STRAIGHTAND LEVEL

By Brad Thomas
In less than two months we will be attending the
27th Annual EAA International Convention at Wittman
Field, Oshkosh , Wisconsin from Saturday, July 28
through Saturday, August 4, 1979. Will you be with
us to participate in and enjoy the world's largest avia-
tion event? Many of us have been in attendance dur-
ing the past years and we know what is in store for us;
but what about you, who has finally decided to attend
the Convention for the first time? Excited! We know
you are! So now, let's take a look at our Division' s
activities for Osh kosh 79.
If at all possible, try to attend the Convention for
the entire eight day period. Remember, you can camp
on the Convention site with your own camping facili-
ties, or at your show aircraft if desired, or with your
regular aircraft in the designated area for transit camp-
ing. If camping is not your type of sleeping quarters,
then the many motels and dormitory facilities are avail-
able to you, and transportation is available to the Con-
vention site.
The Division will again present a complete program
of forums on Antique and Classic aircraft. Type clubs
will have representative forum programs of special
interest for those wanting updated information on their
individual type of aircraft. Other areas of interest will
generally include information on restoration tech-
niques, maintenance, individual aircraft flight charac-
teristics, modifications, and other related items of in-
terest. These forums are held in the large tent adja-
cent to ou r Division Headquarters barn, and the com-
plete schedule of forums are posted within the barn.
Daily schedules will be posted on the blackboard out-
side the barn. As soon as possible after arriving on the
Convention site it is suggested that you check the com-
plete forum schedule at- the barn so that you can plan
your activities to include those programs of special
interest to you .
Many of you will be flying your own aircraft to the
Convention. Our Division parking committee is well
organized and manned by experienced personnel who
work as hard as any committee to please you, the ex-
hibitor, during the Convention. There are times when
aircraft appear in unbelievable numbers at the same
time, and each wants to be parked as soon as possible
in the proper area. Your patience and obedience with
those of the parking committee will speed your tie-
down in the proper designated area.
At our barn headquarters are those wonderfu I ladies
who answer your questions, assist with internal mes-
sages, distribute the various sales items available, and
give you that big smi l e which makes your day happier.
Make the barn your headquarters as a meeting place
to get together with friends . If you like to just talk,
and what antiquer doesn't, there are always many
members around the barn at various times who can
fill your needs. In the area directly behind the barn
are the headquarters for the judging teams. Separate
groups of judges work with either the antique or classic
aircraft. These volunteer judges are working constantly
from the opening day of the Convention through the
following Friday to complete and finalize the results
of the hundreds of aircraft that have been judged. The
judging committees receive a copy of the Convention
registration form that you complete after arriving with
an aircraft to be parked in our Division area. Please
be extremely accurate when completing your form
and be sure to request an answer to a portion of the
registration form that may not be clear. It is very im-
portant that you designate the specific row your air-
craft has been parked in and to enter this information
correctly on your registration form. Not only is this
information important to the judges, but it marks a
specific place where your aircraft is parked for the
time you will spend at the Convention. Please do not
under any circumstances move your aircraft from its
original assigned parking space.
Your Division leaders and others have volunteered
to serve as chairmen and co-chairmen of the many com-
mittees needed to efficiently operate and plan the
activities of the Convention. These individuals cannot
effectively operate their various committees without
the help of you member volunteers , your families,
and those prospective Division members. Your sup-
port in the past has been outstanding. We need you
again this year, so when you come by the barn, please
ask for the Division manpower chairman and he will
be happy to see that you are assigned with a group
of volunteers for the committee of your choice. An
hour a day, a half day, or a whole day of volunteer
service will be appreciated by these committees. Let's
turn out in numbers this Convention year and show
our Division that you are an active part of it.
A ballot has been placed in the centerfold of this
issue of Th e VINTAGE AIRPLANE for the annual elec-
tion of our Division officers and directors. Please exer-
cise your right to vote by completing your ballot and
mailing it as instructed . The candidates listed are
those nominated by the nominating committee, and
spaces have been provided for write-in candidates of
your choice. The offi cers and directors of the Division
are voted to serve the Division by you the member-
ship. Your ballot will show your support of the officers
and directors of your Division or make known those
whom you would prefer to see as your leaders .
2
Editorial
Staff
Publisher
Paul H. Poberezny
.Quinn Boyd (few thi s Spartan Executive from EI Paso, Editor
Texas to Chino '79. (Dave Gustafson Photo)
David Gustafson,Ph.D.
Associate Editors: H. Glenn Buffington, Edward D. Williams, Byron
(Fred) Fredericksen.
Readers are encouraged to submit stories and photographs. Associate Editorships are assigned
to those writers who submit five or more articles which are published in THE VINTAGE AIR
PLANE during the current year . Associates receive a bound volume of THE VINTAGE AIR
PLANE and a free one year membership in the Division for their efforts. POLlCYOpinions
expressed in articles are solely those of the authors. Responsibility for accuracy in reporting
rests entirelywith the contributor.
Directors
Claude L. Gray, Jr. AI Kelch
9635 SylviaAvenue 66 W. 622 N. Madison Avenue
PRESIDENT
W. BRAD THOMAS, JR.
301 DODSONMILL ROAD
Northridge, CA 91324 Cedarburg, WI 53012
213/349"1338 414/377-5886 Home
PILOTMOUNTAIN, NC27041
919/368-2875 Home DaleA.Gustafson MortonW. Lester
919/368-2291 Office 7724 Shady Hill Drive P.O.Box3747
Indianapolis, IN 46274 Martinsville, VA 24112
VICE-PRESIDENT
317/293-4430 703/632-4839'Home
JACK C. WINTHROP
703/638-8783 Office
ROUTE 1, BOX 111 Richard H.Wagner
ALLEN, TX 75002 P.O. Box 181 Arthur R. Morgan
2141727-5649' Lyons, WI 53148 3744 North51st Blvd.
414/763-2017 Home Milwaukee,WI 53216
SECRETARY
414/763-9588 Office 414/442-3631
M. C. "KELLY" VIETS
George S. York
7745 W. 183RD ST. John S. Copel and
181 Sloboda Ave.
Advisors
9' Joanne Drive
Weslborough, MA01581
STILWELL, KS 66085 Mansfield , OH 44906
Robert E. Kesel
Busi ness Phone 4'19/7551011
913/681-2303 Home 455 Oakridge Drive
6171366-7245
Home Phone 4191529-4378
913/681-2622 Office RocheSler, NY 14617
Ronald Frit z John R. Turgyan
71613423170 Home
1989Wilson. NW 1530 Kuser Road
TREASURER 7161325-2000, Ex!.
Grand Rapids, MI 49504 Trenlon, NJ 08619'
23250123320 Office
E. E. "BUCK" HILBERT
61614537525 609/585-2747
P.O. BOX 145
Stan Gomoll Gene Morris Robert A. White
UNION, IL 60180 1042 90Ih Lane, NE 27 Chandelle Drive P.O. Box 704
815/923-4205
Minneapoli s, MN55434 Hampshire, IL 60140 Zellwood, FL32798
6121784-1172 3121683- 3199 305/886-3180
THE VINTAGE AIRPLANE (ISSN 0091-6943J is owned exclusively by EAA Anl iquel Classic Division. Inc.,
and is published monthly at Hales Corners, Wisconsin 53130. Second class Postage paid at Hales
Corners Post Office, Hales Corners, Wisconsi n 53130, and add itional mailing offices. Membership
rates f or EAA Antique/Classic Di vision, Inc., are $14.00 per 12 month period of which $10.00 is for the
publication ofTHE VINTAGE AIRPLANE. Membership is open toall who are interested in aviation.

OFFICIAL MAGAZINE
EAA ANTIQUE/CLASSIC
DIVISION INC.
ofTHE EXPERIMENTAL AIRCRAFT ASSOCIATION
P.O. Box 229, Hales Corners, WI 53130
Copyright" 1979EMAntique/Classic Division, Inc., All Rights Reserved.
JUNE 1979 VOLUME 7 NUMBER 6
Fron! Cover . ..Thomas Morse S-4-C built and owned by Ray Cocking. (Photo Court esy Ra y Cocking)
Back Cover . . . The Antique repl icasat Chino '79 made for some colorfulphotographs. Thi sone wastaken
byGolda Cox.
TABLE OF CONTENTS
Straight and Level by Brad Thomas .. .......... .. ..... . .... .... . ... ... . 2
Chino '79... ..... . .. ...... ... ..... . ...... . ......... .... ..... .. . ... . .. 4
The Sixteen Year Old Tommy by Ray Cocking .......................... 8
A Curtiss Album by George Hardie, Jr... .. ...... . .... ... . ..... . ... .... 14
Kitty Hawk, North Carolina To Lancast e r, California
byWen and Jo Ann Painter ........................................ 16
Antique/ClassicAircraft Under Restoration .. .. ........... . . ......... . .. 21
Completed Antique/ Classic Aircraft ................................. ... 21
Borden's Aeroplane Posters From The 1930' s
by Lionel Salisbury ................................................ 22
Letters To The Editor ................................................. 24
Calendar OfEvents...................................................25
Nominees For Officers And Directors OfAntique/ Classic Division........ 26
1979 Convention Committees And Chairmen ...........................27
EAA ANTIQUE/CLASSIC DIVISIO-N MEMBERSHIP
o NON-EAA MEMBER - $22.00. Includes one year membership in the EAA Antiquel
Classic Division, 12 monthly issues of THE VINTAGE AIRPLANE; one year mem-
bership in the Experimental Aircraft Association and separate membership cards.
SPORT AVIATION magazine notincluded.
oEAA MEMBER - $14.00. Includes one year membership in the EAA Antique/Classic
Divi sion, 12 monthly issues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD.
(Appli cant must be current EAA memberand must give EAA membership number.)
Page 4 Page 14 Page 22
3
Victor Hugo, who once wrote that theatrical pin-
nacles can only be reached by combining elements of
the sublime and the grotesque, would have found
Chino '79 a very dramatic affair. There was a little bit
of everything in the overall operations as well as the
variety of aircraft that made it in.
