Vintage Airplane - Jan 1976

8/12/2019 Vintage Airplane - Jan 1976

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~ ' ~ ~ iTHE RESTORER S CORNER

Much has transpired here at headquarters since the last issue ofThe Vintage Airplane went to press. Your President , E. E. Buck Hilbert, has found it necessary to resign his office due to the extremelytight schedule imposed upon him for this year by his employer, UnitedAir Lines.Buck, we all wish you complete success with the United Air Lines50th Anniversary celebration, and we look forward to seeing you and theSwallow at Oshkosh this summer. He has agreed to be Division Convention Co-Chairman.Your Division begins the New Year with a lot more new than a newPresident. (Just like the big boys in Washington, when the Presidentresigns the Vice-President becomes President.) Your officers and directors have taken over full responsibility for the writing, editing and publishing of The Vintage Airplane effective with this issue, and we expectto get back on a monthly publishing schedule immediately. Director AlKelch has very kindly consented to assume the duties of Editor. Al hashad extensive previous experience in the publication field, and we aresure that you all join with us in wishing Al his greatest journalistictriumph with our magazine. However, to make it a success we needpictures and stories from you , our members. f you don't feed us enoughmaterial the magazine degenerates into AI's Almanac or J. R.'sJournal , and this is the last thing that any of us want to happen. Whilemost of the officers and directors have written some stories in the past, andwill continue to write some more in the future, we want the major input tocome from you, the members. Particularly, we would like to have storiesand pictures of your restorations, ei. her in process or completed, stories ofyour experiences with antique or Classic airplanes, and interviews with oldtimers of aviation in your area. f the old-timers have some pictures to gowith their stories, so much the better. We will copy the pictures and returnthem. Also, we would appreciate receiving all type club newsletters. We areplanning a Type Club News page in future issues and we need your n ewsletters as the source of material for it. Please send all articles directly toThe Vintage Airplane c/o Experimental Aircraft Association, P.O. Box229, Hales Corners , Wis. 53130.

y J. R. NIELANDER, JR.There will be a Division Board of Directors meeting at EAA Head

quarters at 9:30 a .m. , Thursday, February 5th. All members of the Division are cordially invited to attend . One of the items on the agenda forthe meeting is the appointment of a Vice-President to fill the unexpiredterm of yours truly who is filling the unexpired term of President. TheBoard members have indicated that they plan to fill the Vice-Presidential vacancy from within the ranks of the Board itself. This will leave avacancy on the Board of Directors. Any members of the Division whoare interested in serving on the Board should communicate their desiresto headquarters submitting a short resume of their experience andqualifications and stating their availablity with reference to journeyingto Hales Corners several times each year for Board meetings and puttingin ten days to two weeks at Oshkosh each summer at convention time.The Board will fill its vacancy with the applicant considered bestqualified . All applicants are , of course , invited to be present at themeeting, but attendance will not necessarily be a requirement for appointment.EDITOR S NOTE:With a New Year, I have taken on a new task that of Editor of yourmagazine. I have in the past, helped some with the magazine andwill work closely with the main office in Hales Corners. I am closeenough to both the printer and the EAA office to keep in close touch .It is my New Year s resolution to dedicate a year to the magazine andsincerely hope that my efforts will please the majority. Our primeneed is more material to work with. It is necessary in publishing towork ahead and preferably have four issues fairly well laid-out. Inorder to do this, I am in need of one Contributing Editor in each geographic area of antique activity. I have started to send out letters asking for this help . If you would like to volunteer please do WENEED YOUR HELP . It is your magazine the stories are about yourfriends. Contribute the stories you see and hear, and we will have agreat magazine.


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EDITORIALSTAFF

Contributing EditorsPublisher Editor H. N. " Dusty " RhodesPaul H. Poberezny AI Kelch Evander BrittJim BartonClaud GrayANTIQUE AND CLASSIC DIVISION OFFICERS Ed EscallonPRESIDENT Rod SpanierJ. R. NIELANDER, JR. Dale CustafsonP.O. BOX 2464 Henry WheelerFT. LAUDERDALE, FLA . 33303 Morton LesterKelly Viets

SECRETARY TREASURERRICHARD WAGNER GAR W. WILLIAMS , JR.BOX 181 9 S 135 AERO DR . RT. 1LYONS, WIS. 53148 NAPERVILLE, ILL. 60540DIRECTORS

EVANDER BRITT AL K ELC H KELLY VIETSP.O. Box 458 7018 W. Bonniwell Rd. RR 1, Box 151Lumberton, N.C. 28358 Mequon. WI 53092 Sti lwe ll , KS 66085CLAUDE L. GRAY, JR. MO RTON LESTER JACK W IN THROP

9635 Sylvia Ave . P.O. Box 3747 3536 Whitehall Dr.Northridge , CA 91324 Mar t insvi lle , VA 241 12 Dal las , TX 75229JIM HORN E GEORGE STUB BS3850 Coron at ion Rd . RR 18 , Box 127Eagan , MN 55122 Indi anapo li s, IN 46234

DIVISION EXECUTIVE SECRETARYDOROTHY CHASE , EAA HEADQUARTERSTHE VINT AGE is ow ned exc lusively by Antiq ue Cla.ss ic Ai rcraft , Inc. and is pu b. ished monthlyat Hales Corne rs Wisco nsin 53130 . Second class Pos tage pa id at Hales Corners Pos t Offi ce , Hales Cor -ne rs. Wiscons in 53130 and Rando m L ake Post Off ice . Random Lake Wisconsin 53075. Memb ership ratesfor Ant ique Classic air cra ft , Inc . at $ 10.00 per 12 month pe riod of which $7.00 is fo r the publicat ion toT HE VINTAGE AIRP LA NE. Mem bersh ip is o pen to all w ho are inte reste d in aviation .

Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc., Box 229,Hales Corners, Wisconsin 53130

OFFICIAL MAGAZINE

NTIQUE CLASSICAIRCRAFT INC

A DIVISION OF THE EXPERIMENTAL AIRCRAFT ASSOCIATIONJANUARY 1976 VOLUME 4 NUMBER 1

The Restorer's Corner . . . by J. R, Nielander, Jr, . . , , . . . " ' . . , .. . . . . , 250th Anniversary Conunercial Air Transportation . . . by Edward D Williams 3National Experimental Aircraft Association Fly-In Antiques at Rockford 1961 9The Golden Eagle Story . . , by Ed Escallion and Glenn Buffington . . . . . : 13Whistling In The Rigging , , by Paul H, Poberezny . . . ,., ' , . ... , , . . .. . 16Letters . ,. ., . , . , . ,. . , . . . , . . . . . . , . 17

PICTURE BOX(Back Cover)FRONT COVERAn Eagle and an Eaglet , a hen and herchick. Eagle as you al/ know is Ed Wegners A typical picture of an early stunt flyer.Grand Champion . Eaglet is Gene Morris . Mark Campbell also ha s a history ofWe should be seeing more family groups at achievement having designed the Goldenfuture flyins. Eagle. See story on page 13.

