VA-Vol-21-No-7-July-1993

EDITORIAL STAFF Publisher Tom Poberezny

Vice-President,

Marketing and Communications

Dick Matt

July 1993

Vol. 21, No.7

Editor-in-Chief

Jack Cax

Editor

CONTENTS

Henry G, Frautschy

Managing Editor

Gaida Cax

Art Director

1 Straight & Level/

Mike D rucks

Espie "Butch" Joyce

Computer Graphic Specialists

Olivia L, Phillip

Sara Hansen Jennifer Larsen

2 AlC News/

compiled by H.G. Frautschy

Advertising

Mary Jones

Associate Editor

3 Vintage Literature/

D ennis Parks

Norm Petersen

Feature Writers

Gearge Hardie. Jr. Jim Kaepnick Carl Schuppel

Isabelle Wiske

EAA ANTIQUE/ CLASSIC DIVISION, INC_

OFFICERS

16 What Our Members Are Restoring/ Norm Peterse n 19 Glenn Curtiss' Forgotten Record/ Ted Businger Page 8

23 Pass it to Buck/ E.E. "Buck" Hilbert

President Espie 'Butch' Joyce 604 Highwoy St. Madison, NC 27025 919/427-0216

Vice-Presidenl Arihur Morgan 3744 North 51st Blvd. Milwaukee, WI 53216 414/442-3631

Secretary Sieve Nesse 2009 Highland Ave. Albert Lea, MN 56007 507/373-1674

Treasurer

E.E. 'Buck' Hilbert

P.O. 80x424

Union, IL 60180

815/923-4591

DIRECTORS

25 AlC Calendar 26 Mystery Plane/ George Hardie 28 Welcome New Members

Mike Steineke

Donna Bushman

Editorial Assistant

11 Triple Nickle/Norm Peterse n

22 Antique/Classic Photo Contest Rules

Dennis Parks

Staff Photographers

8 Wicker and Kitchens' Davis D-IW/ H. G . Frautschy

Page 19

29 Vintage Trader FRONT COVER ... Winner of an Outstanding Aircraft Award at EAA Sun 'n Fun '93. Cliff Lowe (A/C 17679) keeps the photo plane in sight over the upper wing of his 194 Stearman. EAA photo by Jim Koepnick. Shot with a Canon EOS-l equipped with an SO-200mm lens . 1/500 sec. at fS on Kodak t;:;;~:::::::=:3 Kodachrome 64. Cessna 210 photo plane piloted by Bruce Moore. REAR COVER ... Skeeter Carlson (A1C2043) gently banks away in his IN-4C Canuck on a warm. hazy day during EAA OSHKOSH ·S9. when the Jennies were showcased in the 'Jennies to Jets' event. EAA photo by Jim Koepnick. Shot with a Canon EOS-l equipped with an SO-200mm lens. 1/250 sec. at f5 .6 on Kodak Ektachrome 64. EAA photo plane flown by Buck Hilbert . The photo image was stored on and reproduced from a Kodak Photo CDTM. Copyright © 1993 by the EAA Antique/Classic Division Inc. All rights reserved. VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of the Experimental Aircraft Association and is published monthly at EM Aviation Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086. Second Class Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EM Antique/Classic Division, Inc. is $20.00 for current EM members for 12 month period of which $12.00 is for the publication of VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. POSTMASTER: Send address changes to EM Antique/Classic Division, Inc" P,O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via suriace mail. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORiAl POLICY: Readers are encouraged 10 submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made.

Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 414/426-4800. The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM , SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL CONVENTION, EM ANTIQUE/CLASSIC DIVISION, INTERNATIONAL AEROBATIC CLUBS, WARBIRDS OF AMERICA are ® registered Irademarks, THE EM SKY SHOPPE and logos of the EM AVIATION FOUNDATION and EM ULTRALIGHT CONVENTION are lrademarks of the above associations and Iheir use by any person other than the above association is strictly prohibited,

John Berendt 7645 Echo Point Rd. Cannon Falls, MN 55009 507/263-2414 Gene Chase 2159 Carlton Rd, Oshkosh, WI 54904 414/231-5002 Phil Coulson 28415 Springbrook Dr. Lawton, M14906S 616/624-6490 Charles Harris 3933 Scuth Peoria P.O, Box 904038 Tulsa, OK 74105 918/742-7311 Dale A. Gustafson 7724 Shady Hill Dr. Indianapolis, IN 46278 317/293-4430 Robert liCkteig 1708 Bay Ooks r. Alberi Lea. MN 56007 507/373-2922 Gene Morris 115C Steve Court, R,R. 2 Roanoke, TX 76262 817/491 -9110

Robert C, ' Bob' Brauer

9345 S. Hoyne

Chicaw, IL 60620

312/ 79-2105

John S. Copeland 28-3 Williamsbur8 Ct. Shrewsbury. MA 1545 508/842-7867 George Daubner

2448 Lough Lane

Hartford , WI 53027

414/673-5885

Stan Gomoll 1042 90th Lane. NE Minneapolis, MN 55434 612/784-1172 Jeannie Hill

P.O, Box 328

Harvard, IL 60033

815/943-7205 Robert D. ' Bob' Lumley 1265 South 124th St, Brookfield, WI 53005 414/ 782-2633 George York

181 Sloboda Av.

Monsfield, OH 44906

419/529-4378

S.H. ' Wes' Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 414/771 - 1545

DIRECTOR EMERITUS S_ J_Willman

7200 S.E, 85th Lane

Ocala, FL 32672

904/245-7768

ADVISORS Joe Dickey 511 Terrace Lake Rd. Columbus. IN 47201 812/342-6878

Jimmy Rollison 823 Carrion Circle Winters, CA 95694-1665 916/795-4334

Dean Richardson 6701 Colony Dr. Madison , WI 53717 608/ 833-1291

Geoff Robison 1521 E. MacGregor Dr. New Haven , IN 46774 219/ 493-4724

STRAIGHT & LEVEL

by Espie "Butch" Joyce It's almost EAA Convention time , which means it is time for my annual listing of the Antique/Classic Chair­ men who will be volunteering their time to help make Antique/Classic ac­ tivities a success during the Conven­ tion . If you feel that you can be of any help, feel free to contact them . They' ll be happy to find a spot for you to help . It is important to remember that if you do volunteer, keep in mind that you will be representing your Antique/ Classic Division . We all work hard to keep high standards in our area , par­ ticularly when dealing with people . During the Convention, there is so much going on that occasionally indi­ viduals get excited , confused, tired , and can sometimes become a bit hard to deal with. When this happens, a confident and calm voice from a com­ posed volunteer who is neatly dressed can be just the ticket to prevent things from escalating into an unfortunate situation. (One of our favorite buttons around here says "Don't yell at me , I'm a Volunteer!") Fortunately, more often an excited guest at the Fly-In is not angry - they're more apt to be hap­ pily excited . Come give us a hand at EAA OSHKOSH '93; it will make your week more enjoyable. Here' s your A/C Chairmen: A/C Convention Management Butch Joyce 919/427~0216 Aerogram Bill Marcy 3031798-6086 Antique Awards Dale Gustafson 317/ 293-4430 Classic Awards George York 419/ 529-4378 Contemporary A wards Dan Knutson 608/592-3712

Construction & Maintenance Stan Gomoll 6121784- 1172 Flight Line Operations Art Morgan 414/442-3631 Flight Safety Phil Coulson 617/642­ 6490 Fly-Out Bob Lumley 4141782-2633 A/C Forums John Berendt 507/263­ 2414 Hall of Fame Dean Richardson 608/ 257-8801 Headquarters Kate Morgan 414/442­ 3631 Interview Circle Charlie Harris 918/ 742-7311 Manpower Gloria Beecroft 310/427­ 1880 Membership/Chapters Bob Brauer 3121779-2105 OX-5 Pioneers Bob Wallace 301/686­ 9242 Parade of Flight Steve Nesse 507/373­ 1674 Parking/Safety George Daubner 414/ 673-5885 Participant Plaque John Copeland 508/842-7867 Photo Contest Jack McCarthy 317/ 371-1290 Picnic Jeannie Hill 815/943-7205 Pioneer Video Jeannie Hill 815/943­ 7205 Press Larry D' Attilio 4141784-0318 Security Geoff Robison 219/493-4724 Type Club Headquarters Joe Dickey 812/342-6878 Volunteer Host Judi Wyrembeck 414/ 231-4487 Workshop George Meade 414/926­ 2428 Each one of these Chairmen works a great many hours at the Convention , not to mention the time they put in dur­ ing the year preparing for Convention

week. I have some news about our An­ tique/Classic insurance program. The program is handled through AUA, Inc . of Greensboro, North Carolina (1 /800/ 727-3823). The Home Insurance Com­ pany has been the underwriting com­ pany for this program in the past, but they have decided not to underwrite aviation insurance in the future. Home has reached an agreement with Com­ mercial Aviation, Inc . , a part of the Safeco Group. Safeco's financial strength is rated A + + (superior). Commercial has agreed to continue with the Antique/Classic program, with no interruption or changes in coverage. If you should have any ques­ tions, please contact AUA , Inc. Let's all be careful out there . I want to be able to see you at Oshkosh . On a personal note, the flying weather here has been hot and hazy . The cross-coun­ try trips have been rough, with dodging thunderstorms the general rule . We have had some good days that make up for quite a few bad days . On a Saturday a couple of days ago at Shiloh airport we were able to carry 105 kids for their first airplane ride during a Young Eagles day . My thanks go out to Bill Schultz, a member of the North Carolina DOT Aeronautics Board . Bill has been able to get the North Carolina DOT involved to help us with each Young Eagle day we've had . You need to help with one of these days if you haven ' t; you'll really have fun. Ask a friend to join our An­ tique/Classic Division . Let's all pull in the same direction for the good of aviation. Remember , we are better together. Join us and have it all! ... VINTAGE AIRPLANE 1

CI:WJ COPPERSTATE FLY·IN The past couple of months we've had the EAA Copperstate Fly-In listed as taking place at Prescott , AZ. The location for Copperstate '93, one of the EAA Regional Fly-Ins , ha s been changed. It will take place on the same days - October 1-3, but the event has moved to Glendale, AZ. If you need more information, call 602/298-3522.

YOUTH CONVENTION

ACTIVITY

Children 10-14 may try their hand at building and flying a model airplane during the EAA Convention. Rubber­ powered model expert Eric Anderson will teach Delta Dart building at Pioneer Airport from 9:00 a.m. to Noon, Friday, July 29, through Monday, August 2, 1993. No admission will be charged - take the Museum shuttle bus from the Convention grounds, then head on over the Pioneer Airport.

MORE SPAR INFO If you ' re working on a restoration project, and are having difficulty getting the 337 signed off on the new set of spars you made up for your wings , please contact EAA Headquarters. We've been working closely with FAA Headquarters in Washington , DC to resolve this problem, and they've asked that we help them get the word out. When you call or write , we need to know who you are, what you're working on, and who you' re dealing with at the FSDO (the inspector). We also need to know which regional office of the FAA you've been in contact with . Contact Ben Owen, EAA Infor­ mation Services, P.O. Box 3086, Oshkosh, WI 54903-3086 or call 414/426-4800. Feel free to also have your A.I. contact us, if he or she is reluctant to sign off on the 337 in the first place.

AMERICAN WACO CLUB

FORMED

A new type club has been formed for enthusiasts of the Waco - the American Waco Club . A non-profit organization, it ' s a group dedicated " to allow fellowship by all who have a glow in their hearts for Waco airplanes" according to Treasurer Jerry Brown. The club is to be 2 JULY 1993

compiled by H.G. Frautschy

governed by a rotating leadership, with the club run by members. A bi-monthly newsletter is to be published (Vol. 1, No. 1 was published this past May/June), and it will be open to all levels of involvement - if you're an owner or a armchair enthusiast, it makes no difference. All Wacos will be welcome, from the Model 9 to the gliders built for WW II, as well as replicas and the Waco Classic airplanes. They will have held their first Waco F1y­ In at Creve Coeur Airport near St. Louis by the time you read this, and Roy Redmond has graciously agreed to put together some words and pictures for us to publish in a future issue. For more information on the American Waco Club, write to them at A WC c/o Jerry Brown, 3546 Newhouse Place, Greenwood, IN 46142 or phone 616/624-6490.

