airport, here in Kiverside, to seeFrank Tallmans Sopwith Camel, I saw homebuilts all

over the place.

Soon the o ld dream came back, but was I too old

to start a long term project at 49?

Figuring it would take 7 or 8 years I started gather

ing information and was fortunate to be loaned a setof factory assemb ly drawings by Ernie Freeman of

Torrance, California, who also has an o rigina l Thomas

Morse S-4-C Scout. These drawings al lowed me to

keep all o ut side dimensions original.

Propell er before refini shing

By this time , I had become acquainted with Ed

Marquart (MA-S Charger designer and avid antiquer),

who has given me many words of wisdom and kept

me from building an over-weight airplane.

So with Ed's approva l of my drawing for a tube

fuselage, I went to Lou Stolp at Star Duster on February 2, 1963 and purchased all the tubing needed for

the fuselage and tail surfaces.Never having done any fancy woodwork, but

being familiar with metal work I started with metal.

Rudder first, elevators, then the stabi lizers were built.

Drawing everyth ng on plywood boards and using

sma ll blocks of wood to hold the tubes in plane, everything was tacked.

First run up of 8 hp LeRhone Started on first pull

By this time I had enough courage to tackle the

fuselage. It was attacked with the same method of

drawing one side on a long piece of plywood and

tacking the tubes. With two sides completed, next

came top and bottom cross members, starting backwith the second bay since I had no rotary engine atthis time and might have to use a Warner. I worked

my way to the rear tail post. Then came the diagonals

and the job of keeping the fuselage square. Somehow it all came out right on the money (beginners

luck).

About this time, came word of a few T.M. parts in

the San Francisco area, a phone ca ll and the parts

turned into a comp lete basket case T.M. with a spare



Ray Cocking and Merlin M. G. Now to roll this thing . Old spreader bar and new lower pic, tail skid.

engine. With this information I contacted two friends

who were interested, and they went right up to seeit. We bought it, and in three weeks I had a Le Rhone

rotary. At last the fuselage cou ld be completed, en-

gine mount and all.

Now that the fuselage was tacked into one unit I

hauled it to Ed Marquart s show at Fla-Bob and had

him finish weld the whole unit. I could have weldedit myself , but not knowing if it would ever be com-

pleted, I thought it best to have a well known welder

complete it to save any doubts later on.

The next step was to build up the landing gear.

That seemed like an easy job as far as figuring out the

details, though they had to be exact sin ce it's all in the

open. Another friend I acquired along the way while

ing for Thomas Morse parts is Rudy Hazuka. He

loaned me a complete landing gear to copy. So after

taking it complete ly apart, paper patterns were made

of every piece that was to be fitled to the legs or

axle. The axle was modified from an origina l Jenny

axle acquired in a wheel trade with Jim Appleby of

Antique Aero . Being 1 l in diameter and more than

long enough, the Jenny axle was cut in the centerand a hinge joint made and welded in place.

. .

Next douglas fi r two by fou rs were used to make

the spreader bar , which simply runs from on e leg to

the other with the axle centered betwee n it. Origi-

nally , the front was rounded and the rear tapered off

giving a fairly streamlined ax le for its day.

The wheels are not original, although the diameter

is measuring 6 inches with tire. The wheels are ea rly

aircraft 16 inch rims with 5 in ch motor bike tires. To

look more like aircraft tires the lo ca l tire recapping

shop rounded off the excess rubber, g iving them anice appearance while making each one about 5

pounds lighter.

The original axle was drilled with lightening holes

graduated in size. I purposely avoided doing that as

Thomas Morse Scouts were notoriously tail heavy.

The extra weight at the front was not critical. Holes

cou ld alw ays be dri l led la ter. Hopefully the tube

fuselage would be light enough to help remove some

of the tail heaviness.

•1

.,

trnie reeman read y for irst hop in his T.M . a-Bob Airport August, 970 .



' T I f O ~ ~--ve. .

Roman rren

Now it had tail feathers and a landing gear, so

with a 80 hp Le Rhone sitting on the floor it was time

to open it up and take a look inside to see what

shape it was in .

The evening the Le Rhone was opened up, JimAppleby came over to give me a hand and see how it

looked inside. Taking it apart soon became a real

chal lenge as many years of dried castor oil hadlocked everything up real tight. But the first look

showed no rust which was very encouraging, and as

it slowly came apart over the next severa l weeks it

turned out to be a very low time engine as machine

marks were still showing on all pistons. We found no

cracks which was more than fortunate. So once it wasapart all old bearings were replaced with new, or re-

built to new condition. All valves were hand ground

to hold gasoline. After some new rings made by

Pacific Ring in Los Angeles, it went together with

ease. Everything fit and tuned just as it should.

About this time Jim Appleby called one evening to

see if I was interested in an original Thomas Morse

propeller (I m sure he knew I was). It was available at

a very reasonable price . Naturally, I jumped at the offer. So stripping the old cloth tip off, a good sanding,

a l i tt le stain, a new cloth tip, four coats of

polyurethane and it looked like a new Hardman Peck

prop.

Somewhere along the way in the project , material

for the wings was purchased. Ed Marquart needed

some material for the shop, so we hook_ed up my.

trailer and went to Los Angeles. With Ed 's knowledge

of wood, we hand picked all my spar material and

two sheets of mahogany plywood for ribs. He picked

out the material he needed and we came home satis-

fied with our purchases.

Knowing the ribs could be made up and slipped

on the spars as the wings were built up, I made two

rib jigs . The lowers are four feet three inch and theuppers are five foot six inch chords respe.ctfully.

Through that winter the ribs were glued up two at

a time, so by spring they were waiting to be assem-bled. Meanwhile Ernie Freeman in Torrance insisted

on cutting my spars to size on his shaper (no argu

ment from me). He had also loaned me a set of wing

fittings to copy, so starti.ng with a lower ~ i n g .1slowly

O n loan to

thea ter fo r The

Blu e Max The event wasresponsib le for ___-, ·nUf

getting cop y

of techn ica l

rigging no tes

from the

U S Arm y

IS A F:EPuC.b. OJ ATHOMAS·MORSE

J : I ( D $ I I I . ~ ~P'l»;f

r, ;,<\/':OCtl·JI...l

"

http://slidepdf.com/reader/full/starti.ng

http://slidepdf.com/reader/full/starti.ng



assembled all the parts and pieces. Using .080 piano

wire and World War I turnbuckles for internal bracing

the two lowers were completed that fall. The next

summer one upper and the interplane struts were

completed leaving one upper for the next year and

an aileron section which had to be cut out.

While building the wings Ed Marquart noticed that

the original wings had no internal bracing outboard

of the interplane struts, so he suggested one bay be

added in the tips. This makes a much stiffer set of

wings, thanks again to Ed

To read this it sounds like everything went like

clockwork but from completing the upper wings tocutting and completing the ailerons a year went by.Except for the last four years after retiring from the

Pacific Telephone Company, the early years really

went very slow at times. At some periods more time

was spent figuring out ways to do it than was actually

spent doing it. The aileron hinges had to have a jig

made to get them to align properly. To drill the wing

attach fittings I had to make a U shaped fixture with a1 4 inch tube on one side and a small protrusion on

the other side to align it up. It worked perfectly, but

not a single carpenter or salesman could tell me of a

tool made for the job or how to go ahead and do it.

Next came the ailerons which are actuated by a

1 14 inch tube running the full length through the

upper wing just left of the rear spar. All ribs were fastened to metal tabs welded on short lengths of tube

and slipped on the tubes and bolted with 3/16 inch

bolts. The aileron tubes are actuated by bell cranks

pushed up and down by streamline tubes from the

cockpit area. The leading edge was made of 1 2 round

that was routed out to fit the front half of the tube.

It s then glued to the front of the ribs with small

corner blocks for strengh.