On the pleasant side, top honors for the fly-in went
to an antique aircraft for the second year in a row. Last
year Claude Gray and Bob Groff brought in their 1927
American Eagle and swept away nearly as many tro-
phies as " All In The Family". This year Claude refused
to be considered for an award and tried in vain to steer
the local judges at Chino toward using the Oshkosh
judging categories and criteria. EAA and the Antique/
Classic Directors are eager to see judging activity
standardized across the country. Claude was in for
another frustration, however, when the local con-
stabulary blindly backed their car into the tail group
of his Eagle, bending the rudder and elevator in the
process.
This year ' s fly-in Grand Champion is Jack Rose's
1931 Pitcairn PA-8S Super Mailwing. (For the complete
story of the Mailwings and Jack's outstanding restora-
tion, see Jack Cox's write-up in SPORT AVIATION,
May 1978.) Jack Rose was slightly upstaged, however,
by the reactions to the incredible replica Gee Bee
racer. Built by Ed Marquart and owned and flown by
Bill Turner, the Gee Bee looks like a wierd cross be-
tween a flying traffic cone and a pregnant wasp. Most
people were equally impressed by the outstanding
workmanship in the Gee Bee as well as the obvious
demands it placed on the pilot. It's not a beginner's
airplane. Ed and Bill received Chapter One's Achieve-
ment Award for the stunning yellow and black racer.
Replication honors at the fly-in went hand in hand
with praise for endurance to Ray Cocking for his
Thomas Morse Scout, a sixteen-year construction proj-
ect! (Ray' s personal account starts on page 8.)
There were other exciting historical copies, most
notably, Jim Appleby's meticulous Fokker DR-1, and
Sopwith Pup which kept company with Jim Osborne's
Nieuport 28. Jim and Eric Schilling staged one of the
most engrossing acts of the air show schedule with a
mock dogfight in the Triplane and Nieuport. No doubt
about which one was more maneuverable: the Tri-
plane looked like it was pivoting on a point in front
of the Nieuport. Smoke bursts signalled victory for
the Nieuport, but miraculously the Fbkker came back
ABOVE: Judges' Choi ce Antique, a customi zed Meyers OTW belonging to Nick Mehterrian of San Marino, CA.
BELOW: Ja ck Rose, showing the strain of victory in the lower right corner of the photo, lOok the Grand Champion
Award for Chino '79 with his Pitca irn Mailwing which he flew down from Spangle, Washington.
f
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'

I

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7. Jim Osborne's Nieuport 2B is taxied out by Eric Shill-
ing at show time.
2. Another beautiful . .. Stearman.
3 . Bill Turner's Gee Bee has a lot of energy no matt er
how you look at it.
4. Lowell Sl atter of Filler, Idaho rests on hi s iirst place
Classi c J-3.
5 . Ri chard Duran's Curtiss Falcon An won Bes t Low
Wing Antique.
6. SPORT AVIAT/ON Editor Jack Cox tri es on the Gee
Bee canopy (or si ze.
7. A modern antique homebuilt: M. T. Sparks' Pi etenpol
ofSantee, CA.
B. Clyde Bourgeois of Sa nta Yenz brought in this beauti-
fullittl e 7929 Davis.
for a solo demonstration. It was performed to music
and made for a most enjoyable respit e in the middle
of four solid hours of constant talk .
Chino 79 drew an excellent variety of antiques and
classics and fly-in officials might have had trouble
parking th em all if sunny California hadn' t turned
into foggy California. Saturday and Sunday the field
was shrouded with morning fog. On Sunday, VFR
minimums didn' t drift in until noon , leaving only an
hour and a half for landings prior to the air show's
waiver kicking in . This resulted in a drop in attending
aircraft, though there was no lack of variety.
Public attendance was also down this year, due
largely to a free air show featuring the Blue Angels
on the other side of L.A. along with an all eged gas
shortage which shut down over two-thirds of the gas
stations between San Diego and San Francisco.
The biggest disappointment at Chino came from
a classic example of totally unnecessary bureaucratic
Jim Appleby's Repli ca 1915 Sopwi th Pup
taxi es past an exci ted crowd.
stonewalling. FAA denied runway access to Larry
Mauro, wh o was ready to fly into the history books
with the first solar powered aircraft. It would have
been a neat record for Chino. Larry walked away from
the rul e- waving Feds and went over to nea rby Fla-
Bob airport where he mad e aviation 's first solar-
powered flight. He rose 40 feet and flew a half-mile
- in front of a dozen people. Since Larry broke ground
at Fla-Bob the Governor of California has asked for
a demonstration and congratulations have come down
from the White House.
Chino 7 9 is history. It drew in large numbers of
aircraft for a public that would not otherwise see such
a celebration of sport aviation . Regional fly-ins are
educational and help develop good relations with the
public. Few would deny, however, that the real bene-
ficiaries are the EAA'ers who have taken advantage of
another opportunity to enjoy flying as a form of
recreation.
AWARDS
Judges' Choice Grand Champion of Fly-In 1978 -
Pit cai rn Mailwing - Jack Rose, Spangle, WA 99031
ANTIQUES
Judges' Choice - Vulcan-American Moth V3 - Ni ck
Mehterrian, San Marino, CA 91108
Oldest Antique - Vulcan-American Moth V3 - Ri ch-
ard Stephens, Baldwin Park, CA 91706
Best Multi -Wing - Pit cairn PA-8 Mailwing - Jack
Rose, Spangle, WA 99031
Best High-Wing - Vulcan-American Moth V3 - Rich-
ard Stephens, Baldwin Park , CA 91706
Best Low-Wing - Curtiss Falcon A22 - Richard Dur-
nad, Albuquerque, NM 87119
CLASSIC
Judges' Choice - Piper J-3 - Lowell Slatter , Filler,
Idaho 93328
First Runner-Up - Ercoupe - Michael Clancy, Long
Beach, CA 90806
Second Runner-Up - J- 3 - John LaMascus, Pacific
Grove, CA 93950
7
By Ray Cocking
3468 Barnaby Ct.
Riverside, CA 92504
(Photos Provided by the Author)
dk/NJ./NJ. ._.-
"'

....
Upper wing less aileron.
Roman Warren flyin g under arch at iairground. Ethel
Berry standing on lOp, lat er became Mrs. Warren.
8
In late 1962 after 20 years away from flying, I made
the decision to build a Replica Thomas Morse S-4-C.
Many questioned: " Why are you building a T.M.
Scout?" That's a story all in its own . . . To make it
short, between the age of 12 to 16 I helped a
neighbor rebuild a cracked up T.M. Scout. His name
was Tom Mathews. lowe an awful lot to Tom for all
the little things he taught me. He has passed on now,
but many sti ll remember him well.
Whenever Tom flew the T.M. I went along to help
start it and wing walk it out to the runway. This all
took place in Colton , California, where I grew up.
Three miles away was San Bernadino where Leland
(Lee) S. Miles flew his Tommy. Lee became famous
for flying the Miles Atwood Special at Cleveland and
many other big races. He was later killed at Cleveland
when a fitting broke and the wings came off. But Lee
loved to fly a T.M. Scout and on Sundays he often
put on a good show with his Tommy.
On the other side of Colton was Riverside where
Roman C. Warren, the Cowboy Aviator , also flew a
T.M. Flying under the local Rubidoux bridge on June
13, 1926, he became quite a celebrity and was in big
demand for show work from then on.
Tom Mathews' T.M. and another Tommy were
kept at Tri-City airport just east of Colton and Tom
and Art Cheney (who was later a United Airline pilot),
would take off side by side on Sundays and go up
and do a few snap rolls and spin down to a landing.
With this background as a young man you can see
why I wanted a Thomas Morse Scout. After I soloed
May 10, 1936 in a Curtiss Fledgling (my instructor was
Gwen Cook in San Bernadino) the dream to have a
T.M. became very strong. But in 1941, when I became
serious about putting a T.M. together, I found it
would be necessary to have a permit for each flight
and have a specific job for it such as a movie or show
work, etc. California didn' t allow homebuilts to fly.
When the realization of it all set in, I stopped flying
and didn't get near an airport for 20 years . Then by
accident I found it had all changed thanks to EAA.
Going to Fla-Bob airport, here in Kiverside, to see
Frank Tallmans' Sopwith Camel, I saw homebuilts all
over the place.
Soon the old dream came back, but was I too old
to start a long term project at 49?
Figuring it would take 7 or 8 years I started gather-
ing information and was fortunate to be loaned a set
of factory assembly drawings by Ernie Freeman of
Torrance, California, who also has an o ri ginal Thomas
Morse S-4-C Scout. These drawings allowed me to
keep all outside dimensions original.
Propell er before refini shing.
By this time, I had become acquainted with Ed
Marquart (MA-S Charger designer and avid antiquer),
who has given me many words of wisdom and kept
me from building an over-weight airplane.
So with Ed's approval of my drawing for a tube
fuselage, I went to Lou Stolp at Star Duster on Feb-
ruary 2, 1963 and purchased all the tubing needed for
the fuselage and tail surfaces.
Never having done any fancy woodwork, but
being familiar with metal work I started with metal.
Rudder first, elevators, then the stabi li zers were built.
Drawing everyth ing on plywood boards and using
small blocks of wood to hold the tubes in plane, ev-
erything was tacked.
First run up of 80 hp LeRhone. Started on first pull.
By this time I had enough courage to tackle the
fuselage. It was attacked with the same method of
drawing one side on a long piece of plywood and
tacking the tubes. With two sides completed, next
came top and bottom cross members, starting back
with the second bay since I had no rotary engine at
this time and might have to use a Warner. I worked
my way to the rear tail post. Then came the diagonals
and the job of keeping the fuselage square. Some-
how it all came out right on the money (beginners'
luck).
About this time, came word of a few T.M. parts in
the San Francisco area, a phone call and the parts
turned into a complete basket case T.M. with a spare
9
Ray Cocking and Merlin M. G.
"
Now, to roll thi s thing . Old spreader bar and new lower pic, tail skid.
engine. With this information I contacted two friends
who were interested, and they went right up to see
it. We bought it, and in three weeks I had a Le Rhone
rotary. At last the fuselage cou ld be completed, en-
gine mount and all.