SPEAKING OF TYPE CLUBS . .. Starting with next month's issue, a page that was once a fixture in the pages of VINTAGE AIRPLANE will return ­ TYPE CLUB NEWS. Type Clubs are often the best source of information about a particular type of airplane, and we'd like to help them get the word out to owners of their particular type. It is intended that the news will be primarily of a technical nature , and fly-in information will still be handled through the Calendar page. We hope this will help fill in some of the information you, the members, have been asking for.

BELLANCA REUNION The fifth annual East Coast Bellanca/ Champion Social/Education Reunion will take place Oct. 1-3 , 1993 a tReading Municipal Airport, Reading, P A. This is a neat event - a healthy mix of social fun coupled with the opportunity to have your Bellanca or Champion airpla ne inspected by the experts at CAP Aviation. For $150 (which includes your $25 reunion registration), they will go over your airplane and give you a list of items that need to be looked at. A f1y­ market will also be held, as well as a Saturday evening dinner with Larry D ' Attillo, President of the National Bellanca/ Champion Club. For more information, contact Bellanca/Champion Reunion Committee, Tom Witmer, c/o CAP Aviation, P.O. Box 13037, Reading, PA 19612-3037 or call 215/376-5447.

WEDELL·WILLIAMS

MEMORIAL

FOUNDATION

The Wedell-Williams Museum, in Patterson , LA , was heavily damaged during Hurricane Andrew last year. In fact, the building was so severely damaged that it had to be completely stripped and rebuilt , including a new roof. The centerpiece of the museum has been the Wedell-Williams "44" racer replica built by Jim Clevenger and engineered by Budd Davission. The "44" was damaged cosmetically during the hurricane , and it will soon be heading for Kissimmee, FL for repairs. The museum is planning to reopen later this year. If you'd like more information on th e Wedell-Williams Memorial Foundation, contact them at P.O . Box 655, Hwy 182 West , Patterson, LA 70392.

YOU CAN GET THERE

FROMHERE ...

If you have a need to get to the EAA Convention from the Milwaukee Airport (Mitchell Field) Budget Rent-A-Car will be running a shuttle bus between the terminals at Wittman field in Oshkosh and the airport in Milwaukee. For price, schedule and reservations, call Budget in Oshkosh at 414/235-5900. You do not have to be a rental customer of Budget to use this service.

LUSCOMBE

FOUNDATION NEWS

The Don Luscombe Aviation History Foundation is closer to purchasing the Type Certificate, support engineering and tooling for the Luscombe model 8. They've come up with a novel way to raise funds towards the purchase - a raffle with the honest-to-goodness grand prize of a fully restored Luscombe 8 Silvaire. Only a total of 2400 tickets will be made available, and prizes will be awarded through 15th place. The drawing is to be held on October 3 during the Luscombe Fly-In, held concurrently with the Copperstate Fly-In in Glendale, AZ. For ticket information, contact Luscombe Foundation, P.O. Box 63581, Pho enix, AZ 85082 or call 602/963-43312 or 800/678-9900 ext. 4522. Yo ur donation may be tax deductible.

VI~TAf7~ LIT~~ATU~~

by ()ennis Var-ks!l

Libr-ar-y/~r-chives ()ir-ect()r-

Project for a Low Priced Airplane - Part II

In November 1933, Eugene Vidal , Di­ rector of Aeronautics of the U.S. Depart­ ment of Commerce (D .O.C.), announced that the Department was taking the initia­ tive in seeking a method whereby air­ planes might be made available to the general public at a price low enough to make widespread private ownership possi­ ble. Such a vehicle became known as the $700 airplane - the selling price of popular automobiles of the time. The concept of the $700 price fell by the wayside and emphasis was changed to developing a Iightplane that would be safe, easy to fly, and low in maintenance cost. The Bureau of Air Commerce an­ nounced a design competition in the sum­ mer of 1934. The winning design would then be purchased for use by Bureau in­ spectors. It was hoped that this would help spur the lightplane industry, one of the many segments of the economy in trouble because of the Depression. On October 18, 1934, the Bureau awarded a contract for 15 aircraft to the Hammond Aircraft Company of Ypsi­ lanti, MI. During the course of 1935, the Bureau contracted for five other aircraft to be purchased. These included: Waldo Waterman, for his tailless Arrowplane;

Eugene Vidal

Director

Bureau of Aeronautics

Ole Fahlin for the Plymacoupe; Pitcairn for his new roadable autogiro; Curtiss­ Wright for its Coupe; and the Arrow Com­ pany for one of its Sports. Also, Kreider­ Reisner was given an order to modify the Weick W-l, which was not one of the en­

trants, but which had a definite influence on the competition. WEICKW-l One cannot discuss the aircraft of Eu­ gene Vidal's light plane competition with­ out mentioning Fred Weick's W-l experi­ mental aircraft. Though the aircraft was not submitted to the Bureau of Air Com­ merce as part of the competition, it was important because the design was used to benchmark the specifications that were is­ sued in the summer of 1934. In 1931 , before the $700 airplane con­ test was conceived, Fred Weick was an en­ gineer employed in the laboratories of the National Advisory Committee for Aero­ nautics (NACA). He and some of his as­ sociates at NACA decided to conduct a private study to explore the possibilities of developing the airplane to be more suit­ able for private use. The study included many computations, tests on flying models and construction and testing of the W-1 experimental airplane. This was not done as an NACA program, but purely as a personal venture by him and some of his NACA associates. Weick discussed his design in the July 1934 and January 1936 issues of A VIA­ TION. "The main features of the W-1 that

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The W-1 and the W-1A used the same Pobjoy engine. After a rod failure of Jane's listed the Pobjoy installed in the W-1A at 95 hp, so it was most likely a "Niagara" model.)

rod was fitted. (The 1937 edition

VINTAGE AIRPLANE 3

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A simple three-view and section drawing of the wing configuration of the Weick W-1 highlight some of the innovative ideas put forth by Fred Weick and his compatriots when building an airplane they hoped would be safe and economical to fly.

were intended to be more attractive to the private user were first, that the airplane was to be mu ch easier to handle and to learn to fly , and second , that it was to be safer in that it should be free from treach­ erous characteristics such as loss of con­ trol due to stalling, inadvertent spin ning, ground looping, and nosing over. Atten­ tion was also give n to greatly improving the field of view, especiall y in landing and taxiing. " "The endeavor to obtain an airp lan e having these characteristics resulted in the development of the W-l with the follow­ ing features: A. The tricycle landing gear with cast­ eri ng nose wheel, steerable if desired.

B. Suitable longitudinal and lateral sta­ bility with definitely limited upward eleva­ tor travel to prevent loss of cont rol due to stalling and spinni ng. C. A glide-control flap. D . Two-control operation using pitch and rolling controls." As the airpl a ne was being comp leted the Department of Commerce heard of it, a nd because of its interest in the safety features in connection with its own private airpla ne progra m, the D .O .C. requested th at the airplane be tes ted by NACA. This series of events is recounted by We­ ick in his book , FROM THE GROUND UP. " In early J a nu ary 1934, three men from the Bureau of Air Commerce visited

Langley Field looking for possible aid in their newly established project to develop private flying. Because I was the one who handled research in this field at Langley, they were referred to me, and I told them what the NACA had done. I also told them about the tricycle gear, even though it was not a NACA project. "They a ll demanded to see it, and so I took them out to the ho use a nd showed them the parts stacked up in my one-car garage. Geisse (w ho reported to Vidal) then asked me to write him a letter telling him all abo ut our private project, which I did , fifteen pages of it. A short time later the D epartme nt of Com merce requested that the NACA test the W-1 for them and

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The W-1A in its final form. With its tandem seating and tricycle landing gear, the Wieck design was unusual looking it its day. Many of the lessons learned on the W-1 project were applied by Fred Weick to a project he worked on a couple of years later - the ERCO Ercoupe. 4 JULY 1993

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We reproduced a shot last year of the W- 1A mounted in the full size wind tunnel at Langley Field, VA. Here, the W- 1 is used as the background of a group shot of the Tenth Annual Aircraft Engineering Research Conference in 1935.

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that it be put in shape for testing in the shortest possible time. I was not in a very good position to refuse and felt that we would get some very good test informa­ tion from the full-scale wind tunnel and flight tests, so I went along. " The W-1 was completed in a few weeks and tested in the full-scale wind tunnel. The tests determined the airplane 'S lift and drag, as well as pitching and yawing moment characteristics. Though its direc­ tional stability was found to be marginal , the plane was considered suitable for flight testing. "As each set of tests was completed and its data worked up, I phoned the re­ sults to John Geisse at the Bureau of Air Commerce in Washington . Geisse used these results as a good part of the basis for the set of specifications that he was preparing for the Department of Com­ merce's forthcoming simple-to-fly air­ plane design contest. " In fact , the specifi­ cations were published in the July 1934 issue of AVIATION across the page from Fred Weick's article on the W-l. After the official N ACA tests on the W-1 were completed the airplane was re­ turned to Fred Weick and his group. When the aircraft was damaged in a forced land­ ing, it was decided to modify the craft in order to test some new ideas. It occurred to Weick, that since his efforts and money had helped initiate the Bureau of Air Commerce's private airplane program with no financial return, that his group might possibly get some financial aid for the next part of the test program. In October 1934, Weick prepared two proposals and sent them to John Geisse of the Bureau of Air Commerce. One pro­ posal was to install and test a flap that could be used as a high lift device and as an air brake that could control the glide angle in landing without changing the air­ speed. The other proposal involved the elimination of the regular ailerons as a primary means of control, the W-1 being a typical three primary controls - elevator, rudder and ailerons. In place of the ailerons, Weick wanted to install a slot-lip aileron, a form of spoiler. In the end it was arranged for the Bu­ reau to purchase the airplane. However, the Bureau did not consider it proper pro­ cedure to purchase a homebuilt airplane

The first version of the Hammond Y is shown in the three-view above and these two photos. The tricycle landing gear and the pusher engine was also used by designers Dean B. Hammond and Carl Haddon. VINTAGE AIRPLANE 5

NC15521 was one of the next versions of the aircraft, built by the Stearman-Hammond Aircraft Co. of San Francisco, CA. The engine was replaced with the Menasco C-4 of 125 hp. Also, the small protruding horizontal tail sections were trimmed off flush with the fuselage booms. The wing was redesigned to be a full cantilever structure, and the single vertical fin was split and mounted on each boom.

from a group of government employees. A deal was agreed to whereby Kreider­ Reisner would do the modifications and then the Bureau would purchase the air­ plane from them. Upon completion in the spring of 1935, the modified ·airplane, now designated the W-1A , and owned by the Bureau of Air Commerce was trucked down to Langley Field and tested in the full-scale wind tun­ nel. After wind tunnel and flight testing, the Bureau allowed Weick and his group to make their own trials. In January 1936, Fred Weick presented a paper on the W-1 and W-1A projects to a meeting of the Society of Automotive Engineers which later was published in the Society's TRANSACTIONS for 1936. In his paper, Weick concluded that his group had demonstrated to their satisfac­ tion that each of the novel features tested made flying both simpler and safer. "The stable long-travel, three-wheel landing gear arrangement enables satis­ factory landings to be made almost re­ gardless of th e wind direction , the air speed at contact, or the manner in which the airplane is flared or guided to the

6 JULY 1993

ground. "Freedom from the danger of stalling was obtained by having the longitudinal stability and the available elevator control so related that the airplane could not be stalled. "We hope that the elimination of rud­ der control in the manner described may be a definite stride toward reducing the skill, training, practice and general keen­ ness required to fly safely." The experiments with the W-1 and the W-1A did have an effect on the industry . Douglas took an interest in applying the tricycle landing gear to large aircraft. The Douglas DC-4E became the first large transport to use tricycle gear. Also, Henry Berliner took notice of the projects and in October 1936 invited Fred Weick to join his company. At ERCO, Weick further developed the twin-control system along with tricycle gear in the creation of the Er­ coupe. HAMMONDY On October 18, 1934 the Bureau of Air Commerce awarded a contract for 15 of the Hammond aircraft, with the option of taking five more, at $3,190 apiece. Deliv­

ery of the first plane was to have been made within five months, and the delivery of the remainder within four months of the Bureau's acceptance of the first. Designed by Dean B. Hammond and Carl Haddon , the Hammond Y was in some respects similar to the Weick W·1 which was used to bench mark the specifi­ cations for the program. They both had a twin-boom pusher cabin monoplane con­ figuration. The Weick being high-wing and the Hammond low-wing. The Ham­ mond also used the tricycle landing gear as pioneered on the Weick. Power was provided by a Menasco B-4 engine of 95 hp. The fuselage had a well rounded nose with curvature continuing back around the engine. It was of all metal construc­ tion and seated two people side by side. From near the top, two struts on each side ran downward and outward to brace the wings and take the loads from the landing gear. A fully castering front wheel pro­ jected down and forward from the nose of the fuselage . The Hammond Y was presented to the Bureau for tests during the summer of 1935. Landing tests of the design were re­

Step right up! The sign on t he right reads "You Fly This Stearman-Hammond Plane Yourself. Flight $3.00." Below - The int erior of the Stearman-Hammond Y-125 from the factory brochure.

