~ ~   ~

~
..
¥J1I.
.. THE RESTORER'S CORNER
Beginning with this issue your officers and directors are asking for
your help in inaugurating a Division membership drive. You probably
have already noticed the new member applications in the envelope with
your magazine. Please give them to your friends, acquaintences, and
EAA chapter members who are interested in antique and classic air-
craft. We all know aviation enthusiasts who are interested in a par-
ticular organization and who even borrow a copy of its publication to
read whenever they can, but just do not join because no one puts a
membership application in their hands. Here is your opportunity to con-
vert these individuals from bystander status to active status.
From now through December each of your envelopes containing The
Vintage Airplane will also contain several new member application
blanks. This means that each of you will receive a total of 18 or more new
member applications. Your officers and directors ask you to help them do
a little missionary work and distribute these applications to those whom
you know to be interested in vintage aircraft. Tell them what you think
of the Division and the magazine, and point out to them the benefits of
membership. If each member will only get three of these applications
into the hands of sincere enthusiasts who will join the Division, we shall
have the largest organization dedicated to the preservation of antique
and classic aircraft in the world, and the loudest voice in Washington
to help preserve our form of flying. We do not mean to imply that we only
want you to use three of these new member applications. On the con-
trary, we would like to see each of you get all of them into the hands of
sincere enthusiasts.
The benefits of increasing our membership by eighteen or more times
its present size would be unbelievable. For instance, we could more than
double the size of this magazine each month, and we could have many
more color photos in it. We could increase the scope of our activities at
the Oshkosh Convention. We could possibly sponsor annual regional
conventions for those who could not get to Oshkosh. The horizon is
almost limitless if we have enough members to help and enough money
with which to work. So you can see that with each of you receiving
eirhteen or more applications over the next six months and using them
where they will do the most good, your Division membership potential
is almost unlimited.
by  J.  R.  NIELANDER,  JR. 
This is the last issue of The Vintage Airplane before Oshkosh '76.
We would like to again take this opportunity to invite each of you to
attend "the world's greatest aviation event", and, while you are there, to
visit with us at the Antique/Classic Division Headquarters Barn which
is located about one quarter mile south of the Oshkosh airport control
tower. We would very much enjoy meeting each of you personally.
As we mentioned a couple of months ago in this column, your Divi-
sion committees all need help during the convention. Please stop by the
Division Headquarters Barn and volunteer your services for a couple of
three hour shifts on one of the committees. Your help is sorely needed
and will be very much appreciated by your officers, chairman and fellow
members.
While on the subject of Oshkosh, we would like to clarify the remarks
in the "Hot Line from Headquarters" column in the May issue of SPORT
AVIATION and Tom Poberezny's " Whistling in the Rigging" column in
the May issue of this magazine concerning antique and classic display
aircraft registration and the awarding of trophies. The EAA Board of Direc-
tors has found it necessary to limit display aircraft registration and
eligibility for championship awards and trophies to those homebuilt air-
craft which are owned by EAA members. Your Antique/Classic Division
Board of Directors, facing the same problems, are in complete agreement
with this policy. Due to the definite limitation of space in the Antique/
Classic Display Aircraft Parking Area, they have determined that only
those antique and classic aircraft owned by Antique/Classic Division mem-
bers and/or EAA members shall be eligible to register as display aircraft
and thus be eligible to be awarded championships and trophies.
This does not mean that we do not want the non-member to attend
and to bring his show-quality antique or classic aircraft . Quite the con-
trary, we cordially invite the non-member to come to Oshkosh, to join
the Antique/Classic Division and/or the EAA on his arrival, to register
his aircraft for judging, to display his show-quality antique or classic in
the Antique/Classic Display Aircraft Parking Area, and so hopefully take
home one of our coveted prizes.
SEE YOU AT OSHKOSH!
EDITORIAL 
STAFF 
Publisher  Editor 
Paul  H.  Poberezny  AI  Kelch 
ANTIQUE  AND  CLASSIC  DIVISION  OFFICERS 
PRESIDENT  VICE-PRESIDENT 
J.  R. NIELANDER, JR.  MORTON  LESTER 
P.  O.  BOX  2464  P. O.  BOX  3747 
FT.  LAUDERDALE, FL  33303  MARTINSVILLE,  VA  24112 
SECRETARY 
RICHARD  WAGNER 
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THE  VINTAGE  AIRPLANE  is  owned  exclusively  by Antique  Classic Aircraft,  Inc.  and  is  published  monthly 
at  Hales  Corners,  Wisconsin  53130.  Second  class  Postage  paid  at  Hales  Corners  Post  Office,  Hales  Cor-
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Directors 
Term  expires August  ' 76 
AI  Kelch 
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Evander  M.  Britt 
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Assistant  Editor 
Lois  Kelch 
Centributing  Editors 
H.  N.  " Dusty"  Rhodes 
Evander  Britt 
Jim  Barton 
Claude  Gray 
Ed  Escallon 
Rod  Spanier 
Dale  Gustafson 
Henry  Wheeler 
Morton  Lester 
Kelly  Viets 
Bob  Elliot 
Jack  Lanning 
Bill  Thumma 
Glenn  Buffington 
ADVISORS 
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OFFICIAL  MAGAZINE 
ANTIQUE / CLASSIC
DIVISION 
of
THE EXPERIMENTAL AIRCRAFT ASSOCIATION
JULY  1976  VOLUME 4  NUMBER 7 
The Restorer's Corner. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1
The Flight Of The "Lone Eagle" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 3
Open, NASM .. ........ .. ... . . .. . ... . .... ...... . .... .... . .. . .. 7
Vintage Album . ....... . . . ....... .. ........................... 13
A Silver Eagle .... . . . . ... . . ... ............. .. ... .. . . .. . ....... 15
AntiquelCiassic Activities Schedule, Oshkosh '76 . . .. .. .. .. ... .... 23
Calendar Of Events .................................... . .. . .... 24
Whistling In The Rigging ... . . .. .... . . .... .. ... .. . .... ... ...... 25
The U.s. Mail ........... ....... ..................... .. ... . " .. 26
---I 

EDITOR' S NOTE:
S.o.S.
Send Old Stories
LET'S  ALL  LEND  A  HAND TO  DIG  OUT HISTORY THAT WILL 
OTHERWISE  BE  LOST  IN TIME 
PICTURE  BOX 
ON THE  COVER 
(Back  Cover) 
The Spirit of St. Louis " The Spirit
of Flight " painted by Ralph Steele.
Matty Laird"s Bone Shaker see The
Silver Ealge page 15.
Copyright "  1976 Antique Classic Aircraft,  Inc.  All  Right s  Reserved. 