Now that the fuselage was tacked into one unit I
hauled it to Ed Marquart's show at Fla-Bob and had
him finish weld the whole unit. I could have welded
it myself , but not knowing if it would ever be com-
pleted, I thought it best to have a well known welder
complete it to save any doubts later on.
The next step was to build up the landing gear.
That seemed like an easy job as far as figuring out the
details, though they had to be exact sin ce it's all in the
open. Another friend I acquired along the way while
ing for Thomas Morse parts is Rudy Hazuka. He
loaned me a complete landing gear to copy. So after
taking it completely apart, paper patterns were made
of every piece that was to be fitled to the legs or
axle. The axle was modified from an original Jenny
axle acquired in a wheel trade with Jim Appleby of
Antique Aero. Being 1\fl" in diameter and more than
long enough, the Jenny axle was cut in the center
and a hinge joint made and welded in place.
. .
Next douglas fi r two by fou rs were used to make
the spreader bar , which simply runs from one l eg to
the other with the axle centered between it. Origi-
nally, the front was rounded and the rear tapered off
giving a fairly streamlined axl e for its day.
The wheels are not original, although the diameter
is measuring 26 inches with tire. The wheels are early
aircraft 16 inch rims with 5 inch motor bike tires. To
look more like aircraft tires the local tire recapping
shop rounded off the excess rubber, giving them a
nice appearance while making each one about 5
pounds li ghter.
The original axle was drilled with li ghtening holes
graduated in size. I purposely avoided doing that as
Thomas Morse Scouts were notoriously tail heavy.
The extra weight at the front was not critical. Holes
cou ld always be drilled lat er. Hopefully the tube
fuselage would be light enough to help remove some
of the tail heaviness.

1
~ . : ...
.,
~
trni e Freeman ready for (irst hop in his T.M . Fla-Bob Airport, August, ' 970 .

--ve. '. __
_ 1 __
Roman Warren.
Now it had tail feathers and a landing gear, so
with a 80 hp Le Rhone sitting on the floor it was time
to open it up and take a look inside to see what
shape it was in .
The evening the Le Rhone was opened up, Jim
Appleby came over to give me a hand and see how it
looked inside. Taking it apart soon became a real
challenge as many years of dried castor oil had
locked everything up real tight. But the first look
showed no rust which was very encouraging, and as
it slowly came apart over the next several weeks it
turned out to be a very low time engine as machine
marks were still showing on all pistons. We found no
cracks which was more than fortunate. So once it was
apart all old bearings were replaced with new, or re-
built to new condition. All valves were hand ground
to hold gasoline. After some new rings made by
Pacific Ring in Los Angeles, it went together with
ease. Everything fit and tuned just as it should.
About this time Jim Appleby called one evening to
see if I was interested in an original Thomas Morse
propeller (I'm sure he knew I was). It was available at
a very reasonable price. Naturally, I jumped at the of-
fer. So stripping the old cloth tip off, a good sanding,
a little stain, a new cloth tip, four coats of
polyurethane and it looked like a new Hardman Peck
prop.
Somewhere along the way in the project , material
for the wings was purchased. Ed Marquart needed
some material for the shop, so we hook_ed up my.
trailer and went to Los Angeles. With Ed' s knowledge
of wood, we hand picked all my spar material and
two sheets of mahogany plywood for ribs. He picked
out the material he needed and we came home satis-
fied with our purchases.
Knowing the ribs could be made up and slipped
on the spars as the wings were built up, I made two
rib jigs . The lowers are four feet three inch and the
uppers are five foot six inch chords respe.ctfully.
Through that winter the ribs were glued up two at
a time, so by spring they were waiting to be assem-
bled. Meanwhile Ernie Freeman in Torrance insisted
on cutting my spars to size on his shaper (no argu-
ment from me). He had also loaned me a set of wing
fittings to copy, so starti.ng with a lower .1 slowly
O n l oa n to a
theater for The
Blue Max.
The event was
responsibl e for ___-,nU.'f
getting cop y
of technica l
ri gging notes
fro m the
U. S. Arm y.
IS A F:EPuC.b. OJ: A.
THOMAS MORSE

P'l;f
r,!;,<\/':OCtlJI...l
"
---
11
assembled all the parts and pieces. Using .080 piano
wire and World War I turnbuckles for internal bracing
the two lowers were completed that fall. The next
summer one upper and the interplane struts were
completed, leaving one upper for the next year, and
an aileron section which had to be cut out.
While building the wings Ed Marquart noticed that
the original wings had no internal bracing outboard
of the interplane struts, so he suggested one bay be
added in the tips. This makes a much stiffer set of
wings, thanks again to Ed.
To read this it sounds like everything went like
clockwork but from completing the upper wings to
cutting and completing the ailerons a year went by.
Except for the last four years after retiring from the
Pacific Telephone Company, the early years really
went very slow at times. At some periods more time
was spent figuring out ways to do it than was actually
spent doing it. The aileron hinges had to have a jig
made to get them to align properly. To drill the wing
attach fittings I had to make a U shaped fixture with a
1/4 inch tube on one side and a small protrusion on
the other side to align it up. It worked perfectly, but
not a single carpenter or salesman could tell me of a
tool made for the job or how to go ahead and do it.
Next came the ailerons which are actuated by a
1'14 inch tube running the full length through the
upper wing just left of the rear spar. All ribs were fas-
tened to metal tabs welded on short lengths of tube
and slipped on the tubes and bolted with 3/16 inch
bolts. The aileron tubes are actuated by bell cranks
pushed up and down by streamline tubes from the
cockpit area. The leading edge was made of 1/2 round
that was routed out to fit the front half of the tube.
It's then glued to the front of the ribs with small
corner blocks for strengh.
Not being able to find any original bell cranks, the
job of making them from scratch was left to the very
last, after all covering and rigging was done to be
sure everything lined up properly.
So covering was next. Never having covered any-
thing before, I just sorta watched and spread a little
dope here and there for others. Still, it was really
another new experience, so I started with the small
parts first: fin and rudder. Using dacron, the 62 inch
material was rolled out and the pieces laid out to
have the least waste. It was glued on, shrunk with the
iron and presto: it was ready for a brush coat of nit-
rate and rib stitching. A good start. Now with a small
degree of confidence, the sides, top and bottom
were cut out for the fuselage.
A crash program was launched to finish the tail
surfaces and fuselage covering since the EAA Fly-In at
l1l1 ll11

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y y
Chino, California was near. Many hours went into
final dop;ng and silvering : Wanting the Tommy to
look like a civilian T.M. instead of the dull army olive
drab, the finish was to be all silver with red landing
gear legs and clear varnished wood work.
Now ready for printing, I sent in to FAA for the N
number 137TM and was lucky enough to get it. The
reason for 137 was that Roman Warren's Tommy car-
ried the federal I.D. number 137 back in the 1930's.
With the N number resolved I realized that a monog-
ram like the ones that characterized individual aircraft
owners in the early days was a must. I worked out a
set of wings with my initials, R.C. in the center. This
and the number were painted on by Mike Kuffeitner.
Almost immediately the jokes started: "Oh, oh R.C., .
. . RADIO CONTROLLED" or "R. C. COLA", etc. But
Mike and I were satisfied with our efforts. Anyway,
the paint scheme was good enough to pick up a
judges' choice static display trophy.
Thednexdt big effort was to try anldbget the wings all '
covere an set It up for Jim App e y's open house
in September at Antique Aero here at Fla-Bob. Well,
it required an all-out effort but it was ready to set up
two days ahead of the event. Everything was there
except for the aileron bell cranks and the push/ pull
tubes, but their absence was hardly noticed.
All that was left now was to rig the plane from the
Army technical notes, make the bell cranks and call
for final inspection. The bell cranks posed a special
problem since they were originally formed from oval
tubing which nobody has anymore. Even if I'd had
some, there was no way to form all the different
curves.
After a lot of thought, they were made out of plate
aluminum and the edges were rounded off. They
came out looking very nice, and if any original ones
ever do show up, they will bolt right in place.
Having run the Le Rhone twice for several minutes
at 800 rpm (12'10 is maximum) it started on the first
pull and ran smooth as glass.
The time was here to call for final inspection. Mr.
Robert Detweiler, an FAA inspector from Long Beach
came out, took a good look and signed it off. Now 16
years later she's ready to go.
There are many people who deserve thanks for
helping along the way. I'm sure many thought it
would never be completed, so hopefully they will
find some satisfaction in seeing it all together.
By the time this story goes to press the Tommy
(NOTE: For background, see SPORT AVIATION,
should have been flown and all dirtied up with castor
December, 1967, "Why Am I Building A Replica
oil which is a normal condition for Thomas Morse
Tommy?", page 32.)
Scouts.
13
A Album
By George Hardie, Ir .
fAA /l istorian
In the history of aViatIOn the names Wright and
Curtiss figure prominently. Wilbur and Orville Wright
launched the Air Age when they fl ew their Wright
Flyer , the first successful controlled, powered air-
plane, from the sands at Kitty Hawk, North Carolina
on December 17, 1903. Glenn Curtiss, through hi s
Curtiss Aeroplane & Motor Co., carried forward the
development of th e airplane from the frail craft of
the exhibition era to the reliable vehicle that emerged
after World War I.
Glenn Hammond Curtiss was born in Hammond-
sport, New York on May 21, 1878. There he grew up
to become the proprietor of a bicycle repair and manu-
facturing business. This led to experiments with en-
gines to power his bicycles converted to motorcycles.
He soon earned a nationwide reputation for the quality
of his engines.
In 1907 Alexander Graham Bell, inventor of the
telephone, was experimenting with kites built on the
tetrahedral principle. He placed an order for an en-
gine with Curtiss, asking him to personally deliver it
to his shop at Badd eck , Nova Scotia. While there,
Mrs. Bell suggest ed the formation of th e Aerial Ex-
periment Association to carryon the work of investi-
gating the problem of flight. Members of this Associ a-
tion were Bell, Fred eri ck (Casey) Baldwin and John
A. D. McCurdy, Bell 's two young engineer helper s,
Lt. Thomas Selfridge of the U. S. Army, and Gl enn
Curtiss as th e engine expert. Thu s began Curtiss'
involvement in aviation .