Not being able to find any original bell cranks, the

job of making them from scratch was left to the very

last after all covering and rigging was done to be

sure everything lined up properly.So covering was next. Never having covered any

thing before, I just sorta watched and spread a little

dope here and there for others. Still, it was really

another new experience, so I started with the smallparts first: fin and rudder. Using dacron, the 62 inch

material was rolled out and the pieces laid out to

have the least waste. It was glued on, shrunk with the

iron and presto: it was ready for a brush coat of nit-

rate and rib stitching. A good start. Now with a small

degree of confidence, the sides, top and bottom

were cut out for the fuselage.

A crash program was launched to finish the tailsurfaces and fuselage covering since the EAA Fly-In at



l l ll

~

. c , - , ~ \

y y

Chino, California was near. Many hours went into

final dop;ng and silvering : Wanting the Tommy to

look like a civilian T.M. instead of the dull army olive

drab, the finish was to be all silver with red landing

gear legs and clear varnished wood work.

Now ready for printing, I sent in to FAA for the Nnumber 137TM and was lucky enough to get it. The

reason for 137 was that Roman Warren's Tommy car

ried the federal I.D. number 137 back in the 1930 s.With the N number resolved I realized that a monog

ram like the ones that characterized individual aircraft

owners in the early days was a must. I worked out a

set of wings with my initials, R.C. in the center. Thisand the number were painted on by Mike Kuffeitner.

Almost immediately the jokes started: Oh, oh R.C., .. . RADIO CONTROLLED or R. C. COLA , etc. But

Mike and I were satisfied with our efforts. Anyway,

the paint scheme was good enough to pick up a

judges' choice static display trophy.

Thednexdt big effort was to try anldbget the wings allcovere an set It up for Jim App e y s open house

in September at Antique Aero here at Fla-Bob. Well,

it required an all-out effort but it was ready to set up

two days ahead of the event. Everything was there

except for the aileron bell cranks and the push /pull

tubes, but their absencewas

hardly noticed.

All that was left now was to rig the plane from the

Army technical notes, make the bell cranks and callfor final inspection. The bell cranks posed a special

problem since they were originally formed from ovaltubing which nobody has anymore. Even if I'd had

some, there was no way to form all the different

curves.

After a lot of thought, they were made out of plate

aluminum and the edges were rounded off. They

came out looking very nice, and if any original ones

ever do show up, they will bolt right in place.Having run the Le Rhone twice for several minutes

at 800 rpm (12 1 is maximum) it started on the first

pull and ran smooth as glass.The time was here to call for final inspection. Mr.

Robert Detweiler, an FAA inspector from Long Beachcame out, took a good look and signed it off. Now 16years later she's ready to go.

There are many people who deserve thanks for

helping along the way. I 'm sure many thought i t

would never be completed, so hopefully they will

find some satisfaction in seeing it all together.

By the time this story goes to press the Tommy(NOTE: For background, see SP RT VI TION

should have been flown and all dirtied up with castorDecember, 1967, Why Am I Building A Replica

oil which is a normal condit ion for Thomas MorseTommy? , page 32.)

Scouts.

13



A Album

By George Hardie, Ir .

fAA istorian

In the history of aViatIOn the names Wright and

Curtiss figure promin ently. Wilbur and Orvil le Wright

launched the Air Ag e when th ey fl ew their Wright

Flyer , the first successful controlled, powered airplane, from the sands at Kitty Hawk , North Carolina

on December 17, 1903. Glenn Curtiss, through hi s

Curtiss Aeroplane Motor Co ., ca rried forward th e

development of th e airplane from the frail craft of

the exhibition era to the reliable vehicle that emerged

after World War I.

Glenn Hammond Curtiss was born in Hammond

sport, New York on May 21, 1878. There he grew up

to become the proprietor of a bicycle repair and manu

facturing business. This led to experiments with en

gines to power his bicycles converted to motorcycles.

He soon earned a nationwide reputation for the quality

of his engines.

In 1907 Alexander G raham Bell, inventor of the

telephone, was experimenting with kites built on the

tetrah edra l principle . He placed an order for an en

gine with Curtiss, asking him to perso nally d e liv e r it

to his shop at Badd ec k , Nova Scotia. While th ere,

Mrs. Bell suggested th e formation of th e A erial x-

perim ent Association to ca r ryon th e work of investi-gating th e problem of fl ight. Members of this Assoc ia-

tion were Be ll, Fred eri ck (C asey) Baldwin and John

A. D. M cC urdy, Bell 's two youn g engineer helpers,

Lt. Thomas Selfridge of the U . S. Army, and Gl enn

Curtiss as th e engine expe rt. Thu s b ega n Curtiss

involvem ent in aviation .

EAA m ember Arthur M . Cohn of Mt. Vernon, W as h

ington ' rece ntly sent u s a se t of photos of variou s Cur

tiss air c raft and of th e Curtiss plant. Th ese photos,

together with others from my own co llection, will be

presented in a seri es outlining th e progress of th e

Curtiss achievements from the ea rli es t days to th e

immediate post-World War I p eriod . Read er comment

is invited and additional information and photo s will

be appr ec iated . .

1 : J ~

Glenn H ammond Curtiss

7878 - 7930

Th e first airp lane built by the A. f. A. wa s the Red W ing , shown here on the Dr. Bel/ s tetrahedral ki te Cygnet /I on the ice at Baddeck , No va Scotia on

ice at Lake Keuka on March 7 7908. A flight of 3 78 feet was mad e on that date. February 8 7909 Simi lar to the Cygnet I of 7907 both craft w ere unsuccessful.

14



The June Bug in fli ght on July 4, 1908, piloted by Curtiss qualifying for the The Wh ite Wing , second of the A. E A. machin es . This was the first use of

Sc ientific Ame ri ca n tropl?)'. The flight was made at dusk, hence the poor qualit>, ail erons on an airp lane s n here as moveabl e tri angular tips on the wings.photo. Flights were made on May 18 and 2 1, / 908.

The Iun e Bug was mounted on crude floats (or trials on Lake Keuka in Sep-

temb er, 7908 Dubbed the Loo n by McCurdy, the experim ent was unsuccess-

ful.

The Silver Dart , shown here wi th McCurdy at the cO l l lrols wa s the las t ai r-

craft built by the A. E. A. McCurdy mad e fli ghts from the Lake Keuka ice onDecember 6 1908. Lat er he made th e fir st fli ghts in Ca nada at Baddeck, Nova

Sco tia.

5



The adventure of flying a Piper )-3 Cub, 33 years

KIlTY HAWK, NORTH CAROLINA

TO LANCASTER, CALIFORNIA

Wright Brothers Nation al M emorial Kill Devil Hills N.C.

Wen and 1 Ann Painter

45519 Cedar Avenue

Lancaster CA 93534

old, from coast to coast became a reality for us, and afantastic air tour across America. Th e thought of fly-

ing a 65 horsepower -3 Cub with no radios or elec-

tronic navigation equipment, except for an ELT, and amaximum fuel capacity of 12 gallons would cause

most pilots of today some concern and maybe even

fear. We felt the adventure was like returning to fly-

ing as it was nearly forty years ago when flying waspure and simple.

The plans to make this fl ight began when we

found this beautiful )-3 Cub for sale near Hampton ,Virginia. The price was such we couldn't afford not to

buy it. The )-3 Cub had been restored to its original

configuration as it was in September 1945, with the

NC numbers on top and bottom of the wings , bear

cub on the vertical stabilizer, etc. We thought the )-3Cub would go well with the rest of our airplanes, a

1945 Aeronca Champ 7AC, 1949 Cessna 140-A, 1945L-5G Stinson Ambulance Plane and a Formula I Cassuit Rac er. We felt the flight should begin from Kitty

Hawk , North Carolina where the Wright Brothers

started it all Decemb er 17, 1903 on the bleak

windswept beaches near there. The exc itement canbe felt when visiting this site , where 75 years ago man

broke the bonds which held him to the earth since

the beginning of time.

The fl ight started from Garner airport, west of

Hampton , Virginia. Bob Meyer took us to the air-

drome early the morning of April 28, 1978 to begin

our journey. We left Garner about 7:30 a.m. t was abeautiful flight to Kill Devil Hill , North Carolina,

where we landed at First Flight Airport near the

Wright Brothers National Memorial. There we visited

the memorial , took pictures and had our map signed

by the Wright Memorial Park ranger, Richard Popive.