Copyright c 1976 Anti q ue Classic Aircraft . In c . All Rights Rese rved . 2


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The course was over one of the most sparsely popu-lated regions in the United States, and frequently thepilot was many miles not only from any inhabitationbut also from any railroads or lines of communication.

The inaugural day schedule called for Cuddebackin Varney plane No.3 to leave Pasco for Elko, with astop at Boise, and Franklin Rose, another Varney pilot,to reverse the route in plane No.4 and leave from Elkoto Pasco, with a stop at Boise. But Rose and two otherVarney pilots scheduled to fly the same day did notmake t because of bad weather and the lack of capa-bility of the underpowered Swallow.

The historic significance of the flight was not loston the communities involved, which planned forsome time for the big day. The Portland Oregon Jour-nal th e day before, on April 5, 1926, reported thatPasco planned to commemorate its participation inthe event by installing a 300 pound slab of granite inth e airfield and that Army fliers would engage in stuntflying during the ceremony.

Cuddeback s Swallow taking off from Pasco , Washington on pril 6, 1926.

Cuddeback s Swallow before takeoff at Pasco onpril 6, 1926.

On April 6, 1926, the Oregon Journal reportedagain from Pasco that Cuddeback, scheduled to leaveat 6 A.M. (7 A.M. Boise time), did not get off the grounduntil 6:23 A.M. because of trouble in warming up hiseng ine. A large crowd, awakened at 5 A.M. by pre-arranged shrieks of fire sirens, witnessed his take-off. The cargo consisted of 9,285 pieces of mail, weigh-ing 202 pounds .

The Portland Oregonian, in a story datelined April6 but carried in th e next day's issue, under the head-line: AIR MAIL STARTS AS CROWD CHEERS. AllNorthwest joins in Pasco Celebration, gave this ac-count:

Leon D . Cuddeback first pilot for th e mail servicewhich was inaugurated took the air at 6:23 A.M. head-ed for Boise, the only stop between this city and Elko.At Boise another celebration was in progress. Shortlyafter 5:00 A.M. the crowd began to gather at Pasco'sairport and by th e time the plane took the air, morethan 2,500 persons were present, including delega-tions from many cities and rural districts of th e PacificNorthwest. 4


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Portland had a most impressive part in the day'sprogram. The largest crowd to visit the air field dur-ing the day was prese nt when Lt Oakley C. Kelly,flight commander at Pea rson Field, Vancouver, Wash-ington , arrived with John M. Jones, Portland post-master as a passenger. Kelly was escorted by fourother planes from Pearson field, mann ed by rese rveofficers.

The Portland delegation was on hand to greetthe postmaster and carried with them a granite slabwhich was placed adjacent to th e hangar which willhouse the planes stationed here by Walter T. Varney,head of the company which has th e contract to do theservice. As motion picture cameramen ground away,the members of the Portland Chamber of Commerceand the Royal Rosarians placed the stone in position.R. S. Howard , Portland Chamber of Commerce, pre-sented the stone and H . B. Jensen , mayor of the city ofPasco, accepted th e gift.

Fifty years of progress were shown when FelixWarren, a picturesque character of R6 drove up ina stagecoach, which carried the mail from Spokane tothis city, The pouch was quickly transferred and aftera little trouble getting the engine warmed up , Cudde-back was on his way.

Among those present when th e plane took offwas Alvin E Peterson, Washington Assistant Superin-tendent of the contract air mail.

The Pasco celebration included parades of float sfrom cities taking part - staged at 4:30 P,M. and 6:25P,M, - wrestling matches, dancing and the awaitedwelcoming of Rose 's Swallow, which made two forcedlandings enroute and vanished,

Cuddeback's arrival at Boise was greeted withconsiderable hoopla and civic pride,A Boise, Idaho statesman newspaper reporter onthe scene had this to say:

A few minutes past ten o'clock through the rising mist appeared the gray bird which left Pasco atsix o'clock, It came low from over the Union Pacificpassenger station, whirred to the so uth of th e field ,then came gliding in over Broadway, touching th eyellow sands at 10:10 A.M, This pilot, Leon D, Cudde-back, was welcomed by Postmaster L W. Thrailkill,Mayor Ern C. Eagleson and Mr. Cyril C Thompsonof the American Legion,

The Boise Evening Capital News reported the sameda y that Cuddeback had arrived with six sacks ofmail - one each for the airmail fields at Boise, Elko,Salt Lake City, San Francisco, Chicago and New Y,,;k,

From: News Bureau UNITED AIRLINESPIONEER PILOT: Leon Cuddeback and a J-4 powered Swallow biplane of the type he flew on April 61926 to open the first commercial air route in the nation are pictured at Boise Idaho one of threecities on the route. Cuddeback made the historic flight for Varney Air Lines a predecessor of UnitedAirlines which marks its 50th anniversary next year

The newspaper said that Cuddeback dropped off thesack for Boise and was given two others originatingfrom Boise to other points. Thompson, the Boise Legion post commander, also gave Cuddeback a package of two pri ze Idaho potatoes addressed to President Calvin Coolidge for a White House dinner ,

Although Boise celebrated th e occasion with aparade in the business district, Cuddeback couldn'tstick arollnd to enjoy it. Th e Boise newspaper reportedthat he was off the ground within an hour , at 10:55A.M, He took off, roared over th e hea d s of the cur iouscrowd of hundreds who had gathered to meet him,and set his course for Elko , On the way he passed

through a cold front, plowed through torrential rainsand thunderstorms and squinted above th e wind screenon the Swallow while the rain lashed his face anddripped down his neck, He finally ma de it to Elko atabout 12:30 P.M.

An Associated Press dispatch from Elko, printed_in the Spokane Daily Chronicle under the headingPlane Reaches Elko , reported:

ELKO, Nev, Apl'il 6 (AP) - Th e air mail planefrom Pasco, Wash canying air mail for eastern andPacific coast points landed here at 12:30 o'clock, Pacific tim e. The machine made th e trip from Boi se intwo hours and 42 minutes, 28 minutes slower than

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the scheduled time. The pilot reported pass ing througha severe thunder shower and drenching rain a shortdistance out of Elko.

