EDITORIAL STAFF

Publisher

March 1997 Vol. 25, No" 3

CONTENTS

Ta m Poberezny

EdHor,in,Chlef

Jac k Cox

EdHor

Henry G. Frautschy

Managing EdHor

Gold a Cox

Art Director M ike Drucks

Computer Graphic Specialists

O livia L. Phillip Jennifer Larsen

M a ry Premeau

Associate Editor

No rm Pete rsen

Feature Writer

Dennis Parks

Staff Photographers Jim Koepnick LeeAnn A b rams

Ken Uchtenburg

Advertising/Editorial Assistant

Isabelle W iske

EAA ANTIQUE/CLASSIC DIVISION, INC. OFFICERS

President VIce-President Espie "Butch" Joyce George Doubner

P.O. Box 35584 2448 Lough Lone Greensboro. NC 27425 Hartford. WI 53027

910/393-0344 414/673-5885

Secretary Treasurer

Steve Nessa Cha~esHarris 2009 Highland Ave. 7215 East 46th St.

Albert Leo, MN 56007 Tulsa. OK 74145 507/373-1674 918/622-8400

DIRECTORS John Berendt Gene Monis

7645 Echo Point Rd. IISC Steve Court, R.R. 2 Connon Falls. MN 55009 Roanoke, TX 76262

507/263-2414 817/491-9110 Phil Coulson Robert C. "Bob" Brouer28415 Springbrook Dr.

9345 S. HoyneLaw1on, MI 49065 Chicago. IL 60620616/624-6490 3121779-2105 Joe Dfckey John S. Copefond

55 Oakey Av. 28-3 Williamsbur8 Ct.Lawrenceburg. IN 47025 Shrewsbury. MA 1545812/537-9354 fiJ8/842-7867

6 Dale A. Gustafson StonGomoiI 7724 Shady Hill Dr. 1042 90th Lone, NE

Indianapolis. IN 46278 Minneapolis. MN 55434 317/293-4430 612/784-1172

Robertlk:ktelg JeannieHiH1708 Boy Oaks Dr. P.O. Box 328Alberf Leo. MN 56007 Harvard. IL 60033507/373-2922 815/943-7205 Dean Richardson Robert D. "Bob" Lumley6701 Colony Dr.

1265 South 124th st. Madison. WI 53717 Brookfield. WI 53005608/833-1291 414/782-2633

S.H_ "Wes" Schmid GeoII Robison2359 Lefeber Avenue 1521 E. MacGregor Dr.Wauwatosa. WI 53213 New Haven. IN 46774