2
,.-.---."--,.. ..-.-----.-.-..-.-----.-..--..-.--""""",-.-.-."--."""""--",,,,,,,,-.-..   '   . - . ~
~ Between May 20 and June 29, 1927, three small planes flew the Atlantic nonstop from ~
; New York to the European continent. No solo flight had ever done that before. The ;
• first of them, and the only one with just one human aboard, was the "Spirit of St. ~
l Louis" a single/engined Ryan monoplane flown by Charles A. Lindbergh, Jr. {
i His flight electrified the world, created an enormously favorable climate for the i
, primitive science of aviation, and gave humanity a genuine hero. Lindbergh's at- ~
: tempt to avoid the status of hero only added to the worship that was heaped upon 1
I h' t
: 1m. I
I •
: ~ ...........--.--..--......- . . . . . . . - - . . ~ - - . - ..-..--..""""' ........... --.--..-..-............- ............-..-..--.....-...----.--..--..- . - - . - - ~
3
The  Flight  Of  The 
"Lone  Eagle" 
Charles Lindbergh, "Slim" to his friends, "Lucky Lindy" to
the press, and finally "the Lone Eagl e" to the world, set out to
make the first nonstop flight from New York to Paris. Aside from
the financial help of a few friends, he had only himself to rely on .
It was one thing to get the idea that he could fly froni New
York to Paris and quite another for Lindbergh to do it.
First, he had to raise the necessary money. He wasn't rich,
he wasn't famous and he didn't have wealthy friends.
Second, he had to find a plane that could stay in the air long
enough to make the flight. That wasn't a simple matter of contact-
ing an airplane manufacturer and offering to buy his longest
range plane. There were no stock model planes with such a range.
Third, he had to get the money and the plane and take-off
before anyone else. Several other pilots with qualifications better
than Lindbergh's (at least on paper) were already raising funds
and having planes built for them.
Raising the money - $10,000 was Lindbergh's first estimate
- turned out to be the easiest of the three tasks. Lindbergh
himself had saved $2,000. He went to Major Lambert, who ran
Lambert Field in St. Louis, and got a quick promise of another
$1,000. Then, after being turned down by the St. Louis Dispatch,
Lindbergh went to Harry Knight, president of the St. Louis fly-
ing club. Knight eventually introduced him to Harold Bixby, of
the State National Bank. Bixby listened to Lindbergh, considered
the publicity value of the flight to the city of St. Louis and to avia-
tion, and weighed the $25,000 in prize money that a successful
flight would bring. After a few days, he told Lindbergh he'd guar-
antee the rest of the money.
On Feb. 23, Lindbergh arrived by train in San Diego to see
B. F. Mahoney, president of the Ryan Company. Here he found
a friendly atmosphere. Together with Donald Hall, the firm's
chief engineer, Lindbergh figllred out how to modify an existing
Ryan design to meet his needs - larger gas tanks, bigger wings,
a set back cabin, etc. They agreed on a total price of $10,000 .
Meanwhile, his competitiors were gaining on him Rodman
Wanamaker announced he would finance a New York-Paris trip by
Lt . Commander Richard E. Byrd, to the tune of $100,000. Igor Sikor-
sky was building another plane for the Frenchman, Rene Fonck.
The American Legion made it known it would spend
$100,000 to sponsor Commander Noel Davis, who
would fly a Keystone Pathfinder biplane dubbed
the"America n Legion".
There was competition on the other side of the
Atlantic, too. On March 26, Capt. Charles Nungesser,
one of France's top aces in WWI, announced he would
pilot the French "White Bird" across the Atlantic,
aided by Lt. Francois Coli.
But bad luck struck his competitors, one by one.
On April 16, Byrd's plane crashed, injuring three out
of the four crew members. On April 24, the Bellanca
had a minor crackup. Two days later, the " American
Legion" crashed on take-off, killing Commander
Davis and his copilot.
On April 28, just two months after construction
had begun, the "Spirit of St. Louis" was finished.
On May 8, the newspapers were filled with reports
about Nungesser and Coli . On their second take-off
attempt, they lofted their 450 hp single-engined plane
into the air near Paris and headed for the United
States. But nothing was ever heard from them again.
On May 10, Lindbergh flew the "Spirit of St. Louis"
from San Diego to Lambert Field in St. Louis. Over
the Rockies the engine began to sputter. He dropped
down low, looking for an emergency field. But the
engine smoothed out and made it to St. Louis, while
Lindbergh vowed to add a carburetor air heater when
he got to New York.
On May 12, Lindbergh and his plane left Lambert
Field, after he'd picked up his pilots license (a new
formality) and refueled. Seven hours later, he was
over New York City.
Lindbergh flew over Long Island inspecting the
three airports there - Mitchell Field, the army air-
port; Curtiss's landing strip, and Roosevelt Field. He
landed at the Curtiss strip near Mineola, a short dis-
tance from Roosevelt Field.
The night of the 19th, Dick Blythe, a Wright publicity
man, arranged for Lindbergh to go into the city and
see the hit musical comedy Rio Rita. The young aviator
never made it to the theater . While driving down
42nd St., he decided to give Doc Kimball a call. The
weather over the Atlantic was suddenly clearing, and
he resolved to fly out at dawn.
The party turned around and headed back toward
Long Island. They ate in a small restaurant at Queens-
boro Plaza. At a nearby drugstore, they bought five
sandwiches to go to Paris two ham, two roast beef,
one hard-boiled egg.
Lindbergh returned to the Garden City Hotel
where he was staying and tried to get some sleep.
He was awakened once by a noisy newsmen's poker
game, and again by the guard he'd posted to keep
anyone from awakering him. "Slim," the guard had
said, "what am I going to do when you're gone?"
Lindbergh managed to answer politely, but that
ended his sleep for the night.
In the morning, Lindbergh climbed into the " Spirit
of St. Louis" and revved up the engines. Just before
he started his run down Roosevelt Field, Byrd came
over to wish him farewell. Byrd's plane still wasn't
ready, though by July he and Chamberlin both had
made the crossing neither flight solo.
The tall (6'3") young Lindbergh buckled his safety
belt, pulled his goggles over his eyes, turned to the
men at the wheel chocks and nodded.
"I brace myself against the left side of the cock-
pit, sight along the edge of the runway and ease the
throttle wide open . .. The plane creeps heavily for-
ward. Several men are pushing on wing struts to help
it start, pushing so hard I'm afraid the struts will
buckle."
The plane moved ponderously down the sod. Just
past the halfway mark, the wheels left the ground for
a moment. The next time the wheels left the ground
with a thousand feet of runway left Lindbergh kept
them up. The "Spirit of St. Louis" cleared the tangle
of telephone wires at the end of the runway by 20
feet.
Officially, the plane took-off at 7:52 on a Friday
morning, May 20th. Almost exactly 33 hours and 30
minutes later, the young American landed his plane
at Le Bourget airport in Paris, at 10:22 p.m., local
time.
Lindbergh himself has twice told the story of that
flight, first in "We," written in the months that
followed his triumphant return to the United States,
then, in more detail, in "The Spirit of St. Louis,"
published in 1955.
The flight began uneventfully, with Lindbergh
losing the last of the newspaper photo planes some-
4
where over eastern Long Island. He was almost a
tourist, admiring the "great landscaped estates of
Long Island," marvelling at "how these northeastern
states are crowded together."