It is planned to hold th e plane here until afterthe arrival of the transcontinental mail train due atabout 3 o'clock. After loading mail int ended for thePacific northwes t th e machine will hop off for Boise,where it will remain overnight, officials of the air mailservice said.

Th e Elko Independent on April 6 1926, headlinedthe arrival with: HISTORY-MAKING PLANE LANDSAT ELKO AT 12:27 THIS AFTERNOON. NorthwestIs Tied to Coast. LEON CUDDEBACK PILOTS FIRSTPLANE OVER THE NEW MAIL ROUTE. It reported:

Air histo ry was made today when mail communi-cation was opened with the cities of th e Pacific North-west through th e operation of airplanes under govern-ment con tract by the Walter T. Varney aerial trans-portation in teres ts of the Pacific Coa5t.

His face blue with cold, eyes strained from constand encoun ters w ith storms of high intensity, buttriumphant in the knowledge that he is the firs t pilotto conqu er th e haza rdous Rocky Mountain routes toth e g rea t nor th , Leon D. Cuddeback, pilo t of th e first

J 4 Swallow over the mountains enroute

Line up of J 4 Swallowsready for flight

plane to fly the Pasco, Washington, to Elko, Nevadaair line, brought his machine down to a perfect land-ing at 12:27 o'clock here this afternoon.

On the ground, Cuddeback briefed Rose on thebad weather he had passed through, and Rose tookoff through the same cold front. A short time later hemade a forced landing because of engine trouble andtook off again. But the flight came to an end with thesecond forced landing, in an uninhabited area, be-cause he was blown far off course by bad weather.Cuddeback was the only Varney pilot to finish thefirst day's schedule.

Rose added considerable drama to the event byhis misadventures because he was feared lost for about24 hours. According to the Spokane Daily Chronicle,which on April 6 carried stories from both Pasco andBoise, Ros e was scheduled to land at Boise at 4:35P.M. , but his plane was mired in mud after the second forced landing, and it was several hours beforehe was able to communicate that he was safe. His wife,who was ill in the hospital, was not told of his disap-pearance at the time.

Cuddeback, meanwhile , had made history . AtElko, he received a telegram from Los Angeles fromThomas H. B. Varney, Walter's father, saying: CON-GRATULATIONS ON THE FIRST SUCCESSFULCOMMERCIAL AIRMAIL DELIVERY .

Cuddeback, in an interview recently, recalled theevents of the day quite clearly. He said: Back in 1926we started out to ffy an airline. We had some airplanesmanufactured back in Wichita, and we had some enginesoverhauled in San Francisco, and they were shipped inpieces to a little field at Boise. A couple weeks beforethat some of us had been to Pasco getting the Chamber

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of Commerce out, and we cleared an airport 100 feet wide and 1000feet long with sand. In Boise the American Legion got together andgrubbed out a patch of ground on some marsh ground across thecapital.

We were assembling our airplanes in an open field and wewere supposed to be ready to fly on April 6 1926. We had fourpilots and three mechanics, and the mechanics were the onesreally doing the job. They were putting the planes together bitby bit as the factory had not put them together to start with be-fore they shipped them out. They just manufactured them ac-cording to rule of thumb and nothing fit and nothing jibed. Wehad to ream every hole to make a bolt fit and our chief mechanicwas an artist with a sledge hammer. Finally we had three air-planes assembled.

There were no charts in those days. There were railroad maps,highway maps and things like that, but there were no charts aswe understand them today. Walter Varney had been up there sev-eral weeks earlier and had driven over the route, and he had drawna map of the route from Boise to Elko on a postcard. t was verydetailed and had the Snake River Duck Indian Reservation andElko on it. t showed a road connecting them, and from Boisenorth to Pasco there was a railroad and we had a railroad mapfor that.

On the day before, April 5 we had three airplanes readyto go and we were working on the fourth. I sent George Buck andJoe Taff north to Pasco in one of the aircraft to be ready to leavethe next morning with the first mail and come south. sent Frank-lin Rose to Elko to be ready to take off from there at noon. was aback up pilot and didn't expect to fly at all. About 3:30 or 4:00 inthe afternoon of the 5th I got word that George Buck and Joe Taffwere in a hospital. Their airplanes were wrecked and the mailwas to start the next morning, and here was in Boise. was work-ing in my coveralls so I just put on an overcoat and a pair of gog-gles and took off and went to Pasco. I had called them up and toldthem to set up some automobile lights and railroad fuses and stickout some red and green lights. got there after dark and landedperfectly.

I found that Joe Taff and George Buck were out of the hos-pital by then and were up, chipper and around, both with brokennoses. lt seems that gasoline tanks we had at that time were madeof tin. We had specified tin because they were just beginning toshow up with aluminum tanks, and were afraid of aluminum tanksbecause we didn't know how to mend them. We could solder tin

George Buck, one of four original Varney pilots, poses for humorous pictures of whatevery well-dressed pilot should wear and carry including bow tie loaf of bread ham,axe rifle canteen pistol and homing pigeon . (Editor s Note: Buck Hilbert will be openfor donations to equip himself for this flight.)

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From: News Bureau UNITED AIRLINESARMY AIRMEN AT HISTORIC TAKE-OFF: Spectators crowded around the plane of Lt. Oakley G Kelly. flight commander of Pearson Field Vancouvertanks and they had soldered them and they left splatters of solder in the tanks. Those splatters had gottenover the outlets of the tank and shut off the gas. Well,they had to make a forced landing, and they landed inthe sage brush. Over they went and that was it. So ,was all set to start out the next morning. I had no realization whatsoever of the importance the whole worldwas putting on this thing.

' got up the next morning at 4 A.M., had somecoffee, went out to the field and there were governorsand mayors and crowds. We were supposed to startat 6:00, and we tried to start that engine and for somereason or another it just didn't want to run. That wasa K-6 with two magnetos. Neither one seemed to befiring. We cranked and cranked and primed andcranked until we got all sweaty and hot. I was almostready to set fire to the thing to see if it would burnup, but it finally got going.