We then flew across the Albemarle Sound to Manteo

Airport to refuel and head west. We left Manteo and

flew across the Croaton Sound and the AlligatorRiver, over the swamps of North C< rolina. The head-

winds were about 15-20 mph, thus , our groundspeed

was about 55 mph . This should be plenty good for

making Rocky Mount , North Carolina our first

scheduled stop (118 sta tute mile s). We were on

course at Martin County Airport (35 miles east of

Rocky Mount) and flying along the Roanoke River

heading west when I asked )0 Ann if she wanted to

rest and I would fly and navigate both. She said,

Yes, so I took over. I flew by a town which I figured must be Tarboro , North Carolina (later I found

out it was Scottland Neck, North Carolina) thus

must change to a northwesterly heading to hit Rocky

6

I



Mount, which I did . I came across a highway which Iassumed to b e 301, south of Rocky Mount, and

turned north to Rocky Mount. However , th e town Icame to had a ni ce big lak e along the northwest that

didn ' t show on my map . I learn ed later the highway Ihad followed was 95 instead of 301 and th e town was

Roanoke Rapid s, North Caro li n a.) At this point, Iloo k ed for my Washington Sectional map but

co uldn ' t find it. (It had fallen behind the backseat and

sl ipped down in th e tail section.) By now th e fuel

gauge, a wire on a cork sticking up out of th e gas

cap ,had quit bobbing and

I wasn '

tsure ju

sthow

mu ch fuel was lef t in the tank. I decided I had better

land while I still had co nt rol of the situation and

co uld pick th e landing spot. I started looking for agood field and found a cow pasture which looked

pretty good . I mad e a fl y- by and looked it over. It ap

peared to be okay, so I made a go -around, ca me backand landed . Th e landing was made on a smooth grass

st rip and I taxi ed back to th e hou se. I got out to find

so m eo ne to as k ju st exactly where w e w ere, and

promptly stepped in a meadow muffin . I crawled over

a wooden gate, and as I was wiping my sho e in the

grass, a pickup truck drove up . Two gent l em en , JackPeoples and Maxi e Moore, were curious to see who

had landed in th e pasture . Then about this time , Willard Moore , the farmer wh ose pasture I had landed

in , drove up. They informed me I was in Skippers,

Virgi nia , about 50 miles north of Rocky Mount, Nor th

Ca ro lina .Jack Peoples and Maxi e Moore drove me do wn the

road about a quarter mile to a fi lling station to pur

chase 5 gallons of regular car gas. I poured the gas in

th e J-3 while Jo Ann and Willard M oo re kept th e cows

from eat in g the airp lane. With th e five gall ons of gas

on board, th e cows driven out of the way, and the

Cub pushed up next to the fence, I thanked everyone

and an easy take-off was made o ut of the pasture. It

was a short flight to Emporia , Virginia airport. Walt

Pappy Ellis admired our J-3 Cub as he refu eled it.We learn ed he also had one in the hangar and hadsom e in teresti ng stories to tell about his expe ri encesferrying J-3s from the factory when they we re new.

It was a littl e discouraging to find out we were

o nl y 55 miles fro m where we started at 7:30 that

morning. Bob Meyer had told m e to use a road

map to navigate by th e east coast, due to the hazeand lack of good landmark s. But I figured I co uld do

a l itt le better th an that just usi ng a sect ional map.

After th e cow pasture landing, I really watched th eroad map, and from that point on stayed above In terstate 40 .

It

Jo nn stan d in g where the fir st

Wright Brothers fi ght landed.

I

Wen standi ng at the spot where the

off on their first powered flight.

7



We left Emporia, Virginia, and flew to Rocky

Mount, refueled, and proceeded to Ashboro, North

Carolina arriving at 5:00 p.m. We remained the 'reovernight. Transportation to town was arranged by

the line boy Gary Nevins, who was real helpful. He

also picked us up the next morning and took us backto the airport. This Saturday morning was beautiful ,clear, cool, and no wind . The flight across the hills of

North Carolina at about 1,000 feet above the ground,

seeing the farm houses below, the trees, livestock in

the pastures, the fences , etc. gave us a feeling of flying in the era of the barnstormers. The lush green

trees and fields spread from horizon to horizon with

the open green pastures below made one want to go

down and make touch and go s in them . We arrived

at Ashville, North Carolina about 10:30 a.m. and flew

on down to Hendersonville-Winkler Airport where we

landed. I called my friend, Wil Linscheid, who lived

in Ashville.

Wil met us about an hour later. He took us to the

Ashville Airport where he kept the Cessna 340 that heflew for Mills Industries, as their pilot. He needed aproficiency flight so he took us along for a tour of the

area. He also needed his Biennial Flight Review within

a few weeks , so I gave that to him at the same time.

Saturday night a storm moved in. It rained heavythrough Monday night so we stayed with Wil and his

wife, Phyllis, until Tuesday morning. The front hadmoved on through and the weather was severe clear.

The j-3 Cub had been setting for three days in the

rain, and we could not get it started. It took about

three hours to dry the magnetos out with heat lamps,

and a lot of propping by Ray Duncan, Prince Arnett,

Ralph Bishop, and myself to get it started.We left Hendersonville about 11 :00 a.m . , refueled

at Sevier-Gatlinburg, near Sevierville, Tennessee and

then on to Lebanon, Tennessee . While at Lebanon ,the airport manager, j. Mike cyu, noticed our j-3

being refueled by Mark Tunygle and he came out

admiring it. He even mentioned trying to trade a twinengine aircraft for it. He said, You are not going to

leave until I prop it. So we let him . In the meantime

he made us some coffee and offered us his car to go

to town to get something to eat if we wanted. We

found out he got his private pilot certificate in the

early 1950s in a j-3 Cub as I did. I got my private

pilot certificate in a similar j-3 C;:ub, NC42511 in july,

1953 and this j-3 Cub is NC42664.) Mike propped the

ariplane and we were on our way to Memphis with arefueling stop at jackson, Tennessee.

An amusing thing happened at jackson, Tennes

see, when we were about to land. The procedure we

Refue lin g stop in Willard Moore s

pa sture, Skippers Virginia.

Fl ying dow n th e iss iss ippi Rive r,

M emphi s Tennessee.

8

sort o f es tabli shed was that I wo uld do th e take-o ffs



Wen left) wilh Waller and Rila Co rsi, from San Bernar-

dino , Ca l ifornia who we raced wi lh from Oklahoma

Abo ul anOlher 945 miles 1o

go from AmariI/o, Texa s

and landings (because I w as in th e backs eat and hadbetter vi sibility ) and j o Ann would do th e flyin g whil eI navigated . W e w ere over th e jackson , Tenn esseeairp o rt and I sa id Ok ay, I go t it. She sa id , Th eheck yo u have, and she made th e landing, whi ch

was bea utiful even wi th her lim ited visibility .W e arriv ed at M emphi s abo ut 6 : 00 p . m . and

land ed at General Dewitt Sp ain. The next mo rning it

Nas ra ining ca ts and dogs , so we were groundeddue to wea th er all day We dn esday. Thu rsday mo rnin g

th e wea ther was no bett er , but by noo n th e repo rt

was 1,500 foo t ce il ing and 5 miles so we left abo ut tenm inutes to twe lve and fl ew to Ca rli sle, A r ka nsas.There w e add ed th e f irst qu art of o il (16.5 hour s fr o mGa rn er, Vi rg ini a). Th e ce ilin g didn ' t se em to get anyhi gher, o r th e visi bility any bett er th e res t o f th e way

to Mu skogee , O kl aho ma, w ith a ref ue li n g stop at

Clar ksv ill e, A rk ansas .

Frid ay, M ay 5, 1978, we left Mu skogee, O kl aho maTop Hat Airpo rt and flew southw es t until w e ca me to

In te rstate 40 and f lew wes t alo ng th e hi ghway until

we go t to Shaw nee, O klahoma. Here th e v isibili ty got

do wn to o ne mi l e and th e ce ilin g low e r th an th e

1,400 feet and 4 mil es fo recasted fo r O kl aho ma City.