As the third hour of flight began, the coastline of
the United States faded out of sight. An hour later, he
was feeling drowsy. At noon of the first day, 400 miles
from New York and averaging 102 mph, Lindbergh
sighted Nova Scotia. If fog had covered the coast, he'd
planned to turn back. But there was no fog. He
weathered a brief Nova Scotia thunderstorm with
relative ease - all the while nervously scanning the
ground below for a good landing spot. This was a habit
of all the early fliers.
As the eighth hour began, Lindbergh hit a thin
strip of fog hovering above the shore of Cape Breton
Island and Newfoundland. Now the drowsiness was
really beginning to get him.
" .. . This is only afternoon, yet I'm experiencing
symptoms I've never known in the past until dawn was
closer than midnight. If sleep weighs so heavily on me
now, how can I get through the night, to say nothing
of the dawn and another day, it's night, and possibly
even the dawn after?"
He decided to alter his course a bit to pass over
St. John's, Newfoundland, so that people would know
he'd come that far.
About 6:30 he came on it, " .. . after skimming
over the top of a creviced granite summit - flat-roofed
houses and stores, nestled at the edge of a deep har-
bor ... There's no time to circle, no fuel to waste. It
takes only a moment, stick forward, engine throttled,
to dive down over the waves (men stop their after-
supper chores to look upward) over the ships in the
harbor (a rowboat's oars lose their rhythm as I pass)
and out through the gap, that doorway to the Atlantic
. . . North America and its islands are behind. Ireland
is 2,000 miles ahead."
In Yankee Stadium that night, two heavyweights,
Jim Maloney and Jack Sharkey, were set to fight. A
crowd of 40,000 filled the stadium. John Lardner,
the sportswriter, described the scene.
"Joe Humphreys, a little announcer with a bow
tie and a voice of brass, arose in the pool of light in
the center of the darkness and called for silence and
prayer. He said that Lindbergh was now 300 miles at
sea, past Newfoundland. The entire place went silent
and everybody stood with bared heads."
At sea, Lindbergh was headed for trouble. He was
moving into a gathering haze, with thick, heavy clouds
ahead. He climbed to get over them.
The fourteenth hour found him not yet halfway to
Paris, with clouds within a few hundred feet of his
wheels. "There's no doubt now that a storm area lies
ahead. I keep climbing, slowly, higher and higher ... "
It wasn't soon enough. Soon, Lindbergh was
among the clouds. In moments, he found himself fight-
ing not only his own almost overwhelming desire to
sleep, but also ice on the wings .
Fortunately, he soon located enough clear air to
stop the icing. What he couldn't find was an antidote
to his sleepiness. More and more, he was flying in a
sort of daze.
"Am I alive, or am I really dead, a spirit in a spirit
world? Am I actually in a plane boring through the air,
over the Atlantic, toward Paris, or have I crashed on
some worldly mountain and is this the afterlife?"
"I cup my hands into the slipstream, diverting
a strong current of air against my face ... I let my
eyelids fall shut for five seconds, then raise them
against tons of weight. Protesting, they won't open
wide until I force them with my thumb."
For hours, Lindbergh went on like this. By sheer
force of will, he strove to stay awake. The clouds and
fog vanished and reappeared, as did his conscious-
ness.
Time and again, the "Spirit of St. Louis" drifted
off course. But the plane - flying at between 90 and
100 mph - was running smoothly, presenting no
mechanical difficulties whatever.
Lindbergh noted the moment when he'd been aloft
exactly 24 hours.
He discovered a small St. Christopher medal in his
pocket, put there by someone unknown.
He was almost fooled by a low patch of fog into
believing that he'd reached land - far off course.
Nearly 27 hours after he took-off, "it catches my
eye, that black speck on the water two or three miles
southeast. A boat! A small boat! Several small boats
... I couldn't be wider awake or more keenly aware
if the engine had stopped."
At the beginning of the 28th hour of his flight,
Lindbergh spotted Ireland. "I can hardly believe it's
true. I'm almost exactly on my route, closer than I had
hoped to come in my wildest dreams .. . "
Now, the young aviator was only 600 miles from
Paris, no more than a round trip on his mail route. The
rest of the trip was downhill. Lindbergh was fully
awake now, convinced that every major obstacle was
behind him.
The "Spirit of St . Louis" flew over Ireland, over
England, across the English Channel, over Normandy,
toward Paris.
"Judging from my nose tank, I have enough fuel
to reach Rome. How surprised people back home would
be if I ca ble them from Rome instead of Paris."
Throughout the flight, he was convinced that he'd
have to notify his friends of his ultimate landing!
As the 32nd hour began, Lindbergh hit the coast
of France, Cape de la Hague. He reached Cherbourg
as the sun set, exultantly aware that he'd made the
first nonstop airplane flight between the continents
of America and Europe.
For a time his attention turned to what lay ahead
of him in Paris. He planned first to cable news of his
success to the United States, to make arrangements for
his plane, meet with the press, buy a new suit and
a toothbrush, then tour the city.
He flew over Deauville. "People come running out
as I skim low over their houses - blue-jeaned peasants,
white-aproned wives, children scrambling between
them." He ate the first of his drugstore sandwiches,
part of another. He never touched the last three, for
suddenly he spotted what must be Paris on the hori-
zon. "Gradually, avenues, parks and buildings take
outline form; and there, far below, a little offset from
the center, is a column of lights, pointing upward,
changing angles as I fly - the Eiffel Tower. I circle
once above it and turn northeastward toward Le
Bourget."
For a few moments, Lindbergh wasn't sure he'd
found the airport. There were no great beacon lights
(few airports had them in that day), but there were
many smaller lights bunched up around what ap-
peared to be runways. He decided it must be Le Bourget
(while telling himself any Parisian airport would be
fine).
He dropped down for a landing on the small corner
of the field that was lighted.
Carefully, Lindbergh touched down in the lighted
area. He swung the plane around and started to taxi
back toward the floodlights and hangars. "But the
entire field ahead is covered with running figures ."
"I had barely cut the engine switch when the first
people reached my cockpit. Within seconds my open
windows were blocked with faces. My name was
called out over and over again ... I opened the door
and started to put my foot down onto the ground, but
dozens of hands took hold of me - my legs, my arms,
my body."
"After the lapse of minutes whose number I can-
not judge, I felt my helmet jerked from my head.
Firmer hands gripped my body. I heard my name
more clearly spoken. And suddenly, I was standing
on my feet, on European ground at last."
Despite the publicity he'd had in New York, Lind-
bergh hardly thought of himself as famous . Even in
those final minutes of his flight, as he'd circled over
the Eiffel Tower, he was, in his own, mind at least,
5
a tourist - and one without a visa, at
that. He had letters of introduction with
him, and a bank check for $500 to cover
his expenses. He was totall y unaware
that the eyes of the whole world were
riveted on him.