From Pasco to Boise, the only highpoints are theBlue Mountains, which are 4500 feet high. I got toBoise and there was the governor and thousands ofpeople on the field. The other airplane I was expecting to take to Elko was not ready yet as they couldn't

Washington. Kelly with four escort planes arrivedat Pasco Washington to salute the inaugural flightof Varney Air Lines on April 6, 1926.

get the engine running, so I had them fuel up the oneI was in and I took off again. I got down to the IndianReservation and there was a mean thunderstorm. Ijust got right down over a road and kept the wheelsout of the sagebrush and kept plowing ahead till Icame out of it. It was rough, with some hail. I got toElko and again there was a crowd and all the ceremonies.

Frank Rose took off after I got in, and I had toldhim about those thunderstorms. He flew behind thestorms until he ran out of gasoline and landed on ahorse farm out in the desert, where he was met by acouple of cowpunchers with rifles. They asked himwhat he was doing, and he told them he had the U.S.airmail on the airplane, but all they saw was the UnitedStates . The proprietor of that ranch had just been injail for bootlegging - for running a still. It took him alittle while to quiet them down, and they finally, aftera few days, brought Rose into town. But during thattime he was lost.

The problems experienced on the inaugural dayby the three unsuccessful Varney pilots pointed upthe weakness of the underpowered Swallow, and

scheduled operations over the next few days had muchthe same poor result. On April 10, Walter Varney received Post Office approval to suspend operationsfor 60 days to convert his Swallows to more powerful engines.

With the original K-6 engine, the Swallow needed200 feet of take-off roll to get into the air and took 45minutes to climb to 15,000 feet. Wi th the new J-4, theSwallow got off in 100 feet and reached 20,000 feet in22 minutes. While the conversions were being made,Varney also changed the schedule from a single pilotmaking the entire Pasco-Boise-Elko run to one inwhich a change was made at Boise.

Varney Swallows were back in the air again onMay 28, 1926, with one plane carrying a cargo of historical importance - 45 pounds of film of the Amundsen-Ellsworth polar expedition. At Boise, the film wastransferred to an Elko-bound plane: which arrived intime for transfer to another airline for shipment tothe East.

Regular airmail service was resumed on June I,1926, and Varney pilots were back in business forgood. Their daily schedule called for a departure fromPasco at 6 A.M., departure at Boise at 9:20 A.M. andarrival at Elko 12:30 P.M. The Varney operation, andthat of other airlines later, took hold, and transportation of goods and people was never to be the same.To commemorate the birth of commercial aviation,United Airlines and the communities involved willhold celebrations o n April 6, 1976, that will as closelyas possible match those held 50 years before, according to details gleaned from newspaper accounts andhistorical documents. The planned local events havethe support of the citizens and officials from the areas,including U. S. congressmen, state legislators and cityofficials. Because the role of the Postal Service is vitalto the re-enactment, postal officials have been in vited to participate. Cuddeback and Hilbert also willbe on hand.

The events proposed by United and by the communities will include a parade in Boise and a luncheon.Coincidental with the 50th anniversary, the people ofBoise plan a ground-breaking ceremony for a permanent, new Aviation Museum and Hall of Fame at theBoise Air Terminal airport. A committee of influentialcitizens was formed and incorporated to finance theproject, which may cost an estimated 2 million. Theevent has been listed by the American RevolutionBicentennial Administration in Washington, D. Cas an official Bicentennial event in 1976. 8


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NationalEXPERIMENTAL AIRCRAFT ASSOCIATIONFly In Antiques at Rockford 1961

For those of you attended the Experimental Aircraft Fly-In held August 2 to August 6 1961 at Rockford you will remember that it was a roaring successfor its time. It was a memorable affair and here inpictures we have re-inacted the scene.A previous writer compares it to some of theevents written about in the old Aero Digest of yearsgone by. f you look at the pictures and read the captions you will see that even then there was a tremendous amount of antique interest in the EAA. The turnout would be enviable even today. t was impossibleto include all of the pictures in this item and from timeto time will pick up some of the strays in future issues.

It s particularly of interest to notice the size ofthings at this Fly-In such as the EAA control tent.9

Compare this now to the amount of space occupiedby the necessary official operations, the shower stallalone will tell the story of growth in this organizationand we in the Antique Division have shared in thatgrowth.

It s interesting to note that even back then, the air-3port was lauded as the busiest airport in the world forthe time of the convention. The figures are quoted at2,230 aircraft movements on August 3rd, 2 533 onAugust 4th, 2 703 on August 5th. One of the highlightsof that meet was the attendance of Art Hartman s1918 Jenny, which he flew around the field everyevening. Another oldie at that meet was MarionMcClure s 1927 Waco 9 John Louck s 1929 Ford TriMotor was treating the crowd to a memorable thrill

Art Hartmann's 9 8 Jenny.

You've come a Long Way Baby Plumbing for showers


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Some members of the ColeBros. Air Show: Bill Adams,atop his 450 hp Stearman,Judy Cole, wing-rider, andBrad Parlin, stunt man.

Registration Tent: Left endregistered members andguests. In view area re ceived renewals and newmembers. fAA topped11,000 in total memberships.

Announcer Nick Rezichholds the mike while ArtHartman tells of early flying days. fAA PresidentPaul Poberezny looks on.

Marion McClure'sWaco 9 beautifully restored,flew to everyone's delight.

with a ride in the old Tin Goose hauling passengersfrom dawn until dusk. Duane Cole brought his ColeBrothers Air Show from Ft. Wayne Indiana and BillAdams performed in his memorable 450 HP Stearman.These acts were not comparable to the polished per-formances that years of work in Pitts have presentedto us at EAA currently in Oshkosh but they werememorable as big old antique airplanes flappingaround in the sky.

This also was th e year that th e half size replica ofthe Curtiss Jenny showed up and made quite aninteresting comparison wh en parked besid e the realthing. The half scale is now in our EAA Museum andwas built by F. A. Murray of Rockford . It is poweredwith a model A Ford engine.

It wa s a Fly-In th a t will lon g be remembered andthose who miss ed it misse d one of th e mil es tone s inthe progress of Sport flying.

Line up of the. "Oldies".


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Paul Poberezny withMiss Sport Aviation .

Marion McClure s 927 Waco 9,beautifully restored, flew to every-one 's delight. Parked next to it , atright , is Dave McClure ' s 1930Aeronca C2.

1938 Dart owned by J . O.Perrith, M.D. , Wilmington ,N.C . with 1 HP Cont.

Bob Willis 25 HP KinnerFleet 16B , from Indianapolis ,Ind .

Del Hickcox 16 HP KinnerFleet 16B , from Benton Har-bo r, Michigan.