414/771-1545 219/493-4724

George York

181 Sloboda Av.

Mansfield. OH 44906

419/529-4378

DIRECTOR EMERITUS E.E. "Buck" Hilbert

P.O. Box 424 Union. IL 60180 815/923-4591

ADVISORS Steve Krog Roger Gomoll

930 Taro HL E 3238 Vicoria St. N Hartford. WI 53027 St Paul. MN 55126

414/966-7627 612/484-2303

Page 8

I Straight & Level

Espie "Butch" Joyce

2 AlC NewsIH.G. Frautschy

3 Type Club NoteslNonn Petersen

4 AlC Volunteersrrrisha Dorlac

7 Mystery PlanelH.G. Frautschy

8 Curtiss Museum!

Kirk House

1 1 Antique/Classic Home/

Andy Heins

12 The Granville Brothers NR49VI David B. Jackson

13 Louise Thaden 60th Anniversary Memorial 1996 Staggerwing Tourl Norm Petersen

17 Doug Fuss' Laird LC-B CommerciaV H.G. Frautschy

22 Pietenpol Homecoming! Andrew King

24 What Our Members Are Restoring! Norm Petersen

26 Pass It To BucklE.E. "Buck" Hilbert

27 Welcome New Members

28 Calendar

29 Vintage TraderlMembership Information

FRONT COVER ... Doug Fuss. Mington, TX eyeballs the photo ship through the disc of his Hamitlon propeller being driven by the Wright J-4 engine that powers his 1926 Laird LC-B Commercial. Picked as the Golden Age Champion at EM Oshkosh '96, it hod members "oohing' and "ahhing' all week during the Convention. An historic airplane. it placed second in the 1927 National Air Derby. in addtion to flying over 70.000 air miles during ~s

~~~" ~~?:e_"'::: on Contract Air Mail Route 9. EM photo by Jim Koepnick. shot with on E05-1 n equipped with a 70-21Omm lens. 1/125 sec. @f 16 on 100 ASA slide film. EM Cessna 210 photo plane flown by Bruce Moore.

BACK COVER ... Italy "The Great War ' is the title o f this watercolor illustration by accomplished aviation artist William Marsalko. Fairview Park. OH. For more information on this entry in the EM Sport Aviation Art Competition. please tum to A/C News on page 2.

Copyright © 1997 by the EM Antique/Classic Division Inc. All rights reserved. VINTAGE AIRPlANE ~SSN 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. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at addnional mailing offICeS. The membership rate for EM Antique/Classic Division, Inc. is $27.00 for current EM members for 12 month period of which $15.00 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 leasl two months for delivery of VINTAGE AIRPlANE to foreignand APO addresses via surface 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 cooective measures can be taken. EDITORIAl POUCY: Readers are encouraged to submn stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibilny for accuracy in reporting rests entirely wnh the contributor. No renumeration is made. Material should be sent to: Ednor, VINTAGE AIRPlANE, P.O. Box 3086. Oshkosh, WI 54903-3086. Phone 414/42&-4800.

The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION and the logos of EAA, EAA INTERNATIONAL CONVENTION, EM ANTIQUE/CLASSIC DIVlSfON, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered trademarks. THE EM SKY SHOPPE and logos of the EM AVIATION FOUNDATION and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above association is strictly prohibited.

Page 13

Page 17

STRAIGHT & LEVEL

by Espie "Butch" Joyce

What a contrast between the weather here on the beach in Florida and the weather last week during the Antique/Class ic Board meeting in Oshkosh. The weather was not that bad in Oshkosh, but it was sure different from a high of 85°F during the day down here in Florida!

Your Board of Directors had a good meeting, with a number of new programs and projects being discussed. As these items take shape I will keep you informed on their progress . The EAA Board of Directors, Foundation Board of Directors, Antique/Classic Board of Directors , NAFI Board of Directors, the Ultralight Committee , other various committees and a number of EAA staff members were invited to dine together at the EAA Museum on Friday eveni ng . This is a great way to relax and discuss different EAA issues with people outside of the structure of a board room. During this evening it was my privilege to present an award to a pair of individuals of most deserving character.

In my remarks that night, I stated that being recognized before such a di stinguished group of leadership and volunteerism would be hard to match anywhere else I could imagine.

First to be called forward was Gene Chase. Gene was the editor of your magazine VINTAGE AIRPLANE for a number of years and, before that, he worked for EAA performing other duties as needed. Once Gene retired from EAA in 1988, he became a volunteer for the Antique/Classic Division and soon came on board as an Antique/Classic Director. He has also served as a volunteer in the Antique judging corps during EAA Oshkosh. To honor him for his effort in furthering the EAA Antique/Classic movement, Gene was presented with a plaque detailing hi s accomplishments

and featuring a photo of Gene in the cockpit of his Davis D-l W.

The next individual to be honored was E. E. "Buck" Hilbert. There is hardly a person in the old airplane movement who does not know Buck . He's a cha rter member of the Antique/Classic Division, and has been a contributing editor to VINTAGE AIRPLANE from the start. He continues volunteering for the Division with his "Pass it to Buck" articles, and has been the Treasurer of your Division for years. Buck was honored several years ago by being placed in the Antique/Classic Hall of Fame. To honor his service to the Division and VINTAGE AIRPLANE, Buck again was given a plaque to once again recognize his dedication to the Antique/Classic movement.

These two individuals have chosen to retire from the EAA Antique/Classic Board of Directors, but still today remain active within our movement. To replace Buck as Treasurer, the Board appointed Charlie Harris to fill Buck's unexpired term. To replace Charlie Harris as Director, the Board appointed Joe Dickey to fulfill Charlie's unexpired term. I also feel honored to be associated with such great people.

I am sitting here in the sunshine writing this "Straight & Level" with my lap top. It is totally amazing how fast technology has come in such a short time. I mean , no sooner had I paid for the Foster R-Nav in my Beech, when the first aviation Loran units hit the marketplace. Now, faster than I can spend money, here is the GPS receiver. The second week of February, two Long-EZs left the USA for a trip around the world ; I'm sure you will be hearing more about this in SPORT AVIATION. They have a GPS, a SAT Link, and laptops computers so that they can Email anytime that they wish! Via the satellite link , they can access most any other item you might think of, but it is still a great challenge of man and machine to complete this mission. Can you even

imagine what it must to have been like to have done this by shooting the stars?

I'll bet many of you are making your plans to attend the EAA Sun 'n Fun FlyIn. I plan to be there for the entire week, and look forward to visiting with individual members on the gro unds. The Antique/Classic Parking Chairman is Ray Olcott. Should you have any special request contact Ray at P . O. Box 6750, Lakeland, FL 33807 or 1-941-644-2431 , FAX 1-941-644-9737.

The Antique/Classic Headquarters and aircraft registration is handled by A/C Chapter I, and they can be contacted in the same manner. Some of the site improvements that have been completed this year include a new public entrance pathway, redesigned outdoor commercial exhibit area , a newly designed camper registration center, and the ultralight camping area has been relocated and expanded. Over 400 commercial exhibits representing the leading edge of aviation technology will offer everything from complete kits to components. And, for the restorer or builder looking for that elusive part a visit to the Plane Parts Mart is definitel y in order. Check out their web site at http: //www.sun-n-fun.com.

By the way, if you are one of the many members who have access to E-mail, you can send me messages directly at windsock@aol.com.

As you can see, being an Antique/Classic Division member can be a lot of fun - even more so when you get to know some other members. We will in the near future be showing you how you can help us out with your growing membership and have some fun at the same time.

Guess what? That sunshine has turned to raining like crazy. I have got to run down and cover up some old airplane engines on the back of my pickup. Let 's all pull in the same direction for the good of aviation. Remember we are better together, join us and have it all! ...

mailto:sock@aol.comhttp:http://www.sun-n-fun.com

A/C NEWS compiled by H.G. Frautschy

SWIFT FINDS A NEW SUPPORTER The Swift Museum Foundation has entered into a licensing agreement with Aviat, Inc. in Afton, WY. Stuart Horn, president of Aviat, said "The foremost thought in our mind, is the continued support of the approximately 700 Swifts still flying. "By mid-1997 we will have worked Swift assemblies into our existing production facilities and will be producing parts, as requested by the Swift Museum Foundation. The parts will be made on original tooling which will have been reconditioned or updated." Joining in for the announcement, Charles Nelson, Founder and President of the Swift Museum Foundation said that they were pleased to have a reliable source of parts for the Swift Association members' aircraft. "Aviat's business is building aircraft and that's what we've needed all along." Plans are also being made to put the Swift back into production, hopefully within the next two years. The "Swiftfire" project is not included in the agreement - those modifications are owned by a separate company. Aviat is in the business of producing aircraft that fill narrow niches in the aviation market. They build the Pitts Special and the Husky A-1, as well as the Eagle biplane kit. We offer our congratulations on their decision to support one of the most beautiful Classic airplanes ever built, and salute Charlie Nelson and the Swift Association for their progressive work towards keeping the Swift in the air!

ABOUT OUR BACK COVER . .. low him is the War Cross. Just slightly beWilliam Marsa lko, Fa irview Park, OH low the center of the painting is the portrait

has been creating a series of mixed media il ofTen. Ruffo Di Calabria, Italy's finest ww lustrations depicting, in montage form, many I ace with 20 victories. To the left of him is of the key World War I pilots, their planes Ten. Adriano Bacula of the 85a Squadriglia and decorations. As you can see, each paint and his Macchi I I Nieuport "Bebe." Just ing requires a great deal of research. This below that, above the map of the Ita lian painting is entitled Italy "The Great War," Front, is an Ansaldo S.V.A.5 of the Ita lian and it was awarded a Par Excellence ribbon 87a Squadriglia. At the very bottom is Capiduring the 1996 EAA Sport Aviation Art tano Arturo Bonucci, 91a Squadriglia. Competition. A mu lt iple award winner in the Sport

At the top of the painting is a Caproni Aviation Art Competition, Wi lliam is best Ca33 of the 3a Squadriglia of the 18th known for his work focused on WW I aviaBomber Wing. Just below and to the right is tion. He credits Mr. Neal O'Connor of New a portrait of Capitano Federico Zappe l York for helping him with his research on lonione of the Caproni Bomber Force. his projects, and has many of these paintings Flanking him are, on the left, The Order of are on display in the Kettering Hall Gallery. St. Maurice, 5th Class, and on the right, The Our thanks to Wi ll iam for sharing his paintOrder of St. Lazarus, 5th Class. Directly be- ing with us.

2 MARCH 1997

YOUNG EAGLES DAY JUNE 14, 1997 Mark your calendars and be sure the an

nual on your aerial chariot is completed in time for International Young Eagles Day, held this year on June 14. Wh ile you are certainly encouraged to fly a Young Eagle any other day of the year, the worldwide event on June 14 acts as a foca l point to highlight the benefits of the EAA Young Eagles program. By giving a new perspective on the world of aviation to youngsters, we can help ensure the future of sport aviation. If you need more information on how to become a Young Eagles pilot, or if you j ust need to ask a few questions , please contact the EAA Young Eagles office at 4 14/426-483 1.