His notion that he needed introduc-
tions or that he must wire news of
arrival was wholly superfluous. He was
spotted, as he had hoped, over St. John's.
He was almost immediately identified
when he hit the coast of Ireland. Once
again, as he passed over England, he
was recognized from the ground. He
was seen as he flew over Deauville and
Cherbourg. And, on each occasion,
newspapers the world over reported
his progress in bigger and blacker
headlines, while radio announcers
cried the word in countless languages
to a tuned-in earth.
A lot happened to Lindbergh after
tha t fa mous flight. He met his future
wife An ne Morrow, daughter of Dwight
Morrow, U.S. Ambassador to Mexico,
when Lindbergh visited Mexico, with
the "Spirit of St. Louis" . They lost a son
in the most famous kidnapping of all
time. As a result, kidnapping was
made a federal offense in the "Lind-
bergh Law". He got involved in isola-
tion politics as WWII approached, just
as his father had during another war.
Yet he also served in the Pacific during
the war, flying combat missions in
P-38 fighters with the 475th Fighter
Group, in New Guinea and elsewhere.
In the Pacific theater he proved that
it was possible to greatly reduce a
plane's fuel consumption by throttling
back at altitude, increasing manifold
pressure and propeller bi te. These
techniques allowed the P-38's to fly
cover for bombing missions hundreds
  ~
of miles farther than the Japa nese ex-
pected.
Lindbergh 's flight stirred the world
more than Col u mbus' voyage had stirred
it in 1492. A lone man, gui ded almost
entirely by faith in himself and his ship,
had opened up one of the last frontiers
on earth - the air frontier.
Xe4£d·.
OFF/(;/AI- PH"r"
8" FI2IC/c!$fNV.
There have been greater achi evements since Lindbergh's flight, but his may have been the
last great solo adventure of mankind. The moon-landing astronauts, for al/ their skill and
courage, were mainly daring passengers on missions backed by thousands of experts and
the resources of the world's richest nation. When one says " the Lone Eagle," anyone who
was alive in 1927 knows that there was only one - Charles A. Lindbergh.
6
When one thinks of the new National Air and Space
Museum in Washington, D.C., the picture that comes
to mind is one of a large collection of space vehicles,
rockets, jets, modern commercial jets and warbirds,
helicopters, balloons and airships, but that is not
the full story. General aviation also is well represented,
and antique and classical aircraft are anything but
forgotten.
The new three-block-long museum of the Smith-
sonian Institution on the Mall opened to the public
July 1, and the collection of aviation and space exhibits
is almost breathtaking. Former astronaut Michael
Collins, who rode to the moon on Apollo 11 and who
now is NASM director, estimates that 50,000 people
a day will visit the museum and, he said, they won't
be able to see it all in just one day.
Members of the Experimental Aircraft Association
can take pride in the fact that the EAA and a number
of its members had a direct part in some of the exhibits
of 65 historic aircraft. Remember the beautifully re-
stored Al Williams' "Gulfhawk II" that was one
exhibit at the EAA's Air Education Museum at Frank-
lin, Wisconsin? Well, it's hanging now in a prominent
place in the new NASM. The Grumman G-22 "Gulf-
hawk II" had been on temporary loan to EAA while
the $40 million NASM was being built.
And the next time you visit the Air Education
Museum, take special notice of the Bell P-39Q still
there. That plane is on loan from the Smithsonian
and someday in the future will take its place with
other aircraft in the NASM.
Collins said that the 6S aircraft in the NASM do
not constitute the entire national collection by any
means. Two hundred more, like the P-39Q, are either
on temporary exhibit in other museums in the country
or are in storage at the NASM's facility at Silver Hill,
Maryland. Also at the EAA museum, for example,
are NASM's Helio HeJioplane No. 1, Laird Super
Solution, Nakajima " Oscar", North American XP-51
prototype, Phalz D. XII, Stits SA-2, and S.E. SA.
Collins said that all aircraft, except those "firsts"
in the main Milestones of Flight Gallery, will be
rotated anywhere from six months to a year or every
four or five years because the NASM has so many more
aircraft deserving of public view.
The untouchables in the main gallery range from
space vehicles to antiques and include the Apollo 11
command module which brought man to the moon,
John Glenn's Friendship 7 in which he became the
first American to orbit the earth, the Bell X-I, first
aircraft to fly faster than the speed of sound, and the
North American X-IS, first aircraft to fly at four, five
and six times the speed of sound.
Tail  of inverted Spad  VII  in  view above  Fokker. 
Antiques and Classics  are  well  represented. 
But if the old planes are what give your spine a
chill, along with those sophisticated space and super-
sonic vehicles are Samuel P. Langley's Model 5, his
1896 pilotless aircraft, the Wright Brothers 1903 Kitty
Hawk Flyer and Charles A. Lindbergh's "Spirit of
St. Louis" .
Orville and Wilbur Wright and the Flyer started
it all at Kill Devil Hill in North Carolina on Dec. 17,
1903, and Lindbergh gave aviation a tremendous
boost when he flew the "Spirit" from New York to
Paris on May 20, 1927, to become the first man to
fly solo, nonstop across the Atlantic Ocean. Antique
airplane buffs can be proud of that fact that Collins
said that the small Ryan NYP easily will be the most
popular aircraft in the museum.
In the Gallery of Air Transportation, devoted to
airline development, the old planes again get the stop-
light, and in two of them the EAA figured prominently.
The hall contains a 1927 Pitcairn Mailwing PA-S from
Eastern Air Lines, a 1929 Fairchild FC-2 from Panagra,
8
Above left: Lindbergh's Ryan NYP
proudly hangs in its New Home. One
of the most historic planes in any
Above: Army Air Service nonstop coast
to coast is still faintly visable on the
side. Note the three unusual windows.
','
J
museum.
Left: Backer Jungmeister , " Bevo "
Howard's familiar plane. Many of us
have fond memories of the old pro and
his mount. Bevo favored this plane to
his last ride.
a 1937 Douglas DC-3 from Eastern ,Air-
lines, a 1929 Ford 5-AT-B Trimotor from
American Airlines, a 1930 Northrop
Alpha from TWA and a 1934 Boeing
247D from United Airlines.
The EAA participated in the eventual
exhibition of the Northrop Alpha in
the NASM.
Records show that the Northrop,
NCll Y, the third Alpha built, was first
delivered to National Air Transport, a
predecessor company of United Air-
lines, in late 1930 as an Alpha 2. United
on Nov. 30, 1931, sold it to TWA in
Kansas City and TWA in 1932 converted
it to an Alpha 4-A, cargo only version.
It was sold by TWA in 1935. Alpha
(Fokker T-2 to the right and Curtiss
R3C-2 racer on floats in background.)
NCll Y operated on the East Coast for
a while and then was returned to Kan-
sas City, Kansas. Then it vanished.