W hen w e land ed at Shawnee, Ok laho ma an e ld erly

gen tl eman in th e of f ice as ked w ho ow n ed th e j- 3Cub. We sa id , we do , and he to ld us abo ut hi s fe r-

rying j -3 Cubs fro m Loc k Haven , Penn sy lva n ia to Ok -lahoma in th e 1930s and 40 s. He to ld us th e equip

ment we rea ll y needed to f ly a j- 3 Cub w as a Farm er'sA lmanac and a ca lend ar, th e alm anac to fo recast th e

wea th er and th e ca lendar to tell us how fa st w e w erego in g. Ab out an hour late r , the wea th er improve d to

a 600 foo t ce ilin g and 5 mi les visib ility, so we went onto No rm an , O klahoma.

> W hen we go t to Norm an , O klahoma our f ri end ,D ick Dutn ell (ret ired Lieut enant Co lonel , USA F) ca meo ut to th e W es th e im er Airpo rt and p icked us up. Thatevenin g Di ck and hi s wi fe, j aney, had a few of the ir

f ri ends ove r fo r a littl e party. Their fri end s brought

m usica l in strum ent s and pr ov ided co untry-weste rnmusic. We had a fantas ti c tim e. The next mo rnin g we

checked the weath er . It was fo recasted to be IFR w ith

snow in Am arill o and A lbuquerque fo r th e next fo ur

days. W e d eci ded to f ly co mm ercial back to Ca li fo rni aand f ini sh th e t rip at the end of th e month .

O n M ay 30, we arri ved back in O kl ahoma City to

co m ple te ou r coa 'st to coast f li gh t. Di ck Du tn e ll

pi c k ed us up and too k us to No rm an w here o ur

ai rp lane had been hangared fo r the past thr ee wee ks.The o il had bee n changed fo r us and th e airplane was

ready to go wh en we go t to the a irpo rt.

We left Westheimer about 1 45 p.m. Tuesday on needed at least 8,000 feet to get through. We took off and pioneers below (probably too many John Wayne



our way west, arriving at Cordell , Oklahoma one

hour and 30 minutes later. The wind was out of the

southwest at about 20 mph. When we refueled atCordell, the airport manager said, No use taxiing

back up to the runway, just take-off on the grass

south of the pumps. We followed his suggestion,

were airborne in a few feet and off to Shamrock ,Texas.

We flew down Interstate 40 with a wind correction

angle of about 30 to 40 nose left. We could see the

dust blowing out of the fields below. When we

landed at Shamrock , we had to call someone fromtown to drive out and sell us some gas a total of 4.5gallons). Sometimes we had to stop within the first

hou r to refuel because there wasn ' t any place to stop

within the next two hours. We had a total flight time

of three hours maximum, so we wanted to be on the

ground in no later than Y hours . We arrived in

Amarillo, Texas about 6:00 p.m. that evening.

The next morning we left Amarillo about 7:30 a.m.

on our way to Tucumcari, New Mexico. The

groundspeed just west of Amarillo was a fast 40 mph

for the first hour, but the wind died down as we

came closer to Tucumcari, New Mexico. We experi

enced a good wave cloud which we flew next to for

about 30 minutes. There was enough lift that we wereindicating 100 mph and not losing any altitude at

7,000 feet. When we arrived at Tucumcari, the wind

was down to less than 5 mph. The leg from Tucum

cari to Albuquerque was 180 miles. With no head

wind, it would take 2 hours 35 minutes, making a

stop along the route necessary. According to the AIM

(Airman's Information Manual) the only fuel available

was at Santa Rosa, 62 miles from Tucumcari. We

landed at Santa Rosa and a little Indian boy came out

to the pump and told us there was no fuel available.

We decided to go on. There was no use going back.

There were two airports ahead of us (Cline's Corners

and Moriarty) which according to the AIM had no

fuel, but we figured we could go into town and get

some car gas if necessary. When we got to Moriarty,

we had been flying 2 hours and 10 minutes. We hadabout 50 minutes of flying left and 41 miles to go.

This meant we would not have much extra fuel left if

we went on to Albuquerque, so we landed at Mor

iarty. We saw some cars around the hangar when we

flew over Moriarty. We landed and taxied up to the

hangar to ask if we could find some fuel at this air

port. We learned fuel had been put in about two

weeks before, so we were in luck. We refueled and

headed out toward the pass which was 7,000 feet. We

from Moriarty (6,201 feet) and within three turns

above the field, had thermalled to over 8,000 feet. We

headed toward Albuquerque. By the t ime we were

west of Albuquerque, we were at 12,500 feet (almost

unheard of for a J-3 Cub). We cruised at 12,500 feet

until we let down to land at Grants-Milan Airport,

Grants, New Mexico . The wind was 90° to the runway

so we elected to land on a dirt crosswind strip at the

south end of the main runway. While trying to taxiout of the sand and up on the hard-surfaced runway,

the left brake failed, the diaphram broke. When we

got to the pump, the attendant advised us that thedensity altitude was 9,500 feet. He wanted to know if

we wanted a full load of fuel (12 gallons) and I said,

Yes . We really had no choice due to the distance

we had to go. Grants-Milan Airport is 6,520 feet with

a 5,800 foot runway. We took off using about 800 1000 feet. We were airborne, but not really climbing

very fast. However , with the thermals in the area ,about 20 minutes later we were up to 10,000 feet. We

cruised at that altitude for another 2 hours and 40

minutes, to Holbrook, Arizona .

We landed at Holbrook and no more than got out

of the airplane when the line boy came out followed

by a man and woman. As they came near the pu mps

the man said, I want to see you . I really wonderedwhy, then he said , I want to shake your hand. I

asked why. He told me he and his wife had been

driving their car on Interstate 40 and had seen us

above them most of the way from Oklahoma, acrossTexas , New Mexico and into Arizona . They (Walter

and Rita Corsi, San Bernadino, California) had passedus out of Amarillo, Texas and we had passed them

out of Tucumcari, New Mexico, etc. We had an en

joyable visit while the airplane was being refueled

and a quart of oil added (our second quart since leav

ing Garner) . We went on to Winslow, Arizona where

we spent the night. The next morning we ate break

fast and then couldn t find a ride back to the airport.

The taxi driver didn't start work until 8:00 a.m., so we

called the local police department. A policeman came

by in his patrol car and took us back to the airport.

We left about 7:05 a.m. and flew to Prescott with a

circle around the Meteor Crater, across Morman

Lake , and through Sedona, which has the most beaut

iful formations of rocks one can see .

Flying across the western United States, especially

away from towns and highways, really makes you

admire the pioneers in their covered wagons crossing

this country. Just looking at the terrain below, from

500 to 1,000 feet , you could almost see the Indians

movies). The visibility was unlimited and no notice

able wind was experienced. Our groundspeed was

about 70 mph (really smoking).

We refueled at Prescott and went onto Needles,

California, again about 70 mph groundspeed. When

we landed at Needles , the temperature was about

100 F. We refueled and headed for Barstow- Daggett,

where our friend, Bob Olds, a flying California StateHighway Patrolman, met us. He said he heard we

were bringing a J-3 Cub from the east coast. At

Barstow we called the control tower at General Wil

liam J. Fox Airport, Lancaster, getting a clearance toland using the lights. They advised us the winds were

25 mph with gusts up to 30 mph or better. When we

left Barstow-Daggett, the wind was less than 10 mph.

We did not notice the winds to be 25-30 mph until

about 10-15 miles east of Lancaster. When we arrived

at Will iam J. Fox Airport, our touchdown

groundspeed was almost zero. In fact , when we

touched down the wind blew us backward . With

power, we got up to the turn-off and Jo Ann got out

and held on to the left wing. We held it into the wind

until Jim McCathron, County gas attendant, came out

and held onto the other wing to help walk the

airplane to the tiedown and chain it down. We lo

cated Bob Roberts , the airport manager, and askedhim to sign our map completing our cross country

flight.