80 OCTANE AIRPORTS As mentioned in last month's issue of

VINTAGE AIRPLANE, we are compiling a list of airports that sell 80 octane aviation fuel, which will be published in the June issue of the magazine, as well as post it on our EAA AntiquelClassic Web Site and include it in the EAA Fax-On-Demand system when it becomes avai lab le. If you ' d like your FBO listed, send a note to us here at EAA HQ. The address is: Vintage Airplane, P.O. Box 3086, Oshkosh, WI 549033086. No phone calls please, but you can fax your listing to 4 14/426-4828, or E-mail it to vintage@eaa.org.

THE DENTON FLY-IN MOVES If you're one of the many antiquers who

enjoys the Texas Chapter of the Antique Airp lane Association ' s fly-in at Denton Texas, you ' ll need to change your destination . The " Denton Fly-In" is moving to Gainesville, TX. It wi ll be held June 1315, on the municipal airport there in Gainesville. Camping is still OK, although no shower facilities are available. The editors of the ir newsletter suggest booking your hotel rooms as soon as you can, since there a re other events being he ld in the area. Have fun!

VINTAGE SAILPLANE RALLY If you like something different on your fly

in visit, why not consider a trip to the 1997 Southwest Antique and Classic Soaring Rally (SVCSR), June 15-21 in Moriarty, New Mexico. Open to the first 60 vintage gliders that are 25 or more years of age that register (ramp space limits the number of gliders that can be accomodated), the event brings together those aviators who enjoy silent flight in the gliders of yesteryear. Who knows, you might get a good look at a Baby Bowlus or perhaps take a ride in a WW II era training glider. For more information , please contact the Southwest Glider Rally, P. O. Box 1812, Moparty, NM 87035 or call 505/832-0755. ....

mailto:vintage@eaa.org

Type Club

by Norm Petersen As a lot of ten, the cowls will be delivered spun, leading

Compiled from various type club edge ring installed, bumped, cut and hinged for approxi

publications & newsletters mately $850. Contact Larry

From Coupe Capers, the Ercoupe Owners Club Editor and Executive Director : Skip Carden (919-471-9492)

Airworthiness Alerts - DOT

Ercoupe 415-C - Wing Corrosion

The upper wing spar caps on both wings were severely corroded. This problem was discovered while preparing wings for fabric replacement. Several layers of various types of old tape applied to the spar caps hid, and probably promoted, propagation of the corrosion. The corrosion of the spar caps had progressed to the point of exfoliation and delamination of the metal. The area of damage covered the full length of the spar caps and varied in depth to a maximum of .0625 inch. The cause of this defect was not alluded to by the submitter, although it was suspected the tape held water and other contaminates in contact with the spar caps. Part total time - 1,938 hours . (Vintage Editor's Not e: Certainly the number ofhours on this part is important, but most important are the number of years it took to accumulate 1,938 hours over 50 years of being exposed to all the environment has to offer! - HGF)

The Monocoupe Flyer - Newsletter 121,

January 1997

Bob Coolbaugh, editor, Manassas, VA,

phone: 703-590-2375

BACK PAGE NEWS AND NOTES

Larry Scalbom has ordered TEN Warner

14511651185 bump cowls. The maker

asked for a minimum of ten to turn the

spinning plug and set up the bumping jigs,

so Larry footed the bill for the lot in antic

ipation of members of the Monocoupe

Club stepping in with orders. Larry has

worked very diligently on the cowling

search and nearly had it resolved with Jaap

Mesdag's KLM connection, but it appears

that Larry has a local source nailed down.

Scalbom for exact details and figures at 847-564-8643 or LCSAKS@aol.com.

The Air Force wire services ran a lengthy piece on the services for Charles A . Anderson, who died last April at the age of 89 . The dispatch reads , " ".Charles Anderson was the son of a chauffeur who taught himself to fly and is best remembered for his role as mentor of the Army Air Corps' first black fighter pilots, the Tuskegee Airmen, and is widely recognized as the father of African-American aviation. The Tuskegee Institute hired Anderson in 1940 to develop a civilian pilot training program for blacks. At the time , he was the only AfricanAmerican who held a commercial pilot's license from the CAA . A native of Bridgeport, P A, Anderson bought his first airplane, a used Velie Monocoupe, in 1928 with $500 in savings and $2000 in loans from family and friends . Because most flight instructors would not accept black students, Anderson learned much about flying from trial and error. After his first serious accident, his mother tried to chop up his Velie with an axe. He found an instructor - Ernest Buehl, a German immi grant and WW I aviator - and earned his commercial pilot's license in 1932. Anderson's commercial flying career continued until he was into his eighties .. . "

(Note: Ernie Buehl, by 1928, had flown with (Roald) Amundsen to the Arctic (in 1923), and was a noted Jun kers/BMW mechanic and barnstormer. He ran several FBO's in the Langhorne , PA, . area , including his "Flying Dutchman Field" at Somerton, PA, which he operated for 30 years. So, "Chief' Anderson did well to learn his fundamenta ls from the Flying Dutchman and the Monocoupe. These he very ably passed on to a very successful fighter squadron.)

International Cessna 120/140 Association Bill Rhoades, newsletter editor and maintenance advisor, phone: 612-652-2221

IS IT HEAVIER THAN YOU THINK?

by Jeff Burnes, Coupeville, WA

The answer to that question might be sur

prising, even shocking to many 12011 40

owners. The truth is, you might just want

to go on not knowing, rather than being

disappointed. It is a very important factor

in the operation of your aircraft The origi

nal "typical" aircraft weights given by

Cessna were approximately 780 pounds

for the 120 and 860 pounds for the 140,

and the only way to know what your air

craft weighs is to have it accurately

weighed as it is equipped today. If you do

go through this exercise, the frrst thing you

are going to ask yourself is, "Is there real

ly more gravity now than in 1946 or do

old airplanes just get heavier with age

(like some of us)?" One thing is very

clear - the "original" weights were for a

very basic airplane, i.e., wood prop , no

heater, single brakes, 3 coats of dope, no

whee l extensions , two-ply tires, basic

instruments, no radio, no strobes or bea

cons and a small tailwheel. Oh, and of

course, no paint.

Since we haven ' t seen a 1201140 in this

configuration lately (or ever), it helps us to

cope with this realization that the average

airplane is 950+ Ibs. empty. Now when it

comes to flying, weight is everything and

more specifically, weight to horsepower.

The problem is that (as with other weight

gain) the weight is not as easy to get rid of

as it is to gain.

At this point I must warn you, if you want

to get into this weight loss/performance

thing, it can become an obsession (it has

with me) . It can be fun and rewarding

such as 120 mph cruise and 1000 fpm

climb on 85 hp! Many would not care for

the sacrifice in equipment to achieve this

performance. The other alternative is to

increase the horsepower to the 100 hp

engine which also works well. After own

ing four previous 140's with the 85 hp

engine and other higher performance air

planes, I wanted to have a little more

envelope with my "new" 120. Yes, I

always wondered what an original 120

flew like when it left the factory.

This set the stage for my ongoing re-con

figuring of N77016 - a Cessna 120.

Starting with a big cardboard box, I proceeded to remove the 100+ pounds that had been added through the years. This is a partial list of the items I removed: metal prop, complete electrical system including the lights and wiring, gyro and venturi , remote compass, large tailwheel, and some very heavy interior materials. I did retain a 720 radio, intercom, a 12 amp battery and the wheel pants. This made it very close to the original data sheet specifications for the 120, i.e., wood prop, no electrical at all , basic instruments, no wheel

Continued on page 5

VINTAGE AIRPLANE 3

mailto:LCSAKS@aol.com

VOLUNTEERS AT OSHKOSH:

MANPOWER and DATA

PROCESSING

by

Patricia

"Trish"

Dorlac

This month I have the privilege of introducing you to Anna Osborn, Chairman of Manpower, and Janet Bennett, Chairman of Data Processing, in this ongoing series about volunteers at Oshkosh.

Anna Osborn has been involved in aviation for many years. Her personal bicentennial project to earn her pilot ' s license began January I , 1976! Anna learned to fly in Chicago where she was a charter member of EAA Chapter 790 in Barrington, Illinois. She was also the second female to hold an office in the Stick and Rudder Flying Club in Waukegan , Illinois, and is the only woman to have served as that club's president!

the outstanding efforts and craftsman Oshkosh is matching volunteers withAnna retired after 27 years as a ship of Stan Gomoll who has greatly in jobs they love. The real satisfaction is school librarian and moved to Kercreased the comfort of their working watching those volunteers move berville, Texas with her husband John, quarters , installing shel ves and drop yond simply being at Oshkosh to being their 1944 Cub and 1978 Cessna 172. down shades. She and her assistants an active part of Oshkosh! If you have She is currently the Engineering Librarwould not mind if next year a sign were not yet met Anna, drop by the volunteer ian for Mooney Aircraft. Anna is active added stating, "SEAPLANE BASE booth this year. If you haven't workedin both EAA chapters 1088 and 747 and BUS THAT WAY"! Due to the booth's lo with us before, I know Anna and her is also secretary of the Southwest Re

g ional Fly-In held every October in cation at a busy intersection, it is often mis staff can find just the job you are looktaken for an information booth. Now we ing for!Kerrville.

Anna began volunteering officially know what the most commonly asked ques Closely connected to the Manpower with Antique Classic in 1980 on the tion is at the Manpower booth! operations is Data Processing, chaired flight line, working with crowd control Asked about her favorite part of by Janet Bennett from Roseville, Caliand parking planes. She credits her re Oshkosh, Anna told me that she loves fornia . Janet' s work begins well before cruitment to the efforts of the late Art to be at work early in the morning to the show starts and ends after it is all Morgan, who she says was a pleasure to watch the field come to life . She also over as she crunches numbers, figuring work with. enjoys camping in the Antique Classic out all kinds of statistics, finally send

Before becoming chairman of Man area and living on the field during the ing her findings on to several of the Anpower, Anna was recruited by former airshow. When discussing airshows in tique Classic Directors. chairman Gloria Beecroft. Initially she the past, Anna commented that her most Janet has been volunteering with Anco-chaired with husband John and with awesome memory was the year all the tique Classic since 1988. Attending her Barbara and Frank Miles. As chairman Jennys were on display." Like most of first convention, she headed straight for the last year, Anna has kept busy, but us , Anna loves being a part of the the Red Barn and signed up to work on credits the smooth running operation to Oshkosh annual family reunion where the flight line where she helped with her co-chairman John Osborn and to every year people and their planes are crowd control and parking aircraft. Alkey helpers Jan Kamps, Pat Tortorige, reunited! though she keeps busy with data proand Ruthie Claussen. She also praises The most exciting part of her job at cessing, her expertise on the computer