EAA member Arthur M . Cohn of Mt. Vernon, Wash-
ington' r ecently sent us a set of photos of various Cur-
tiss air craft and of the Curtiss plant. These photos,
together with others from my own collection, will be
presented in a seri es outlining th e progress of the
Curtiss achievements from the earli es t days to the
immediat e post-World War I period . Read er comment
is invited and additional information and photos will
be appreciated. .
1.. i f : : J ~
Glenn Hammond Curtiss
7878 - 7930
The first airplane built by the A. f. A. was the " Red Wing", shown here on the Dr. Bel/ 's tetrahedral ki te " Cygnet /I " on the i ce at Baddeck, Nova Scotia on
i ce at Lake Keuka on March 72, 7908. A flight of 3 78 feet was made on that date. February 8, 7909. Simi lar to the " Cygnet I" of 7907, both craft were unsuccessful.
14
The " June Bug" in flight on Jul y 4, 1908, piloted by Curtiss, qualifying for the The "Whit e Wing", second of the A. E. A. machines . Thi s was the first use of
Scientifi c Ameri ca n tropl?)'. The flight was made at dusk, hence the poor qualit>, ail erons on an airplane, seen here as moveable triangular tips on the wings.
photo. Flights were made on May 18 and 2 1, / 908.
r
1 ~
The " Iune Bug" was mounted on crude floats (or tri als on Lake Keuka in Sep-
tember, 7908. Dubbed the " Loon" by McCurdy, the experiment was unsuccess-
ful.
The " Silver Dart", shown here wit h McCurdy at the cOlllrols, was the last ai r-
craft built by the A. E. A. McCurdy made fli ghts from the Lake Keuka i ce on
December 6, 1908. Lat er he made the first fli ghts in Canada at Baddeck, Nova
Scoti a.
15
The adventure of flying a Piper )-3 Cub, 33 years
KIlTYHAWK, NORTH CAROLINA
TO LANCASTER, CALIFORNIA
Wright Brothers National Memorial, Kill Devil Hills, N.C.
Wen and 10 Ann Painter
45519 Cedar Avenue
Lancaster, CA 93534
old, from coast to coast became a reality for us, and a
fantastic air tour across America. The thought of fly-
ing a 65 horsepower )-3 Cub with no radios or elec-
tronic navigation equipment, except for an ELT, and a
maximum fuel capacity of 12 gallons would cause
most pilots of today some concern and maybe even
fear. We felt the adventure was like returning to fly-
ing as it was nearly forty years ago when flying was
pure and simple.
The plans to make this flight began when we
found this beautiful )-3 Cub for sale near Hampton ,
Virginia. The price was such we couldn't afford not to
buy it. The )-3 Cub had been restored to its original
configuration as it was in September 1945, with the
NC numbers on top and bottom of the wings , bear
cub on the vertical stabilizer, etc. We thought the )-3
Cub would go well with the rest of our airplanes, a
1945 Aeronca Champ 7AC, 1949 Cessna 140-A, 1945
L-5G Stinson Ambulance Plane and a Formula I Cas-
suit Racer. We felt the flight should begin from Kitty
Hawk , North Carolina where the Wright Brothers
started it all December 17, 1903 on the bleak
windswept beaches near there. The excitement can
be felt when visiting this site, where 75 years ago man
broke the bonds which held him to the earth since
the beginning of time.
The flight started from Garner airport, west of
Hampton, Virginia. Bob Meyer took us to the air-
drome early the morning of April 28, 1978 to begin
our journey. We left Garner about 7:30 a.m. It was a
beautiful flight to Kill Devil Hill , North Carolina,
where we landed at First Flight Airport near the
Wright Brothers National Memorial. There we visited
the memorial , took pictures and had our map signed
by the Wright Memorial Park ranger, Richard Popive.
We then flew across the Albemarle Sound to Manteo
Airport to refuel and head west. We left Manteo and
flew across the Croaton Sound and the Alligator
River, over the swamps of North C<!rolina. The head-
winds were about 15-20 mph, thus , our groundspeed
was about 55 mph . This should be plenty good for
making Rocky Mount , North Carolina our first
scheduled stop (118 sta tute miles). We were on
course at Martin County Airport (35 miles east of
Rocky Mount) and flying along the Roanoke River
heading west when I asked )0 Ann if she wanted to
rest and I would fly and navigate both. She said,
"Yes," so I took over. I flew by a town which I fi-
gured must be Tarboro, North Carolina (later I found
out it was Scottland Neck, North Carolina) thus
must change to a northwesterly heading to hit Rocky
16
I
Mount, which I did . I came across a highway which I
assumed to b e 301, south of Rocky Mount, and
turned north to Rocky Mount. However, the town I
came to had a ni ce big lake along the northwest that
didn' t show on my map. (I learn ed later the highway I
had followed was 95 instead of 301 and th e town was
Roanoke Rapids, North Carolina.) At this point, I
l ook ed for my Washington Sectional map but
couldn' t find it. (It had fallen behind the backseat and
slipped down in th e tail section.) By now the fuel
gauge, a wire on a cork sticking up out of the gas
cap , had quit bobbing and I wasn' t sure just how
much fuel was left in the tank. I decided I had better
land while I still had control of the situation and
could pick the landing spot. I started looking for a
good field and found a cow pasture which looked
pretty good . I made a fl y- by and looked it over. It ap-
peared to be okay, so I made a go-around, came back
and landed . The landing was made on a smooth grass
st rip and I taxi ed back to the house. I got out to find
so m eone to ask just exactly where we were, and
promptly stepped in a meadow muffin . I crawl ed over
a wooden gate, and as I was wiping my shoe in the
grass, a pickup truck drove up. Two gentl emen , Jack
Peoples and Maxi e Moore, were curious to see who
had landed in the pasture. Then about this time, Wil-
lard Moore, the farmer whose pasture I had landed
in , drove up. They informed me I was in Skippers,
Virgi nia, about 50 miles north of Rocky Mount , Nort h
Ca rolina.
Jack Peoples and Maxi e Moore drove me down the
road about a quarter mile to a fi lling station to pur-
chase 5 gallons of regular car gas. I poured the gas in
the J-3 while Jo Ann and Willard Moore kept the cows
from eat ing the airpl ane. With the f ive gall ons of gas
on board, the cows driven out of the way, and the
Cub pushed up next to the fence, I thanked everyone
and an easy take-off was made out of the pasture. It
was a short flight to Emporia, Virginia airport. Walt
" Pappy" Ellis admired our J- 3 Cub as he refu eled it.
We l earn ed he al so had one in the hangar and had
some interesti ng stori es to tell about his experi ences
ferrying J- 3s from the factory when they were new.
It was a littl e discouraging to find out we were
o nl y 55 miles from where we st arted at 7: 30 that
morning. Bob Meyer had told me to use a " road
map" to navi gate by the east coast, due to the haze
and lack of good landmarks. But I figured I could do
a littl e better than that just usi ng a sect i onal map.
After th e cow pasture landing, I really watched the
road map, and from that point on stayed above In-
terstate 40.
...
It
..
JoAnn standing where the first
Wright Brothers (fi ght landed.
I
Wen standing at the spot where the
off on their first powered flight.
17
We left Emporia, Virginia, and flew to Rocky
Mount, refueled, and proceeded to Ashboro, North
Carolina arriving at 5:00 p.m. We remained the're
overnight. Transportation to town was arranged by
the line boy Gary Nevins, who was real helpful. He
also picked us up the next morning and took us back
to the airport. This Saturday morning was beautiful ,
clear, cool, and no wind. The flight across the hills of
North Carolina at about 1,000 feet above the ground,
seeing the farm houses below, the trees, livestock in
the pastures, the fences , etc. gave us a feeling of fly-
ing in the era of the barnstormers. The lush green
trees and fields spread from horizon to horizon with
the open green pastures below made one want to go
down and make touch and go's in them. We arrived
at Ashville, North Carolina about 10:30 a.m. and flew
on down to Hendersonville-Winkler Airport where we
landed. I called my friend, Wil Linscheid, who lived
in Ashville.
Wil met us about an hour later. He took us to the
Ashville Airport where he kept the Cessna 340 that he
flew for Mills Industries, as their pilot. He needed a
proficiency flight so he took us along for a tour of the
area. He also needed his Biennial Flight Review within
a few weeks, so I gave that to him at the same time.
Saturday night a storm moved in. It rained heavy
through Monday night so we stayed with Wil and his
wife, Phyllis, until Tuesday morning. The front had
moved on through and the weather was severe clear.
The j-3 Cub had been setting for three days in the
rain, and we could not get it started. It took about
three hours to dry the magnetos out with heat lamps,
and a lot of propping by Ray Duncan, Prince Arnett,
Ralph Bishop, and myself to get it started.
We left Hendersonville about 11 :00 a.m. , refueled
at Sevier-Gatlinburg, near Sevierville, Tennessee and
then on to Lebanon, Tennessee .. While at Lebanon ,
the airport manager, j. Mike cyu, noticed our j-3
being refueled by Mark Tunygle and he came out
admiring it. He even mentioned trying to trade a twin
engine aircraft for it. He said, " You are not going to
leave until I prop it. " So we let him. In the meantime
he made us some coffee and offered us his car to go
to town to get something to eat if we wanted. We
found out he got his private pilot certificate in the
early 1950s in a j-3 Cub as I did. (I got my private
pilot certificate in a similar j-3 C;:ub, NC42511 in july,
1953 and this j-3 Cub is NC42664.) Mike propped the
ariplane and we were on our way to Memphis with a
refueling stop at jackson, Tennessee.
An amusing thing happened at jackson, Tennes-
see, when we were about to land. The procedure we
Refueling stop in Will ard Moore's
pasture, Skippers, Virgini a.
Fl ying down the Missi ss ippi Ri ver,
Memphi s, Tennessee.
18
--
Wen (left) wilh Waller and Rila Corsi , from San Bernar-
dino, Californi a who we raced wi lh from Oklahoma.