The flight took us 43 hours and 45 minutes, 178

gallons of fuel, 2 quarts of oil and was a real true ad

ventu re o It was noted that 8 /87 fuel was not available

in the midwest (Muskogee , Oklahoma to Winslow,

Arizona ). We could only obtain 100 low lead.

Fl yin g over the cra ter w es t of Wi ns low Ar izon a

20

ANTIQUE/CLASSIC AIRCRAFT UNDER RESTORATION



STAMPE SV 4C

Lo ui s R. W . Edm o nd s, 409 Beacon Str ee t , Apt. 3,

Boston , M A 0211 5

STANDARD J l

Peter F. Turdin , 66 Jobs Road , Wallingford , CT 06492

STINSON 108 3

Lary W . Bre itb arth , 1420 M acadamia Drive, Fallbrook ,

CA 92028

STINSON L5E l

Cl inton G. Hernd o n, 25 Eas t M apl e, Walla Walla , WA

993 62

GLOBE SWIFT GC 1 B

Garvin H. Ge rm any , Jr., Box 265 0, Freeport , TX 77541Curtis W e therell , 104 Hi cko ry , Lake Jackson , TX 77566

TAYlORCRAFT BC12D

Francis Barnum , 1320 Goodri ch , Lander, WY 8352 0

Dale Gultch, N52 W1 5165 EI Rio Drive, M enom onee

Fall s, WI 53051

COMPLETED ANTIQUE/CLASSIC AIRCRAFT

AERONCA CHAMP 7ACBCM

Charl es E Hu ges, Rt . 1, Box 68, Pansey, AL 3637 0

AERONCA 7AC

Edw ard E. Se lf, RR 1, Box 384, Leitchfi e ld , KY 4275 4

AERONCA CHIEF

Willi am C. Hi scoe, 205 S. W . Williams Drive, Bea ver-

ton , O R 97 005

BUCKER JUNGMANN CASA 131

Ri chard L. Pratt , 34 Fo urth Street , Laurel , MD 20810

CHAMPION 7 GC

Ea rl W . Ada m s, Star Rt. , Fo rd, W A 99013

CESSNA 120

W ayne A . Hend ri ckson , Rt. 1, New Lo ndon , MN 56273Frank Pu gel , 6096 W illiams Dri ve, Paradi se, CA 95969

CESSNA 140

Du ane L. Leach , 213 Snead Road, Ro ute 4, New Be rn ,

NC 28560Randy L. Prin ce, 720 Red Oa k T err., Edm o nd , O K 73034

DEHAVILLAND TIGER MOTH

Terr y Riney, 835 Wes t Chu rch , Grand Prairi e, TX 75050

ERCOUPE

Ronald H. Kidd , 2100 Shane Dr ive, Greensbo ro, NC

FAIRCHILD 24

John and Shirley Helvig, 741 So uth M ontezo ma, Pr es -

co tt , AZ 86301

PIPER PA 12

J. S. To mbl eson , c/o Kau chel 20 Van Bege rn Street,

Brackenhurst Johann es berg, So uth Afri ca

PIPER J 3

Gary W . Davis, 634 Chip Cour t , Gurn ee, IL 60037

Car l Hunter Freed , Jr., 7608 O ster Dri ve, Richm ond ,VA 23227

Kenn eth E. H enerson , Box 8, Newagen , ME 04552

PIPER J 3 CUB

William J. An d e rt on , 2223 Ardm o re Road , Tr ento n ,M I4 8183

Tho mas A . Th aye r, 7372 W es t 82 Street, Los Angeles,CA 9004 5

PIPER PA 12Roge r K. W oo d , P. O. Box 92, Rexb urg, ID 83440

REARWIN 180 SKYRANGER

Jo hn E. Daughert y, 3066 Eas t SI. Lou is Ave nu e, LasVegas, NV 89104

STAGGERWING

Om er K. Reed , 4517 No rth 32 Str eet , Ph oe ni x, AZ 85018

STAGGERWING G MODEl BEECHCRAFT

C:;eo rge W . Freeman, Midway M edi ca l Center, P.O.

Box 992, Ca nto n , NC 28716

TAYlORCRAFT L 2A

Andrew S. Do rri s, 6370 W aterman , University City ,MO 63130

WACO UPF

Mark Trimble, Box 377, Branson , MO 65616

NOTICE OF ANNUAL

BUSINESS MEETING

NDELECTION OF OFFICERS

ND DIRECTORS

Notice is hereby given that an . annual business

meeting of the members of the EM Antique/Classic

Division w ill be held on Saturday , August 4, 1979, at10:30 A .M. (Central Dayl ight Time) at the 27th Annual

Convention of the Experimental Aircraft Association,

In c., Wittman Field , Oshkosh, W isconsin.Notice is hereby further given that the annual elec-

tion of officers and directors of the EAA Antique/Classic Divis ion will be conducted by ballot distributed

to the members along with thi s June issue of h eVIN T GE A IRPLAN E Said ballot must be returned

properly marked to the Ballot Tally Comm ittee, EAAAntique/Classic Division, Box 229, Hales Corners, Wis-

con sin 53130, and received no later than August 1,

1979. Ronald Fritz, Chairman

No m inating Committee

M . C. " Kelly" Viets, SecretaryEAA Antique/Classic Division

2740 6

2

BORDEN S EROPL NE POSTERS



••••

FROM THE 1930 S

I wonder if NC 133 1 is alive and w ell today, or if

it has gone to that great airport in the sky?

Regardless , this ship's picture became poster num

ber five in se ries number one, of a group of 19 photos

published in 1936, by the Borden Company. Th e notes

don t indicate the number of passengers it co uld car

ry , which is rather su rprising.

Thank God for the Klaxon though, in case th e pilot

forgets to lower the gear. I ve heard of a warning horn,

but a Klaxon That s enoug h to wake a fel low up.

The th ree-view and notes are from the back of the

poster .

NEXT MONTH - The Ford Tri-Motor

Article Number 5. Poster Number 5 Series Number 1

Boeing No. 247

By Lionel Salisbury

7 Harper Road

Bramp ton . Ontario

Canada L6W 2W3



--J.

2 ~ 5 f I. 74 · - - 1(

.

- f -· · J 2 ~ r

I. 51'-"1'

o",

THE NEW 90EING A NSPORT MOOR No. 147 / - i - --- 6"5'fl · 1 ---*- - ~ _ _ ~ : L __ __

-. , R N IoUTlCAl N IIIIIU OF (Ofllu'ntU O t1aCA UK.

THE NEW BOEING TRANSPORT MO EL NO . 247

Span . . .. . . . .. . . . . . . . . . .... .. . . . . .. . .. .. . .. .. 74 ft.Length O verall . . . . . . . . . . . . . . . . . . .... . . . . 51 f t. 4 in.

H eight In cl uding Radio Mas t . . . . . . . . . . . . .. . .. . 16 ft.Wi n g Ar ea Including A ilero ns . . .... .. . . 836.13 sq. ft.

M oto rs (2) .. . . . . .. . . . . . .. . . . . . 550 hp , superchargedPra tt & Whitn ey W asps

Gross W eig ht .. . .. .. . .. . . . . . . . . . . . . . .. . . 12,210 Ibs.Top Speed . . . . . . .. . . .. . . . . . .. . . . 182 mi l es per ho ur

Crui sin g Sp eed . .. . .. . .... . . . . . .. 170 mi les per ho ur

Landin g Speed .. .. . . . . .. .. . . . . . . . 58 mi les per hour

Tak e-Off Run . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . 770 ft .