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2 scale Jenny buil t byF. A Murray.

Frank Easton s Flying Flea ,from Salem, Ohio createsquite a stir.

Henry Kasper s Curtiss Wright Waco YKS-6 owned byJr. , 1930. R. Morris , with Henry Kasper s Curtiss Wright, Jr .


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TheGOLDENEAGLE

Mark CampbellStunt Pilot

v ,;;._,... > j I

;

Now Everyone Can Afford a PlaneEver s ince plan e popularity became a reality, backed by every clement of safety.

rather than a vision, call after call has been sounded For the spor tsman - looking for flying adaptafor a ship of moderate size . Scientifically safe in bility and every comfo rt facility.severest service, sturdily so u nd in st ructure, as eco The practicability of The Golden Eagle Monoplanenomic in its operation as it is economic in its low sell is due to th e correct principles of construction rigidlying price. adhered to in production - assuring remarkable easeAfter yea rs of ably directed laboratory res earch in handling , and a flig ht stability eq ual to that of theand flight experimentatio n, the call has bee n answer largest aircraft eve r designed or deve loped .ed - once and for all - in th e invincible "G o lden The Golden Eagle fli es with hands off ailerons ,Eagle Monoplane." banks right and left, with rudd er only andIt's a satisfying answer from every technical and normal flying position when controls a re released.practical view-point of every flying enthusiast - The operating cost of The Golden Eagle is as ecoexpert or novice . An outstanding airplane achieve nomical as its low purchase price for th ree ga llons ofment: gasoline per hour in maximum consumption.For the novice - in terested in operative simplicity. In short, The Golden Eagle Monoplane is a small,

For the seasoned pilot - demanding a plane built sensibly priced aircraft, in which every consid erationto stand up under th e severest strains of private of desig ned construction is based on safety, comfort,and commercial flights. and speed for flyers of eve ry type, and flight condiFor the business man - seeking speed that ' s tions of th e most eXilcting character.

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Chord . . .. 5 ft. 6 in. GOLDEN EAGLE "CHIEF"S P E C I F I ~ A T I O N S Wing area . .. 165 sq. ft.Length 21 ft. 10 in. LeBlond 90 hpGOLDEN EAGLE Empty weight .. .. 800 lbs . Dimensions same as other mo delsGross weight . .. . .. 1350 lbs. Empty weight .. . .. 840 Ib s.LeBlond 60, 65 hp Cruise speed . 80 mph Gross . .. . . . . . .. 1350 Ibs.Performance slightly improved over Velie mo del Landing speed . 30 mph Fuel Capacity . .. .. 25-35 ga llonsPrice $2,790 High speed . .. 95 mph High speed . . 110-115 mphClimb . .. . 500 fpm Cruise .. . . . . . .. .90-110 mphFuel capacity . . . 25 gallons Land .. . . . . . 30 mph

Engine Velie 55 H .P. Ceiling .. . 20,000 ft Climb 1200 fpmSpan . . .. . . .. 30 ft. 5 in. Price $2, 750 Price. . . . . . . . . . . . . . . . . . . . . . . .. $2,990


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Rear view.

An early-day Golden Eagle X236M. Mark Campbellconferring with the test pilot.

LH front view of X236M.X-10071 , first two-place Golden Eagle.

The Golden Eagle StoryCopy and material by:

Ed Escallon335 Milford Dr.Merritt Island, Florida

The first Golden Eagle was the product of Mark W.Campbell, veteran aviator and designer. Known tothousands in the flying and film world as one of theoldest stunt men in aviation and the first man thatsuccessfully changed from a fast-moving train to aplane and return, Mark Campbell of today has had acareer of unquestioned airplane aC,hievements.

He started in 1914 as an airplane mechanic, maintaining engines and building planes under B. J.Williams at Venice, California, remaining there until1916. Campbell went with the Crawford AviationCompany of Venice, with whom he remained untilthe summer of 1917.

Immediately following this connection, he continued his plane construction activities with the GlennMartin and the Wright-Martin Company of Los Angeles,until the Spring of 1918, at which time he went with theCurtiss Company of Buffalo, remaining there until thewar's close.

Campbell's extended technical and practical experience in the airplane industry won him an important post as experimental flight mechanic with theBalloon Division of the Goodyear Rubber Company ofAkron - an engagement that lasted until the close ofthe Goodyear Field in 1918. Since then, Campbell'srecord has been identified with a number of parachute and flying feats, as well as many importantplane construction and rebuilding contracts.

He later joined forces with R. O. Bone; theynamed their company R. O. Bone Associates ofInglewood, California and displayed their first unitat the 1928 National Air Races held at Mines Field.However, Campbell severed relations in early 1929 andhe was affiliated with Lockheed Aircraft from 1932 to1962. In the reorganization, the factory was renamedGolden Eagle Aircraft Corp., with Inglewood remaining the home port. F M. Smith took over the designresponsibilities at this time and R O. Bone continuedas president. The N.A.C.A. engine cowl was incorporated, the wing area increased and the fuselageprofile was rounded out enhancing the designs appearance and performance.

Glenn Buffington8401 Rainier . So.Seattle, WashingtonThe first three Golden Eagle parasol open mono

planes were single seated sport models, the first twoAnzani powered and the latter using a LeBlond 60.Subsequent parasol models had the two-in-tandemarrangement and Velie, LeBlond and Kinner engineswere used for power.A Department of Commerce group approvalnumbered 2-107 was issued August 12, 1929 for threeaircraft, Serial No . 803-805. On August 16, 1929, ATC202 was issued for an additional five planes, SerialNo. 806-810.

The Golden Eagle management had hoped to manufacture and sell, in large numbers, their safe, wellconstructed, good looking, all purpose plane at aprice within reach of practically everyone who wantedto fly. Paradoxically, the depression forced the factoryto move its operation to Port Columbus, Ohio where ithoped for refinancing. However, in 1930 the holdingswere acquired by midwest interests and productionwas resumed only to dwindle with the continuingrecession.

The Golden Eagle wasn't as well known as itscounterpart, the Davis, which enjoyed productionuntil 1937. In its day it did enjoy some fame and setsome records.