Aboul anOlher 945 miles 1o
go from AmariI/ o, Texas.
sort of establi shed was t hat I would do the take-offs
and landings (because I was in the backseat and had
better vi sibility) and j o Ann would do the flying whil e
I navigat ed . We were over the j ackson , Tennessee
airport and I sai d " Okay, I got it. " She said, " The
heck you have," and she made the landing, whi ch
was beautiful even wi th her limi t ed vi sibility.
We arrived at M emphi s about 6: 00 p . m. and
landed at General Dewitt Spain. The next morning it
Nas raining "cats and dogs", so we were grounded
due to weather all day Wednesday. Thu rsday morning
the weather was no bett er , but by noon the report
was 1,500 foot ceil i ng and 5 mi l es so we l eft about t en
mi nutes t o twel ve and fl ew to Ca rli sl e, Ar ka nsas.
There we added th e f irst quart of oil (16. 5 hours from
Ga rn er , Vir gini a). The ceiling didn' t seem to get any
hi gher, o r the visi bilit y any bett er the rest of the way
to Muskogee, O kl ahoma, with a ref ueling st op at
Clar ksvill e, Arkansas .
Friday, May 5, 1978, we l eft Muskogee, Okl ahoma
Top Hat Airpo rt and fl ew sout hwest until we came to
Interstate 40 and f lew wes t along the hi ghway until
we got to Shawnee, Okl ahoma. Here the visibili ty got
down t o one mil e and th e ceiling l ower than th e
1,400 feet and 4 mil es forecasted for Okl ahoma City.
When we landed at Shawnee, Oklahoma, an elderl y
gen tl eman in th e offi ce as ked who owned th e j- 3
Cub. We said , "we do", and he tol d us about hi s fer-
rying j -3 Cubs from Lock Haven, Pennsylvania to Ok-
l ahoma i n the 1930s and 40s. He told us th e equip-
ment we reall y needed to f ly a j- 3 Cub was a Farmer's
Almanac and a calendar, the almanac to forecast the
weather and the calendar t o t ell us how fast we were
going. About an hour later , t he weath er improved to
a 600 foot ceiling and 5 mil es visibility, so we went on
to Norman , O kl ahoma.
:> When we got to Norman, Okl ahoma, our f ri end,
Dick Dutnell (r et i red Lieutenant Col onel , USAF) came
out to the Westheimer Airpo rt and pi cked us up. That
evening Di ck and hi s wife, j aney, had a few of t heir
f ri ends over fo r a littl e party. Their f ri ends brought
musi cal instruments and provi ded co untry-weste rn
musi c. We had a fantasti c time. The next morning we
checked t he weather . It was fo recasted to be I FR w ith
snow in Amarill o and Albuquerque for the next four
days. We deci ded to f ly commercial back to Cali forni a
and f ini sh th e t rip at t he end of the month.
On May 30, we arri ved back in Okl ahoma City to
co mple t e ou r coa'st to coast f li ght. Di ck Du tn ell
pick ed us up and took us t o Norman wher e our
ai rplane had been hangared for the past three weeks.
The oil had been changed for us and the airpl ane was
ready to go when we got to t he airport.
We left Westheimer about 1 :45 p.m. Tuesday on
our way west, arriving at Cordell , Oklahoma one
hour and 30 minutes later. The wind was out of the
southwest at about 20 mph. When we refueled at
Cordell, the airport manager said, "No use taxiing
back up to the runway, just take-off on the grass
south of the pumps." We followed his suggestion,
were airborne in a few feet and off to Shamrock,
Texas.
We flew down Interstate 40 with a wind correction
angle of about 30
0
to 40
0
nose left. We could see the
dust blowing out of the fields below. When we
landed at Shamrock , we had to call someone from
town to drive out and sell us some gas (a total of 4.5
gallons). Sometimes we had to stop within the first
hou r to refuel because there wasn' t any place to stop
within the next two hours. We had a total flight time
of three hours maximum, so we wanted to be on the
ground in no later than 2Y2 hours . We arrived in
Amarillo, Texas about 6:00 p.m. that evening.
The next morning we left Amarillo about 7:30 a.m.
on our way to Tucumcari, New Mexico. The
groundspeed just west of Amarillo was a fast 40 mph
for the first hour, but the wind died down as we
came closer to Tucumcari, New Mexico. We experi-
enced a good wave cloud which we flew next to for
about 30 minutes. There was enough lift that we were
indicating 100 mph and not losing any altitude at
7,000 feet. When we arrived at Tucumcari, the wind
was down to less than 5 mph. The leg from Tucum-
cari to Albuquerque was 180 miles. With no head-
wind, it would take 2 hours 35 minutes, making a
stop along the route necessary. According to the AIM
(Airman's Information Manual) the only fuel available
was at Santa Rosa, 62 miles from Tucumcari. We
landed at Santa Rosa and a little Indian boy came out
to the pump and told us there was no fuel available.
We decided to go on. There was no use going back.
There were two airports ahead of us (Cline's Corners
and Moriarty) which according to the AIM had no
fuel, but we figured we could go into town and get
some car gas if necessary. When we got to Moriarty,
we had been flying 2 hours and 10 minutes. We had
about 50 minutes of flying left and 41 miles to go.
This meant we would not have much extra fuel left if
we went on to Albuquerque, so we landed at Mor-
iarty. We saw some cars around the hangar when we
flew over Moriarty. We landed and taxied up to the
hangar to ask if we could find some fuel at this air-
port. We learned fuel had been put in about two
weeks before, so we were in luck. We refueled and
headed out toward the pass which was 7,000 feet. We
needed at least 8,000 feet to get through. We took off
from Moriarty (6,201 feet) and within three turns
above the field, had thermalled to over 8,000 feet. We
headed toward Albuquerque. By the time we were
west of Albuquerque, we were at 12,500 feet (almost
unheard of for a J-3 Cub). We cruised at 12,500 feet
until we let down to land at Grants-Milan Airport,
Grants, New Mexico. The wind was 90 to the runway
so we elected to land on a dirt crosswind strip at the
south end of the main runway. While trying to taxi
out of the sand and up on the hard-surfaced runway,
the left brake failed, the diaphram broke. When we
got to the pump, the attendant advised us that the
density altitude was 9,500 feet. He wanted to know if
we wanted a full load of fuel (12 gallons) and I said,
" Yes" . We really had no choice due to the distance
we had to go. Grants-Milan Airport is 6,520 feet with
a 5,800 foot runway. We took off using about 800 -
1000 feet. We were airborne, but not really climbing
very fast. However , with the thermals in the area,
about 20 minutes later we were up to 10,000 feet. We
cruised at that altitude for another 2 hours and 40
minutes, to Holbrook, Arizona.
We landed at Holbrook and no more than got out
of the airplane when the line boy came out followed
by a man and woman. As they came near the pu mps
the man said, " I want to see you". I really wondered
why, then he said , " I want to shake your hand. " I
asked why. He told me he and his wife had been
driving their car on Interstate 40 and had seen us
above them most of the way from Oklahoma, across
Texas, New Mexico and into Arizona . They (Walter
and Rita Corsi, San Bernadino, California) had passed
us out of Amarillo, Texas and we had passed them
out of Tucumcari, New Mexico, etc. We had an en-
joyable visit while the airplane was being refueled
and a quart of oil added (our second quart since leav-
ing Garner) . We went on to Winslow, Arizona where
we spent the night. The next morning we ate break-
fast and then couldn ' t find a ride back to the airport.
The taxi driver didn't start work until 8:00 a.m., so we
called the local police department. A policeman came
by in his patrol car and took us back to the airport.
We left about 7:05 a.m. and flew to Prescott with a
circle around the Meteor Crater, across Morman
Lake, and through Sedona, which has the most beaut-
iful formations of rocks one can see.
Flying across the western United States, especially
away from towns and highways, really makes you
admire the pioneers in their covered wagons crossing
this country. Just looking at the terrain below, from
500 to 1,000 feet , you could almost see the Indians
and pioneers below (probably too many John Wayne
movies). The visibility was unlimited and no notice-
able wind was experienced. Our groundspeed was
about 70 mph (really smoking).
We refueled at Prescott and went onto Needles,
California, again about 70 mph groundspeed. When
we landed at Needles, the temperature was about
100
0
F. We refueled and headed for Barstow- Daggett,
where our friend, Bob Olds, a flying California State
Highway Patrolman, met us. He said he heard we
were bringing a J-3 Cub from the east coast. At
Barstow we called the control tower at General Wil-
liam J. Fox Airport , Lancaster, getting a clearance to
land using the lights. They advised us the winds were
25 mph with gusts up to 30 mph or better. When we
left Barstow-Daggett, the wind was less than 10 mph.
We did not notice the winds to be 25-30 mph until
about 10-15 miles east of Lancaster. When we arrived
at William J. Fox Airport, our touchdown
groundspeed was almost zero. In fact , when we
touched down the wind blew us backward . With
power, we got up to the turn-off and Jo Ann got out
and held on to the left wing. We held it into the wind
until Jim McCathron, County gas attendant, came out
and held onto the other wing to help walk the
airplane to the tiedown and chain it down. We lo-
cated Bob Roberts , the airport manager, and asked
him to sign our map completing our cross country
flight.
The flight took us 43 hours and 45 minutes, 178
gallons of fuel, 2 quarts of oil and was a real true ad-
ventu re o It was noted that 80/87 fuel was not available
in the midwest (Muskogee, Oklahoma to Winslow,
Arizona). We could only obtain 100 low lead.
Fl ying over the crater wes t of Wi ns l ow, Arizona.