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The final version of the Hammond design - the Kaiser- Hammond Aircar Y-2. Post-war production dreams were never realized for the plane. Power was up to 220 hp, but the weight was now up to 2,925 Ibs.

ported in the March 1936 issue of MODEL AIRPLANE NEWS , " There was a group of old airplane pilots on the field. They saw the pilot come down in a steep dive straight towards the center of the field . He made no effort to level off, handling the controls worse than the most hopeless student. Some of the pilots who were watching literally put their arms in front of their eyes as the plane was actu­ ally dived into the ground. "What happened ? The plane, which is provided with three wheels, struck on the first wheel but instead of nosing over, dropped its two rear wheels down with a loud ' plunk' and stuck there. It didn 't roll more than a couple of feet , yet nothing was broken or even strained. In fact , it was a fairly good landing. " Again and again the test pilot made what appeared to be crash landings but the sturdy little ship proved that it could take it. It is the most remarkable ship that this writer has ever seen. You really don't have to take it off or land it. It very ac­ commodatingly takes charge of those im­ portant maneuvers itself. " It is so easy to operate that it has been proved that it can be flown alone the aver­ age person after two or three hours of in­ struction. The fact that it can be landed in a steep glide without gaining excess speed makes it possible to clear high obstacles and get into a very small plot of ground." Despite its docile characteristics the Hammond Y failed the Bureau tests as it proved to be too slow as it could not meet the 110 mph top speed requirement. The Burea u then extended the time limit of the contest a nd suggested a clean-up re­ design of the pusher. ST EARMAN-HA MMOND v-us In May 1935 Lloyd Stearman, who had resigned as President of the Lockheed Aircraft Corporation in December 1934, was requested by the Bureau of Air Com­ merce to join the tech nical staff in Wash­ ington, to assist the Hammond Company with the re-design and production of the Hammond Y. After a year of development, the new Stearman-Hammond, considerably differ­ ent from the original Model Y, was built at the Hammond plant in Ypsilanti , MI and delivered to the Bureau in April 1936. The new airplane proved to be a great ad­ vance over the original and it met all the Bureau requirements with ease. Lloyd Stearman had taken such an in­ terest in the design that he joined Ham­ mond aircraft and then became president of the newly organized Stearman-Ham­ mond Aircraft Corporation . Dean Ham­ mond, who founded the company stayed on as vice-president. The new company was established in South San Francisco, CA and prod uction moved there when a new factory was completed in November 1936.

(Continued on page 27) VINTAGE AIRPLANE 7

by H.G. Frautschy The Davis D-l W - what a pleasant sight to see on the flight line! Living here in the Oshkosh area, many of us have been privileged to see Gene Chase's Davis D-l Won the ramp or in flight. Davis fans can add one more flying air­ plane to their list - Dr. Roy Wicker (A/C 103) and his partner Barbara Kitchens (A/C 4946A) have seen the completion of their Davis D-l W, NC 13576. Long­ time Davis enthusiasts will remember the airplane from days gone by - it was first the personal airplane of Walter Davis himself, and was later owned by a num­ ber of people , including K.D. Wright , who flew it around the South for a num­ ber of years until it was involved in a crash. The paraso l monoplan e was re­ built, this time by four partners. They did not have much time to enjoy the air­ plane though - after only 45 minutes of flight time on the airplane, two of the owners decided to make a quick run around the field . After a low pass down 8 JULY 1993

the runway , they ran out of fuel during the pull up at the end of the pass. The pi­ lot tried to turn back towards the runway, but he never made it. The Davis spun in, and the resulting crash was fatal to both the pilot and his co-owner/passenger. Barbara Kitchens bought the remains of the Davis from the survivors back in 1977. It really was a mess, with the fuse­ lage , including the e ngine, destroyed up to the aft cockpit. The wing struts were jumbled, with none of them usable. The landing gear was also a twisted mess. Fi­ nally , the wing was a wrinkled and bro­ ken bag of fabric, with the spars cracked and a number of the aluminum ribs bro­ ken. Barbara had her hands full - it would take a long time to put this wreck back together! After the Davis sat for a while, Bar­ ~ bara decided it was time for the airplane ~ to be restored. With a growing business 3 (she and her husband Robert run a very ~ busy banner towing operation in Milner, § GA) Barbara felt she didn't have the o time the Davis would require for its

restoration , but she did know somebody who had the skills needed, a nd he would have the time - Dr. Roy Wicker. By 1983, Barb ara ha d ge ntl y persuad e d Roy to take the proj ect on, in exchange for half ownership in the little parasol. The ai rplane was the brainchild of W. Harv ey Doyl e a nd Jan Pav ec ka of Portsmouth ,O H. Well before Walter Davis became involved with the airplane, Doyl e a nd P avec ka had p e rs uaded William J . Burke to financially back the production of their design, then known as the Vulcan American Moth V-3 . Their company, Vulcan Aircraft Company, was a part of Burke's Vulcan Last Company. Vulcan L as t ma d e go lf clubs (in those days with hickory shafts, no doubt!) and shoe lasts. For those of us too young to have seen someone actually make a shoe, a shoe last is the form used as a mold to help a cobbler make or repair a shoe. Next time you need shoes repaired , ask your cobbler to show you a shoe last, and you'll see the similarity in the production of the lasts and a golf club head. Making them was pretty lucrative in those days, for it allowed Burke to bankroll the pro­ duction of an airplane during 1928. The first American Moth (the airplane had no connection with the DH Moth - Burk e used the name to boost sales by using the popular " Moth " name) was powered by the 60 hp Ali'cat radial. After a short test flight by pilot Lewis " Pat" Love, the air­ planes ha ndling was deemed excellent, and it immediately was sent out on a pro­ motional tour. The American Moth was shown to the public at the National Air Races over Labor Day weekend in 1928, and was well received. The exact number of airplanes made by Vulcan is not known - various sources have mentioned 6 or 7 airplanes mad e, but the sad truth was that upon the passing of Walter Burk e late r in 1928, the Vulcan Aircraft Com­ pany lost its financial footing. Enter Walter C. Davis. Walt er D avis was the son of G.W. Dav is, a successful manufacturer of car­ ri ages and the n automobiles during th e years prior to a nd afte r WW I. As the 1920's progressed, and the big automak­ ers in D etro it bega n to domin a t e the ma rk et, it became apparen t to the elder D av is that his sma ll company , although capable of making excellent automobiles, would not be ab le to compete with th e big guns. His business sense told him to sell out to a larger corporation. With the day-to-day operatio ns of the car com­ pany no longer taking up his days, Walter Davis, who had been working as the sales manager and as a me mber of th e board of directors, was now free to pursue other business interests. Aviation had alwa ys been excitin g to Walter D avis. H e built and crashed his first a irpl a ne, a glider tow e d be hind a motorcycle driven by his friend George

Baye r, in 1911, at the Richmond , Indiana Driving Park. Davis thought th e Vulca n Am e rican Moth had possibilities, so by th e e nd of 1928 he was the owner of th e manufac­ turing rights and tooling, as well as re­ maining parts. Wasting no tim e , the Davis Aircraft Corporation was formed in J a nuary 1929 in Richmond , IN . The first mode ls of the Davis, the V -3 , were the same as their predecessor, the Vulcan American Moth. The D av is V-3 would soo n gai n a reputation as a n aeria l hot rod - it won th e All-Ohio Derby in Au­ gust 1929, at Cleveland , piloted by Pat Love. The joy over the victory was short lived though - the Great Depression would beg in within weeks, a nd th e n a seco nd tragedy would befell th e sma ll co mp a ny - Pat Lov e, test flying the Alexander Bull e t in Co lo rado Springs , Co was killed when th e Bullet cras hed during spin testing. Orders were slow in coming. The air­ plane did well at air races and public ac­ ceptance was gratifying, but mo ney was tight, and even after Walter Davis slashed prices at th e New York Aircraft Salon he ld in May 1930 at Madi so n Square

Garden , sales didn 't pick up appreciably. The airplanes, now with the designa­ tion D-l , still continued to do well in the hand of race pilots - Art Chester took a first place in one event with a DI-85 (a Davis powered with a 85 hp LeBlond) at the Nation a l Air R aces in Se ptember 1930. 1931 saw little activity at the factory, with the only airpl ane actually making it out th e door the first D- l W , pow e red with a 110 hp Warner Scarab engine. By 1932, the it was obvious to Walter D av is and his father that their business, if it was to surviv e , h a d to take a different a p­ proach. After some discussion, it was de­ cided they would produce something that just about everybody needed at one time or another. The G.W. Davis Corporation added a power law n mower production lin e to th e ir corporate manufacturing str uct ure . As late as 1974, G.W. D avis was sti ll making law n mowe rs in Ri ch­ mond, IN, when they were bought out by a conglomerate. Late in 1933, the ai rcraft line was re­ vived lon g e nou gh to build a few more airplanes, including NC13576, Walte r's personal a irpl a ne, which h e nam e d VINTAGE AIRPLANE 9

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"Whistler II." A model D-IW, powered by a 125 Warner Scarab, it was a beauty, featuring an NACA cowl, teardrop wheel pants and a full canopy over both cock­ pits. Later, the neatly detailed "Whistler II" was owned and flown by Hollywood actor Richard Arlen, and was flown by many personalities. It would be one of the last of the Davis airplanes built. When the books were finally closed on the Davis Aircraft Corporation, they had produced only about 50 airplanes. The airplane that lay in a twisted heap in front of Roy Wicker sure didn 't look like Walter Davis' pride and joy . It hardly looked like an airplane, but he knew there was an antique airplane in that mess somewhere; it was just a matter of effort and time before it would be sit­ ting on the ramp, ready for a test hop. It would take 10 years of full and part-time work before that day would come! Everything forward of the cockpit had to be rebuilt - control rods (the Davis uses pushrods instead of cables for aileron and elevator control), fuel header tank, and entire landing gear, just to name a few. Fortunately, he had a good set of blueprints from which to work. The set was by no means complete, how­ ever, and a fair amount of letter writing, phone calling and photo analysis had to be done to figure out exactly how some parts were made and dimensioned. A 10 JULY 1993

great amount of experience in aircraft construction also helped Roy Wicker put the aeronautical equivalent of Humpty Dumpty back together aga in . He h ad built a Neiuport 24bis replica back in the 1960's, as well as a Marquart Charger. After the structure of the airplane was rebuilt (the tail surfaces were the only parts that required little work), it was time to cover the Davis. Originally, Roy was going to cover the airplane with Irish linen, since it was a material he had worked with in the past, and knew that it would accept dope readily. After talking things over with Bobby Graves in Tulla­ homa, TN, it was decided to cover the airplane with Ceconite, and have a doped finish in Daytona white and AN yellow, with black pinstriping. Charlie Mc­ Gowan and Bobby Graves helped sew up the Ceconite envelopes. The results would have turned Walter Davis' head . "Whistler II" never looked better. The only major change immediately apparent to anyone who has seen pictures of the airplane when it was first built is the change of the canopy to a pair of open cockpits with windscreens. A pair of new fiberglass teardrop wheel pants , and a NACA cowl that Roy painstakingly also built out of fiberglass, help make the lit­ tle parasol look pretty spiffy. The sharp details were also aided by work done by others. Wilbur Harrell and Kevin Kim-

ball did the leather work on the seats and the cockpit coaming. Bill Gufford in Dixie, GA did the stencils for the Davis logo and the Warner "Scarab." Morton Lester helped with a magneto switch, and Butch Joyce was ab le to supply the neat little combination lock on the bag­ gage compartment. The aft cockpit of the Davis is sized just about right for a pilot of average build, but if you're a bit on the tall side, the front cockpit will prove to be a chal­ lenge to enter - Dr. Wicker was kind enough to take me along on the photo flight, and he was right - with a coat on and a radio stuffed in my pocket to talk to the photo plane, it was, well, a cocoon . A cocoon with a great view and nice con­ trols, but a little place that would be tight for most passengers. (This Davis has never had an electrical system on it, al­ though it does now have a starter and a aux power plug to allow starting without propping.) With the summer of 1993 half over, Dr. Roy has already been all over the South with the Davis, and he is planning on making the trip from Quitman, GA to EAA OSHKOSH ' 93. And Barbara Kitchens? Well , she has not, as of this writing, been able to break away from the busy banner towing business to fly the lit­ tle gem. When she does, she's in for a treat. What a delightful airplane! ...