Foster Hannaford, Jr. of Winnetka,
Illinois, acquired NCll Y and another
Alpha in the late '40s or early '50s with
the intention of restoring them and
stored them on his farm. He died in 1971,
and his will stipulated that they go to
EAA. The two planes, in poor condition,
were stored at the EAA's Burlington,
Wisconsin, facility.
When the Smithsonian in 1973 learned
of the existence of the Alphas, it asked
the EAA if it could restore one for the
NASM. But, since it didn' t have the
facilities for the job, it was turned over
Above: Turner RT-14 Racer. Turner 's
trade mark the lion was forever with
him. One of his racers had a painting of
the lion on the wheel pants.
to TWA fo r a volunteer re stora ti o n
pro ject a t TWA's Techni cal Services
Ce nt e r a t Ka nsas Cit y Int e rna ti o na l
Airport.
The United 247D is in the NASM be-
cau se o f th e pe r s ua s ive qualiti es of
E. E. "Buck" Hilbert, former president
of the Antique and Classic Divi sion of
EAA. Hilbe rt, of Union, Illin ois, a
United Airlines DC-8 captain, hea ded
a committee of a ntique expe rt s, in-
cluding Michael X. Drabik of Chicago,
which inspected the remains of the 247D
a t Silve r Hill a yea r and a ha lf ago.
Based on a strong recommendati on by
Hilbert , United offici als made a gra nt
of $27, 000 for the old plane's restorati on.
Above right : Lindberghs ' Lockheed
Sirius. The plane the Lindberghs flew
to the Orient. He pioneered the air route
now used.
Right : Grumman G-22 " Gulfhawk /I".
This was on loan to the EAA during
construction of NASM.
The Smithsonian had wa nted it for
th e NASM beca use the 247 was the
world 's fir st modern a irliner, but the
Smithsonian did not have the funds for
its resto rati on. (See The Vintage Air-
plane, April , 1975.)
One would expect the NASM's war-
birds - Curti ss P-40E, Superma rine
Spitfire, North America n P-51D, Mes-
se rschmitt Bf. 109, Mitsubi s hi A5M-6
Zero, Douglas SBD, G rumman FM-1
Wildcat, and Macchi C. 202 Fol gore -
to draw cons iderabl e interes t, but the
very old warbirds are there, too. In a
World War I diorama can be seen Bill y
Mitchell 's Spad XVI as well as a Spad
Above  left:  Douglas  World  Cruiser 
"Chicago".  Flying  under  the  colors 
of Air Service  USA  made  the  first world 
flight. 
Left:  Cessna  180,  Schweizer  J-22, 
Beechcraft  Bonanza,  Fulton  Airphi-
bian  (car section  only). 
VII  and  a  Fokker  0-VII,  and  there  also 
are  a  1933  Boeing  P-26,  a  1932  Boeing 
F4B-4,  and  a  very,  very  old  "warbird", 
the  1909  Wright  Military  Flyer. 
In  the  gallery  devoted  to  air  traffic 
control  is  Amelia  Earhart's  1932  Lock-
heed  5B  Vega  in  which  she  became  the 
first  woman  to  make  a  nonstop  solo 
flight  across  the  Atlantic,  and,  in  the 
flight  testing  gallery  is  Wiley  Post's 
Lockheed  5C  Vega  "Winnie  Mae," 
which  completed  two  around-the-world 
record  flights. 
But  not  all  the  "name"  airplanes  are 
in  exotic  galleries.  The  "little  guy"  in 
aviation  will  get  particular  pleasure  out 
of  the  general  aviation  gallery,  which 
features  a  Beechcraft  Bonanza,  a  Piper 
PA-12,  a  Cessna  180  and  a  Schweizer 

\  \ 
\  \
\ \  \  \  \
"'%,.1: Jl , \ 
-,r1' ,1 . 
Above:  Ford  5-AT-B  Trimotor  (Ameri-
can),  Douglas  DC-3  (Eastern),  Boeing 
2470  (United),  Northrop  Alpha  4-A 
(TWA). 
2-22  with  names of their> own. 
The  Model  35  Bonanza,  "Waikiki 
Beach",  was  piloted  by  Bill  Odom  on 
two  record-breaking  flights,  including 
the  1949  Honolulu  to  Teterboro,  New 
Jersey,  flight  in  36  hours  and  one 
minute.  The PA-12 "City of Washington" 
was  flown  around  the  world  in  four 
months  in  1947 by  two  Air  Force  reserve 
officers,  Major  Clifford  V.  Evans  and 
Major  George  Truman.  And  the  Cessna 
180,  "Spirit  of  Columbus",  was  the 
plane  flown  by  Mrs.  Geradine  "Jerry" 
Mock  when  she became  the  first  woman 
to  pilot  an  aircraft  around  the  world  in 
1964. 
And  there  are  other  names  familiar 
to  general  aviation  enthusiasts.  The 
Schweizer  2-22  was  made  famous  by 
Above: Douglas DC-3, Fairchild FC-2
(partly hidden), Boeing 2470, Northrop
Alpha 4-A.
the late Scotty McCray, who flew it in
aerobatic demonstrations. The NASM's
Bucker 133 Jungmeister was willed to
the Smithsonian by the late Bevo Ho-
ward, and J. Dawson Ransome do-
nated his Pitts Special to the museum.
Igor Bensen presented his Gyro-copter
to the Smithsonian in 1969.
Racers are well represented, the
most beautiful being Howard Hughes'
1935 H-1 , and the most unusual is
Jimmy Doolittle's 1925 Curtiss R3C-2
on floats. But there, in the exhibition
flight gallery, is Steve Wittman's "Chief
Oshkosh"/Buster! Wittman's plane had
the longest and most successful career
in air racing history from 1931 until its
retirement in 1964. It was also flown by
Bill Brennand and Bob Porter.
Other historical antiques worth
Above right: Pitts Special. As an ex-
ample of the wide spread of coverage.
This is some kind of first and an honor
to sport flyers al/.
Right: Schweizer 2-22. The old familiar
Schweizer Tanor looks like it is moving.
Note the realistic pilot. A Bonanza is
rehearsing a near miss.
viewing are the 1931 Lockheed Sinus
"Tingmissartoq" flown by Charles and
Anne Morrow Lindbergh, the 1924
Douglas World Crui ser " Chicago"
which flew around the world, the 1924
Army Fokker T-2 which flew the first
nonstop transcontinental flight in the
U.S. and the 1911 Wright EX "Vin Fiz"
which was the first airplane to go
coast-to-coast between Sept. 17, to
Dec. 10, 1911.
And there are still the jets, rockets,
space vehicles and other modern hard-
ware to be seen in the National Air and
Space Museum, but if it weren' t for the
early aviation development exemplified
by the antiques, there would have been
no jets or space vehicles in the first
place.


__.Vin
        .........  