Servi ce Ce iling . . . . . . . . . . . . . .. .. ' . . . . . .. . . . 18,400 ft.Win g Is Des ign ed To With stand

A Load Of .. .... . . .. . . . . .. . . . .. .... . . . 12 tons

Landing Gear Is Desi gned ToWith stand A Load O f . . .. . .. . .. . . .. .. .. 32 14 tons

Tank Ho ld s . . . . . . . . . . . . .. .... 271 gall ons of gaso lin eCrui sin g .. .. . .. . .... . . . .. . .. . . .. . .. 73 0 mil es

Ca bin is 20 ft. lo ng overa ll , a nd 6 f t. hi gh.Has a liq uid hea tin g system for wint er and co o lin g

system fo r summ er , w ith indiv idu al ai r du cts leadi ng

to each seat.Th ere are do me li gh ts and indi vidu al r eadin g lamps.Th ere a re main and indiv idu al ventil ators.Ai r spaces and insul atin g mat eri al make the ca bin

one o f th e qu i etes t ye t deve loped .Th e wi n g is in five secti o ns: a cent er secti on , two

outboa rd panels and two removable win g tip s.Th e plan e is all meta l thr oughout.

The landing gear is retr actab le in 16 second s andmay be returned to land ing po sit io n in less than 20

seco nd s.

Th e pil o t' s cab in in th e nose has du al co nt ro l, allth e lates t nav igatin g devi ces includ ing two -way radi o ,and o n a few of th ese ships, aut omatic pil ots have

been in stall ed .A Kl axon in the pil o t' s cab in sound s w hen th e pil ot

fo rgets to low er the landing gear fo r a landing .

3

shows. Th e ship won no trophies or awards

as it was entirely original , upholstery, etc .,returned and started loading parts in their

cars to take home for overhau l or rebuilding .



LETTERS

Dear David :In your February issue of The VINTAGE AIR-

PLANE you featured a photo of the prototype

Barkely-Grow T8P1 , NC18388 and asked if

there are any of them around. You may be interested to know that there are two of them

in Canada plus components of two more.

NC18388 beca me CF-BVE and is now di s-

mantled on a farm near Assinibo ia, Saskatche

wan and the owner intends to eventuallyrestore it. He also has some parts of CF-BMW.The second co mplete Barkely-Grow is CFBOM , ln 8. It is presently near Montreal , Ouebec where it has been derelict since 1976 but

it was purchased last November by a man in

Calgary whose intention is to fly it back to

Calgary in the spring of this year and restore

it. When the work is done, he hopes to bring

it to Oshkosh so you may see it one of these

days.

As a matter of interest, an article of mine

about the Barkely-Grow in Canada was re

cently published by the Journal of the Canadi

an Aviation Historical Society and may also

appear in the Journal of the American Aviation Historical Society. Mr . Robert Pauley of

Troy, Michigan has been preparing a similar

article for the A.A.H.S . bu t , at last word , it

was not completed.

I forgot to mention that the fuselage and

some parts of CF-BLV also exist and may become available for the use of BOM 's new own

er as a sou rce of spare parts.

I hope that the foregoing will be of some

interest to you .Sincerely,

Walter Henry

12 Silverview DriveWillowdale, Ontario

Canada M2M 2B3

Dear David :Enclosed is a photo of my current project

which happens to be a 90% Davis D 1 , Circa

1930.The airplane will be pretty much true to

scale in all respects at 90% except for wing

span and area which works out at 92%, necessary to provide wing area sufficient for wing

as well as pow er loading to be close to original

Davis D-1-85.

Hopefully, then , performance will be very

nearly the same .The airplane will mount a fresh majored

LeBlond 5-D-60 of 65 horsepower and I hope

to hold the gross weight at not over 1130

pounds to achieve the performance of the

original D 1 -85 as above .

As of this date the structure is built up and

complete with the exception of the outer Vee

struts (for wh ic h I am now hunt ing for material

and have you priced streamline tubing lately?)the engine mount and the nose and a few

other cowling and fairing pan els.

Of cou rse then it still has to come all apart

again for all the final clean-up , painting , cover

ing and finishing, etc.

I have been making fully detailed drawings

all along as I go and which are quite extensive

including full size rib patterns for all the wing

ribs , there being approximately 20 drawings

in addition to those patterns .

I realize that there are not many small radials

around anymore and at some future date will

hope to install temporarily a flat engine or

two and supply engine mount drawings for

them .For those that are interested in the older

aircraft this is a way of having what appears

as a readily recognizeable known antique of

scarcity and value.

Production on my part is rather slow be

cause of a nagging physical problem but I ' llkeep you posted on developments.

Regards ,

Frank E. Luft

16355 Sheloh RoadCentral Point , OR 97502

Dear David :

I just read the March 1979 issue of he

VINTAGE AIRPLANE. I enjoyed it very much .I was especially interested in the Cessna Air master story. However, I think that there is abig error on page 11. It concerns the win

ner of the 1935 Detroit News Trophy , for the

World 's Most Efficient Airplane . I have owned

the prototype of the Airmasters , N12599, for

over thirty years and I believe that it is the

ship that won the trophy . I have based my

opinion on trade magazines of that date. The

November 1935 issue has a picture on the

cover showing my ship flying over 30 years

and attended many national antique and EAA

and as such it cou ldn 't compete with newlyrebui It and refurbished fa ctory bui It models

so I have been keeping it at home . However,it will be licensed and flying again this sum

mer .Sincerely ,Kenneth E. Muxlow

10054 Nicollet Avenue

Minne apolis, MN 55420

Dear David :

Atthe Nov

emb

er 1978meeting

it was decided our Chapter (304) needed a project for

the winter months . Since we have a hangar,a heated room , and the treasu rer says we arein the black , we started looking for a rebuild

able aircraft. The stipulations were , it had to

be a tail-dragger, two place (for instruction)

and cheap . After a lot of phone calls and talk

ing to numerous people , we located NC32372.It has been disassembled for ten years . Everynut and bolt was removed , the wings needed

to be co mpl etely rebuilt, and the spars and

hardware were the only salvagable parts in

the wings .

At the December meeting the members saidbuy the LP65 Porterfield . PORTERFIELD!

What 's a Porterfield ? Well . it's something

like an Airknocker, but built like a tank. It has

a higher cabin, and seats high off the floor,like bar stools , and skinny!

The 65 Lycoming only had 100 hours , S.M.O.Upon disasse mbly for inspection, we found

the mice had built a condominium inside. (One

mag had been off for ten years and the open

ing had been plugged .) Bearings , cam, cam

followers and pistons were corroded , and

rings stuck to cylinder walls . Oh well, so much

for a cheap plane!

The day we brought the parts home we had

quite a convoy three vans, and one pick up

with a trailer. The unloading went fine. A lot

of the members were waiting for us when we

By the end of the day all we had in the hangar

was the sick Lyco ming and the fuselage .Three weeks later the fuselage had been

sandblasted, epoxied, and was on display atour January meeting . All new wood had been

made and varnished and was ready for installa

tion . Many small parts cleaned, painted , o rpolished were brought in. No w, where does

this go . and which end goes in first? I think

we are going to have some extra parts. Maybe

we can throw them in the baggage co mpart

ment and sell them at Oshkosh!

Eight weeks later both wings and fuselageare ready for cover . A couple of members

thought the hockey rink was the place to go

for shock pucks. We may have to do that yet!And stil l the 0-145 Lycoming sits in the

corner . Maybe we will give it back to the mi ce.Ought to raise thei r rent anyway!

It has been decided to put it back into factory original. Sure wished we knew what aPorterfield looked like!

February 6, we had our first inspection . The

word was go ahead and cover the fuselage.

I guess we did not realize it takes so many

trips to the Party Store to build a plane l Haven 'tfigured out what costs the most , golden elixir

or dope . And if the mice would stay in the Lycoming and out of the beer cans , maybe the

guy at the Party Store would quit complaining

As the project continues along at a ferocious

pace , along with the checking account , more

members show up to work on it. I only hope

no one steps through those new wing ribs.

Even heard someone talking about a B-25

for next winter 's project. Gotta cut down those

trips to the Party Store!

Look for " Pieter " Porterfield (as one of our

female members calls it) at Oshkosh 1979.Sincerely,

Russ Borton

3441 Loren Drive

Jackson, MI 49203

4



CALENDAR OF EVENTSFLORIDA SPORT AVIATION

ANTIQUE/CLASSIC ASSOCIATION

JUNE 9-10 - TAYLORVILLE, ILLINOIS - The First Aero Squadron of An-

tique Airmen , Inc. will host its second Antique Fly- In and air show,

with air show being on June 10. Fun for all ages. For more inf ormation,

contact Spike Woodard, 217/562-4209 or 217/824-9083.