by Norm Petersen

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of the really sharp looking airplanes parked in the Antique/Classic area at Sun 'n Fun '93 was a 1941 Stear­ man biplane with the unusual "N" num­ ber of N555. It is easy to understand the nickname attached to such a number ­ "Triple Nickel." The clever part of the paint scheme was the placement of three (oversize) 1941 Indianhead nickels on

each side of the rudder - the right side revealing the "Indian with head dress" with the left side revealing the "B uf­ falo" side of the 1941 nickel. Clever, these 'melicans. The Stearman , N555 , SIN 75-1456, was flown to Sun 'n Fun by its owner, Cliff Lowe (EAA 97635, A/C 17679) of Cadiz, Kentucky, a small town (pop.

2150) in the extreme southwestern part of the state. Cliff made the same trip in 1992 and ran off with the Best Biplane award. This year, his gleeming, pol­ ished, biplane garnered an Outstanding Aircraft award in the Antique/Classic arena. A little background would help us understand where Cliff Lowe is com­ ing from. Raised in Chicago, Cliff entered the world of aviation at Willie Howell's air­ port when he soloed a Cessna 150 in 1965. After earning his Private license, Cliff bought a Cherokee 180 (many hours) , which begat a Comanche 250 (1000 hours), which begat a Twin Co­ manche (1600 hours) , which begat a B55 Baron (over 1300 hours). An enthusias­ tic EAA member since 1975, Cliff has maintained a Private license with SEL, MEL and Instrument ratings over all these years. His Instrument rating is re­ ligiously renewed every six months for currency.

Besides the chrome rocker box covers, the compartment behind the engine is all chrome including the oil tank and the air induction system . Absolutely brilliant! (Dark glasses should be required.)

12 JULY 1993

Photos ourtesy Cliff Lowe

(Above) - March, 1973, photo of "Triple Nickel" in its former color scheme taken at Lake­ land Municipal Airport prior to the advent of the Sun 'n Fun Fly-In. Note the three Buffalo nickels on the rudder with the small "N" number just below.

Jim Koepnick

(Above and Right) - The battered remains of "Triple Nickel" arriving at Montevideo, MN air­ port on Howard Kron's flatbed trailer. The date is April 1984, and one can see the huge amount of work re ­ quired for restoration! The " Buffalo" side of the 1941 nickel is faithfully reproduced on the left side of the rudder along with the name of the airplane.

About seven years ago, Cliff moved to his own airport (Lowe Field) at Cadiz, KY from where he operates his Lowe Industries, Inc., makers of stai n­ less steel mix ers and blenders , sold around the world under the Challenger Blender labe l. In 1989, he notice d a Stearman for sale in Trade-A-Plane and called the owner, Howard Kron , of Montevid eo, MN . It was N555 - alias "Triple Nickel. " The die was cast. Howard Kron (EAA 336904) grew up in Clara City , MN , graduated from high school on Friday and started flying lesso ns th e following Monday! (It's called an aviation " bent. ") To gain ex­ perience , he worked under veteran A&P Darwin Schmidt (EAA 2130) at Vesta , MN for a year before going

Every available hand is conscripted to hang an upper wing panel on the Stearman in Howard Kron's shop. Classy paint scheme is already evident.

VINTAGE AIRPLANE 13

(Cliff Lowe makes his first landing in the Stearman with Gene Littlefield in the front cockpit - biting his upper lip! Note white crankcase on the Continental engine, which has since been replaced with a new engine. 14JULY1993

through A&P school. Further mechan足 ica l experience under Darwin Schmidt was fo llowed by a stint under A&P Leo Boeck at Marshall, MN and then a stint at running the Tracy, MN airport under R ay J ohnson . All of this experience combined to bring him to Montevideo, MN (pop. 5500) where he took over the airport FBO in the mid 1980's - the shop specializing in tube and fabric airplanes. (He is presently on his fourth Stearman rebuild!) N555 - alias "Triple Nickel" - at足 tended EAA Oshkosh '73, flown in from St. Petersburg , FL by its owner , Bob Moler. It was also at the 1973 Lakeland Airshow, before it became Sun 'n Fun! In 1982, the Stearman was sold to a man in Sioux Falls, SD and Howard Kron was involved in flying the big biplane on the long trip to th e midwest. Every足 thing went fine until a couple of years later, the owner put the Stearman into the trees and broke the airp lane into three pieces! Howard bought the sad remains from the owner and hauled the many parts and pieces from Sioux Falls to Montevideo, MN on his 40 ft. trailer. T he long rebuild began. Fortunately, the owner had located a new, un-cut fuselage, which came along with the purchase and was the basis for the re足 bui ld. Howard says, "The four wings looked like a pile of potato chips! "

(Right) - Sharp Is the that best describes cockpit of Triple done in soft of Howard Note battery for capability.

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Scrounging necessary parts and pieces from far and near, Howard was slow ly able to bring the big biplane back to fly­ ing condition . All four new wing sec­ tions , a new motor mount and a really neat covering job in Stits D-103 finished in Aerothane was augmented by a re­ built 220 Continental engine. All rib­ stitching was done on one-inch spacing by Howard's wife, Joyce, ably assisted by daughters , Amy (16) and Jennifer (13). One upper wing was finished with the modified seine knots on the bottom side before Howard caught the error and had Joyce remove all the stitches and re-do the entire panel with the knots on the top (hidden) side! Such extreme diligence is typical of Howard Kron's workmanship. Incidentally, there are over 4400 rib stitches in "Triple Nickel." By the time it was ready to fly in 1989, three and a half years had gone by. However, old "Triple Nickel" never looked better. After flying it around Minnesota for a spell, Howard sold the Stearman to Cliff Lowe and, after wait­ ing over winter, delivered it to Cadiz, Kentucky. (The delivery flight was an epic in itself with Howard getting so cold, he almost froze some important parts of his tender body!) Now the problem arose. Cliff Lowe had no tailwheel time whatsoever and he had this beautiful white and blue

Stearman gracing his hangar floor! On a hunch , he called veteran airshow per­ former Gene Littlefield (EAA 61641) of Plainfield, IL for help. Gene wisely told Cliff, "Don't - under any circumstances ­ touch anything until I get there! " Even­ tually, Gene arrived to begin the neces­ sary dual instruction in the fine art of flying a tailwheel Stearman. After a lit­ tle over eight hours, Gene turned Cliff loose - successfully - and then watched closely as Cliff added ten more hours of solo work. This cautious , deliberate, dedicated syllabus of Stearman training has paid off handsomely as Cliff now has over 190 hours in the Stearman with over 1200 landings in his logbook ­ mostly on hard surface! (And he can 't say enough good things about Gene Lit­ tlefield.) Being in the stainless steel business, Cliff decided to really perk up the finer parts of the Stearman that cou ld be ei­ ther polished or chromed. The result is easily visible in the photos. All engine valve covers, the huge oil tank and the complete air induction system have been chrome plated. In addition the Hamil­ ton Standard 5404 hub and 4350 F-l blades have been polished to the nth de­ gree. (This prop allows a 110 mph cruise - fast for a Stearman.) Another item is the exhaust system which has been "Hot Jet Coated" on

both the inside and the outside surfaces. This process coats the metal to the point where it will not corrode - and makes for an extremely long life component. The parts were sent to Louisiana to have this done. Old "Triple Nickel " was flown to Sun 'n Fun '92 where it won the Best Biplane award for its owner. This year's Out­ standing Aircraft award will only add to the laurels it earns. We hope to get a an­ other look at this pretty white, light blue, dark blue and silver trimmed Stear­ man at EAA Oshkosh '93. Cliff Lowe enjoys flying the open cockpit machine and reveUs in the joys of tailwheellandings. He has learned , among other things, to dress very warmly when flying open cockpit airplanes as the wind-chill index soon makes the body shiver! During the air-to-air photo ses­ sions at Lakeland, when these pictures were taken, the clouds required a climb to 9,000 feet for good backgrounds. The temperature at that altitude was 52 de­ grees - and cold! However, seeing the fine results from EAA's camera crew, we especially want to thank Cliff for his will­ ingness to "hang in there." And don't forget Howard Kron and Gene Littlefield, witho ut who 's contri­ butions, the results would have been ei­ ther less - or none at all! Thank you , ... gentlemen. VINTAGE AIRPLANE 15

WHAT OUR MEMBERS ARE RESTORING

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - by Norm Petersen

Danish KZ II "Trrener" This " panning" photo of a high speed fly-by by a rare 1946 Danish KZ II "Tnener", OY-FAK, SIN 115 , owned by Simon Moos of Broager, Denmark, was contributed by Simon Skott. Only 15 examples of the KZ II " Tnener "

Pete Heins' Waco eRG One would have to classify this pretty biplane as the rarest of rare, as it is the only remainin g example of its kind in the world! It is a 1930 Waco Model eRG, N600Y, SIN 3349, owned by Pete Heins (EAA 359056) and Eric Heins (EAA 253697) and kept in the Dayton, 16 JULY 1993

powered with a DeHaviliand Gypsy Major engine of 145 hp were built for the Danish Air Force in 1946. Of this e ntire group, three have survived, of which two are presently flying. The number "107" on the cowl is the Danish Air Force registration number, which ran from 101 to 115 for the lot of the

KZ II "Tne ner" aircraft. After being declare d surplus in 1955, the civilian registration, OY-FAK , was assigned to the airplane. The other flying KZ II "Trre ne r " is OY-FAT , SIN 109 (AF #101) while OY-FAN, SIN 110 (AF #102) is undergoing restoration in Den­ mark.

Ohio area (Moraine Air Park). Built specifically by the Waco Aircraft eo. of Troy, Ohio to compete in the 1930 Ford Air Tour, the two eRG models, N600Y and N660Y, were notably fast for their time (148.4 mph average for the 5,000 mile Air Tour distance!), yet with the long landing gear and high angle of at­ tack, could land or take off in a mere

fifty yards! N660Y was totally de­ stroyed in 1938, leaving N600Y as th e sole surviving examp le . It, too, was badly damaged in 1932 and returned to the factory for rebuild . ]n 1954, it was again derelict, being bought as a basket case in 1963 by Pete and Eric's father , the late Ed Heins (EAA 23936, A le 9477) of Dayton , OH. The extensive restoration took 12 years (including a hand-rubbed, 50-coat dope finish on Irish line n) and by 1975, the racy look­ ing biplane was back in the air with its 350 hp Wright R-760-E2 engine swing­ ing a Hamilton Standard 2B20 prop with dash-9 blades. Notable features of the eRG include a very "sexy-looking" four-piece windshield, a streamlined headrest and a metal cover over the front cockpit. Both the original metal wheel pants and a set of (later) fiber­ glass wheelpants are on hand. The Heins family has put about 800 hours on the Waco over the past 18 years and have attended many, many fly-ins dur­ ing that time, allowing us a chance to listen to the hefty sound of the big su­ percharged Wright engine and view this extremely rare airplane.