.", , """"""- L: .-- - • ...--
Photos  By
Jack  Rose  designer 
has contributed these I 
from  WWI  Era.  T 
photos previou 
When  the  last flight is  over 
And my altimeter tells me th 
I'll swing her nose  for  the s 
D
I'll open  her up  and let her 
And the  great  God of flying 
As  I stow my crate  in  the  ha 
Then  I'll look upon  his  face 
Whose  wingspread covers  t 
Taken From MAR 

Album •
--
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.Mac!!nes ... ., .,..  
.   .............
flck Rose
r the Rose Parakeet
and many more
are Air Corps
unpublished.
the happy landing past
crack-up's come at last
nd I'll give my crate the gun
m for the airport on the sun
will smile at me sort of slow
r on the field where flyers go
almighty flying boss
ky from orion to the cross
IELD 1918 History
A  '.  ,ILVER 
E  "Bgle 
A BIOGRAPHY OF E. M. 'MATTY' LAIRD
By Robert G. Elliott Ed Escal/on
1227 Oakwood Ave. & 335 Milford Dr.
Daytona Beach, FL 32014 Merritt Island, FL 32952
In September of 1910, a fourteen year old lad of
Scottish desent stood with a crowd of other curious
spectators overlooking the Grant Park area of Chicago.
Soon, Walter Brookins, an early Wright Brothers-
trained civilian pilot took to the air in a Wright Flyer
giving the 'Windy City' its very first aeroplane de-
monstration. Intently watching the flight, Emil Mat-
thew 'Matty' Laird tried to take in every motion and
sensation of the biplane as it roared slowly across
the city's skyline.
The flight ended, but its impact would profoundly
affect Chicago. From the early pioneering develop-
ments of its local citizens through both historic air
Above: Matty Laird
sat for Robert Elliott
in his home at Boca Raton,
Florida on March 20, 1976. He had been
sorting through files making a selection of
his photographs to be used in the illustration of this
article. Behind, on a mobile stand, is his old engine from
the Baby Biplane. Left:  Young Matty Laird's mind was forming
the shape of things to come while watching a Wright Flyer Model B
give Chicago its first look at man in the air.
15
meets and aircraft that were buit there, Chicago be-
came a hub for the growing airline industry of this
nation.
Among those who would bring lasting contribu-
tions to the aviation industry was young Matty Laird,
.. . who decided on that September day to follow in
the footsteps of the Wright Brothers and Mr. Brookins .
For someone of his age, background and resources,
it wasn't an easy path to follow. Matty's father had
passed away in 1909, and to support his mother, two
younger brothers and a sister, Matty had gone to work
in the First National Bank of Chicago as an office boy.
Consequently his formal education had terminated
with the eighth grade. .
Based on a few pictures available and his vivid
memory of that flight he had witnessed, he made a
model of Brookins Wright Flyer. Through a slow series
of methodical progressions, he was able to achieve a
stable flight from a hand launch with a smooth glide
to a landing.
Fortunately for aspiring enthusiasts, Chicago soon
blossomed with aviation activity. Businessmen such
as Charles Dickinson of Dickinson Seed Company
and Harold McCormick of farm implement fame,
backed the formation of the Aero Club of Illinois.
The Aero Club served to concentrate interest and
efforts in developing flying machines. Octave Chanute
became its first President. The enthusiastic Secre-
tary, Harold Robbins, secured the services of Bill
Stout (later of Ford Tri-Motor fame), to father the
Illinois Model Aero Club. Here, young people like
Matty were encouraged to learn and compete in aero-
nautical endeavors.
One of the Aero Club activities was sponsorship
of the Great Chicago Air Meet of 1911. Aviators were
attracted from throughout the United States and
Europe to compete for over one hundred thousand
dollars in prizes. The Meet was a great success, with
several world's records established and well over two
hundred hours of total air time logged.
The Meet also served to highlight the successes
that early pilots were having with their aeroplanes.
Young Matty was among those viewers of this activity
during every moment possible, trying to learn every-
thing he could from the participating aviators and their
aeroplanes.
Chicago' s first airport, Cicero Field, was also spon-
sored by the Aero Club. Cicero included a core of
people who would later become leaders in the industry,
including: Lincoln Beachey, Glenn Martin, Max Lillie,
DeUoyd Thompson, Katherine Stinson (the first of
the Stinson family to learn to fly), Chance Vought,
(Photo Courtesy E. M. ' Matty' Laird)
A mockup of his first monoplane was assembled in the street in front of Matty's home
with the help of friends. Matty's sister made the photo with her last exposure of film.
Ole Flottrop (the propeller manufacturer), Charles
Day, Matty Laird and his model Aero Club friends
Buck Weaver, Charles Arens and later arrivals Otto
Timm and Eddie Stinson, as well as many others.
Consequently, with activity everywhere on the
field, as well as competitive events such as the Air
Meet of 1911, a challenging environment developed,
which proved to be most perfect for the course Matty
had chosen to follow.
Not all the creations coming out of Cicero were
successful. Some were monstrosities, . . . like the
Umbrella Plane, which hopped about like a kangaroo,
attempting to become airborne. Then too; there was
Pop Keller's Multiplane, nicknamed "The Golden
Stairs to Heaven", which structurally collapsed early
in its attempted take-off run, leaving venetian blind-
like sections strewn about. In this early stage of avia-
tion development however, credit is due all who
stuck with it. Their efforts enriched the base from
which successful ideas could be drawn.
Through model work and knowledge gained from
his contemporaries, Matty's aeronautical knowledge
16
(Photo Courtesy E. M. 'Matty' Laird)
Matty Laird on the left prepares to launch a rubber-
band powered model airplane while his friend looks on.
progressed rapidly. In short order his efforts began
to show real promise, as he began to win the model
competitions. Even in the Bank, his designs didn't go
unnoticed. An embarrassing incident of a rise-off-the-
ground model airplane launched in the lobby, landed
upstairs near one of the Corporate Officers. This
model flight netted him cash orders for twenty more,
to be used as Christmas presents, rather than dis-
ciplinary action.
When Matty felt he'd gathered sufficient knowledge
from his models to know what was involved in manned
flight, he set about building a glider to be mounted
about his bicycle. Using a ramp for the launch, it wasn't
long before he was making brief flights down the
Chicago streets . .. much to the distress of the nearby
school principal ... who couldn't get his students
back into class following these demonstrations.
By late 1912, Matty had begun construction of a
powered monoplane . He located a 12 hp Franklin
automobile engine which had been converted for
aircraft service by Al Hofer. (AI later became one of
Chance Vought's expert assistants.) With very little
to offer AI, except the promise of an aspiring young
man, Matty negotiated the purchase of the engine,
without the assistance previously offered by Charles
Dickinson.
The cost of a flying lesson was out of the question,
so Matty set out to teach himself to fly in the diminu-
tive monoplane. His first lessons involved the use of
the rudder control. Previous experience in bobsledding
had taught him reverse reactions to what was required
in a normally rigged flying machine. After a series of
ground runs, Matty finally decided that the time had
come for a flight. He released the blip switch on the
engine and the small craft accelerated smartly. When
things began to feel right, Matty, having little idea of
the sensitivity required ... hauled back on the wheel
abruptly and was surprised when the little mono-
plane leaped into the air. With the end of the field,
and power lines coming up fast, he wisely avoided
attempting a turn, but his subsequent overcontrol
on touchdown ended the flight somewhat uncere-
moniously as the flying machine went over on its back.