20
ANTIQUE/CLASSIC AIRCRAFT UNDER RESTORATION
STAMPE SV-4C
Loui s R. W. Edmo nds, 409 Beacon Str eet , Apt. 3,
Bost on, MA 0211 5
STANDARD J-l
Peter F. Turdin , 66 Jobs Road, Wallingford, CT 06492
STINSON 108-3
Lary W. Breitbarth , 1420 Macadamia Drive, Fallbrook,
CA 92028
STINSON L5E-l
Cl i nton G. Herndon, 25 East Mapl e, Walla Walla, WA
99362
GLOBE SWIFT GC 1 B
Garvin H. Germany, Jr. , Box 2650, Freeport , TX 77541
Curti s Wetherell , 104 Hi ckory, Lake Jackson , TX 77566
TAYlORCRAFT BC12D
Francis Barnum, 1320 Goodri ch, Lander , WY83520
Dal e Gultch, N52 W1 5165 EI Ri o Drive, Menomonee
Fall s, WI 53051
COMPLETED ANTIQUE/CLASSIC AIRCRAFT
AERONCA CHAMP 7ACBCM
Charles E. Huges, Rt . 1, Box 68, Pansey, AL36370
AERONCA 7AC
Edward E. Self, RR 1, Box 384, Leitchfi eld, KY 42754
AERONCA CHIEF
Willi am C. Hi scoe, 205 S. W. Willi ams Drive, Beaver-
t on, OR97005
BUCKER JUNGMANN CASA 131
Ri chard L. Pratt , 34 Fourth Str eet , Laurel , MD20810
CHAMPION 7 GC
Ea rl W.Adams, Star Rt. , Fo rd, WA 99013
CESSNA 120
Wayne A. Hendri ckson, Rt. 1, New London, MN 56273
Frank Pu gel , 6096 Willi ams Dri ve, Paradi se, CA 95969
CESSNA 140
Duane L. Leach , 213 Snead Road, Route 4, New Bern ,
NC 28560
RandyL. Prince, 720 Red OakTerr., Edmond, OK73034
DEHAVILLAND TIGER MOTH
Terry Ri ney, 835 West Church, Grand Prairi e, TX 75050
ERCOUPE
Ronald H. Kidd , 2100 Shane Dri ve, Greensboro, NC
FAIRCHILD 24
John and Shirl ey Helvig, 741 South Montezoma, Pres-
cott ,AZ 86301
PIPER PA 12
J. S. Tombl eson, c/o Kauchel 20 Van Begern Street,
Brackenhurst Johannesberg, South Afri ca
PIPER J-3
Gary W. Davis, 634 Chip Court , Gurnee, IL 60037
Carl Hunter Freed, Jr., 7608 Oster Dri ve, Ri chmond,
VA 23227
Kenn eth E. Henerson, Box 8, Newagen, ME 04552
PIPER J-3 CUB
Willi am J. Andert on, 2223 Ardmore Road, Trenton,
MI48183
Thomas A. Thayer, 7372 West 82 Street , Los Angel es,
CA 90045
PIPER PA-12
Roger K. Wood, P. O. Box 92, Rexburg, ID 83440
REARWIN 180 SKYRANGER
John E. Daugherty, 3066 East SI. Louis Avenu e, Las
Vegas, NV89104
STAGGERWING
Omer K.Reed,4517North 32 Street , Ph oeni x, AZ85018
STAGGERWING G-MODEl BEECHCRAFT
C:;eo rge W. Freeman, Midway Medi cal Center, P.O.
Box 992, Canton, NC 28716
TAYlORCRAFT L-2A
Andr ew S. Do rri s, 6370 Wat erman , University City,
MO63130
WACO UPF 7
Mark Trimbl e, Box 377, Branson, MO65616
NOTICEOFANNUAL
BUSINESS MEETING
AND ELECTION OFOFFICERS
AND DIRECTORS
Notice is hereby given that an.annual business
meeting of the members of the EM Antique/Classic
Division wi ll be held on Saturday, August 4, 1979, at
10:30 A.M. (Central Dayl ightTime) at the 27th Annual
Convention of the Experimental Aircraft Association,
Inc., Wittman Field, Oshkosh, Wi sconsin.
Notice is herebyfurthergiven thattheannual elec-
tion of officers and directors of the EAA Antique/
ClassicDivisionwill beconducted byballotdistributed
to the members along with thi s June issue of Th e
VI N TAGE A IRPLAN E. Said ballot must be returned
properly marked to the Ballot Tally Committee, EAA
Antique/Classi c Division, Box 229, Hales Corners, Wis-
consin 53130, and received no later than August 1,
1979. Ronald Fritz, Chairman
Nomi nating Committee
M. C. "Kelly" Viets, Secretary
EAA Antique/Classic Division
27406
21



BORDEN'S AEROPLANE POSTERS
FROM THE 1930'S
I wonder if NC 13301 is alive and well today, or if
it has gone to that great airport in the sky?
Regardless , this ship's picture became poster num-
ber five in series number one, of a group of 19 photos
published in 1936, by the Borden Company. The notes
don' t indicate the number of passengers it could car-
ry, which is rather su rprising.
Thank God for the Klaxon though, in case th e pilot
forgets to lower the gear. I' ve heard of a warning horn,
but a Klaxon!!! That 's enough to wake a fellow up.
The th ree-view and notes are from the back of the
poster .
NEXT MONTH - The Ford Tri-Motor
Article Number 5. Poster Number5, Series Number 1
Boeing No. 247
By Lionel Salisbury
7 Harper Road
Brampton. Ontario
Canada L6W2W3
22
--J.
I. 74' 0----------- --- -..1.(
,.
- f- -----
J--


I. 51'-"1'
....
o
.",
THE NEW 90EING TRANSPORT MOOR No. 147 /'- 'i - - -- 6"5'
fl '1 ---- ---*- _ _ __ __
t--
., RDNIoUTlCAl,. (NAIIIIIU, OF (Ofllu'ntU OJ .-t1aCA, UK..
THE NEW BOEING TRANSPORT MODEL NO. 247
Span . ... . . ... . ..... ... .... .. ... . .. . .. ... .. .. 74f t.
Length Overall . ...... . ...... ... . .... ... . 51 f t. 4 in.
Height Including Radi o Mast . . . . . . . . . . . ... . .. . 16 ft.
Wing Area Including Ail erons .......... 836.13 sq. ft.
Moto rs (2) .. . . . .... . . . ... ..... 550 hp , supercharged
Pratt & Whitney Wasps
Gross Weight .. . .. ... .. ... . ........ . .. . . 12,210 Ibs.
Top Speed . ..... .. . ... . . . . ... . . . 182 mil es per hour
Crui sing Speed .... .. . .... . .... .. 170 mil es per hour
Landing Speed .. .. . ... .. ........ . 58 mil es per hour
Take-Off Run ... .. . . . .... . ... . ....... ...... . 770ft .
Servi ce Ceiling ... . ...... . . ... ..'..... .. . . . 18,400 ft.
Wing Is Designed To Withstand
A Load Of .. .... . ... ... . .. ... .. .... . . . 36'12 t ons
Landing Gear Is Desi gned To
Withst and A Load Of . .... .. . ... . .. .. .. 32'14 tons
Tank Holds........ . . . ... .... 271 gall onsofgasoline
Crui sing .. ... .. . .... . . ... . .. . ... . .. 730 mil es
Cabin i s 20ft. long overall , and 6f t. hi gh.
Has a li quid heating system for wint er and cooling
system for summer , with indi vidual ai r ducts l eadi ng
to each seat.
Therearedomeli ghts and indi vidual readinglamps.
There are main and indi vidual ventil at ors.
Ai r spaces and insul ating mat eri al make t he cabin
one of the qui etes t yet developed.
The wing is in five secti ons: a cent er secti on, two
outboard panel sand two removabl e wing tips.
Th e plan e i sall metal thr oughout.
The landing gear is retractable in 16 seconds and
may be returned to landi ng posi t ion in less than 20
seco nds.
The pil ot' s cabin in the nose has dual cont rol , all
the lat est navi gating devi ces includi ng two-way radi o,
and on a few of th ese ships, automat ic pil ots have
been install ed .
A Kl axon in t he pil ot' scabin soundswhen the pil ot
forgets to lower the l anding gear for a l anding.
23
LETTERS
DearDavid:
In your Februaryissue ofThe VINTAGE AIR-
PLANE, you featured a photo of the prototype
Barkely-Grow T8P1, NC18388 and asked if
there are any of them around. You may be i n-
terested to know that there are two of them
in Canada plus componentsoftwo more.
NC18388 became CF-BVE and is now di s-
mantled on a farm nearAssiniboia, Saskatche-
wan, and the owner intends to eventually
restore it. He also has some parts of CF-BMW.
The second complete Barkely-Grow is CF-
BOM, cln 8. It is presently near Montreal ,Oue-
bec where it has been derelict since 1976 but
it was purchased last November by a man in
Calgary whose intention is to fly it back to
Calgary in the spring of this year and restore
it. When the work is done, he hopes to bring
it to Oshkosh so you may see it one of these
days.
As a matter of interest, an article of mine
about the Barkely-Grow in Canada was re-
cently published by the Journal ofthe Canadi-
an Aviation Historical Society and may also
appear in the Journal of the American Avia-
tion Historical Society. Mr. Robert Pauley of
Troy, Michigan has been preparing a similar
article for the A.A.H.S. but , at last word , it
was notcompleted.
I forgot to mention that the fuselage and
some parts of CF-BLV also exist and may be-
come available forthe use of BOM's new own-
eras a source of spare parts.
I hope that the foregoing will be of some
interest to you.
Sincerely,
Walter Henry
12 Silverview Drive
Willowdale,Ontario
Canada M2M 2B3
Dear David:
Enclosed is a photo of my current project
which happens to be a 90% Davis D-1, Circa
1930.
The airplane will be pretty much true to
scale in all respects at 90% except for wing
span and area which works out at 92%, neces-
sary to provide wing area sufficient for wing
as wellaspower loadingto be closetooriginal
Davis D-1-85.
Hopefully, then , performance will be very
nearlythe same.
The airplane will mount a fresh majored
LeBlond 5-D-60 of 65 horsepower and I hope
to hold the gross weight at not over 1130
pounds to achieve the performance of the
original D-1-85 as above.
As of this date the structure is built up and
complete with the exception of the outer Vee
struts (forwhich I am now hunt i ng for material
and have you priced streamline tubing lately?)
the engine mount and the nose and a few
other cowling and fairing panels.
Of course then it still has to come all apart
again forall thefinal clean-up,painting, cover-
ing and finishing, etc.
I have been making fully detailed drawings
all along as I go and which are quiteextensive
including full size rib patterns for all the wing
ribs, there being approximately 20 drawings
in addition to those patterns.