Taylorcraft L-2 This photo of a Taylorcraft L-2 liai足 son aircraft was contributed by retired airline captain Dan Toeppen (EAA 109869, AlC 7836) of Fontana, WI. Dan reports the picture was taken when he was in training at the Bemidji , Min足

Great Lakes 2-T-lA, NC817K This interesting old photo of an American "Cirrus" Great Lakes 2-T-1A biplane was contributed by Alvin C. "Boots" Geiger (EAA 45764, A/C 2512) of Lewiston, Ml. Judging by the cars in the background, the photo would be from the mid to late 1930's as the newest

nesota airport in the fall of 1942. (Note the snow on the ground - in those days Minnesota had nin e months of winter and three months of tough sledding!) Although the Taylorcraft has no num足 bers other than the "971 " buzz number, it does feature Grimes wingtip lights , a non-swivel tailwheel and a spinner on

the wooden propeller. The open cow led A-65 engine points towards an L-2A or B, whereas the later L-2M had closed cowling and spoilers on the top of the wings. The car in the background is from the 1930's and the other airplane in the photo appears to be a Luscombe. Your comments are invited.

car visible is a 1935 Ford convertible. This model of the Great Lakes featured the four-cylinder , upright, air-cooled, American "Cirrus " engine of 90 hp. Other features in the picture include the big , soft, Goodyear "airwheels" and Grimes navigation lites on the fin and both lower wingtips. The flight school is painted on the side of the fuselage, but is

not entirely readable. A large " 2" is painted on the fin , possibly designating aircraft number two of the flight school. The wings featured a Munk M-12 airfoil which made for a nice handling airplane. Note the clever indentation on the lower longeron, just ahead of the tail, which forms the "hand hold " for moving the airplane on the ground. VINTAGE AIRPLANE 17

Simon Skott's Corben Junior Ace A most unusual airplane to be found in Europe is this 1937 Corben Junior Ace being restored by its owner, Si­ mon Skott (EAA 363710) of Nordborg, Denmark . The airplane carries the Danish registration OY-DBA and fea­ tures the outboard shock struts on the landing gear and " N" shaped wing struts as designed by O. G . Corben. Si­ mon and his lovely wife, Gunhild, also own a rare Danish KZ II "Kupe," OY-DHK , SIN 23. Their flying club at Nordals has about 50 members and 12 airplanes based at the field which has a grass runway 580 metres long (about 1800 feet) and 30 metres wide (about 100 feet). The photo of the line-up at the field during a recent fly-in shows a Piper J-3 Cub , a KZ III, Simon 's KZ II Kupe, a KZ II Trainer and various other aircraft in attendance.

Jay Martin's Meyers 200A Not only is this 1959 Meyers 200A, N485C, SIN 253, a sharp looking airplane, but according to its owner , Jay Martin (EAA 357519) ofThousand Oaks, CA, it has a most unusual history. It is the very same Meyers 200A that Peter Gluckman set a record with by flying around the world - 22,800 miles - in August of 1960! 18JULY 1993

Jay spotted the airplane at Van Nuys air­ port in 1988, sitting rather derelict under the wing of a DC-3. It was purchased in October of 1988 and required two months of ha rd work to make it flyable to the point it could make it back to Jay's home airport at Oxnard, CA . The Meyers has been continually upgraded since that time and is now starting to look like a very re­ spectable cross-country machine. It made

the trip to EAA Oshkosh in 1992 and Jay expects to return again this year. He says he has flown many different airplanes over the years, but for really excellent handling and fun flying from point to point, the Meyers is in a class by itself. (The around-the-world flight by Peter Gluckman was described in the 1960 February and March issues of AIR FACTS magazine.) ...

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The early days of aviation featured flights that captured the imagination of many an air-minded soul, but some of those flights are now dim memories. Here's one flight made by Curtiss that deserves a little more illumination . .. by Ted Businger Ale 2333

bany and New York City. On May 29, 1910, Glenn H. Cur­ "A lbany Flyer." Close examination of A Cleve land, Ohio newspaper of­ tiss startled the aviation world by flying the photographs show the triangular fered a purse of $5,000 for the first per­ from Albany to New York City, a dis­ shaped center float missing. T he other son to fly a route from Euclid Beach tance of 135.4 miles. Curtiss covered features that can be seen in the pho ­ (just east of the city) to Cedar Point the distance in 2 hours and 32 minutes. tographs taken during the record at­ (just north of Sandusky, Ohio) and re­ He was able to accomplish the feat after tempt seem to confirm the airplane was turn. An additional $2,500 was offered Tom Baldwin and George Tomlinson the same craft used to fly between AI­ by the owner of the re­ had failed in their efforts sort hotel at Cedar using baIloons. The air­ Point. The straight line plane used by Curtiss for distance between th e this record-making flight two points was approxi­ is commonly referred to mately 61 statute miles, as "The Albany Flyer." across Lake Erie. On November 14, Mr. Curtiss was a 1910 Eugene Ely made methodical planner for the first take-off from a all his flights, and this ship, the U.S.S. Birming­ record attempt was no ham at Hampton Roads, exception. To help en­ V A. For this aviation s ure capturing the first, he too used "The prize, h e position e d A lbany Flyer." "The Albany Flyer " at Between these two Euclid Beach; a second epic flights , weIl remem­ machine (most lik ely a bered many years later, Curtiss D-4) was housed Glenn Curtiss broke the in a tent at Cedar Point. world 's record for an overwater flight. He Curtiss is congratulated upon his arrival at Cedar Point Beach by George This indicates Curtiss' major concern of the probab ly used the same Boeckling. VINTAGE AIRPLANE 19

CURTISS LANDS 78 MINUTES LATER AT CEDAR POINT

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CLEVELAND SANDUSKY

CURTISS FLEW THE RETURN TRIP TO EUCLID BEACH THE FOLLOWING DAY­ SEPT 1, 1910.

possibi lity of a landing accident , and a lesser worry of his going " into the drink. " In the ea rl y morning of August 31, 1910 Curtiss lifted off from the sa nds of Euclid Beach and headed west towards his destination , the beach in front of the amusemen t park at Cedar Poi nt. This a uthor ' s gra nd fat h er worked nea r

EUCLID

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CURTISS' PROBABLE ROUTE PARALLELING LAKESHORE (68-70 sm.)

dow ntown Cleveland, and h e recalled the thrill that he and his co-workers ex­ perienced seeing their first view of a plane in fli ght. My gra ndfath er's eye­ witness account would suggest that Cur­ tiss was following the shorelin e, rather than the more direct stra ight lin e dis­ tance. When measured on the map, the extra distance added only 10-12% to the

GLEN CURTISS DEPARTS AUGUST 31, 1910 FROM EUCLID BEACH

total trip le ngth , while it improved the safety factor. 78 minutes later Curtiss landed at Cedar Point to the cheers of 20,OOO(!) spectators. The usual array of long winded digni­ taries an d nabobs gave their usu al con­ grat ul atory speec hes that droned on into th e la ter part of the da y. By the time th e orations concluded, the wind

Glenn Curtiss seated in "The Albany Flyer," sometimes called "The Hudson Flyer." The craft was the same airplane used by Cur­ tiss for his epic flight down the Hudson River. Eugene Ely also used the same airplane for the first flight off a ship, the U.S.S. Birm­ ingham at Hampton Roads, VA, on November 14,1910. A rudimentary "life preserver" is slung around Curtiss' chest and ab­ domen. He also appears to be wearing some form of water resistant pants to ward off the elements while on his record setting flight over Lake Erie. 20 JULY 1993

over Lake Erie was too much for the fragile craft, forcing a one day delay on the return flight. It had to be one of anti-climax anyway. In passing, it may be interesting to note that both the take­ off and landing sites were located on the grounds of amusement parks - can you imagine the response from the FAA if a pilot applied to do that today? I have to assume that this part of Mr. Curtiss' record will always stand. A question that plagues me is: Why has this record remai ned so obscure? It may have something to do with all that was happening in the news surrounding aviation during that period - here's a sampling of events that transpired dur­ ing the same 1910 time period: 1) The commencement of the lega l action against Curtiss for patent in­ fringement by the Wright brothers. 2) Curtiss' split with his partner, Au­ gust Herring. 3) Atlantic City, NJ. July 10, Curtiss pacified an unruly crowd by flying in very gusty conditions. 4) Atlantic City, NJ . Ju ly 11 , broke the American speed record for 50 miles, again with unfavorable conditions. 5) Nashville, TN. July 11, Charles K. Hamilton made the first night flig h t from 7:30 - 7:48 P.M. He made a second flight from 10:57 to 11:08 P.M. 6) Atlantic City, NJ. July 12, Curtiss tossed mimic bombs and oranges at a yacht to illustrate the utility of an air­ craft in coast defense. Retired Co l. W.A. Jones (Army Corps of Engineers) said, "The air machine has proved its ef­ ficiency. The armored battleship is ap­ proaching its last days as an engi ne of attack." A short time later Curtiss car­ ried rifle bearing Lt. Frickle aloft, to fire at selected ground targets. 7) Bournemouth, England. Ju ly 12, Charles Rolls (of Rolls-Royce fame) is killed landing his modified Wright. 8) Barcelona, Spain. July 29, Gus­ tave Ehrmann is struck by lightning while in flight. He survived. 9) Deal, England. August 17, John Moissant (of Chicago) made the first passenger carrying flight across the English Channel with Albert Fileux (a mechanic) as his passenger. European pilots considered the weather at the time too bad to fly. 10) Boston, MA. September 4, Claude Graham White (of England) challenged the U.S. Navy to try to shoot him down , if he were allowed to bomb the ship. 11) Paris, France. September 14, avi­ ator Pariot crashes into two light poles wrecking them and his Farman when he tried to land on the Place de la Concord. He was arrested and charged with " reck­ less aeroplaning." A first! 12) Key West, FL. January 30,1911,

The "Albany Flyer" is viewed by the throng estimated at 20,000 people at Cedar Point Beach.

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Curtiss takes off for his flight from Euclid Beach to Cedar Point on August 31,1910.

Glen Curtis Leaving Euclid Beach, Cleveland , Oh io,

for Cedar Point, Ohio, on

World's R ecord Flight o ver Wa ter.

Jam es A D. McCurdy is forced down just short of Havana , Cuba, his destina­ tion. He covered 89.78 miles over wa­ ter , a new record. A $5000 purse was offered by the Havana "Post." An addi­ tional $3000 was added by the city of Havana. As you can see, aviation was making news often in those early days , which may explain why Curtiss' record-setting flight over Lake Erie has faded into ob­

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scurity during this century. For those who witnessed his feat that summer day howeve r, it was a monumental accom­ plishment, one that stayed with them for the rest of their lives. A very large debt of gratitude is due to Patti Dahm Pascoe of Sandusky, Ohio for adding all the missi ng informa­ tion about this flight. My thanks to her .... for her efforts. VINTAGE AIRPLANE 21

recognizable person or persons in the photo only if and when requested by EAA Antique/Classic personnel. 10. Copyright

No copyrighted photos will be judged.

11. Negatives Hold onto them. Do not submit them unl ess requested by the EAA Antique/ Classic Division. 12. Returns No entry will be returned and all en­ tries will become the property of the EAA Antique/Classic Division. They will be added to the permanent EAA Antique/ Classic photo collection owned and main­ tained by the Division, and will be used as the Division sees fit. However, anytime the photo is used, the photographer will be given credit for his or her work.