In later flights Matty taught himself the basics of
controlling the aircraft by its attitude and the use-
duration of the engine blip switch.
Towards the end of the season Matty lent the
monoplane to a friend, who made the same mistake
with the rudder control as Matty had initially. Sub-
stantial damage was caused by the ground loop which
ended this last flight, and the winter months follow-
ing found Matty and his friends rebuilding the salvaged
parts into a new aeroplane called the 'Baby Biplane',
a slab sided simple looking craft, whose lines belied
its excellent efficiency.
Those more experienced fliers who had been very
doubtful as to the 12 hp monoplanes' ability to fly,
were quite surprised when the performance of the
'Baby Biplane' exceeded many of their own aero-
planes with three times the power. As a mark ot ex-
cellence even by today's standards, this craft's weight,
when empty, was only 375 pounds. Its outstanding
performance was a foreteller of things to come with
the later Laird 'Baby Biplanes' .. . named 'Solution
and Super Solution'!
Matty flew the Baby Biplane in Chicago Meets,
and his aeronautical capabilities attracted enough
acclaim to draw him into the field of exhibition fly-
ing. Lincoln Beachey's booking agent set him up for
his first engagement at Sebring, Ohio on September 6,
1915. This exhibition was to pay him more than he
would make in the First National Bank by working
several months, so he took a leave to make the flying
date.
Matty has been on that leave of absence until this
very day.
Flying engagements soon took Matty and his
friend-mechanic Buck Weaver all over the Central
and Rocky Mountain states. Aerial photography,
night flying with flares on the aeroplane, loop-the-Ioops
... all soon became a standard part of his repertoire.
The Baby Biplane was modified three times in
successive years, with small improvements added
to the wing design and engine's systems. Interestingly,
this ship was built to be dissassembled into sections
which could be packed into shipping crates for rail-
road shipment between exhibition sites. This design
was among the first to be offered in plans for home-
builders through Popular Mechanics Magazine and
others . . . making Matty one of the very early people
to pick up the EAA theme. Basic information packages,
followed by more detailed plans were sold . . . just
as many of today's designs are marketed.
In 1916, the Baby Biplane was succeeded by a
larger two-place biplane design called the 'Bone-
shaker', intended primarily for exhibition acrobatics.
A noteable feature was the automatic massage that
occupants received from the Anzani radial engine.
Performance was outstanding however, and it was in
this craft that Matty instructed the first loop-the-Ioop
in the United States.
Matty loaned the 'Boneshaker' to Katherine Stin-
son for the first tour of an aeroplane in Japan and
China, and his creation became an International
Thriller overnight.
Success followed young Mr. Laird from one engage-
(Photo Courtesy E. M. 'Matty' Laird)
The Baby Biplane lifts off the ground with Matty at the
controls. This was his first version of this Baby Bi-
plane, with the squared off wing tips.
17
Above: Matty seated proudly in the cockpit of his Baby
Biplane. Note the oil tank he mounted directly above
the engine, allowing controlled amounts of oil to be
fed into the engine, thus helping to prevent exces-
sive oil from flooding the upper cylinder areas and
fouling the spark plugs.
ment to another, as his fame as a youthful aviator
was broadcast by the newspapers of the day. Head-
lines featured him as "The Fearless Scotch Aviator" .
Tragedy struck in San Antonio, Texas during March
of 1917. Matty was test flying a tractor biplane
Walter Brock had designed for Katherine Stinson. The
aircraft went into a spin that became flat. Spin re-
covery techniques were just being developed at the
time, and flat spins are not within the normal con-
trollability of aircraft. Matty was unable to regain
control and the plane spun down to a crash, seriously
injuring him.
Upon his release from the hospital at San Antonio
some months later, Matty filled a few exhibition dates
with the 'Boneshaker' which had just returned from
the Orient following Katherine Stinson's tour. Soon
after these flights the government placed a ban on all
civilian flying due to the United State's involvement
in World War I. Matty returned then, to Chicago, to
enter St. Luke's Hospital for further corrective sur-
gery to correct deficiencies resulting from the San
Antonio crash.
Below: The third version of the Baby Biplane. Outer
wing tips and stabilizer surfaces were now curved. In
addition, near where his hand is resting was the bolt-
ed coupling which allowed the fuselage to be divided
for shipment in crates to various exhibition sites.
Interior of early construction area showing
Matty's shipping crates for the Baby Bi-
plane stacked in the right corner.
After this release from this second hospitalization,
Matty concentrated his efforts to build the Model "S"
Sport Plane he had designed in 1916 after the close of
his exhibition tour. He sold several of them, including
one to Bill Burke, a Buick-Franklin dealer from Okla-
homa. Bill was so pleased with the aeroplane that he
talked his friend Jake Mollendick, an oil man from
Wichita, Kansas, into offering a financial arrange-
ment in order to establish manufacturing facilities in
Wichita.
The offer was attractive to Matty, so he packed up
and moved, bringing   ~ Y0l!nger brother Charley and
Matty flies his 'Boneshaker' at- the Cham-
paign, Illinois meet in 1916.
18
Walter Weber with him. Both Charley and Walter were
employed in production of the Model "S".
At Wichita, Matty set up the first aircraft manu-
facturing concern in the United States devoted solely
to non-military production. He began fabrication of
the first three-place design introduced in this country
... the Laird Swallow. The E. M. Laird Company's
efforts literally opened the door for the huge aircraft
manufacturing complex that later developed at Wich-
ita.
lt  is difficult to place in proper perspective the
obstacles encountered in the Swallow's production.
Specialized aircraft material was not available in that
locality and aircraft building talents were hardly com-
monplace among the local citizens.
Matty's new factory was described as being the
largest west of Buffalo, New York. His initial facility
consisted of space obtained within both a grain grader
and a wheat show building. To highlight the new com-
pany, a Model'S' was placed on display in the Forum
Municipal Building during the annual Wheat Show.
During this initial growth period there were several
personnel transitions. Bill Burke returned to Oklahoma
to take charge of his automobile agency. Buck Weaver
was hired as a demonstration pilot. Then, during the
1·I , 
Above: Walter Beech photographed in a relaxed mo-
ment beside a Laird Swallow.
Left: The famous Anzani-powered 'Boneshaker' . This
early exhibition plane proved most successful and
permitted Matty to build a respected name for himself
through his exhibition flights.
Below: The Laird Swallow which was flown by Shorty
Schroeder on a nation-wide tour for the Underwriters
Laboratories in 1921 to promote the registration of
aircraft. This Laird was the first registered aircraft
in the U.S.A.