I realize thatthere are not manysmall radials
around anymore and at some future date will
hope to install temporarily a flat engine or
two and supply engine mount drawings for
them.
For those that are interested in the older
aircraft this is a way of having what appears
as a readily recognizeable known antique of
scarcityand value.
Production on my part is rather slow be-
cause of a nagging physical problem but I' ll
keep you posted on developments.
Regards ,
Frank E. Luft
16355 Sheloh Road
Central Point ,OR 97502
Dear David:
I just read the March 1979 issue of The
VINTAGE AIRPLANE. I enjoyed it very much .
I was especially interested in the Cessna Air-
master story. However, I think that there is a
big error on page 11. It concerns the win-
ner of the 1935 Detroit News Trophy, for the
World's Most Efficient Airplane. I have owned
the prototype of the Airmasters, N12599, for
over thirty years and I believe that it is the
ship that won the trophy. I have based my
opinion on trade magazines of that date. The
November 1935 issue has a picture on the
cover showing my ship flying over 30 years
and attended many national antique and EAA
shows. The ship won no trophies or awards
as it was entirely original , upholstery, etc.,
and as such it cou ldn' t compete with newl y
rebuiIt and refurbished fa ctory buiIt models
so I have been keeping it at home. However,
it will be licensed and flying again this sum-
mer.
Sincerely,
Kenneth E. Muxlow
10054 NicolletAvenue
Mi nneapolis, MN 55420
DearDavid:
At the November 1978 meeting it was de-
cided our Chapter (304) needed a project for
the winter months. Since we have a hangar,
a heated room, and the treasurer says we are
i n the black, we started looking for a rebuild-
able aircraft. The stipulations were, it had to
be a tail -dragger, two place (for instruction)
and cheap. After a lot of phone calls and talk-
ing to numerous people, we located NC32372.
It has been disassembled for ten years. Every
nut and bolt was removed, the wings needed
to be compl etely rebuilt , and the spars and
hardware were the only salvagable parts in
the wings.
At the December meeting the members said
buy the LP65 Porterfield . PORTERFIELD!
What 's a Porterfield? Well . it's something
like an Airknocker, but built like a tank. It has
a higher cabin, and seats high off the floor,
like barstools, and skinny!
The65 Lycoming only had 100hours, S.M.O.
Upon disassembly for inspection, we found
the mice had builta condominium inside. (One
mag had been off for ten years and the open-
ing had been plugged .) Bearings, cam, cam
followers and pistons were corroded, and
rings stuck to cylinderwalls .Oh well, so much
fora cheap plane!
The day we brought the parts home we had
quite a convoy: three vans, and one pick up
with a trailer. The unloading went fine. A lot
of the members were waiting for us when we
returned and started loading parts in their
cars to take home for overhaul or rebuilding.
By theend of the day all we had in the hangar
was the sick Lycoming and the fuselage.
Three weeks later the fuselage had been
sandblasted , epoxied, and was on display at
our January meeting. All new wood had been
madeand varnished and was ready forinstalla-
tion. Many small parts cleaned, painted , o r
polished were brought in. Now, where does
this go...and which end goes in first? Ithink
we are going to have some extra parts. Maybe
we can throw them in the baggage compart-
ment and sell them at Oshkosh!
Eight weeks later both wings and fuselage
are ready for cover . A couple of members
thought the hockey rink was the place to go
for shock pucks. We may have to do that yet!
And still the 0-145 Lycoming sits in the
corner. Maybe we will give it back to the mi ce.
Ought to raise thei r rent anyway!
It has been decided to put it back i nto fac-
tory original. Sure wished we knew what a
Porterfield looked like!
February 6, we had our first inspection. The
word was go ahead and cover the fuselage.
I guess we did not realize it takes so many
tripstothePartyStoretobuildaplanel Haven't
figured out what costs the most , golden elixir
or dope. And if the mice would stay in the Ly-
coming and out of the beer cans , maybe the
guyat the Party Store would quitcomplainingI
As the project continuesalong ataferocious
pace, along with the checking account , more
members show up to work on it. I only hope
no one steps through those new wing ribs.
Even heard someone talking about a B-25
for nextwinter 's project. Gotta cutdown those
trips to the PartyStore!
Look for "Pieter " Porterfield (as one of our
female members calls it) at Oshkosh 1979.
Sincerely,
Russ Borton
3441 Loren Drive
Jackson, MI 49203
24
CALENDAROFEVENTS
FLORIDA SPORTAVIATION
ANTIQUE/CLASSIC ASSOCIATION
JUNE 9-10 - TAYLORVILLE, ILLINOIS - The First Aero Squadron ofAn-
tique Airmen, Inc., will host its second Antique Fly- In and air show,
withairshowbeingon June 10. Fun forall ages. For moreinformation,
contact Spike Woodard, 217/562-4209 or217/824-9083.
JUNE 9-10 - FLANDERS, NEWJERSEY- The FirstAnnual Fly-In at Flanders
Valley AirportissponsoredbyEAAAntique/ClassicChapt er#7. Hangar
Square Dance is Saturday, June 9 in the eveni ng. Room reservations
and transportation upon request. Rain date is June 16-17. For further
information, contact Walt Ahlers , President, 60 Main Street, Flanders,
New Jersey 07836, 201/584-7983 or Anne M. Fennimore, Four Ridge
Road, Succasunna, NewJersey 07876, 201/584-4154.
JUNE 10 - TOUGHKENAMON, PENNSYLVANIA - The'Second Annual
Gatherin g of Moths, will be held at the New Garden Flying Fi eld from
0900 to 1700. Anyone wishing to fly-in early may camp on the field.
For further information, contact Gerry Schwam, 8116 Old York Road,
Elkins Parks, Pennsylvania,'19117, 215/635-7000.
JULY 6-8 - ALEXANDRIA, MINNESOTA - First Annual Bellanca Fly-In
for U.S. and Canadian Bellanca owners at Chandl er Fi eld. Breakfast
Saturday, July 7 from 7 a.m. and air show later in the day. For further
information, contact John Hall , Vice President - Marketing, Bell anca
Aircraft Corporation, P. O. Box 69, Alexandria, Minnesota 56308 - 612/
762-1501.
JULY 8 - EASTON, PENNSYLVANIA - Third Annual Aeronca Fly-In at
the Easton Airport. Any and all Aeroncas invited. 10 a. m. to 2:30 p.m.
Rain dateJuly15. ContactJim Poll es, 215/759-3713 nightsandweekends.
JULY 14-15 - ROMEOVillE, ILLINOI S - Nineteenth Annual Midwest
Fly-In and Air Show at Lewis University Airport. Show's theme and
feat ure will be WW I aircraft. Airport will be renamed to add to th e
illusion of the era. Sponsored by Chapters 15 and 86. For further in-
formation, contact J. P. Fish, P. O. Box 411, Lemont, Illinois 60439.
JULY 28-29 - DEER PARK, WASHINGTON - Parade, contests, displays,
trophi es, camping. SaturdayandSundayth ere willbeapanca ke break-
fast. Friday night party. Saturday night awards banquet with enter-
tainment. For furth er information, cont act Otto Hartman, 509/276-
5114.
JULY 28 - AUGUST 4 - OSHKOSH, WISCONSIN - Twenty-seventh An-
nual EAA Fly-In. Plan now- it 's th e great est showon earth.
AUGUST 19 - WEEDSPORT, NEW YORK - Antique/Ciassic/Homebuilt
Fly-I n. Sponsored by EAA Chapter 486, WhitfordsAirport. AirShow-
field closed1:00p.m.until 5:00p.m. Intermi ssion forea rly departures.
Pancake breakfast. For further information, contact Herb livingston,
1257 Gallager Road , Baldwinsvill e, NewYork 13027.
SEPTEMBER 5-9 - GALESBURG, ILLINOIS - Nineth Annual Stearman
Fly-In . Anyone with any int erest in Stearmans is cordiall y invited. For
further info rmation , contact Stearman Restorers Association, Inc. ,
823 Kingston Lane, Crystal Lake, Illinois 60014.
SEPTEMBER 14-16 - KERRVILLE, TEXAS - Fifteenth Annual Southwest
Regional Fly- In . Friday ni ght hangar party, Saturday aircraft judging
and ai r show from 3 to 6 p.m. ; Saturday ni ght banquet and ent ertain-
ment. Plentyofhomebuilts, antiques and warbirds. Sponsored byth e
Texas Chapters of EAA. For further information , contact Dave Beckett ,
President, 5103 Village Row, San Ant onio, Texas 78218, 512/653-4710.
SEPTEMBER 27-30 - TULLAHOMA, TENNESSEE - First Annual Fly-In.
Plan now- for the greatest showon earth.
OCTOBER 12-14- CAMDEN, SOUTH CAROLINA - Th e Fall Fly-In spon-
sored by EAA Antique Classic Chapter #3, wi ll welcome all antiques,
classics, warbirds, and homebuilts. Awards to be present ed in many
categories. For furt her information, contact Geneva McKiernan, 5301
Finsbury Place, Charlott e, North Carolina28211.
Classic owners!
q.",
DOG
('
DRESS
IT UP
WITH A NEW
INTERIOR!
All Items READY-MADE for Easy
DO-IT-YOURSELF INSTALLATION
Seat Upholstery - Wall Panels
Headliners - Carpets - etc.
Ceconi te Envelopes and Dopes
Send $1.00 for Cat al og and F.lbrics Se lect ion Guide

259-15Lower Morrisville Rd.
Fallsington, Pa. 19054
( 215) 295- 4115
FLY-IN SCHEDULE
July 14-15 ....................... St. Augustine
July 29 - August 4 ................... Oshkosh
August 11 ......... VeniceAirport , Beach Party
September8-9 .... SilverSprings Airport, Ocala
October13-14...... .. . .. .... . Thomasville, GA
December 1-2...' ."...... .. Cedar Key/Willi ston
Position Desired
June 1979 A & P graduate seeks employment as ap-
prenti ce speci ali zi ng in Antique and/ o r Cl assic air-
craft restoration. Private pilot. Has experience in con-
temporary aircraft maintenance, construction of 1903
WrightFlyerrepli ca, r esearch,andrestoration .Res ume
upon request. Ri ck Leyes, Rt. 6, Janesvi ll e, WI 53545
or608/754-5538.