JUNE 9-10 - FLANDERS, NEW JERSEY - The First Annual Fly-In at Flanders

Valley Airport is spo nsored by EAA Antique/Classic Chapter #7. Han garSq uare Dance is Saturday, June 9 in the eveni ng. Room reservations

and

transportationupon req u

est. Rain date

isJune 16-17. For further

information , contact Wa lt Ahlers , President, 60 Main Street, Flanders ,

New Jersey 07836, 201/584-7983 or Anne M. Fennimore, Four Ridge

Road , Succasunna, New Jersey 07876, 201 /584-41 54.

JUNE 10 - TOUGHKENAMON, PENNSYLVANIA - The'Second Annual

Ga therin g o f Moths , will be held at th e New Garden Flying Field from

0900 to 1700. Anyone wishing to fly-in ea rly may camp o n the field.

For fu rth er information , co ntact Gerry Schwam, 8116 Old York Road ,Elkins Parks, Pennsylvania, '19117, 215/635-7000.

JULY 6-8 - ALEXANDRIA, M INNESOTA - First Annual Bellanca Fly-Infor U.S. and Canadian Bellan ca owners at Chandl er Field. BreakfastSatu rd ay, July 7 from 7 a.m. and air show later in the day. For further

information , contact John Hall , Vice President - Marketing , Be llancaAircraft Corporation, P. O. Box 69, Alexandria, Minnesota 56308 - 612/

762-1501 .

JULY 8 - EASTON, PENNSYLVANIA - Third Annual Aeronca Fly-In atth e Eas ton Airport. Any and all Aeron cas invited. 10 a. m. to 2:30 p.m.

Rain date July 15. Contact Jim Po ll es, 215/759 3713 nights and weekends.

JULY 14-15 - ROMEOV E, ILLINOI S - Nineteenth Annual Midwes tFly-In and Air Show at Lewis University Airpor t. Show 's them e andfeat ure will be WW I aircraft. Airport will be renamed to add to th eillusion of the era . Sponsored by Chapters 15 and 86. For further information , contact J. P. Fish , P. O. Box 411 , Lemont, Illin ois 60439.

JULY 28-29 - DEER PARK , WASH INGTON - Parade, contests, displays,

trophi es, ca mping. Saturday and Sunday th ere will be a pan ca ke break

fast. Friday night party. Saturday night awards banquet with enter-

tainm ent. For furth er information, co ntac t Otto Hartman, 509/276-

51 14.

JULY 28 - AUGUST 4 - OSHKOSH, WISCONSIN - Twenty -seventh An-

nual EAA Fly-In. Plan now - it 's th e g reat es t show on ea rth.

AUGUST 19 - WEEDSPORT, NEW YORK - Antique/Ciassic/Hom ebuilt

Fly-I n. Sponsored by EAA Chapter 486 , Whitfords Airport. Air Show -

field closed 1:00 p.m . until 5:00 p.m. Intermissio n for ea rly depa rtures.Pancake breakfast. For further information , contact Herb livingston ,1257 Gallager Road , Baldwinsville, New York 13027.

SEPTEMBER 5-9 - GALESBURG, ILLINOIS - Nin eth Annual StearmanFly-In . Anyone with any int erest in Stearmans is cordia lly invited. For

further in fo rmation , co nta ct Stearman Res to re rs Association, Inc. ,823 Kingston Lan e, Crystal Lake, Illin ois 60014.

SEPTEMBER 14-16 - KERRV IL LE, TEXAS - Fifteenth Annua l SouthwestRegional Fly- In . Friday ni ght hangar party, Saturday aircraft judgin g

and ai r show from 3 to 6 p .m. ; Saturday night banqu et and ent ertainment. Plen ty of hom eb uilts , antiques and warbirds. Sponsored by th eTexas Chapters of EAA. For further information , co nta ct Dave Beckett ,President, 5103 Village Row , San Ant onio , Texas 78218, 512/653-4710.

SEPTE MBER 27-30 - TULLAHOMA , TENNESSEE - First Annual Fly-In.Plan now - for the greatest show on ea rth.

OCTOBER 12-14 - CAMDEN , SOUTH CAROLINA - Th e Fall Fly-In spo nsored by EAA Antiqu e Class ic Chapter #3, wi ll welcome all antiques,

classics, warbird s, and homebuilts. Awards to be present ed in many

ca tegories. For furt her information, co nta ct Gen eva M cKiernan, 5301

Finsbury Pla ce, Charlo tt e, North Caro lin a 28211.

Classic owners

~ ( U f . t q. ,

OG(' ~ ~ \ l

DRESS

IT UP \ ~ ~ITH A NEW~ INTERIOR!

All Items READY -MADE for Easy

DO-IT-YOURSELF INSTALLATION

Seat Upholstery - Wall Panels

Headliners - Carpets - etc .

Ceconi te Envelopes and Dopes

Send $1 .00 for Catalog and F.lbrics Se lect ion Guide

I l ~ p ~ j n c .259-15 Lower Morrisvil le Rd .

Fallsington Pa . 19054

( 215 ) 295 - 4115

FLY-IN SCHEDULEJuly 14-15 . . . .. St. Augustine

July 29 - August 4 Oshkosh

August 11 . Venice Airport , Beach PartySeptember 8-9 . Silver Springs Airport, OcalaOctober 13-14 .. . .. . Thomasville, GA

Dece mber 1-2 '." Cedar Key/Williston

Position Desired

June 1979 A & P graduate see ks employment as appr ent i ce spe c iali zi ng in Antique and/o r Classic air craft res toration. Private pilot. Has experience in con-

temporary aircraft maintenanc e, co nstruction of 1903

Wright Flyer rep li ca, resea rch , and restoration . Res ume

upon requ est. Ri ck Leyes, Rt. 6, Janesvi ll e, WI 53545

or 608/754 5538 .

1944 FAIRCHILD 24R/46A AND SPARE ENGINEFOR SALE

We hav e a 1944 Fairchild 24 R/46A fo ur seate r, 200

horsepower. It s engine is a Ranger and has 150 hourssi nce MO H . The spare engin e has 000 ho ur s sin ce TOH

and 150 hours s in ce MOH. It has a total of 560 hours.

It has a VHF Narco Mark 12 Radio. When recovered

ceco ni te and butyrate were used. Negotiable price

being $22,000.Contact Mr. Rene Lo eve nd i e, INFOCU S STUDIO,

61 St. Georges Street , DURBAN ., 4001 SOUTH AFR ICAor phone him at: BUS INESS 64646 o r HOME 60010.



NOMINEES FOR OFFICERS AND

DIRECTORS OF ANTIQUE/CLASSIC DIVISION

JACK WINTHROP

Jack went to school in DuQuoin, Illinois. Starting

flying lessons in 1939, and later instructing in primaryand secondary C.P.T., he joined the Army Air Corps

Ferry Command in Nashville, Tennessee. In June 1942,flying all types of airplanes domestic and across the

Atlantic. He was based in Aden, Arabia and Casablanca,French Morroco for one and a half years. When the

war ended he went to work for Braniff Airways as a

DC-3 co-pilot, working up to Boeing 747 Captain today,

flying to Europe and Honolulu .

Jack has been Vice-President of the Antique/Classic

Division of the EAA for the last three years and was

past President of EAA Chapter168 in Dallas, Texas.

He lives in Allen, Texas on a private airstrip flying

his Waco UPR-7 plus a J3 and J4 Cub. Jack and Pauline

have four married daughters with 9 grandchildren.

D LE GUSTAFSON

Dale has been interested in airplanes since he was

a small child and took his first plane ride in 1939 at theage of 10. He started taking flying lessons in 1945 and

soloed at the age of 16. After high school, he worked

at the airport in South Bend, servicing airliners, handling cargo and doing field maintenance.