Evelyn (Bobbi) Trout was the pilot who took thelead in promoting the Golden Eagle aircraft by chalking up a number of impressive record flights . Shelearned to fly in early 1928 and then became a factorydemonstrator pilof for Golden Eagle. She acquiredtransport license number 2613, the fifth woman in theU.S.A. to do so, and was probably the country's firstwoman test pilot.Miss Trout flew one of the early Golden Eagles atthe dedication of the Los Angeles Metropolitan Airport at Van Nuys, December 16, 1928. While theendurance flight of the Army Air Corps' FokkerQuestion Mark was underway, Bobbi took off for

her first non-refueling endurance attempt from MinesField. Using a LeBlond 60 hp GE, she remained aloft

R. O. Oll le, Pres id le l1 l tM ' l rik M. CampibeB, e ~ i g n i n g lEngineer 4JR O. nONE CO., 5227 Ava1on. B] vd., Los Angeles, Calif.


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12 hours, 11 min., Jan. 2 1929. Usingthe same plane, she boosted the women's non-refueling record even higherFeb. 10-11 with a flight of 17 hrs., 5 min.While setting this record she made thefirst all night solo flight by an aviatrix.1929 continued to be a stellar year forBobbi Trout. She flew a 90 hp GoldenEagle to 15,200 ft., a new women'saltitude record for that particular category. The flight was made June 1 fromGrand Central Air Terminal. In the fallshe entered the Golden Eagle 90 hpKinner, R223M in the First Women'sAir Derby from Santa Monica to Cleveland, Aug. 18-26. Although a forcedlanding near Yuma put her out of thecompetition, she managed to fly thecourse and finish at Cleveland a fewhours after the other contestants.Later in the year with Elinor Smith,Bobbi established the first refuelingendurance record for women. Theylogged 42 hrs., 5 min., using a Sunbeam aircraft powered with a Whirlwind 300 over Los Angeles November27-29.

This record was upped considerablyby Bobbi and Edna May Cooper, Jan.4-9 1931. Flying a Challenger CurtissRobin. Lady Rolph , NR749M they re

mained airborn 122 hrs., 50 min., againover Los Angeles.Bobbi Trout has always had the ingenuity to meet her goals working hardfor her accomplishments. To supplement her earnings in the early days,she owned and operated a service station. Prior to WW II she hit upon theidea of salvaging the discarded rivetsfrom the numerous aircraft manufacturers sorting and readying them foruse again - her shop buzzed with activity. Currently, she is in reality enjoying life in the California desert - butthe Golden Eagle era continues to beclose to her heart.As far as we know, Warren Gardner,EAA 7635 of Spokane, Wash., owns theonly known, flyable Golden EagleChief , N68N. He reports this history:The Eagle's log was sort of notorious

during the early '30's in the PugetSound country. It was brought toSpokane from Seattle by Francis M.Short who had owned it from 1934 to1947, then it changed hands quiterapidly until I became owner in 1954. Iacquired the Golden Eagle in Kamiah,Idaho from Rex Yates who never flewthe bird and owned it only a shorttime.

How would you like to h ve that in the cockpit on t ke-off? Mark W Campbell and friend?


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Whistling n The iggingPaul H PobereznyE President

1976 s tarts off with a few changes in our Antique/Classic Association. Buck Hilbert, who has successfully lead the Antique/Classic group since its founding, has stepped down from the office of President .Like many of us, our great enthusiasm for aviationand th e acceptance of man y responsibiliti es severelylimits our time . Most of you know that Buck is a Captain for United Airlines and an avid antique buff,owning severa l antique airplanes. He has been veryactive as President of our group; very active in working on our annual Convention, both in planning andphysical labor; involved with th e Civil Air Patrol andupon occasion drives the local school bus. His currentproject is th e rebuilding of a Swallow, which will beused by United Airlines, and flown by Buck thisspring, over routes flown in the early days by UnitedAirlines. This leaves Buck little time for anything else.As th e result of Buck s tepping down, our Vice-President, J R Nielander, will move in to the office of President and working with other officers and directorscontinu e the fine work of our group.Al Kelch of Mequon, Wisconsin, has volunteeredto act as Editor of our publication, thus helping ushere at Headquarters tremendously in getting out ourmonthly magazine. Al comes to us with great enthusiasm for antique and classic aircraft. He is a verysuccessful business ma n , owner of a number ofantique aircraft and is also currently working on ahomebuilt. All of us welcome th ese tw o gentlemento th eir new positions of serving our group and aviation as well.

We cer tainly think that 1976 will be a very prosperous year for aviation and that even ts affecting us

all will not hinder the freedoms that we thus far haveenjoyed. True, to some of us building or restoring is afun and games type activity, with little thought givento becoming involved in government affairs. Wewould ju st like to be left alone and do our thing. Ionly wish this was entirely true. t certainly wouldmake it a great deal easier for us here at Headquarters, in trying to resolve the many problems that arepresented to us. A little over a year and a half ago, youEAA members read of the problems we e ncounteredwith our homebuilt aircraft, when FAA more or lessgrounded all experimental homebuilt aircraft. Thosethat were not grounded would soon be , as FAA wasnot issuing any more experimental certificates because of the EPA s noise and pollution requirementsfor all aircraft being issued airworthiness certificates.Experimental aircraft, unlike standard category aircraft airworthiness certificates, are issued annually,and had no grandfather clause . EAA was able to turnthis around and get the experimental amateur builtaircraft exempt from this requirement. Though weknew that o ur antique aircraft in th e future couldconceiveably be involved, when an individual wantedto obtain an STC or upgrade his powerplant to one thatmight be more reliable, but yet would have to meetthe new EPA requirements. We just received our firstrequest for help from one of our West Coast memberswho would like to get an STC, a supplemental typecertificate, for the installation of a Ranger engine ina Great Lakes aircraft so that the aircraft can remainin the standard category. This certainly will take agreat deal of work on the part of our staff here andhopefully we will be successful. The point is that ifwe do not have an organization, the backing of areasonably large membership, our voice will not beheard and many safety factors and aeronautical advances can be at a s tandstill . We all must be cognizantof the fact that in today s society one action, one event,can make a great change to all of us. The lockerbombing at LaGuardia Field which was possibly theaction of one person, has changed the lives and inconvenienced hundreds of thousands . Possibly ourtodays soc ie ty and its leaders, in a rush to solveproblems or to react to public opinion, move hastilyin trying to rectify problems without realizing that withevery action a bit more of our freedom is taken fromus. Airport security, for example, where the basic problem is th e airline terminal, has had ma n y repercussions on th e airplane owners. Gone are the dayswhen we could drive up to our hangars, take th e toolsout of our automobiles and work on our aircraft or

transfer baggage. Now it is a great inconvenience ofwalking long distances , carrying these same items.We mu st obtain special auto permits, special personalidentification cards to permit you to go on to the airport in a non airline operation area. There are manyplaces that one cannot get to, when flying, such as anFAA general aviation district office, or use weatherfacilities without either hiring a taxi or locating aFBO line vehicle or take a long walk. t is FAA s admission that the installation of towers and Stage IIIor other air traffic procedures causes a decrease ingeneral aviation activities. A move away from theseairports to smaller outlying airports certainly seems awaste of money and the taxpayers investment. Manyare unaware that the Stage III operation, the directingof VFR traffic on a clear day are treated as IFR traffic,which has a significant impact on the sa laries of thegovernment employees or tower operators. Forfurther information on this you might read the latestissue of AOPA s Pilot magazine.