-Rules For the EAA Antique/Classic 1993 Photo Contest

1. Eligibility Amateur photographers only who are currently paid up members of the An­ tique/Classic Division of EAA. An amateur photographer is one who does not make more than 10 percent of his living through the photography business. 2. Dates The dates for the contest will be re­ stricted to the 1993 EAA Oshkosh Con­ vention with identifiable photographs en route, during or departure. 3. Location Photos may be taken en route , at or during and departure of EAA Oshkosh 1993 Convention. 4. Subject All Photos must have an Antique, Clas­ sic or Contemporary aircraft as the main subject. (For the purposes of these rules, the term " Antique/Classic" shall cover the these three categories.) The photo must have been made by the person entering the photograph. They can be made with any type of color negative film and any type camera; they may be processed and printed by anyone, however color prints only please! The prints may be any work­ able size up to and including 8 x 10 inches. They may be spotted but may not be com­ posites , montage, multiple prints or art­ work. 5. Categories a. Ground to Ground - This includes 22 JULY 1993

photos of the main subject aircraft with its wheels on the ground whether it is a static display, taxiing, or on takeoff or landing roll. There can be other aircraft in the photo that are not on the gro und but the main subject must be. b. Ground to Air - This will include shots of aircraft in flyby or in takeoff or landing configuration where there is a dis­ cernible amount of airspace between the wheels of an Antique/Classic in flight. c. A ir to Air - Any photo taken on one or more Antique/Classic aircraft in flight from another aircraft. d. Judges Choice. e. Human Interest. 6. Judging Entries will be judged on the basis of general Antique/Classic interest and the suitabi lity of photos to the category in which it is entered. Judges for the contest will be appointed by the EAA Antique/ Classic Division and all decisions of the judges are final. 7. Entry Fee

None.

8. Restrictions Entries may not have been entered in any similar contest nor shall any closely similar picture situation be offered for publication elsewhere during the eligibil­ ity period of this contest. 9. Model Release A model release must be obtained from

13. Entry Form No form is needed but each entry must have affixed to the back of each print the following information: name, address and phone number of the entrant and EAA Antique/Classic membership number and category into which the photo should be placed. DO NOT WRITE DIRECTLY ON THE BACK OFTHE PHOTOS-A STICKER OR TAPED PIECE OF PA­ PER SHOULD BE USED. All entries must be addressed to EAA Antique/Clas­ sic Division Photo Contest - Attn: Jack McCarthy, 14132 South Keeler, Cres t­ wood, IL 60445 (708/371-1290). 14. Quantity Each entrant may submit up to five photos in each category. 15. Awards There will be a 1st prize , a 2nd prize and a 3rd prize in each category and as many Honorable Mentions as the judges choose to make, depending upon the total number of entries. They winning photos will be published in the VINTAGE AIR­ PLANE magazine at the discretion of the Editor. (Normally it will be published in the June issue .) Prizes will be given to winners at EAA Antique/Classic Head­ quarters during the next calendar year convention. Any contest winner unable to attend that convention will have his or her prize mailed to them. 16. Deadline All entries must be in the Chairman's hands by February 15, 1994. Any additional inquires should be di­ rected to: AlC Photo Contest Chairman

Jack McCarthy, AlC #2698

14132 Keeler Av.

Crestwood, IL 60445·2320 ...

PASS IT TO

--7] An information exchange column with input from our readers.

Dear Buck, I was able to obtain one copy of VIN­ TAGE AIRPLANE June '91 issue. I observed in your " Pass It To Buck" column your photo before a Curtiss Jenny. I am a scale model builder and I'm re­ searching details for building a Jenny IN-4. If you can he lp me with some infor­ mation I will finis h my model similar to this "prototype." Happy Landings! Pedro Carral Daniel Apartado Postal 92 Ciego De A vila Cuba Codigo 65100

Well, to get Pedro started on his quest, our editor has printed a pretty picture of Skeeter Carlson's Canuck. Pedro, this Canuck, a model I N-4C, was built in Canada, and is not an exact copy of the American built IN-4 (the rudder shape is the most recognizable difference) but you should be able to construct your model based on a Jenny plan with a few modifi­ cations. Good luck on your projects!

Dear Buck, As you are more aware than I, EAA members are most resourceful in making or res toring parts. One can saw, file , weld or form most any parts needed. Having built a Pitts, RV-3 and an RV­ 4, and repaired numerous cropdusters , (so me dinged by myself) I I thought I wouldn 't have any trouble with a basket case Aeronca K project. Built in 1937, it was crash ed in 1938 a nd a band o ne d since. Most work on the wings and fuselage went easy but I have been unable to lo­ cate the 18x8x3 tire s a nd tub es wit h which it was fitted as it came out of the factory . Even the 16x7x3 tires and tubes don 't seem to be available. Going back to our experienced builders and restor­ ers, I have yet to find anyone or any way to m ake tires a nd tubes for older a ir­ planes . I know they can be modi fie d (the airplanes) for more available wheels and tires, but is that the answer we want? I'll keep that option open as I make th e tailwheel components and restore th e Bosch magneto. But in the mean­ time if you hear of a ny such tires a nd tubes being avail ab le, I wo uld be most happy to learn of their whereabouts.

We didn't have enough room in last month's column for all of the shots of the Army Aviation Museum at Ft. Rucker, Alabama so we've included them here. First, the entrance to the modern building has this Bell Huey Cobra and Hughes OH-6 mounted on a pedestal.

by Buck Hilbert (EAA 21 , Ale 5)

P.O. Box 424 Union, IL 60180

Sincerely, Burton Shiner 110 Easter St. Morro Bay, CA 93442

How about it guys and gals - can any­ body help Burt out with his problem ? Get with him at the address above, and pass the word along to us, too. Consum­ able items like tires and tubes have always been a tough nut to crack - all to often, they don 't hold up well in storage, so that leaves it up to a modern substitute that sometimes can be modified. Unfortu­ nately, there will be times when there sim­ ply is no other choice but to repla ce the wheels with a new, more modern type.

Suspended above the lobby is Icarus, along with models of three of Leonardo DaVinci's designs for flying machines, including the helicopter, ornithopter and pyramid parachute. VINTAGE AIRPLANE 23

Dear Buck, I am restoring a PT-24 (a Canadian DH-82c Tiger Moth). As it is a basket case, many parts are missing, amongst them all of the instruments. From read­ ing yo ur col umns in VINTAGE AIR­ PLANE, you are obviously very knowl­ edgeable about everything concerning ant ique aeroplanes, and I wonder if you know of any source for the instruments listed below. Your help will be appreci­ ated. Best Regards, Vidir Gislason P.O. Box 144 IS 602 Akureyri Iceland

With the widespread use of helicopters by the U.S. Army nowadays, they dominate a major portion of the museum. These two views show the full -s ize diorama of the Bell UH -1 Huey depicting operations in S.E. Asia . In the background you can see the Dehavilland Beaver and Stinson L-S that make up part of the fixed-wing display.

Here is Vidir's list of the instruments he needs: 2 each of the following: Air Speed indicator Kollsman 657-04 or Pioneer 1402-16C Altimeter

Kollsman 126K-011 or Pioneer 2101-2A

Compass

Kollsman 58BZ or 58BL or Pioneer 1821-1

He also needs the brass compass hoLd­ ers for the compasses. Dear Buck, If possible, could you tell me where I can purchase a propeller such as used on OX-5 engines, something rep resentative of the '20s. A replica would be fine as I simply want to hang the prop in my den. Prop condition isn't real important (so long as it has two blades still connected to a common hub); I wi ll refinish as needed. Best wishes. Keep up the excellent column in the Antique/Classic Division's magazine. John Nelson 4231 E. Clarendon Av. Phoenix, AZ 85018

Dear John,

Fixed-wing Army aviation gets its just rewards too at the U.S. Army Aviation Museum at Ft. Rucker. Here, a Piper L-4 is on display, sporting marking similar to those worn by the one of the fi rst L-4s (J-3s) used on maneuvers at Ft. Sill. (Before some of you sit down at your desk, save your letters - yes, that is a later model Piper rudder on this L-4.) 24 JULY 1993

They're hard to come by - I have one but I won't part with it. Maybe our read­ ers can help. Over to you, Buck

The following list of coming events is furnished to our readers as a matter of information onLy and does not constitute approvaL, sponsorship, invoLvement, controL or direction of any event (jIy-in, seminars, fly market, etc.) listed. PLease send the information to EAA, Au: GoLda Cox, P. O. Box 3086, Oshkosh, WI 54903-3086. Information shouLd be received four months prior to the event date.

JULY 16-18 - RED LAKE , ON­ TARIO - Norseman Festival and Fly­ In at Red Lak e, Ontario , Norse man Capital of the World. Floats and wheels. Contact Ron Robinson , Box 308, Red Lake,Ontario, Canada POV 2MO. Phone 8071727-2809 or Fax 8071727-3980. JULY 23 -24 - COFFEYVILLE, KS - Funk Aircraft Owners Assoc. Re­ union. Contact: Gene Ventress, 10215 S. Monticello, Shawnee Mission , KS 66227. Phone 9131782-1483. JULY 24 -27 - WAUSAU, WI - Er­ coupe Owners Club National Conven­ tion. Contact : Syd Cohen, 715/842­ 7814. JULY 24 AND 25 - SHIOCTON, WI - Annual Fly-In. Contact: Joyce Baggot,414/986-3547. JULY 24 - HENNING, MN - Hen­ ning MN Municipal Airport. Henning Airshow and upper Midwest Cub Club Convention. Aerobatics, skydivers , military chopper demo, warbirds , an­ tiques etc. Free breakfast to PIC 7 A.M . to noon. Competitive events, cash drawing. For information , call 2181769-4232. (Rain date: July 25) JULY 27 - AUGUST 7 - VAL­ P ARAISO, (VPZ) IN - Food and Fuel booth. Stop by and see us on your way to and from Oshkosh. We are famous for our hospitality! Sponsored by EAA Chapter 104. Contact: 219/884­ 1619. THURSDAY JULY 29 WEDNESDAY AUGUST 4,1993­ OSHKOSH, WI - 41st Annual EAA Fly-In and Sport Aviation Convention. Wittman Regional Airport. Contact John Burton, P.O. Box 3086, Oshkosh, WI 54904-3086. Call 414/426-4800 for more information. ITS NEVER TOO EARLY TO MAKE PLANS TO AT­ TEND! AUGUST 6 - 8 - STILLWATER, OK - Lake Elmo Airport. Sesquicen­ tennial Aviation Days. Fly-In break­ fast, balloon r a lly , other events. 612/430-1200 for more information. AUGUST 12-15 - LOCK HAVEN, P A - William T. Piper Memorial Air­ port. Sentimental Journey '93. "Aerial Mail To Lock Haven" is this years theme. All makes and models wel­ come, especially Antique and classic airplanes. Call 7171893-4200 (9am 'til 5 pm) , Fax 717/893-4218 or write P.O. Box J-3, Lock Haven, PA 17745-0496.

AUGUST 15 - BROOKFIELD, WI ­ Capitol Airport. 8th Annual Vintage Aircraft Display and Ice Cream Social. Midwest Antique Airplane Club will also hold its monthly fly-In meeting. For more information , call George Meade at 414/962-2428. AUGUST 27-29 - SUSSEX, NJ - Sus­ sex Airport. Sussex Airshow. For more information call 201/875-0783. SEPT. 4-5 PROSSER, WA - 10th An­ nual EAA Chapter 391 Fly-In. Food, fly­ ing, tours, raffle and more. Camping on the field. For more info, call Thompson Aircraft at 5091786-1034. SEPT. 4 - MARION, IN - 3rd Annual Fly-In/Cruise In breakfast. Marion Mu­ nicpal Airport. 317/674-7777. SEPT. 8-12 - GALESBURG, IL Galesburg Municipal Airport. 22nd Na­ tional Stearman Fly-In. Contact Tom Lowe, 823 Kingston Ln., Crystal Lake, IL 60014,815/459-6873 or Harold Canada , 370 Hawkinson, Av., Galesburg, IL 61401 ,309/343-9850. SEPT. 11-12 - SHIRLEY, NY - 30th Annual Fly-In at Brookhaven Calabro Airport. Sponsored by the Antique Air­ plane Club of Greater New York. No en­ trant fees, trophies will be awarded.(Rain Dates: Sept. 18-19) For info call: Fred Schmukler, 516/92 1-5447 or Dan Makoske 5161744-8916. SEPT. 17-19 - KANKAKEE, IL - Ko­ erner Airport. 9th Annual Midwest Stin­ son Fly-In. Seminars on Stinson 108's and Franklin engines. FAA Safety Semi­ nars, Sat. night banquet, Fly-outs, rally and performance contests. Camping on the field . Contact: Loran Nordgren, 4 W. Nebraska, Frankfort , IL 60423. Phone 815/469-9100. SEPT. 11-12 - MARION, OH - EAA Mid-Eastern Regional Fly-In (MERFI). 513/849-9455. SEPT. 18-19 -Hickory, NC - 8th An­ nual EAA Chapter 731 Fly-In. Contact: Jean Smith, days , 704/396-7032 or Nor­ man Rainwater, evenings 704/328-5807. SEPT. 18-19 - ROCK FALLS, IL ­ EAA North Central Fly-In. 708/513-0642 SEPT. 20 - ROCK FALLS, IL - Pan­ cake Breakfast in Conjuction with the North Central Fly-In. SEPT. 25-26 - ZANESVILLE, OH ­ John's Landing Airfield, 2nd Annual Fall Fly-In. Antique/Classic airplanes wel­ come. Great food and fun for all. Spon­ sored by EAA Antique/Classic Chapter 22. For info call: 614/453-6889.