Anna Osborn, Gloria Beecroft and John Osborn demonstrate the attitude we volunteers have come to know as one of our younger volunteers (Paige) looks on.

4 MARCH 1997

Earl Nicholas and Sarah Marcy look bemused as Janet Bennett literally enjoys the support of her husband Dave (the Division's newest advisor) during a break in the computing.

found her recruited this year to work in Operations as a beHringer . In 1989 she became the "unoffici al" co-chairman for Tom Auger. When asked to chair for 1990, she accepted and has so enjoye d her job that s he keeps coming back!

Included among her key volunteers are Sue Trovillion and Jason Hartwig who Janet says were both tremendous help. Her chief programmer is her husband David who also works in the Antique/Classic membership and information booth. Earl Nicholas of Aerogram fame runs the nametag portion of this operation and along with Janet has initiated many changes to the nametag. The

nametags were once basica lly dispos able but now are laminated and more official looking - they now include the volunteer's name, job description, and occasionally even a photo!

Some other changes Janet has seen include the move from a trai ler to the Aerogram building. In their new quarters Janet has been ab le to streamline the data base and thus provide more detailed reports. The sampling in the box below shows what Janet does and illustrates how fasc inating statistics can be. Hats off to you 1anet Bennett and to your staff! Here's a sampling of the statistics put together by Janet and the Antique/Classic data processing staff:

1996 CONVENTION VOLUNTEER STATISTICS

There was a total of 318 volunteers who logged 12,791.90 hours for an

average of 40.23 hours per volunteer.

87 worked less than 10 hours for a total of 382.75 hours averaging 4.4

hours per volunteer.

61 worked more than 70 hours for a total of 7250.0 hours averaging 118.85 hours per volunteer.

There were 157 volunteers who worked last year who returned to work this year.

They logged 9,572.4 hours averaging 60.97 hours per volunteer.

There were 141 volunteers who signed up for the first time this year.

Of these new volunteers, 110 logged 1,688.25 hours averaging 15.35

hours per new volunteer.

Just from this sample you can get an indication just how important your

volunteer effort is - whether it is for 1 hour or 40, it all counts, and

your effort is certainly appreciated!

L....___________~_______:..._..::._..;._.- :._._____.J '*

Type Club Notes Continued from page 3

extensions, no back windows, sing le brakes and a small tai lwheel. Even at that my empty we ight was s till over 850 pounds. The paint still has to be removed (I'm waiting for warmer weather) and the interior finished . All finished, I am shooting for an empty weight of 850 Ibs. This really results in a different airplane that is nimble and fast. Think about the reduced stress. I removed 40 pounds stressing the engine mount itself by removing the starter, 35 amp generator and the metal prop. The 40 pounds turns into 120 at 3 g's - my personal limit for the plane. This brings up another fea ture. Even though we don' t do aerobatics in these airplanes, it is amazing the view you can get of the horizon from every angle without exceeding 112 to 3 g ' s in this light plane. Well, all in all , I'm having fun with this real Cessna 120. It's not the plane for everyone, being basic and no electrical, but I sure do like the performance.

Bamboo Bomber C lub Newsletter -Cessna T-50, AT- 17, UC-78 Newsletter editor, Jim Anderson, Marine on St. Croix, MN, phone: 612-433-3024

21 ST AND 22ND FL YING BOBCATS FOUND A model builder from Nebraska and Elmer Steier (Whittemore, IA) told me that Gene Overturf in Columbus, NE, is flying his Bobcat and is not on my list of flying T-50's. Yes, indeed, I called Gene and he con firmed that N47 155, Serial Number 5264, is flying, the 22nd known T -50 in service, with Bill Cherwin 's the 2 1st. Gene and his wife, also a pilot, tried to get to the Jonesboro T-50 reunion, but lost an engine due to ign ition problems on the way, and ended back in Kansas City. He says the plane flew well on one engine! He has had it for about fifteen years. The engines were majored about twenty-five years ago and he has just installed a new avionics system. Bill Cherwin is a former Air Force pilot assigned to 97's for 3-1 /2 years flying medevac in the South Pacific. He is just about ready to retire from his electrical motor and contro l business . He has at leas t five ai rpl anes including a Staggerwing Beech under comp lete restoration, his wi Fe's Cessna 120, a 172 and two Wacos, a cabin version flying and another project. We had a long conversation and I learned that he grew up in Ottumwa, Iowa, alongside the "Carrier in the Prairie." He's been an active Ant ique AirplaneAssociation member. '*

http:1,688.25http:12,791.90

byH.G.

Frautschy

This month's Mystery Plane should be pretty easy, especially for those of you who like the light airplanes built during the early days of aviation. Answers will be published in the June issue of Vintage Airplane. Your reply needs to be here at EAA HQ by April 25, 1997.

The December Mystery Plane had a number of responses, all of them correct! Here's our first:

"I believe I have a positive identification for the 'Mystery Plane' in the December 1996 issue of Vintage Airplane. The airplane depicted is the Thomas Morse S-6, perhaps the so le examp le built (It was - HGF). I make this identification on the basis of a photo and written description that appeared in the journal World War I Aerop lanes (Andrews, Hal "The Tommy Scout," Issue No. 83, Feb. 1981). I enclosed copies of a few pages from this reference. The photo from the article labeled as the S-6 appears to match the Mystery Plane, a lthough it seems to show the aircraft with a different paint scheme.

"The Thomas Morse S-6 was a post Thomas-Morse S-6 WW I product of the Thomas-Morse Company of Ithaca, New York, producers of the wartime S-4 series of singleseat training aircraft sometimes referred to as the "Tommy Scout." The S-6 was developed with a market for two-place civilian aircraft in mind.

"The S-6 was a tandem two-seater and is said to have been designed to make maximum use of components from the single-seat S-4C Scout. Thi s included using S-4C upper wing panels for both the upper and lower wings on the S-6. Comparison of the S-4 drawings from the previously mentioned article shows several similarit ies. The wings on the Mystery Plane do indeed look like the upper planes of the S-4C Scout. The rear fuselage and empen

"The S-6 was reported to have had good flying characteristics, but there were no buyers for a production version. This is attributed to the fact that surplus

nage also look very much like those of the Scout. Power for the S-6 was the 80 hp LeRhone rotary, which was one of the engines used in the S-4c.

6 MARCH 1997

military aircraft (i .e . Jennies and Standard trainers) met most of the needs of the market at the time."

Sincerely, T. Sean Tavares

Andover, MA

Sean ' s on the right track. I'll let one of the masters at aviation history fini sh out the run down on the S-6. Here ' s part of what Pete Bowers has to say about the S-6:

" . .. It was essentially a stretched version of its famous single-seat S-4C of 1917-1S, with the wings built a little longer and the fuselage extended forward to accommodate a second cockpit. There was no center section ; the upper wing panels joined over the fuselage centerline as on the S-4C, and the tail surfaces were from the S-4C. A major improvement was to relocate the wheels relative to the center of gravity, to eliminate the notorious tail heaviness of the S-4C, and the engine was the same SO hp LeRhone rotary of the S-4c.

"Unfortunately for Thomas-Morse, and other manufacturers who developed early postwar sport-trainer models, there was no market for the S-6. One of its major shortcomings, other than competition from cheap war-surplus models, was the difficulty in getting into the front cockpit. Thomas-Morse corrected this with the S-7, which featured side-by-side seating behind the wing, and longer wings with two bays of struts. This did not sell either, and Thomas-Morse carried on with military models until it was absorbed by Consolidated Aircraft

Co. ofBuffalo, NY, in 1929.

"The only S-6 produced survived as a pri

vately-owned airplane with civil registra

tion C9S until it crashed in 1931 ."

Specifications - Thomas-Morse S-6 Wing Span 29 ft. Length 28 ft, 8 in. Wing Area 296 sq. ft . Gross Weight 1232 lb. High Speed 105 mph. Landing Speed 40 mph. Climb in 10 min. 8000 ft.

John Underwood adds: " . .. Its first public appearance was at

the New York Aviation Exposition in March 1919, and it later raced a time or two, as the picture suggests. It was subsequently licensed C9S.

"In the summer of 1931, Fred Koehnlein of Rochester , NY swapped a TM Scout S-4C plus some cash for the S-6, so he could take his girlfriend with him. He said it was the sweetest ship he ever flew and it had amazing performance with the SO hp LeRhone. Be that as it may, Fred let it get away from him and spun in. He got away with it, but the Tommy was a goner. This was in the late fall of ' 31 ."

Other correct answers were sent in by Richard Roe, Fairfax, VA and Frank Strnad, Northport, NY. ....

Curtiss Museum

Shows

How Hammond~ort

Reached for the Skies

by Kirk House, Museum Curator

Glenn Curtiss was born a mile east of the museum that now bears hi s name , and he was buried a mile west. This intimate connection of Curtiss with hi s community is part of the appeal at the Curtiss Museum.

In the 52 years between his birth and his death, Glenn Curtiss raced across two continents (usually at top speed), using bicycles, motorcycles, gliders, dirigibles, boats, and, of course, airplanes. He agonized through sumptuous banquets in New York and Paris, and gracefully turned down royalty cadging airplane rides. He developed three cities in Florida and built a mansion there, but he always called Hammondsport home.

Curtiss Museum is not just a collection of aircraft or an ode to Curtiss. It 's an attempt to showcase the man in his setting - a vi llage that became the aviation center of the world.

Many veterans of the aviation circuit recall visiting the original museum in the old school building. Since 1994 th e museum has hosted visitors in a 56,000 square foot climate-controlled facility on the edge of town. Fifteen aircraft now form the heart of the collection, along with motorcycles, engines, a Curtiss travel trailer, and materials on Hammondsport during the Curtiss years.

The first case, fittingly, is filled with personal and family memorabilia. But the visit really starts with a 14 minute video on the man and his work, followed by touring the " Dawn of Aviation" gallery. An abstract bicycle shop recalls Curtiss' first business venture, with panels and photographs displaying the pedal powered speed passion of his youth. But he quickly turned to motorized vehicles. A half-dozen Curtiss motorcycles are on display, along with an even older Hercules - the brand name Curtiss used for his very earliest products.

The lightweight, powerful Curtiss engines led the young man to aviation by way of Captain Thomas Scott Baldwin. The aeronaut used a Curtiss engine on America's first successful dirigible, then moved his operations to Hammondsport, where Curtiss assisted in the creation of dirigible SC-I, the first powered aircraft in the U.S. military.

Those early engines and motorcycles helped catapult Curtiss into the public eye. He used a V8 dirigible engine on a seven foot motorcycle frame to travel 136 mph in 1907, becoming the "Fastest Man Alive ." His exploits helped inspire the original Tom Swift books.

8 MARCH 1997

Motorcycles and engines started Curtiss' career at the turn-of-the-century. Many of his engines and 'cycles are displayed at the museum.