On another subject, in the antique field, the EAAAir Museum s XP51, which was built in August of1940 and could be considered an antique is progressing very well. Darrell Skurich at Ft. Collins, Coloradois doing the restoration work. The fuselage has beenrestored, tailgroup and work on the wing is well along.John Sandberg of Minneapolis will have completed amajor overhaul and test run-in of the engine by theend of February. Frank Sanders of Sea Fury fame, isbuilding up two fuel tanks of a new fire resistantmaterial for the airplane and the propeller has beensent to California for overhaul. One of our Warbirdmembers from Texas has donated a complete paintjob for th e airplane and hopefully it will be on theflight line at our Convention at Oshkosh 76.

Work ha s started on the Ford Trimotor. We havethe South American Ford (as we call it), the fuselagethat was hacked out of the jungles and brought toheadquarters through the leadership of our president,]. R Nielander. Our damaged Ford and this fuselageare sitting side by side in the shop with a lot of drillingand disass embling taking place . We would morethan welcome any volunteer help , to come to headquarters and spend any amount of time in workingon the Ford. Our goal is to have the airplane back inth e air within th e next two years. f any of you haveany sheet metal talents, we would like to hear fromyou.Rega rding Oshkosh, now is the time to startplanning and ge tting your aircraft into show planecondition.

See you next month . 6


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DearSirs,I would liketo jointheAntique ClassicDivision of EAA and receive theVINTAGE AIRPLANEmagazine. Enclosedismycheck for$10.00.I owna 1937 YKS-7 Waco. Itwasfirstpurchased by theCAA at Salt LakeCity. Has a very interestingbackground ,includinghaving been flown by thelatePaul Mantz, andthestill very activeFrankTallman .In myfulltimeprofession I am an instructorand pilotflightexaminer forthe FederalGovernment,assigned fulltimein mypresentassignment withthe146 Tactical AirliftWing,California AirNationalGuard As a weekendwarriorI am a Lt. Col. in the reserves , commandpilot. Fly theC-130-E Herculesall overtheworld .Have owned several antiques throughouttheyears, have numeroustrophies.Haven 't owned an antiquesince 1963, butam extremelypleased to have oneagain .

TheWacoiscompletelyrebuilt , has flown15 hourssincecertificated, and isnowready forpaint. Plan to researchitsoriginalpaintscheme as itwasdelivered to the CAA at SaltLakeCity. Evengoing toattemptto regainitsoriginal" NC 50",whichisnowon a FAA DC-3.Initial inquirieswiththeFAA makeitappear highlypossible.We'll keep youposted Very sincerely ,Russ E Allen7521 Enfield Ave.Reseda , CA 91335DearMr . Poberezny,

Thank you forthesplendidcooperationshownMr. Helblingand Mr . HaackoftheChanute TrainingEquipmentBranchby Mr . Gene Chase and othermembersof you r staff.

Withthe information theygathered , andpicturestaken of theOctaveChanuteglider, weshouldhave littledifficulty inconstructinga replica ofthegliderwhichwillbedisplayedoutside ourHeadquartersBuilding.

Ourpersonnelw eregreatlyimpressed withyourexcellentdisplayandthework thatyouare doing in instillinga desireandinterestinaviation forouryoungpeople .We wishyou muchsuccess in your futureendeavors .

Sincerely ,Lloyd R Leavitt, Jr.MajorGeneralUSAFCommander

E. E. Hilbert8102 Leech Rd .Union, III. 60180Mr.Hilbert ,

Toyour knowledgehasanyone gota setof planstobuilda 1913 Etrich " Taube" ?There is oneonthecoverof Nov . FlyingModelsmagazine.I saw thatthing and justcrackedup. Surewould befunto buildandfly one . Aftera BD-5 and a Flybike , this would be areal challenge.

Ifyoucan'thelp me onthefirst item ,maybeyoucan helpme outonthis one. Doesanyoneyou knowhave theplansto a scaledupversion of theFrench DeMoselle,as seen in Those MagnificentMenandTheirFlying Machines? I heard thatonlya 90 lb . personcouldf lythembecauseof a l imiteduseful load. A woman flewtheone in the movie I believe.I'd liketobuildonethatwouldcarrya 150lb. man .Well, let me knowwhat youf indoutaboutthesetwoquestions .

Thanksagain foryourtimeand I' ll bewaiting tohearfromyou . You don ' t thinkyoucouldbuild it frommodelplansdoyou?Usingaircraftstandard stuffandprocedures?BobCook, EAA 9543710473 47th Ave. S

Seattle, Wash . 98178

DearSirs:Enclosed is mypersonal checkfor$10 .00formember ship in theAntique/Classi c

Division ofEAA.I am in theprocess of a totalrestoration(to originalconfiguration)of a 1940Piper J4A. After several technicaldiscussionswith DickWagnerregarding thisrestorat ion I wasconvincedof the benefits of mem

bership in thisDivision,I intendtobe inOshkosh in 1976 withtheJ4Aand I will beglad to shareanyaccumulatedtechnical informationwhich maybe of valuetoyourothermembers;information I have obtained during this9yearrestoration .

Sincerely ,Alan P AndersonEAA 29756cc: Mr.DickWagner

Box181Lyons , Wisconsin 53148

November 11 , 1975DearSirs NowthatI haveyourattention and hav e

completed my orderI would liketotellyouand all theothersthere at EAA howmuchmywifeand I have enjoyed ourfirst yearin theEAA. We had the fortuneofbeingableto make ittothemeetatOshkosh , and I'm still talkingtotheotherpilotsand non-pilot friendsat theofficeabout it. I've neverseen as muchassembled togetherforanykindofshowor anyextravaganza, even includingmy five yearsintheAirForce . It wastrulya boyhooddream to see all those planes- many thatI'd onlyseen in pictures,andevensomethat I hadnever seen. TellPaul thathe has enlisted anotherlifelongdisciple to h is ranks. The only disappointment wasthe rain on the lastweekend as we had plannedtofly ourbirdtheretothemeet, butwedrovethroughtherain andhad niceweatherwhen we gotthere. I boughta newsound moviecamerawhen I gothomeso nextyearI cangetsoundmoviesof the fly-bys.