SEPT 24-25 - HEBER CITY, UT ­ Utah State EAA Sport Aviation 8th In­ termountain Fly-In. Seminars, demon­ strations, aircraft judging , camping, food , tours and fun. Heber Valley Air­ port (36U) Contact Russ McDonald , 801/645-9543. SEPT. 24-26 - CAMDEN, SC-52 nd reunion of Southern Aviation School, pilot, Primary Flight Tr aining 1941­ 1944. For all Alumni, employees and all personel. Contact: Bill Hawkins , P.O . Box 789 , Camden , SC 29020. Phone 803/432-9595. SEPT. 25-26 - WILMINGTON, DE - EAA East Coast R egional Fly-In. 301/933-0314. SEPT. 30 - OCT. 3 - OWENS­ BORO, KY. Owensboro D avies County Airport. Annual Convention of International Cessna 120/140 Assoc. Contact: David Lowe or Gil Pounds. 502/736-5392 or Fax 736-2403. OCT. 1-2 - BARTLESVILLE, OK ­ 36th Annual Tulsa Fly-In. Special Air­ craft this year include the EAA replica Spirit of St. Louis , and the original Woolaroc , winner of the 1927 Dol e Pineapple race. Contact: Charlie Har­ ris, 3933 S. Peoria, Tulsa , OK 74105 9181742-7311 OCT. 1-3 - GLENDALE, AZ - EAA Coppers tate Fly-In. Call 602/298-3522 . OCT. 1-3 - CAMDEN, SC - Annual Fall Fly-In, sponsored by EAA A/C Chapter 3. Trophies, vintage films , good EAA fellowship; major speaker. For info call or write: R. Bottom Jr., 103 Powhatan Parkway, Hampton, VA 23661,804/873-3059. OCT. 2-3 - SUSSEX, NJ - Quad­ Chapter EAA Fly-In, Sussex Airport. Fly/Flea Market sponsored by EAA A/C 7, EAA Chapters 238, 73 and 891. Forums on welding, magneto timing, Pietenpol a nd Heath construction , epoxy layup/vacuum bagging. For info call: Konrad Kundig, 2011361-8789 or Paul Styger (Sussex Airport) 2011702­ 9719. OCT. 9 - TULLAHOMA, TN - Stag­ gerwing Museum airshow and open house. For info call: 615/455-1974. OCT. 15-17 - KERRVILLE, TX ­ EAA Southwest Regional Fly-In. 915/658-4194. NOV. 12-14 - EASTON, MD - Wa­ terfowl Festival Fly-In - For Fly-In info, call Joe Marsh 410/822-8560. For info call 410/822-4567 or FAX 820-9286 . ... VINTAGE AIRPLANE 25

MYSTERY PLANE

by George Hardie It 's fairly obvious that this airplane was designed for speed. Many of our readers will have no trouble with this one and possibly can add some personal details. The photo was sent in by Bob Clark , Channel Islands, CA. Answers will be published in the October issue of VINTAGE AIRPLANE. Deadline for that issue is A ugust 20, 1993. Bob Wynne, Mercer Island, W A had the answer to the April Mystery Plane. He writes: "The aircraft pictured is the Bennett

(Globe) BTC-I. It was powered by two Jacobs L-5 seven cy lind er engines. Construction was all wood, a so-ca ll ed 'plastic' process similar to the Fairchild 'Duramold.' Only one was built. "The thinking at the time was that ' airp lanes would be 't urn ed out lik e sausages' as it was called then. (Does seem a bit undignified.) Unfortunately it didn't work out that way. Once the design was fina li zed, any running change was prohibitively expensive . Metal str uctures cou ld be modified

Harry Mutter of Media, PA took this shot of the deteriorated Bennett BTC-1 at the Limerick (Pottstown), PA airport in May of 1946. 26 JULY 1993

more easi ly. " Vic Smit h , Uxbridge, Middlesex, E ngland adds this: "It was built by the Bennett Aircraft Corp. of Fort Worth , TX, using 'Du­ ramold' , a bakelite-bonded plywood developed by Dr. Robert Nebesar, and received Group 2 approva l 2-552 on 1 October 1937. The company failed in September, 1940 but later became Globe Aircraft Corp. , using 'Duramold ' covering for the wings and tail group of the original GC-1 Swift." Pete Bowers, Seattle, W A adds this: "The accurate identity of the April Mystery plane depends on delicate tim­ ing. It first appeared as t he Breese­ Bennett BTC-1 because of the associa­ tion of long-time designer and test pilot Vance Breese and F. W. Bennett. In 1940 it became the Bennett BTC-l when the Bennett Aircraft Corp. was founded in Ft. Worth , TX to manufac­ ture it. In 1941 the company was re-or­ ganized as the Globe Aircraft Corp. and the airplane became the Globe BTC-I. "Constr ucti on was unique for the time - phenol-formaldehyde bakelite ­ bonded plywood for both wing and fuse lage. Power for the 8-seater was a pair of 300 hp Jacobs L-5 engines.

"An interesting note. In 1941 Globe built the prototype of the low-wing 2­ place Globe 'Swift' that became fa­ mous after World War II. Although the postwar model was all-metal, the 1941 prototype had bondl%d plywood wings and a tube-and-fabric fuselage."

Two more shots of the Bennett (Globe) BTC-2 show off its rounded countours made possible by the utilization of a molded plywood process for the structure of the airframe.

References: Juptner's U.S. Civil Air­ craft, Volume 9, page 197; Aviation, September, 1938; Janes 1940, 1941. Other answers received from Charley Hayes, Park Forest, IL; Frank Goebel, Joliet, IL; G lenn Buffington, El Dorado , AR; James Hays, Brown­ wood , TX; Paul Stephenson, Albu­ querque , NM; Chuck Weber, Dover,

NH; Travis Foss, Solvang, CA; Marty Eisenmann, Garrettsville, OH; Wayne Van Valkenburgh, Jasper, GA; Lynn

VI~TAf7~ LIT~12ATU12~

(Continued / rom page 7) In the re-design, the original 95 hp Menasco B-4 engine was replaced with the more powerful C-4 developing 125 hp. (Remember though, the Bureau spec­ ifications called for no more than a 100 hp engine.) The double inclined struts , which transferred landing loads from the wing to the cabin structure of the earlier Model Y, were eliminated and a heavier cantilever wing substituted. Small twin fins and rudders at the ends of the booms replaced the original large center vertical surface. This per­ mitted the elimination of two pairs of bracing struts and improved streamlin­ ing. The projecting ends of the stabilizer group were clipped off and a single ele­ vator provided between the booms. Continuing the trend toward all-metal construction in the small plane field, the Stearman-Hammond fuselage was a semi-monocoque structure of 24 ST du­ ral bulkheads, former, stringers and cov­ ering. The engine was supported in float­ ing type rubber bushings which not only reduced vibration and noise but helped eliminate fatigue in the structure caused by engine forces.

The airplane was not only one of the few pushers around, it was the first pro­ duction aircraft offered to the public with a tricycle landing gear. In the November 1936 issue of MODEL AIRPLANE NEWS, Frank Tinsley put the airplane and the Bu­ reau's competition in perspective, "While no airplane can honestly be called 'fool­ proof,' there is no doubt that the Ham­ mond engineers have eliminated the pos­ sibility of several common causes of accidents. Despite the jeers of some of our manufacturer-influenced aviation publications , I believe that no fair­ minded person can sincerely deny that Bureau Director Gene Vidal's develop­ ment section has taken a long step for­ ward toward the creation of a really safe aircraft for the average man." The Stearman-Hammond Y-125 was issued a type certificate (No . 599) in April of 1936, just before it was delivered to the Bureau for its testing. The infor­ mation uncovered here at EAA points to there being only one of the Y -125 ver­ sion produced. The production version of the airplane was the Y -IS which saw

Towns, Brooklyn, MI; Ralph Nortell, Spokane, WA; Harry Mutter, Media, PA; Joe Tarafas, Bethlehem, PA. . .

an increase to 150 hp with a Menasco C­ 4S engine. This version received its own type certificate (No. 544) in June 1937. Though the airplane created a lot of interest and excitement, it did not do well in the marketplace. No doubt part of the reason was its price - over $5 ,000, but some technical reasons also were troubling. For one, it was heavy, with an empty weight of 1,482 pounds. It was also slow . The July 15, 1936 issue of SPORTSMAN PILOT listed the indi­ cated cruise speed at 80 mph. It was also costly to operate, with a fuel burn rate of nine gallons per hour. By the end of 1938 the Stearman-Hammond company was out of business after having built about 20 aircraft, two of which went to the U.S. Navy as JH-1's. KAISER-HAMMOND Y-2 In 1946 Kaiser introduced an enlarged and more streamlined version of the Y­ IS. It listed a gross weight of 2,925 pounds and a speed of 150 mph with a 220 hp Lycoming. Other than the one prototype (NX-91090), none other seems to have been produced. SURVIVORS The 1991 edition of the CENSUS OF US CIVIL AIRCRAFT lists one Y-1S. There is also a Y-1S (N15533 , c/n 319) listed in the inventory of the National Air and Space Museum. .. VINTAGE AIRPLANE 27

WELCOME NEW MEMBERS On this page you'll see the latest additions to the ranks of the EAA Antique/Classic Division. Whether you're joining for the first time, or are com足 ing back, we welcome you, and we'd especially like to welcome those of you who are joining us with your interest in Contemporary class aircraft. Welcome one and all! William L. Abbema South Rockwood , MI Ken J. Abbott Manifold Heights, Geelong, Australia Bruce C. Allen McKinney, TX Jorge C. Altamirano Kinas De Chapultepec, Mexico Thomas Amrine Mountain Lakes, NJ Petoskey, MI Carl A. Anderson Richard A. Asplund San Luis Obispo, CA A. J. Aunapu Ft. Lauderdale, FL Fred E. Bellows Sharon, MA Mark K. Benenson New York , NY Gary Benson San Luis Obispo, CA Stephen A. Berkman Great Falls, V A Wilbur C. Blomgren Castro Valley, CA Bob Booth Milwaukee, WI John C. II Brinton Yreka, CA Benny C. Brown Belmont, NC Edward A. Buckner Vacaville, CA Philip L. Cable Peyton , CO Robert J. Caissie Framingham, MA James S. Calloway Goergetown, KY Lima,OH William A. Carroll Mike A. Christine Scottsdale, AZ Joseph F. Ciavardone Lakeland, FL Alan Colburn Richland, W A Tim Coltrene Lexington, NC Robert P. Cope Lexington, KY Brian Costello Arlington, WA Robert J . Could Polk City, FL Jean L. Cramer S. Miami, FL Cecil E. Crayton Everett, W A Carlos A. Cugino Buenos Aires, Argentina Cumulus Fachbuchhandel Hischthal, Switzerland John B. Cuny Newark, TX James J. Curto Kissimmee, FL Ronald E. Dahly Lakeland, FL Clyde Wilbur Dawson Palm City, FL Nancy J. Dawson Vero Beach, FL Lee J. Deaytreuil New Iberia, LA Peter 1. Demianych Branchville, NJ George Deutsch Whitestone, NY Albuquerque, NM James J. Donoghue Gary Eberhardt Garland, TX Denver, CO Bruce E . Evans N. Fay Groton, CT R. Joseph Fleeman Lawrence, TN Richard E. Flemming Sinking Spring, P A Manati, PR Jose E. Flores Charles Robert Foster II Myakka, FL Lou Fuentes Putnam Valley, NY Duncan Fuller Kabega Park, South Africa Mulberry, FL Estan L. Fuller Paul Gainsback Winchester, V A John J . Geil Jr. Palm Bay, FL Cary Gerken Thousand Oaks, CA Douglas J . Gieser Knoxville , TN Jay D. Gleitz Tappahannock, V A Jay Goodman Odessa, FL Dean A. Griswold Princeton, MN Denzel Gunnell Yukon, OK Jerry W. Guyer Olathe, KS Donald M. Hall Spring Valley, CA Thomas N. Hall Butler, NJ Donald H. Hansen Mukwonago, WI 28 JULY 1993