Spectacular mural, "The Flight of the June Bug," commemorates Curtiss' 1908 featAmerica 's first officially observed flight-one mile in length.

The Ba ldwin display faces a 45 foot was America's first officially observed mural taken from Bob Bradford's painting, flight, and it won him the Scientific Ameri"The Flight of the June Bug." Next to the can trophy. At that time, Curtiss was Direcmural is June Bug II, created in Hammond tor of Experiments for Alexander Graham sport for the U.S. bicentennial. Curtiss flew Bell's Aerial Experiment Association, the original June Bug a mile over the fields which made good use of Curtiss' engine outside the museum on July 4, 1908 . This know-how, his personal daring, and his

(Right) The Curtiss Jenny was a Hammondsport product. Restoration on this JN4D was finished in 1995. The 1918 Jenny is flanked by a 1918 Buick and an OX-5 engine.

Three decades of pi lots depended on Curtiss OX-5 engines, which were produced in thousands through the end of WW I. The museum hosts the OX-5 Club's Aviation Hall of Fame.

busy motorcycle factory. The AEA developed ailerons and wheeled landing gear. June Bug and its predecessor White Wing were the first American aircraft to use them. "Bell's Boys" had earlier used the slopes across from the museum for glider experiments.

June Bug II, a faithful reproduction, flew ten miles for its longest fl ight before going on display.

After his spectacu lar successes in Rheims, France, along the Hudson, and in Los Angeles, Curtiss was able to solve the problem of water flying, first with float Work underway on the new Model E flying boat; the original was produced at planes and next with flying boats. The first the Curtiss plant in Hammondsport. boat to fly took off from Keuka Lake near the Hammondsport waterfront, and Curtiss quickly marketed such craft to the military. The U.S. Navy still considers Hammondsport the birthplace of Naval aviation.

He also marketed flyi ng boats to wealthy sportsmen. A 1913 Model E boat hull (on loan from NASM) is on disp lay. "LAV" originally belonged to Logan A. (Jack) Vilas, who used this craft to make the first crossing of Lake Michigan.

Since only the hull survives, some visitors have trouble visualizing the entire aircraft. To help them out, museum volunteers are building a twin sister for LA V. This twoplace, shoulder-yoke, mid-wing aileron pusher is the first flying boat being built in Hammondsport for 80 years. After it flies from Keuka Lake - perhaps in 1998 - it will go on display in the museum. Guests have a chance to visit the shop and hear about progress directly from the workers.

Visitors don ' t have any trouble visualiz All that remains of the Curtiss house is this cupola , which he called h is ing the famous Curtiss Jenny. A JN4D was "Thinkorium." Much of the modern airplane was conceived in this room.

VINTAGE AIRPLANE 9

Harvey Mummert's 8-1 Racer was produced by Mercury Aircraft, another local aircraft manufacturer.

one of the first aircraft the museum acquired 30 years ago. For decades it was a skeleton. But the shop crew, before turning its hand to the flying boat, lovingly restored the Jenny. Still 80 percent original, it shines in trainer yellow army livery.

The Great War produced orders in thousands for Jennies and flying boats, making Curtiss a millionaire. A Navy Curtiss Flying Boat (NC4) made the first Atlantic crossing in 1919; an NC propeller is displayed in the lobby.

A 1919 Curtiss Oriole was acquired along with the Jenny (workers are still seeking a pair of Oriole wings), while a Robin helps bridge the gap between the early days and the more modern period which began around 1930. Although the concentration is obviously on Curtiss, and even on the 1900 to 1920 period, other manufacturers are represented. Mercury Aircraft of Hammondsport made Harvey Mummert 's S-I racer, while the 1949 Ohm-Stoppelbein Racer Special was created in nearby Rochester.

A Curtiss Aerocar helps round out the collection. Considered the first streamlined travel trailer, this fifth-wheel vehicle helped create the travel trailer industry, just as Curtiss' earlier work had helped create the motorcycle and aviation industries.

Still being developed are displays highlighting turn-of-the-century life in Hammondsport. Horse-drawn vehicles, household implements, professional tools, toys, and dolls are all exhibited . Special shows focus on various aspects of Curtiss ' life and work. 1997 specials will focus on WW I and on Curtiss' motorcycle racing career. In 1998 the wine industry and the flying boat will be featured . A dirigible exhibit is planned for 1999.

Curtiss Museum is the focus of a Museum Studies Program for fifth graders in area schools, and for a more extensive flight technology program used by junior high schools.

10 MARCH 1997

Visiting groups may request guided tours. Museum archives include thousands of

photos and documents from his first 20 years of heaver-than-air flight. Curtiss himself had Hammondsport photographer H. M. Benner produce some 3,000 shots , negatives for which are owned by the museum . These

The Curtiss Robin was a widely used civil aircraft.

Canadaigua-Middelsex EAAers crafted this half-scale Curtiss pusher, complete with working control surfaces, for younger visitors.

negatives and other documents also serve as a splendid resource for local history. This is fitt ing, since Curtiss was a Hammondsport boy and a Hammondsport man. Although their number is sadly dwindling, the Hammondsport area still has residents who fondly remember their town's most famous son.

Curtiss Museum is open 360 days a year. Admission is charged, with a discount for seniors, students, AAA members and orga

nized groups. School groups and bus tours are welcome. Museum members are admitted free . The National Soaring Museum and National Warplane Museum are located nearby . More information is available from: Curtiss Museum, 8419 State Route 54, Hammondsport, NY 14840,607/5692160. Contact Kirk House, Curator, for information on traveling photo exhibits concerning early aviation. ...

ANTIQUE/CLASSIC HOME

by Andy Heins, Ale 20529

It's 7:00 a.m. and the bright sunshine glows through my bedroom window like a beacon. Another glorious summer Saturday has arrived. As I stroll into the kitchen, I glance out the window and there's Harold Johnson's familiar red pickup pulling up to his hangar. "Boy, he's here early" I think to myself. I guess you can never be too early to work on a Waco. You see, Harold is working on his 1934 Waco YMF-3, NC14080. He almost has the fuselage ready for cover and he's just finishing up fitting the cowling. His other 1934 Waco UMF3, NC14041, is two rows back waiting to fly another air show this afternoon at a local EAA fly-in . That's why he's here early, figuring that he could get a little work done before the show. Harold also has two 1940 Waco UPF-7s, NC30122 and NC20979 at his strip at home.

It's now 9: IS a.m., I've showered and had breakfast with my wife Michele. As we're sitting at the kitchen table drinking coffee, I'm contemplating whether to go work on my 1927 Waco ASO, NC3782 or take our Stinson 108 Voyager out for a spin. The sound of a radial engine is heard. Michele and I rush outside just as the B. F. Goodrich owned 1929 Waco CTO, NR13918, Taperwing flashes by. It's Pat and Bob Wagner coming down to retrieve some tools from their hangar. As they land and taxi to the pumps, we walk over to say hello. The newly restored Joe Mackey/Linco Flying Aces Taperwing is restored in its original 1936 colors when it flew in the famous aerobatic competition in Paris, France, in which Col. Joe Mackey finished first. Bob has been selected as the pilot for B. F. Goodrich to fly the aircraft in shows this summer. As we stroll to their hangar talking about the next fly-in, we pass Jay Newberry ' S hangar where he's spraying color on his 1940 Waco YPF-7, NC29916. We stop and talk a while and ask the usual questions about dope versus enamel or polyurethane for the best finish.

As Bob opens his hangar, I see a familiar sight. There's a 1941 Waco UPF7, NC5528N and his beloved 1935 Waco YMF-5, NCI4132 sitting side by side awaiting restoration. As Bob gathers his tools and I look at the projects, there goes that radial engine sound again. This time it's a 220 Continental and it's Darrell Montgomery flying Harold John-

son's third 1940 Waco UPF-7, NC29988, and he's just picked up a banner advertising a craft show at the local arena. Air Ads of Dayton is the business and they've been doing it for 30 years. Darrell stays current in the UPF-7 because his 1941 Waco HPF-7, NC32065 is down for restoration. It's in the back row of hangars near Paul Harper's 1942 Waco UPF-7, NC39717. Paul's airplane is also in storage awaiting restoration since a mishap several years ago. Bob closes the hangar and we all walk back to the Taperwing to say goodbye. Bob and Pat have to get home because they have to meet their partner, Jim Beisner, to work on the newly acquired 1928 Waco GXE, NC5852. They were working on their 1940 Waco UPF-7, NC29905, but the GXE became avai lable and they just cou ldn 't pass it up. You all know how the Waco fever is, one is not enough. Jim is usually seen puttering around the sky in the OX-5 powered Waco 4 owned by several members of the Waco Historical Society, of which Jim is President. Michele and I wave as the Taperwing soars into the morning sky and we walk back to house for a cool lemonade. All this Waco talk has made us thirsty.

As she pours us both a drink, I hear the throaty roar of a Wright starting. Looking out the living room window, I see that my brother Pete, his wife Kelli and baby son Clayton (named after Waco President Clayton Bruckner) have decided to take advantage of the beautiful day and take his one-of-a-kind 1930 Waco CRG, NC600Y out for spin. As they taxi by, they wave a greeting and we enthusiastically do the same. Nothing can quite match the sound and excitement as Pete taxi's out onto the runway, turns on the smoke, and pushes the throttle forward. As the 350 Wright comes to life, the sound is like music to my ears. In less than 500 feet they are off and climbing like a rocket. This is what the airplane was built to accomplish in 1930 when Waco built it to win the 1930 Ford Air Tour. Flown by Johnny Livingston, the airplane finished a close second behind a Ford Tri-Motor. As they depart the field, here comes another Waco taxiing by. This time it's Mike Brown, Kelli's father, and his partner Alan Hoeweler in their pretty orange and chocolate 1940 Waco UPF-7,

NC29300. And what's this, they're towing a glider behind them. Normally, they would be flying their 1929 Waco ATO, NC719E Taperwing, but it's down at Creve Coeur, having the finishing touches put on its restoration by John Halterman's shop. Until it's finished, they have to be content with flying the UPF -7 . I bet everyone is sympathizing with them by now. With the glider in tow, they take off and climb to 4,000 feet and release. As the glider gracefully soars above the field, the next thing I see is the UPF-7 upside down, in the process of a roll. As it comes level, the nose dips then rises and now begins a vertical climb into a loop. Mike is never content to fly straight and level. I see that Darrell is back in the pattern and makes a low pass to drop the banner. Instead of returning to land he heads off towards Mike. As I turn to look for Mike, I see that he and my brother Pete are now playing a game of cat and mouse, looping and rolling as they follow each other. Darrell joins the fray and it's now two UPF-7s against the CRG. The CRG easily out climbs them and is quite a bit faster straight and level. Conceding defeat , the two UPFs join up on each wing as Pete throttles back.

Watching closely, they're now heading straight for Michele and I and our little house. They pass over, three abreast and zoom into the sky. One by one, they each take their respective place in the pattern and come back around to land in the grass. They taxi to the pumps and shut down. Laughing and joking, they climb out of the cockpits and stand on the ramp talking. It ' s only noon and all this has happened in our typical day at my home.