KirbyG. Elliott Jr.25074 LyncastleFarmingtonHills, Michigan48024

Enclosed pleasefind mycheckfor$11.75fordues in theAntiqueandClassicDivisonand an A&C 0 patch . I havejustrecentlypurchase d a 1948 LuscombeT-8F N-1580B SerialNo. 6207. I am tryingtogatheras much informationabouttheT-8F'sas I can . I would liketohearfrom other T-8F owners and wouldappreciateany informationavailable. Iwould liketo knowhowmanyT-8F'swer eoriginallymanufacturedandtheoriginalpaintschemeif possible , Withkindestregards , I remainSin cerelyyours ,

John L Bradberry , EAA 82427701 W. Industrial , Apt . 128SulphurSprings,Texas75482

MY STE RY IRPL NE,ONTEST WINN ERSFirst Six Winners ReceivedAn swer Douglas C-lPathfinder Car go PlaneC. Burroughs

Leonard OpdyckeHerb HarcomKen WilliamsNielsh H, SornsenFedrich Cook

December 5, 1975DearSirs,

Enclosed is $10,00 foroneyearmem bershiptotheAntique /ClassicDivision of EAA.I owna 1933 StinsonModelSR, straightwing Reliant , NC13822.I am now completelyrebuilding it to factoryspecs. O.S ,M.O.H . Lyc. R680-17 225 hp .

Onething I need is a bumpedringcowltof it theR 680 enginefrontexhaust.Thebumpedcowlfroma SR5or SR6willfitso ifyou knowofone please let me know .

Thisaircraft willbeforsale. Whenit is completed it is going tobepainted assameas when it cameoutof thefactoryin 1933. It has nodamagehistory.

Thankyou very much .Wayne C. Alsworth , Sr.Box L-500Palmer , Alaska 99645

DearBuck :Could I impose uponyou forsome infor

mationregardinga problem I have?I was informedby a friend of yoursthatyou mightknow where I couldpurchasea newor serviceable cylinderhead fora 04Menascoengine. I've tried unsuccessfullyto locateonesofarand if you could letme knowwhomighthaveoneI'd beverygrateful.

Thismotor is from myGreat Lakes MenascoSpecial.Theairplanehas been ownedandf lown by mesince 1932, the04 since1942 and no troubleuntil recently ,nowI need the head toreplaceonethat iscracked.Am using a C4 temporarily.

Anyhelpyou mightgivewould be greatlyappreciated , partsseemvery scarce itseems.

Thanks a million in advance, a stampedreturnenvelope is enclosed .

Sincerely , Fred E. EnnisBox501, Rte. 3Salisbury , Md . 21801

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CLASSIFIEDSOR SALE - 90 Warner. 0 tim e since major. Accesso riesnee d rebuilding. Co ntact:

Gary Rub o tto m1862 S.E., St. Andrews Dr.Portland, Oregon 97202

W NTED for Luscombe 8A N71296 left wing s trut. Lloy dAlan Laflin , FAA 3138, P . O . Box 511, Lake Forest, Illi nois 60045.

OR SALE - 1930 Great Lakes 2T-l - only 135 hr s. airframe and engi ne since compl e te restoration. Standardca tegory 2 place, 4 aile ron, 185 hp Warner with full inverted fuel and oil system. Be rea dy for sp r ing with alike n ew antique that is fully aerobatic. $25,000.Also have a spar e 0 time 185 Warn er a nd misce llaneo usparts wit h a rotating, tilting engine s ta nd for $5,000 orwill accept $28,500 for th e entire packag e. Don Taylor,Chand e lle Av ia tion, Inc., 2 Cha nd e lle Drive, Hamps hir e,Illinois 60140.

OR SALE - 50 hp Franklin aircraf t e ngine in runningconditio n . No. AC4-150 . A. G. Ebel, 812 W. Maple , Lompoc, Cal ifornia 93436.

W NTED - to buy or borrow cen ter sectio n plans forPT-19, o r full size drawings of leadi ng and trailing edgeribs . Francis Dahlman, Rt. 4, 6254 Hwy. 36, Burling ton,Wisconsin 53105. (414) 763-3036.

OR SALE - Antique aV IatIO n items exclusively Plan eand pilot items 191511945 - List $1.00 - Aldrich, P. O .Box 2123, Newport Beach , Californ ia 92663.

MEMBERSHIPDRIVE

One for one for one. If eac h membe r wo u ld take it up o n him self toge t one new member a year eachyear, the compoun ded effect wo uldresult in a ve ry success ful organ iza tio n . Take prid e in your ac ti vity- make it grow .

~ ~ ~ ~ ~ ~ ~ ~1 iJ u ~Send name and add ress for

FREE illustrated brochure and

DO YOU REMEMBER thedays when ads for planes included terms such as $333 down ,and the "included extras" werethings like brakes compass andtailwheel ?Announcing the introductionof a totally new antique-aviation product - ant que planeads reproduced as high-qualitydecorative postersOR IGIN A L advertise ments forPiper Cub Taylorcraft, Beechcraft, Aeronca Waco Cessna Stinson Luscombe Fairchild,etc . - plus several noveltyavia t io n-related ads from the sameeral - Over 50 different advertis ements 1 choose fromPROP N HOPE

sample mini-posterPrices: 15x20 $2 lax 15, $1 .

I

Tempus Fugit - time flies America n EagleNC 7310. Powered by an OXX-6, this aircraftwas a short nose version. At the time the photowas tak.en , the fuselage was pea green and thewings were international orange. The owner atthe time th is photo was taken was Bud Perryof Milwaukee who later lost his life in an air-plane accident in World War II. In the cockpitis sea ted EAA member Steve Prusak of Wau

watosa, Wisconsin - now a fireman and pri-vate pilot. This was taken on July 20 1941 .Paul Poberezny then owned a long nose Eagleand both of these aircraft were seen in manyMilwaukee area farmers ' fields at that time .Ed Wegner has turned this airplane into a GrandChampion and was featured on the November1975 issue of SPORT AVIATION and in manyother aviation publications.

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Vintage Airplane - Jan 1976

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