Dale attended Spartan School of Aeronautics in

1948 and 1949 to obtain additional pilot ratings. After

this, he freelanced as a flight instructor and ran a small

FBO at South Bend until hired as a co-pilot on Turner

Airlines in Indianapolis in 1950. He has been with the

same airline since then. Through name changes and

mergers, the airline is now Allegheny and Dale is fly

ing as captain on the DC-9's.Through the years, Dale has owned various air

craft; a Stinson V-77, Piper Colt, Fairchild 24, C-195,C-150 and currently has a Stearman for restoration. He

is a member of several organizations interested in the

antique, classic and homebuilt aircraft and a member

of EAA since 1960 and the Antique/Classic Division

since it was organized. He has served as an advisor

to the Antique/Classic Division and is currently serv

ing as a Director. For several years, Dale has judged

antiques at Oshkosh and for the past two years, served

as Program Chairman for the Antique /Classic Division

awards, and will continue doing the same at the 1979

Convention.

To stay busy during his spare tim e, Dale current lyhas an airport leased in the Indianapolis area.

E E BUCK HILBERT

Buck is a native of Chicago and a graduate of

Lewis College. He began learning the pilots pointof view while working as a line boy at the old Elmhurst

Airport near Chicago in 1938. The pay wasn't much,

but it was flyin' time and he soloed an Aeronca

65LA Chief in October 1941.He graduated into the Air Force shortly thereafter,

into the Training Command where he flew and in

structed in many of the Training Aircraft of that era.

Flew Gunnery Training at Las Vegas Army Air Field and

finished up teaching Chinese Nationalist Pilots Twin

Engine Transition.

Recalled for the Korean War, Buck qualified as anArmy Aviator and flew with the HQ. Company Air Section of the 24th Infantry Division . A most rewarding

and memorable experience, he reports.Buck and Dorothy and their four children are at

home at Hilbert's Funny Farm where he keeps a stab leof interesting and flyable old airplanes including

the Airmail Swallow he flew across the nation to com

memorate the Bicentennial and United Airlines 50thAnniversary. An Aeronca C-3, a Cherry Stinson L-5, a

Cessna 140 and an Old Champ also reside in that stable.

Buck is no stranger to the Antique/Classic Divi

sion . He is past President having served from 97

through 1975, and he still says he has a bad case of

the airplane disease and there ain ' t no way to scratch

it exc ept to work on and fly one of these pretty , old

airplanes.

26

1979 CONVENTION COMMITTEES

AND CHAIRMEN



ANTIQUE/CLASSIC DIVISION

CLAUDE GRAY, JR.

Claude had his first airplane ride at the age of ten

in 1928 at Kansas City, Missouri. His rea l interest in

airplanes started at Jefferson City , Missouri in 1932,

where the next four years were spent as mec hanicshelper and l ine boy at the local airport. He was able

to commence flying more seriously in 1938, and at the

start of WW II was instructing his first class of Army

Air Corps Cadets at Bevo Howard 's Hawthorne Schoolof Aeronautics, Orangeburg, South Carolina . He spent

1 12 yea rs there and put 8 classes through primary inStearmans.

In early 1943, Claude went to work for Conso lidated

Vultee Aircraft as a production test pilot on B-24's. In

October, 1944, he was hired as a co-pilot with Western

Air Lines. He spent the next 34 years with Western and

retired as DC-10 Captain in October, 1978. During hiscareer with Western he flew DC-3's , DC-4's Convairs,

DC-6 's , Lockheed Electras, Boeing 720's, 707's and thelast five years on the DC-10.

He has been a member of EAA since 1960, #9052.At that time , with fellow Western pilot. built #67 Smith

Miniplane to fly. This plane is still flying and his partner has full ownership now . Since then Claude hasrestored two aircraft. One a 1927, OX-5 powered,

American Eagle, 1976 Grand Champion Antique atOshkosh. The other, his 1946 Fairchild 24W. He stillhas both aircraft flying regularly and gets one or both

to most of the West Coast fly-ins. He is currently Chief

Antique and Classic judge for the Division .

CONVENTION MANAGEMENT Co-Chairman

Convent io n Chairman Matthew Woerner ENTERTA INMENT, PICNIC & PARTY

919-368-2291 (o ffice ) W. Brad Thomas , Jr . 40 Maple Road Chairman

919-368-2875 (home) P. O. Box 608 Ringwood NJ 07456 609-585-2747

Pilot Mountain, NC 27041FLY-BY SCHEDULE COORDINATION John R. Turgyan

Co nvention Co -Chairman Chairman 1530 Kuser Road609-585-2747 John R. Turgyan 616-453-7525 Ronald Fritz Trenton NJ 08619

1530 Kuser Road 1989 Wilson NWTrenton, NJ 08614 Grand Rapids, MI 49504

ANTIQUE /CLASSIC FORUMS Co-Chairman Co-C hairman

Chairman 61&-624-6490 Ph i l ip l Cou lson 201-694-8756

615-455-3783 Allen D. Henninger Rt. 2, Box 39B

936 McKellar Drive Lawton , MI 49065 Frances C Trainor

Tul lahoma, TN 37388 22 Ka thleen CourtHEADQUARTERS STAFF

Wayne , NJ 07470Co -Chairman Chairman

214- 7'27 -5649 ck c Winthrop 414-442-3631 Kate Morgan

Rt. 1, Box 111 3744 North 51st Boulevard BOOTH AND BARN DECORATIONS

Allen, TX 75002 Milwaukee, WI 53216 612-784-1172

Co-Chairman Stan Gomo l lPARKING AND FLIGHT LINE SAFETY 7"16-342-3170 Janet .Kesel 1042 - 90th Lane , NEChairman 455 Oakridge Drive Minneapolis, MN 55434414-442-363 1 Arthur Morgan Rochester, NY 14617

37 44 North 51s t Boulevard

Milwaukee, WI 53216 DISPLAY BOOTH

EQUIPMENT & SUPPLYCo-Chairman ChairmanChairman

716-342-3 170 (hom e) Robert E. Kesel 214-241-9487 Jackie House414-442-3631

716-325-2000 (office) 455 Oakridge Drive 3822 One Way Circle, Apt. 394

ext. 23250 or 23320 Rochester , NY 14617 Dallas, TX 75234 Arthur R. Morgan

3744 North 51st BoulevardCo-C hairman

JUDGING AND AWARDS Milwaukee, WI 53216201-694-8756 Betty Trainor

Div ision Chi ef Jud ge 22 Kathleen Court213-349-1338 Claude l Gray, Jr. Wayne NJ 07470

9635 Sylvia Avenue

Northridge, CA 91324 PAVILION PROGRAMEQUIPMENT MAINTENANCEAnt iq ue Awards & Chief lu dge ChairmanChairmanChairm an

317-293-4430 Dale Gustafson

317-293-4430 Dale Gustafson

7724 Shady Hill Drive 617-366-7245

772 4 Shady Hill DriveIndianapoli s, IN 462 74

Classic Award s & Ch ief JudgeChairman

419-529-4378 George S. York

181 Sloboda Avenue

SECURITYChairman

608-635-7479

Indianapolis , IN 46274

George T. Williams115 Pauquette Street

Portage , WI 53901

Jeff Copeland

Nine Joanne Drive

Westborough, MA 01581

Mansfield , OH 44906 Co-C hairm an

Classic Award s Co-C h ief Judge

Co-Chairman

419-325-2257 Dale W. Wolford

315-536-9924 (home)

716-726-5655 (office)

David Shaw129 East Lake RoadPenn Yan , NY 14527

443 TWP Rd. 1500 RFD #2 PRESS COVERAGE

Ashland , OH 44805 Chairm an414-377-5886 AI Kelch

MANPOWER 66 W . 622 N . Madiso n Avenue

Chairm an Cedarburg, WI 53092

617-366-7245 John S. Copeland Co-C hairma n

Nine Joanne Drive 414-377-5886 Lois KelchWestborough, MA 01 581 66 W . 622 N. Madison Avenue 27

Cedarburg, W I 53092

vintage airplane - jun 1979

Documents