Vader, WA Bernard Hanson Kingsville, Ont., Canada Ed J. Harding Hopdinsville, KY Danny R. Harris Claedonia, IL Mark Harris Greencastle, P A Gary G. Hartle Pierre M. Hartman Tehachapi, CA Sheridan, WY Edward Heiliger West Palm Beach, FL Walt E. Henrich Freeport, IL Les Herbig Thomas Hird French Camp, CA Kent, WA Cliff Hulk Somerset, WI Thomas H. Irlbeck George W. Johnson Redmond , WA Stephen Johnston Hawley, MN John V. Joki-Pescola Lake Worth , FL Geraldine, AL Emory C. Jones N. Maurice Kamin Victoria, TX John W. Keen Aurora,IL Mequon, WI David Kerscher Stafford, England Patrick Kilgallen Steve K. Kirkner Churchton , MD Wheeling, IL Pe ter J . Kirsch Peter Knobloch Vienna, Austria K. Keith Kreth Little Rock , AR Douglas Kulick Hayward, CA Maple Plain, MN Terry L. Kutz Kirkwood , MO James LaMantia Robert R. Layne Fresno, CA Jacksonville, FL Jack R. Ledig LeMoore, CA Charles Lees Edgerton, WI Thomas A. Lenox Tampa,FL George M. Lessley Kent, WA John Lester Liberty Memorial Museum Kansas City, MO Va un N. Liniger Riverside, CA Scott A. Littfin Glidden, WI Randy Lohse Tai Pai, Taiwan Lucedale, MS Kennith Ray Mallette Gary Mansker Seabeck, W A Denis Martel Montreal, Que., Canada Stephen S. Martin Lake Grove, NY Dale Masters Cicero, NY William H . May Winston-Salem, NC Paul J . McGehee Liberty, MS Charles W. McKenney Brunswick, GA Jerome W. Meddick Jr. Wenonah, NJ John A. Medved Mundelein, IL Charles G. Meech Pennellville, NY R Thomas Meyer Lewisville, TX Terry A. Michmerhuizen Portage, MI Keith Miesel Minneapolis, MN David C. Moore Houston, TX Denny L. Moore Key Largo, FL Steve Mrowczynski Chicago, IL Gerald D. Nance Bladenboro, NC Russell G . Norman Hamilton, Ont., Canada Arlington, W A Sheri Nylund Luthersville, GA Bob Overton David L. Palmer Redwood City, CA Tullahoma, TN John L. Parish Jr. Dennard C. Parsons Fernandina Beach, FL Charles N. Patterson Cranbury, NJ Jack R. Peart Sr. Brownsville, TX Myron D. Peck White Bear Lake, MN

Winnebago, IL Richard Pedrick Covina, CA George E. Petterson Oxnard, CA Joseph M. Pierson Lance Lawler Poynter Scottsburgh, South Africa Bryan C. F. Price Burnside, Australia Larry Russell Quinton Kingston ,Ont.,Canada Wayne Raye Stockbridge, GA Roy R. Reed Pontiac, IL Raymond G. Rennebaum Hopewell, V A William Repucci Freehold, NJ Fred Rex Melrose, FL Scott Richey Pleasanton , CA Thomas J . Ringlein Mokelumne Hill, CA James R. Rittenhouse Kettering,OH Hugh B. Robinson Orlando, FL William H . Roge rs Jacksonville, FL Raymond Rohde Island Lake, IL Vearl L. Root Longmont , CO Bob Roskuski Fort Wayne, IN Ivey W. Roy Vacaville, CA Barry Rutheiser Birmingham, MI Steve J. Sacco Chicago, IL William Sadler San Jose, CA Daniel D. Sain South Daytona, FL Reggie Sandoval Mooresville, NC Robert G . Schacht O'Fallon, MO R. K. Schlernitzauer Miami, FL Kenneth Schmitz Albion , NE Carmen J . Scoppa Burdett, NY Tom Sears Omaha, NE Barbara J . Sheedy Albany, NY Thomas J. Sheehan Jr. Charlotte, NC Robert N. Skinner Bahama, NC Valerie J. Slocum Cordova, TN John Smiles Mt. Juliet, TN Philip Smith Winthrop Harbor, IL Winston R. Smith Durham, NC Alfred Sortwell Elk Grove Village, IL Ricky Lee Spears Ruskin , FL Ronald J. Spence Germantown, TN R. A. J. Spurrell London, England Robert G . Stalvey Tallahassee, FL Terry Stewart Douglas, AZ Joe T. Strow Tulsa, OK Allan R. Summers Stevens Point, WI Col. J . E . Sutton Independence, MO Robert Ed Tambling Port Richey, FL Paul A. Taneyhill Vallejo, CA Harry J. Thode Omaha, NE S. Thompson Risbury, Leominster, England Charles Thuet Newark, DE Jerome R. Ticknor North Street, MI Lee Travalini Toms River, NJ Carmen Trimas Miami, FL Christian Van Durmen Brussels, Belgium Jimmy Carlton Varnum Atlanta, GA Allen L. Vehrs Fayetteville, GA Matthew J. Vokelich Orlando, FL Alfred Gustus Wacker Ormond Beach , FL Luke W. Walker Newport, RI Marvin B. Wasik Hernando, FL Thomas F. Webster Powell,OH Linda L. Weingarten Sparta, NJ Robert Wetzel Bath, PA William H. White Waltham, MA Roger Wilhoit Clemmons, NC T. L. Williams Marietta, GA Leonard B. Winsor Paradise, Newfoundland, Canada Wulf G . Winter Agno, Switzerland Jesse L. Wright Glendale, AZ William E. Wylie Lancaster, CA Richard Young Danville, CA

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MEMBERSHIP INFORMATION EAA Membership in the Experimental Aircraft Association, Inc. is $35.00 for one year, including 12 issues of Sport Aviation. Junior Membership (under 19 years of age) is available at $20.00 annually. Family membership is available for an additional $10.00 annually. All major credit cards accepted for membership. FAX (414) 426-4873. (Plus $13 for foreign members to cover air postage.)

ANTIQUE/CLASSIC EAA Member- $20.00. Includes one year membership in EAA Antique/Classic Division. 12 monthly issues of Vintage Airplane and membership card. Applicant must be a current EAA member and must give EAA membership number. Non-EAA Member­ $30.00. Includes one year membersh ip in the EAA Antique/ Classic Division. 12 monthly issues of Vintage Airplane, one year membership in the EAA and separate membership cards. Sport Aviation not included. (Plus $6 for foreign members.)

lAC Membership in the Internati onal Aerobatic Club, Inc. is $30.00 annually which includes 12 issues of Sport Aerobatics. All lAC members are required to be members of EAA. (Plus $6 for foreign members.)

WARBIRDS Membership in the Warbirds of America, Inc. is $30.00 per year, which includes a subscription to Warbirds. Warbird members are required to be members of EAA. (Plus $5 for foreign members.)

EAA EXPERIMENTER EAA membership and EAA EXPERI­ MENTER magazine is available for $28.00 per year (Sport Aviation not included). Current EAA members may receive EAA EXPERIMENTER for $18.00 per year. (Plus $6 for foreign members.)

FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dol/ars. address:

EAA AVIATION CENTER P.O.BOX 3086 OSHKOSH, WI 54903-3086 PHONE (414) 426-4800 FAX (414) 426-4828 OFFICE HOURS: 8:15-5:00 MON.-FRI. 1-800-843-3612 30 JULY 1993

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The Vintage Trader, fAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-2591 .

Payment must accompany ad. VISAIMasterCard accepted.

AIRCRAFT: 1923 Stearman NS-1- Model 73, SN9688, fuselage , landing gear, complete bluepri nts. Glenn, 817/389-2196 after 8 p.m. (8-3) Stearman - 0 time, fresh restoration, all new wings, new Continental 220 engine and prop. Full electric. Beautiful. Martin, 703/825-6230. (7-1) Stearman - 0 time, fresh restoration, new 450 hp P&W and constant speed prop. Newer wings. Full electric. Standard licen se. A custom beauty. Martin, 703/825·6230. (7-1) Travel Air - Building up two biplanes. Will have W/670 Continental engines and elephant ear ailerons. One for sale. Martin, 703/825-6230. (7-1 )

MISCELLANEOUS: CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famo us "Jenny' , as seen on "TREASURES FROM THE PAST". We have posters, postcards, videos, pins, airmail cachets, etc. We also have R/C documentation exclusive to th is historic aircraft. Sale of these items support operating expen se to keep thi s "Jenny" flying for the aviation public. We appreciate your help. Write for your free price List. Virginia Aviation Co., RDv-8, Box 294, Warrenton, VA 22 186. (c/5/92) Fly-About Adventures and the Ercoupe - Full color, 130 pages, $17.95. Fly-About, P.O. Box 51144, Denton, TX 76206. (ufn) SUPER CUB PA-18 FUSELAGES - New manufacture, STC-PMA-d, 4130 chrome-moly tubing throughout, also complete fuselage repair. ROCKY MOUNTAIN AIRFRAME INC. (J. E. Soares, Pres.), 7093 Dry Creek Rd., Belgrade, Montana. 406-388-6069. FAX 406/388­ 0170. Repair station No. QK5R148N. GEE BEE, etc. - Scale model plans (used for Benjamin's R-2) . Catalog $3.25. Vern Clements, 308 Palo Alto, Caldwell, 10 83605. (c-8/93)) Antique and Classic wheel pants - Will custom build in fibergl as s from original drawings, blueprints or photographs . Harbor Ultralights Products Co., 1326 Batey Place, Harbor City, CA 90710,310/326-5609 , FAX 310/530-2124 . (c-10/93) WINDSHIELDS - WINDOWS - CANOPIES - for all unpressurized , certified , cu stom or experimental aircraft. Unmatched 1/2 price replacement warranty covers damage during installation and service for 6 months after purchase. AIRPLANE PLASTICS CO., 8300k DAYTON ROAD, FAIRBORN, OH 45324. 513/864-5607. (C-1/94) Antique Aero Engines - formerly OX-5 parts and service. Subscriptions $18 .00 per year, ads free to subscribers. P.O. Box 134, Troy, OH 45373 . (6-8/93) GAS WELD ALUMINUM - Just like the old timers. We guarantee excellence. Tools. Supplies. Instructional video tapes. TM Technologies, POB 762, NSJ, CA 95960, 916/292-3506. (7-3) Sensenich Propeller- assy. mode. 74DMG-0-60, zero time since overhaul. Certified, best offer cover $950.00. Contact Lou at FAX 305/227-1530. (7·1)

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A 44 ,000 ft museum addition dedicated to the men, women and aircraft who served our country in World War II. See legendary airplanes such as the immortal 8-17 Fly­ ing Fortress, prototype XP-51 Mustang, P-38 Lightning , 8-25 Mitchell, and others. Impressive exhibits and audio/visual presentations both exciting and informational , an experience the entire family can enjoy. Visit the EAA Air Adventure Museum where the world 's largest private collection of aircraft are on display - antiques, warbirds, classics, homebuilts, racers, aerobatic and many others - including a fan­ tastic exhibit on round-the-world " Voyager", full scale replicas of the 1903 Wright Flyer and Lindbergh 's " Spirit of St Louis". Plan a visit soon . OP EN - Monday through Saturday 8:30 a.m. to 5 p.m. - Sunday 11 a.m. to 5 p.m . CONVENIENT LOCATION - Off Hwy 41 at the hwy 44 exit, Oshkosh, WI, adjacent to Wittman Regional Airport.

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