Where is this magical place you ask? Well, it's Moraine Airpark located on the banks of the Great Miami River on the south side of Dayton, Ohio. All you old-time antiquers would know it as South Dayton Airport. We welcome any Waco enthusiast with open arms and guarantee that you'll have a good time on our typical Saturday or Sunday summer day.

If you'd like to take a first hand look, why not join us for our annual fly-in, held this year on the 4th of May. EAA Chapter 48 puts on a fly-in breakfast that will knock your socks off. Call Jeannie Dyke '*for more information at 513/878-9832.

VINTAGE AIRPLANE 11

The Granville Brothers Aircraft

Sportster NR49Y

by David B. Jackson Granville Brothers Aircraft Model D Sportster Nell 043

While paging through the scrapbooks and archives of the late Granville brothers, Robert and Thomas, I was able to determine the origins of the famous scalloped Gee Bee color scheme.

The striking Gee Bee trademark paint scheme was NOT patterned after the CocaCola logo as has been mis-reported in several publications, but rather after a dragon. Please note the vertical stabi lizer marking on the photos you see here, which have never before been published. They show Granville Brothers Aircraft NR 49V while still under construction. Under the "Gee Bee" logo is the name " Dragonfly ," and under that is "F inished With The New Berryloid Pigmented Dope System." George Agnoli, the Springfield, MA sign painter commissioned by the Granvilles to paint their ai rplanes, simply followed the original Granville Brothers sketch, with his only deviation being the omission of scallops on the leading edge of the horizontal stabilizer, matching those on the wings, as were on the original sketch (l also have a photograph of this original sketch, as well as the original sketch of the Harris Tibert Co. logo on the side ofNC 11-44). As is much of history, time distorts the facts.

This picture must have been taken very shortly prior to the listed 6-24-30 manufacture date, at which time the name "Sportster" had been painted over the original name. Zantford Granville is at the controls running the Cirrus engine with Edward Granville making adjustments while Mark and Tim Granville look on. The little Gee Bee was issued restricted airplane license 49V, SIN I-GBA on 7-90-30, and sported a four-cylinder inverted inline supercharged American Cirrus engine of 110 bp, sin 310S, and a steel Hamilton Standard propeller. 49V was originally built for competition in the All American Air Derby sponsored by the American Cirrus Engine Co. in which it was the first stock certified airplane to finish with Lowell Bayles as pilot. Bayles and Roscoe Brinton later purchased 49V from the Granvilles on September 19, 1930 with the help of Bayles' prize money

12 MARCH 1997

Not quite ready to take to the sky, the Gee Bee "Dragonfly," later re-named "Sportster," is having its engine run- in and adjusted. Note the horizontal stabilizer root fairings have not yet been installed.

and toured the country as the Brinton and Bayles Flying Service, Inc. performing airshows (or sky rodeos) and racing. An inverted six cylinder Fairchild 6-390 of 120 hp, sin 9, with a Curtiss Reed propeller (M4042) was later installed on 10-15-30. On September 12, 1931 , while flying an airshow in Brattleboro, VT, Roscoe Brinton bailed out of 49V when the booster magneto extension cables jammed the con

troIs. He jumped at 1,000 feet and landed uninjured, while the plane smashed into the nearby woods, and caught fire when an unthinking newsman threw the match from lighting his cigarette into the fuel soaked wreckage. The only surviving piece of this airplane is one prope ller blade from a Hamilton Standard installed at the time of the crash (Roscoe Brinton, Jr. now has this blade.) ...

Louise Thaden and her co-pilot Blanche Noyes cross the finish line of the 1936 Bendix Trophy race in this painting by John Amendola. (Top) Louise accepts the Bendix trophy during the 1936 National Air Races from Vincent Bendix himself.

Compiled by Norm Petersen

from accounts by les Gasser, Terry von Thaden,

Michael Greenblatt, Jake Atteberry and John Parish

As a young boy in the 1930s, Bill Thaden thought flying an airplane with his mother was akin to hopping in the family car for a ride to the comer market. Bill's mother, pioneer aviatrix Louise McPhetridge Thaden, was a record setting pilot who walked in the same circles as the other great aviators of the day. That is why, in 1936, he didn't pay much attention to his mother's participation in the Bendix Transcontinental Speed Race . For Bill it was just another occasion of his mother going off to fly and see some of her friends. When he learned of hi s mother 's win, this seemed only normal to Bill. Of course his mom won, she usually did.

Now, some 60 years later, it was Bill Thaden's quest to commemorate his mother 's win of the 1936 Bendix, one of the turning points in aviation history, by calling upon friends and family to participate in a cross country tour to pay heed to a woman who helped mold aviation into what it is today.

The Bendix races began in 1931 as the vision of Vincent Bendix, to promote civilian aviation through an all-out speed dash across the country. The rules were simple: take off at any time after midnight and arrive at the other side of the United States by 6 p.m. Over the years, this race has been run in both directions across the country. In 1936, it was run from Floyd Bennett Field, in Long Island, New York, to Mines Field (what is now LAX) in Los Angeles, California. Up until 1936, it had been officially a male only race. All of this changed in 1936 when it was agreed to open the race to female contestants. A special consolation prize of $2500 was offered to the rust female to cross the finish line, despite her standing in the race.

At the time, Louise Thaden was working for the Federal Air Marking Program, which consisted of traveling across the country painting navigational aids on prominent landmarks. She was surprised to learn , when Olive Ann Beech phoned her to see if she

Louise Thaden 60th Anniversary Memorial 1996

Staggerwing Tour

The beginning of the Staggerwing line. Jim Younkin, whose skilled hands were most important to its present beauty, poses by "ole number one" which is Staggerwing NC499N, SIN 17R1. This fabulous airplane has been totally restored and resides in the Staggerwing Museum in Tullahoma, Tennessee.

William V. (Bill) Thaden, center, receives a Merit Award from the Staggerwing Club "For Outstanding Contribution to the Preservation of the Beech Model 17" from Morton Lester on the right. On the left is Bill 's daughter, Terry, who bears a remarkable resemblance to her famous flying grandmother, Louise Thaden.

VINTAGE AIRPLANE 13

(Left) Flanked by some pretty neat airplanes, Dave Swanson pulls his Lockheed 12 up to the parking line at Gillespie Field in San Diego.

wanted to participate, that the Bendix was open to women. After some careful thought, Louise decided to enter, and bring her friend Blanche Noyes along for the ride.

Beech agreed to provide Louise with a stock model Staggerwing C l7R, which had the rear seats removed to accommodate the extra fuel tank. There was so little room in the craft Louise opted to remove the seat pack parachutes in favor of the quick connector type; but she doubted there would be sufficient room to actually escape from the airplane had the need arisen . The Staggerwing also had only an old style radio receiver, no transmitter, and no directional gyro . Louise borrowed a DG from Teddy Kenyon at Floyd Bennett Field, which her husband quickly installed . The Staggerwing was a fast commercial airplane, but not built primarily for racing. This, coupled with last minute repairs and details to be taken care of before the race, added to the stress and the excitement Louise felt about flying in the Bendix.

The weather in 1936 was not particularly favorable to the racers. Battling fog, clouds, and stiff headwinds, Louise found herself relying on dead reckoning to navigate her course. Flying her own race, she chose to cruise at 65% power, deciding that the race is not always won by the fastest plane, but by good common sense and attention to equipment. When she made her one fuel stop at Beech Field in Wichita, Walter Beech, in his usual congenial manner, asked Louise, "What the heck to you think you are in, a potato race? Open this plane up!" Louise agreed to accommodate Walter, noting to herself that once she was in the air, she would fly the latter half of the race just as she had flown the first portion - at 65% power, recognizing that reliability could be a deciding factor.

When she arrived at Mines Field slightly after 5 p.m., Louise was sure she had lost the race. Squinting into the setting sun, concentrating on finding the airport itself and not the race fie ld, she overshot the finish line and had to cross it from the opposite direction. Trying to taxi unnoticed to the sidelines, Louise was flanked by officials running beside her plane. Wondering what she had done wrong now, she asked what it was they were after. Theyexclaimed that they thought she had just won the Bendix.

When all was authenticated, and Louise had been declared to be the official winner of the Bendix, the race executives changed the name of the consolation prize for the first woman to cross the fmish line to a special award. In addition to the $5,000 purse, Louise was awarded the special $2,500 prize also. Not only had she proven that a woman could finish the race, she had proved that by flying her own race, she had beaten the others at their own game. When Walter Beech arrived in Los Angeles the next day, he praised Louise for following his advice and pushing the throttle all the way forward . When she told Walter that she had flown the whole race at 65% power, Walter roared with laughter and revealed he had given Louise an engine (Wright R-975) with 1200 hours on it - a woman had won the Bendix in a stock aircraft at cruising speed, with an engine that was practically a grandfather!

(Below) As far as the eye can see are round engines on the business end of a row of beautiful Staggerwings. It is a welcome sight to see 80/87 octane fuel available for those fortunate pilots whose airplanes that can use that grade of fuel.

Overhead view of the entire gathering at Gillespie Field. In the foreground is the grass parking area in front of Bill Allen's hangar, filled with antique airplanes. The red and white airplane in the left front doesn't have a broken wing it is a Fairchild 71 with folding wings.

The excited group of Staggerwing drivers and friends get ready for a tour of the San Diego Air and Space Museum.

14 MARCH 1997

(Left) Included in the Museum visit was a tour of the restoration facilities in the basement where, among other projects, a Ford Tri Motor is being carefully restored to original condition including an engine-turned boot cowl and engine shutters.

(Above) Christine St. Onge of Mexford, PA, taxis up in her Staggerwing C-17B that is painted in the exact race colors of number 62, Louise Thaden's Bendix winning C-17R Staggerwing from 1936.

Such was the scene of the Bendix race some 60 years ago. In 1996, a dedicated group ofvintage aviation enthusiasts would gather with Staggerwing, Lockheed, Twin Beech, Waco, and other aircraft to pay tribute to this extraordinary woman and to the race itself. They would gather at Youngstown Elser Metro Airport in Ohio, and fl y across the country to Gillespie Field in EI Cajon, California, stopping enroute to participate in commemorative ceremonies.