1944 FAIRCHILD 24R/46A AND SPARE ENGINE
FOR SALE
We have a 1944 Fairchild 24R/46A, four seater , 200
horsepower. Its engine is a Ranger and has 150 hours
si nce MOH.Thespareenginehas000 hourssince TOH
and 150 hours since MOH. It has a total of560 hours.
It has a VHF Narco Mark 12 Radio. When recovered
ceco nite and butyrate were used. Negotiable price
being$22,000.
Contact Mr. Rene Loevendi e, INFOCUS STUDIO,
61 St. Georges Street , DURBAN., 4001 SOUTH AFRICA
orphone him at: BUSINESS 64646 o r HOME60010.
NOMINEES FOR OFFICERS AND
DIRECTORS OF ANTIQUE/CLASSIC DIVISION
JACK WINTHROP
Jack went to school in DuQuoin, Illinois. Starting
flying lessons in 1939, and later instructing in primary
and secondary C.P.T., he joined the Army Air Corps
Ferry Command in Nashville, Tennessee. In June 1942,
flying all types of airplanes domestic and across the
Atlantic. He was based in Aden, Arabia and Casablanca,
French Morroco for one and a half years. When the
war ended he went to work for Braniff Airways as a
DC-3 co-pilot, working up to Boeing 747 Captain today,
flying to Europe and Honolulu.
Jack has been Vice-President of the Antique/Classic
Division of the EAA for the last three years and was
past President of EAA Chapter168 in Dallas, Texas.
He lives in Allen, Texas on a private airstrip flying
his Waco UPR-7 plus a J3 and J4 Cub. Jack and Pauline
have four married daughters with 9 grandchildren.
DALE GUSTAFSON
Dale has been interested in airplanes since he was
a small child and took his first plane ride in 1939 at the
age of 10. He started taking flying lessons in 1945 and
soloed at the age of 16. After high school, he worked
at the airport in South Bend, servicing airliners, han-
dling cargo and doing field maintenance.
Dale attended Spartan School of Aeronautics in
1948 and 1949 to obtain additional pilot ratings. After
this, he freelanced as a flight instructor and ran a small
FBO at South Bend until hired as a co-pilot on Turner
Airlines in Indianapolis in 1950. He has been with the
same airline since then. Through name changes and
mergers, the airline is now Allegheny and Dale is fly-
ing as captain on the DC-9's.
Through the years, Dale has owned various air-
craft; a Stinson V-77, Piper Colt, Fairchild 24, C-195,
C-150 and currently has a Stearman for restoration. He
is a member of several organizations interested in the
antique, classic and homebuilt aircraft and a member
of EAA since 1960 and the Antique/ Classic Division
since it was organized. He has served as an advisor
to the Antique/ Classic Division and is currently serv-
ing as a Director. For several years, Dale has judged
antiques at Oshkosh and for the past two years, served
as Program Chairman for the Antique/ Classic Division
awards, and will continue doing the same at the 1979
Convention.
To stay busy during his spare time, Dale current ly
has an airport leased in the Indianapolis area.
E. E. "BUCK" HILBERT
" Buck" is a native of Chicago and a graduate of
Lewis College. He began learning the " pilots" point
of view while working as a line boy at the old Elmhurst
Airport near Chicago in 1938. The pay wasn't much,
but it was "flyin' " time and he soloed an Aeronca
65LA " Chief" in October 1941.
He graduated into the Air Force shortly thereafter,
into the Training Command where he flew and in-
structed in many of the Training Aircraft of that era.
Flew Gunnery Training at Las Vegas Army Air Field and
finished up teaching Chinese Nationalist Pilots Twin
Engine Transition.
Recalled for the Korean War, Buck qualified as an
Army Aviator and flew with the HQ. Company Air Sec-
tion of the 24th Infantry Division. " A most rewarding
and memorable experience," he reports.
Buck and Dorothy and their four children are at
home at Hilbert's Funny Farm where he keeps a stabl e
of interesting and flyable " old" airplanes including
the Airmail Swallow he flew across the nation to com-
memorate the Bicentennial and United Airlines 50th
Anniversary. An Aeronca C-3, a Cherry Stinson L-5, a
Cessna 140 and an Old Champ also reside in that stable.
Buck is no stranger to the Antique/ Classic Divi-
sion . He is past President having served from 1971
through 1975, and he still says he has a bad case of
the airplane disease and there ain' t no way to scratch
it except to work on and fly one of these pretty, old
airplanes.
26
1979 CONVENTION COMMITTEES
AND CHAIRMEN
ANTIQUE/CLASSIC DIVISION
CLAUDE GRAY, JR.
Claude had his first airplane ride at the age often
in 1928 at Kansas City, Missouri. His real i nterest in
airplanes started at Jefferson City, Missouri in 1932,
where the next four years were spent as mechanics
helper and l ine boy at the local airport. He was able
to commence flying moreseriously in 1938, and at the
start of WW II was instructing his first class of Army
Air Corps Cadets at Bevo Howard's HawthorneSchool
ofAeronautics, Orangeburg, South Carolina. Hespent
1'12 years there and put 8 classes through primary in
Stearmans.
Inearly1943, ClaudewenttoworkforConsolidated
Vultee Aircraft as a production test pilot on B-24's. In
October,1944, hewas hired as aco-pilotwithWestern
AirLines. Hespentthe next34 years with Western and
retired as DC-10 Captain in October, 1978. During his
career with Western he flew DC-3's, DC-4's Convairs,
DC-6's, Lockheed Electras, Boeing 720's, 707's and the
last five years on the DC-10.
He has been a member of EAA since 1960, #9052.
Atthattime,withfellowWestern pilot.built#67Smith
Miniplane to fly. This plane is still flying and his part-
ner has full ownership now. Since then Claude has
restored two aircraft. One a 1927, OX-5 powered,
American Eagle, 1976 Grand Champion Antique at
Oshkosh. The other, his 1946 Fairchild 24W. He still
has both aircraft flying regularly and gets one or both
to mostoftheWestCoastfly-ins. Heis currentlyChief
Antiqueand Classic judge for the Division.
CONVENTION MANAGEMENT
Co-Chairman
Convention Chairman
MatthewWoerner
ENTERTAINMENT, PICNIC & PARTY
919-368-2291 (office) W. Brad Thomas, Jr .
40 Maple Road
Chairman
919-368-2875 (home) P. O. Box 608
Ringwood, NJ 07456
609-585- 2747
Pilot Mountain, NC27041
FLY-BY SCHEDULE COORDINATION
John R. Turgyan
Convention Co-Chai rman
Chairman
1530 Kuser Road
609-585-2747 John R. Turgyan
616-453-7525 Ronald Fritz
Trenton, NJ 08619
1530 Kuser Road
1989 Wilson, NW
Trenton, NJ 08614
Grand Rapids, MI 49504
ANTIQUE/ CLASSIC FORUMS
Co-Chairman Co-Chairman
Chairman
61&-624-6490 Philip l. Coul son 201-694-8756
615-455-3783 Allen D. Henninger
Rt. 2, Box 39B
936 McKellar Drive
Lawton , MI 49065 Frances C. Trainor
Tul lahoma, TN 37388
22 Kathleen Court
HEADQUARTERS STAFF
Wayne, NJ 07470
Co-Chairman Chairman
214-7'27-5649 Jack c. Winthrop 414-442-3631 Kate Morgan
Rt. 1, Box 111 3744 North 51st Boulevard BOOTH AND BARN DECORATIONS
Allen, TX 75002 Milwaukee, WI 53216 612-784-1172
Co-Chairman
Stan Gomol l
PARKING AND FLIGHT LINE SAFETY
7"16-342-3170 Janet.Kesel
1042 - 90th Lane , NE
Chairman
455 Oakridge Drive
Minneapolis , MN55434
414-442- 3631 Arthur Morgan
Rochester, NY 14617
3744 North 51st Boulevard
Milwaukee, WI 53216
DISPLAY BOOTH
EQUIPMENT & SUPPLY
Co-Chairman Chairman
Chairman
716-342-3170 (home) Robert E. Kesel 214-241-9487 Jackie House
414-442-3631
716-325-2000 (office) 455 Oakridge Drive 3822 OneWay Circle, Apt. 394
ext. 23250 or23320 Rochester , NY 14617 Dallas, TX 75234 Arthur R. Morgan
3744 North 51st Boulevard
Co-Chairman
JUDGING AND AWARDS Milwaukee, WI 53216
201-694-8756 Betty Trainor
Division Chief Judge
22 Kathleen Court
213-349-1338 Claude l. Gray, Jr.
Wayne, NJ 07470
9635 Sylvia Avenue
Northridge, CA 91324
PAVILION PROGRAM
EQUIPMENT MAINTENANCE
Ant ique Awards& Chiefludge Chairman
Chairman
Chai rman
317-293-4430 Dale Gustafson
317-293-4430 Dale Gustafson
7724 Shady Hill Drive
617-366-7245
7724 Shady Hill Drive
Indianapoli s, IN46274
Classic Awards & ChiefJudge
Chairman
419-529-4378 George S. York
181 Sloboda Avenue
SECURITY
Chairman
608-635-7479
Indianapolis, IN46274
GeorgeT. Williams
115 Pauquette Street
Portage, WI 53901
Jeff Copeland
Nine Joanne Drive
Westborough, MA01581
Mansfield, OH 44906 Co-Chai rman
Classic Awards Co-ChiefJudge
Co-Chairman
419-325-2257 Dale W. Wolford
315-536-9924 (home)
716-726-5655 (office)
David Shaw
129 East Lake Road
Penn Yan, NY 14527
443 TWP Rd. 1500 RFD #2 PRESS COVERAGE
Ashland, OH 44805 Chai rman
414- 377-5886 AI Kelch
MANPOWER
66 W. 622 N. Madison Avenue
Chai rman
Cedarburg, WI 53092
617-366-7245 John S. Copeland Co-Chai rman
Nine Joanne Drive 414- 377-5886 Lois Kelch
Westborough, MA01581 66 W. 622 N. Madison Avenue
27
Cedarburg, WI 53092