The Commemorative Tour began for some of the early participants at 10:20 a.m., Saturday, August 24, from Sanford Field in Maine as the group took off: Bill Thaden (son of Loui se Thaden and tireless organizer of the memorial tour), Dave Swanson, Dick Jackson, Pat Jackson, Terry von Thaden, and Les Gasser. Their aircraft was a magn ificent 1939 Lockheed 12, silver with red and black highlights and British markings on the wings and fuselage. It belongs to Dave Swanson, an ex-Eastern Airlines pilot.

The flight to Youngstown Elser Metro airport took 3.5 hours in the elegant Lockheed at altitudes up to 13,000 feet to stay in smooth air. The last part of the flight was in perfect CA VU weather as they arrived and made a fly-by before touching down and being met by Mike Stanko, one of the top Staggerwing restoration experts, and his crew at Elser Metro. Dick Perry of Hampshire, IL, had flown his red Staggerwing D-17S into Elser and Dub Yarbrough of Grand Rapids, MI, had driven to Elser especially for the weekend. Dub knew Louise Thaden well, and is a longtime family friend of the Thadens. Before long, four more Staggerwings arrived to spice up the party along with a Beech 18, a Waco cabin and Jim Gorman's Staggerwing.

The entire weekend at Elser celebrated the 50th Anniversary of the airport and featured Mr. and Mrs. Elser, for whom the airport was named. The first pilot who soloed at Elser was also on hand for the lively celebration!

(Above) Parked in front of two beautiful red Staggerwings is a restored 1936 Ford v-a convertible, complete with rumble seat (for you younger folks, that's the open seat just ahead of the spare tire).

On Monday, most of the tour group was off to Springdale, Arkansas, in spite of low ceilings and rain showers along the way. The hosts for this gathering were Jim and Ada Younkin, who have a collection of prize airplanes that will make your mouth water. Among the classic airplanes, Jim's replica "Mr. Mulligan" of 1936 Bendix fame was indeed a treat for the visitors.

The next morning, the tour group made the short ten-minute flight to Bentonville, Arkansas, Louise Thaden's home town, to be greeted by over 100 townspeople including the Mayor and several re latives of Louise Thaden. A room in the main airport building at Bentonville holds a considerable collection of clippings and photos of Louise Thaden and her exploits. It is clear the people of Bentonville appreciate their aviation heritage.

Later in the day, the tour group had fired up their engines and one by one, took off for Bartlesville, Oklahoma, to rendezvous with a large group of Staggerwings and tour people at Frank Phillips Field. The hosts for this part of the tour were Charlie Harris and crew, who really know how to throw a banquet. The hospitality of the "Bartlesville Bunch" is known far and wide and was a perfect send-off for the '96 Staggerwing Tour.

Wednesday morning, a fast tour of the Raytheon Aircraft facilities (the new corporate name for Beechcraft) at Wichita, Kansas, was pretty much scrubbed due to poor weather and lousy ceilings,

As the sun slowly sinks in the west, the evening shadows begin at Bill Allen's Ryan STM-2 and continue past the rows of magnificent Staggerwings glistening in the evening twilight.

(Below) Outstanding entertainment was provided by this group of five singers, all fancied up in 1940's costumes, who put on a dandy program during Bill and Claudia Allen 's hangar party.

A fantastic g roup visit t o To m Warner 's nearby ranch was highlighted by a chance t o w atch their German shepherd sheep dog, "Tony," do a masterful job of herding a flock of sheep. The uncanny ability of this highly t rained dog left many shaking their heads in wonderment.

so the group took off for the long run to Albuquerque, New Mexico, dodging showers much of the way. As the weather improved to the west, it was possible to look down from the Lockheed 12 and see pairs of Staggerwings pass them up with their higher cruise speeds. Coming through the pass over the Scandia mountains, the first view of Albuquerque was fantastic as the planes landed on the long runways and taxied to the ramp. To see such a gathering of beautiful Staggerwings along with assorted classic airp lanes was indeed a treat for all, especially the locals. Several planes were safely down at airports along the way and would have to make a longer run into

(Left) Some of the really classy automobiles that were shown included this Lincoln limo, Bugatti coupe and Cadillac sedan. The styling of these cars is right in tune with the styling of the Staggerwing - all time classics from the 1930's.

(Below) The September meeting of t he Staggerwing Club will now come to order. Business meetings were held at Safari Aviation 's hangar.

San Diego's Gillespie Field the next day. Thursday afternoon brought the final arrival for the group at

Gillespie Field and they were greeted by Louise Thaden (Bi ll 's wife) and daughter, Tracy, along with Patricia Thaden Webb, her son, Fred Frost and his wife, Lisa. John Parish was on hand to direct the participants to the tour headquarters at Dick McDowell's Ye Olde Flying Circus. Bill Allen's hangar, filled with planes and aviation memorabilia, served as the main social gathering place for the weekend. Eventually, row upon row of Staggerwings covered the tarmac at Gillespie - what an impressive sight!

There are approximately 110 Staggerwings still flying and at least thirty showed up for the weekend activities. In addition, many historic airplanes were on hand including Bill Turner's DH Comet, Ryans, Spartan Executives and Stearmans. No less than five Travel Air biplanes were on hand including Louise Thaden 's 1929 D-4000 Women's Air Derby winner, now owned by Bill and Claudia Allen. The late afternoon barbecue, courtesy of the Aliens, saw everyone enjoying an outdoor party (with all the trimmings) and taking it easy among the huge collection of airplanes.

A tour reception was held Friday evening at the San Diego Air and Space Museum which allowed the Tour participants to explore the entire facility including the basement restoration fac ilities where a huge Ford Tri Motor restoration is nearly completed.

Saturday many of the pilots flew the 14-minute hop to Palomar Airport to the Cinema Air facility where several of the Staggerwings were used to film a flight along the southern California coast. It was exciting, to say the least. Back at Gillespie, the Saturday evening final banquet was held at Bill Allen's hangar and featured a special singing group doing numbers from the '40s and dressed in period costume. The outstanding food, the camaraderie and the beautiful surroundings made for a perfect evening. Among the awards presented at the banquet was a very special award to Bob Van Ausdel's children, Connie, Bob and Tom. The Tour was dedicated to his pioneering effort in test flying the Travel Air Mystery Ship.

The accomplishments of one of the greats of the Golden Age of Aviation, Louise Thaden, were commemorated through this 1996 Tour, with its celebrations, ceremonies, banquets and new friends quickly becoming old friends. The entire experience of the 1996 Commemorative Tour showed us that both the adventure of experimental flight and the human and aviation ideals of the Golden Age still endure. ...

16 MARCH 1997

Laird

Commercial

As the Antique airplane movement has grown over the years, there have been a few projects that people were itching to get their hands on. To an antiquer, it's tough to see a potential project just sit, with no one getting it ready to head back into the skies. Offers to purchase it would usually be rebuffed , and the old airplane would just look sadder and sadder as the years wore on.

It often fell vic tim to the "('ll get to it one of these days" syndrome. For whatever reason, be it lack of money or lack of time, the airplane just never seemed to get restored, and before you knew it, the decades

slipped by and the project didn 't get done . Keeping the dream of restoring it was sometimes what kept a person going, so in that sense it se rved its purpose . Hopefully it wouldn' t deteriorate too badly as it waited.

The airplane you see on these pages is one of those projects. It sat in storage for over three decades. It was known to a num

ber of active restorers, but not one of them was able to woo the air

plane away from its owner until he was incapable of restoring it himself. It

was sought after by antiquers such as Al Kelch and Dave lameson back in the 1960s, but owner August Maross of Steger, IL had owned it s ince 1933 , and he just couldn't part with it. A retired Col. from the Army Air Corps, he flew in both WW I and WW II , during the latter flying cargo and transport airplanes.

Hi s attachment to the airplane was certainly understandable . It had made a fair amount of history while flying in the late

VINTAGE AIRPLANE 17

'20s, and when he put it in storage for the duration during WW II, I'm sure he planned on flying it again after the war ended. According to at least two accounts, it did get back in the air a few times after the war, but it generally just sat in the back of the hangar.

By 1926, Emil Matthew "Matty" Laird had a company with a reputation for building stout, thoroughbred airplanes for the discerning owner who had a checkbook to match . These were no bargain basement airplanes with quick finishes, but most often were built to order, finished in multip le coats of hand rubbed dope.

By 1926, the Wright Aeronautical Corporation's Whirlwind series of engines were well on their way to aviation immortality. The air-cooled radial was a jewel of an engine, and those who could afford the Laird airframe and Wright engine for the princely sum of $9,850 in 1926 dollars got a sharp looking 3-place biplane that looked great with its black and gold color scheme, a Laird trademark.

Based on its speed and load carrying capability (not to mention Matty's reputation), Charles "Pop" Dickinson chose the Laird Commercial as the primary mount for his fledgling air mail line between MinneapoliS/St. Paul and Chicago. As the lowest bidder on Government Contract Air Mail Route 9, Pop had to keep his costs down as much as possible. He'd made good on the family business of seeds for crops, and late in life caught the flying bug. He soloed at the age of 62, ten years after founding the Aero Club of Illinois in 1910, along with organizing an airport on the southwest side of Chicago called Cicero Field

18 MARCH 1997

Just aft of the pilot's cockpit is this bag

The front cockpit shares space with the fuel tank, and for the passenger ' s amusement, they get an altimeter for reference as they peer over the cockpit coaming.

and then later Ashburn Field, the site ofhis air mail service.

His stewardship of an air mail route would be short lived, when after a fatal crash on the inaugural day, continued hardships with running the line finally caused Dickinson to give notice to the U.S. Government that he intended to abandon the

gage compartment, secured by a pair of turn fasteners on the fuselage. As you can see, much of the airplanes original wood was usable.

route. One of the fledgling line's pilots, Charles "Speed" Holman, knew that for the right price per pound, the line could make money with the right airplane. He made sure that the director of the Chamber of Commerce of St. Paul knew about this business opportunity.

After pounding the pavement looking for backing, Col. L. H. Brittin put together a new airline named Northwest Airways, Inc.

By the beginning ofthe fall of 1926, Northwest held the ainnail contract for Route No.9 between Chicago and MinneapolislSt Paul.

Using Stinson Detroiters, among others, the line began to operate on a regular basis. Since Dickinson no longer needed the airplanes for his airmail route, the Laird Commercial registered as C240, Serial Number 150, eventually would be sold to Litton J. Shields, a Northwest stockholder who owned the National Lead Battery Company. He thought that a speedy, long-legged company airplane would be handy to have, and he asked Charles "Speed" Holman, Northwest's Chief Pilot, to fly it for him. Holman suggested that it would be great advertising to enter the Laird in the upcoming National Air Derby, with the "National Eagle" name emblazoned on the sides of the fuselage. It sounded good to Shields, so Holman made plans to enter the Derby, taking a leave of absence from Northwest to fly in the race.

Remember that all of this activity took place amidst the hoopla and hype that surrounded the solo flight of a certain Minnesotan across the Atlantic earlier in the year, so getting people enthused about aviation was rapidly becoming easier!

The sister ship to the National Eagle was registered C II 0, and was still owned by Pop Dickinson. Ed Ballough, another pilot who also happened to be Holman's flight instructor, wanted to fly in the same Air Derby. He was able to use C II 0 for that purpose, with Pop Dickinson and mechanic Anthony Makiewicz as his passengers. (Speed Holman also had a mechanic ride with him in C240.) A close race ensued between Holman and Ballough during the derby, which started in New York on November 20, 1927. The closely matched biplanes raced towards Spokane, W A over the next two days, with Ballough arriving first at a refueling stop in Butte, MT. With his tank filled to the brim, he and Dickinson roared off in the direction of Spokane, only to be forced into making a landing outside of Lime, MT after encountering a snowstorm that couldn't be penetrated. The landing was a bit rough, and culminated in a damaged prop. Repairs took time, and before he could get the Laird back in the air, Holman had passed him. Holman now had the lead, even though he managed to pull a tire off the rim of one wheel on his hasty departure from Butte. The upshot of all this excitement was that Holman beat Ballough into Spokane, winning the 1927 National Air Derby by 44 minutes, 12 seconds.

Ballough and C II0 were not done racing yet. Later, it was modified by the Laird factory into the LC-RJ-200 Speedwing version, with a Wright J-4B engine and a new set of wings designed to reduce drag and make the airplane even faster. Other changes included a change in the landing gear to the split axle type, and other streamlining refinements . The Commercial-to-Speedwing project really was a series of evolutions,

with the ideas coming from Matty's mind as Holman and Ballough worked with him to get as much from the design as they could.

In 1928, Ballough flew the now modified Laird to second place in the National Air Derby from New York to Los Angeles, and then later won the civilian AC Spark Plug free-for-all over a 75 mile long course with an average speed of 137 mph.

This same airplane also set a few time/distance records, including a run from Miami to Chicago in 9 hours, 59 minutes.

During this time, Laird C 11 0, registered as X-7086, was owned by Charles Dickinson and registered to Laird. Dickinson, an enthusiastic pilot didn't sit on the sidelines - he flew as a passenger as often as possible in the Laird during these record breaking flights , and was often pictured with a wide grin on his face. Later, in 1929 and 1930, the airplane is registered to the Laird company . When his Laird wouldn't be ready in time ofr the '29 races, Holman and Dickinson came to an agreement allowing X-7086 to be flown by Holman, as long as Pop

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could ride along. They didn't finish in the crosscountry derny that year due to a mechanical failure, but they finished fust in a 100 mile closed course race, only to be disqualified for cutting a pylon. That race marked the end of X7086/C IIO's racing career.

In either 1933 or 1934, August "Augie" Maross bought it and contracted with the factory to have Matty ' s brother Harold rebuilt the airplane back to the Commercial configuration. The standard wings went back on it, as did the J-4 engine. Starting in 1935, Maross flew it until the beginning of World War II, when he put it in storage in a hangar in Steger, IL. After the war ended, it did get back in the air, and recalled by Antique/Classic and Midwest Antique Airplane Club member Budd Hayes. Budd was looking at the airplane with a big grin on his face at EAA Oshkosh '96 when we caught up

Doug Fuss, EAA 179446 AlC 9479, the owner/pilot of Laird Commercial C110.

with him. As a kid, he used to play in CliO. "The last time I saw it flying was in '46, and they were playing tag with a T-6, having a great time. All the fellows had come home from the military and they still had some time (they weren't married yet!). They had a lot of time to go play with airplanes, and I saw this plane and the T -6 playing tag right over my farm," he recalled . "Here it is - it brings back a lot ofmemories."

As mentioned before, although the airplane was known to many, it never left the hangar until 1974, when Jonesy Paul of Cypress, TX was able to convince August Maross to part with the airplane. Jonsey saw an ad in a automobile publication that advertised a few antique autos and a Laird airplane . When he went up to look at the cars and the plane, Augie wouldn't even let him see it until he had inspected Jonsey's

VINTAGE AIRPLANE 19

logbook. During a second visit, he was allowed to look at the airplane. It was sitting in what used to be the airport's hangar. The field was long since gone, and the completely assembled Laird sat in the back, collecting the dust kicked up by the municipal trucks and equipment that now filled its interior.

For some tim e after that Jonsey and Augie dickered back and forth . It finally came to a culmination after an article was published in a Chica go newspaper. Included in the article was a photo of the airplane pulled out in the sunshine with Matty Laird himself. Matty also tried to buy the airplane, but Augie wouldn ' t sell it to him he figured Matty was too old, and wouldn't be able to completely restore the airplane. When Jonsey hea rd about th e article, he knew that potenti a l buyers wou ld be all over Augie. He was headed back to Houston from Chicago, so he turned around and closed the deal with Augie.

The airplane looked good enough that he thought about ferrying the airplane home, but before he could get back up to Steger to get the airplane, it had been vandalized by having the fabric cut in places on the wings and fuselage, as though someone wanted a better look at what the structure looked like. So much for ferrying the Laird back to Texas.

After trucking the Laird to his place on Dry Creek Airport in Cypress, TX, Jonesy began to farm out various parts of the project, and a bit later, Bob Guttmann of Houston, TX started working on the project. For one reason or another, the project would end up "on the back shelf' for a time, until Jonsey and Doug Fuss were able to come to terms on the sale of the project to Doug in 1991. A successful entrepreneur in the auto parts retailing business, Doug has 14 locations of his Gateway Auto Supply in the DallaslFt. Worth area to look after. Fortunately, he has the resources to see a project like this through to completion, and he was committed to gett ing the project done. He decided that Bob was th e talented man to finish the job.

In many respects the project was a dream for an antiquer. It was all there, right down to having both the original tail skid and tail wheel. The instruments were all there to be restored , as was a J-4 Wright engi ne. Jonesy had already sent it out to Jack Lanning in Washington state for an overhaul. It came back in immaculate condition . That's no mean feat - the Wright J-4 is a very rare engine, with few spare parts. In fact, Doug is always on the lookout fo r spares for the J-4, and is interested in finding a J-5 engine (they're only a little less rare!) .

Also with the airplane was a Standard prop (before they merged with Hami lton) that had been with the airplane since the 1930s - it even has sequential serial numbers on the blades!

One of the neat things about seei ng an airplane like this at the EAA Convention is sitt ing down and paging through the photo

20 MARCH 1997

The pilot's cockpit of this beautiful Antique airplane is one of the restoration's focal points, and the expertly refurbished instruments require you to look outside the airplane to be sure it's not 1933! (All right, the GPS is a pretty good clue as well!) Philip Krause of Vintage Aero in Westport, NY did the instrument work.

albums of each project. The hows and whys of each restoration are laid out in detail, ready for you to ask each question as each picture is revealed. One of the most fascinating aspects of this restoration is the fuselage.

The Laird Commercial's fuselage structure is built up using sections of aluminum tubing joined together by steel sockets and fittings at the juncture of each upright in the fuselage. There is no set of four uninterrupted longerons running the length of the

A complete lighting system is installed on the airplane, with a pair of these 100 watt landing lights mounted below the lower wings. Doug does not fly the airplane at night, but the entire system was restored since it was on the airplane when it was rebuilt by the Laird factory in 1933.

fuselage. Instead, it's built up with lengths of al uminum tubing . Each of the bays is held together by the bracing wires that criss-cross each bay, and are secured to the stee l socket fittings at each intersection. Can you imagine rigging all of these wires? Each section had to be trammeled, turnbuckles adj usted and then after it was all squared up, each of the turnbuckles was safetied. As many as thirteen turnbuckles could be present in each bay! Since restoring the airplane required the complete disassembly of the fuselage, that, plus the hand sp li cing of all of the galvanized steel cables, made the project very time consuming. Bob says it took him a good year to get the fuselage done - just safetying the turnbuckles took him a month - whew!

The instruments went off to a fellow who really knows old instruments, and has th e know-how to get them done . You mustn't be in a hurry , for the work is painstaking and exacting, but Philip Krause ofYintage Aero in Westport, NY refurbished the instruments to their original ap

The sleek lines of the Laird Commercial biplane flow back from the spinner to the rakish tail. The Commercial and its successor, the Speedwing, were both good performers that often took their pilots to the top of the list of winners in the late 1920s.

pearance as they are mounted in the beautiful wood dashboard. (Somehow, the term "instrument panel" just doesn't seem to fit in this instance.)

The airplane had a lighting system installed at the Laird factory, including a pair of underwing landing lights. Since the J-4 does not have a generator, the lighting is powered by a battery. Doug, of course, does not fly the airplane at night, but it has been fully restored in the interest of authenticity. The wiring system is one of the only departures from originality - it had a set of fuses added to the modem wiring, in the interest of safety.

The only other concession to the modem age was the use of the Stits (now PolyFiber) system to cover the airplane. Doug and Bob agonized over the decision, but at the tim e the covering deci sion had to be made, the only cotton cloth available for aircraft work came from overseas. Unfortunately , it was substandard in quality, and was deteriorating quicker than normal after being applied. In the interest oflongevity, the Stits dacron-polyester system was used, including a specially mixed go ld for the flight surfaces.

Bob related that applying the gold was probably the most difficult part of the covering/painting process. Each time the go ld was sprayed, it would reflect light differently, resulting in apparent color shifts in each coat. Fortunately, they managed to tame this restoration beast. Judging from the looks it gets everytime it is out of the hangar, I'd say they managed to hit on the

right technique. Happily, all of wood was there for the

wings, and they were in fairly decent condition . They did need to be completely rebuilt, but about 80 percent of the wood was reused. Most of the rework was related to the old glue joints being sub par