19
A Laird Model'S' was displayed in the lobby of the wheat forum in Chicago,
to call attention to the aircraft manufacturing activity of the Laird Company.
summer of 1921 when Matty and Buck had taken a
couple of Swallows out to the West Coast on a pro-
motional tour, Walter Beech was engaged as a demon-
stration pilot. Additionally, Lloyd and Waverly Stear-
man became employed in the Swallow production.
Business had become a little slow in 1921 due to
the post-war recession, but the E. M. Laird Company
continued to keep their fine product in front of the
public. This was accomplished with the help of the
enthusiastic and cooperative newspapers in that
region, and such projects as the nation-wide tour
Shorty Schroeder completed for the Underwriters
Laboratories, flying a Laird Swallow. This particular
ship had been marked with the registration letters
N-ABCB, to promote the idea of registering aircraft.
Thus the Laird Swallow became the first registered
airplane in the country.
Many interesting historical developments occurred
during the production of the 43 Swallows built. The
Company trademark was a diamond with L-A-I-R-D
across the upper edge and P-L-A-N-E-S   c r o ~ s the
bottom, while the city of manufacture, in this case,
Wichita ... appeared in a band dividing the diamond
horizontally. The spacing of the 'L' and the 'D' in
LAIRD was pretty wide-set at first, causing people
to read the insignia as L. D. AIRPLANES. While this
was undesirable as a trademark, it may well have been
the beginning of the word AIRPLANES, because prior
to that era (and still so in England), flying machines
were referred to as AEROPLANES.
Among the many people to leave a lasting contri-
bution to aviation history while with Mr. Laird was
Clyde Cessna. Clyde had done some very early pio-
neering work in the 1910 era, but had concentrated
most of his subsequent efforts on his farm in Rego,
Kansas.
His interest in aviation was re-awakened by the
purchase of a Laird Swallow in the fall of 1923. He
later combined efforts with Walter Beech and Lloyd
Stearman in the Travel Air Company.
Very central to the development of the aviation
business growing up at Wichita was Matty's partner,
Jake Mollendick. Jake was nuts about flying and
thoroughly sold on it. He was willing to put his money
into fostering it also, but unfortunately, Jake' s busi-
ness methods reflected his background as a well
digger. He just wasn't happy unless he was hammering
away at something in the airplane business, and un-
happily he didn't always know how to go about it.
One by one, through those early days in Wichita, the
aviation greats left Laird. Matty's problems began
during the period when he was in California on the
tour. Jake had hired a group of not very experienced
pilots and within a short time, these individuals washed
out a number of airplanes.
Sales were somewhat depressed at the time, and
for Matty's portion of the partnership, these accidents
were very costly. For Mr. Mollendick, these accidents
didn't represent quite the hardship, as he had other
sources of income.
Mr. Laird sold his interest in the Company in 1923,
taking with him two Laird Swallows, as part pay-
ment for his business interest. Leaving Wichita, he
flew them down to St. Louis for the National Air
Races. Entering several events, he then carried pas-
sengers at the conclusion of the Meet.
He sold the Hispano Suiza powered Laird, and
flew the OX powered airplane back to Chicago. There,
he operated it commercially, carrying passengers
and flying photographers to special events. Through
(Photo by Robert G. Elliott)
The well known Laird Trademark.
20
Above: Laird-Whirlwind, 3 Place, open
cockpit. Wright Whirlwind J5 220 hp engine.
these efforts he was able to capitalize a new manu-
facturing plant in Chicago. Here, he produced a new
line of commercial planes, starting with OX-S power
plants and progressing through the larger Wright and
Pratt & Whitney radials, synonymous with Laird Air-
planes in succeeding years.
After Matty left Wichita, Walter Beech and Lloyd
Stearman remained with Jake Mollendick to bring out
the single bay Swallow. They continued on this pro-
ject for about a year and then left to join Clyde Cessna
in forming the Travel Air Company.
Matty"s younger brother, Charles, later headed
up Jake's Company with not altogether satisfying
results in bringing out the 'Super Swallow'. Poor
Jake went through a long series of partners before
finally becoming insolvent. He passed away some
years later in a sanitarium. A sad end for a man who had
been such a key in the early formation of the aircraft
manufacturing and air travel industry.
The late twenties brought many changes to the
aviation business. Among them, and most significant,
was the Air Commerce Act of 1926, requiring certi-
fication of pilots, aircraft and manufacturers. Reflect-
ing the thoughts of most in the industry, Matty felt
it had come at a bad time ... just when business was
really in the growing stages. It did nothing for the
manufacturers, other than providing them with orders
for a couple of aircraft. To comply with these regula-
tions cost the industry many thousands and thou-
sands of dollars. Particularly exasperating for all the
factories was the requirement to submit a stress anal-
ysis on airframes, as there were only few persons out-
side the Bureau, or within the military manufacturing
complexes, capable of performing the analytical work
involved .
Matty had long been a believer of testing sub-
assemblies of his aircraft with various loading tests.
He had personally flown each ship upon completion,
taking it up and wringing it out in his excellent acro-
batic style, a portion of its acceptance test. Now, how-
ever, finding someone in the Chicago area to per-
form the stress analysis work was difficult . Two engi-
neers, Messers. Green and Heinrich were engaged on
the stress analysis work until Mr. Green left to work
at Ford's plant. Raoul Hoffman, an early aero engineer
had previously been brought in to assist, but had left
when there were some objections to his calculation
Below: Aerial view of two Lairds. On the
left is a Laird Speedwing, LC-R-200, at
right, slightly behind a Laird Whirlwind,
LCB-200.
21
by the Department of Commerce's Engineering De-
partment. Finally, Heinrich was able to learn enough
from the others to complete the job and satisfy ATC
requirements for the LCB's, LC-R and other special
models.
The late twenties brought racing and record setting
activities into prominence as thEa  barnstormers strove
for new sources of income and notoriety. Matty's
airplanes, including the Junior Speedwings, Speed-
wings, Solution and Super Solution, were consistently
among the fastest airplanes of the day. Excellent pilots
who flew them . were such personalities as E. E. Bal-
lough, Speed Holman, Bill Brock, Jimmy Doolittle,
Red Jackson and Matty himself.
Characteristically, Laird planes were known for
their ruggedness, light weight, high speeds and out-
standing finishes. Consequently, they were widely
copied in the industry. Many of the people who later
started their own manufacturing concerns found their
(Photo Courtesy of Clem Whittenbeck)
Clem Whitten beck standing beside his
restored Laird Junior Speedwing NX10537
at Tampa, Fla., in 1947. His Laird was just
one registration number less than the Laird
Solution. Matty flew the original version of
this plane during the National Air Races of
1930 in Chicago at Curtiss-Reynolds Air-
port.
Above: Laird-Speedwing (STD), 3 Place
open cockpit, powered by Wright Whirl-
wind 330 hp engine.
interest stimulated ... one of whom was Major Alex-
ander de Seversky.
Matty's company capitalization did not permit be-
coming involved in quantity production. His airplanes
were largely custom built to order, with an arrange-
ment that provided him a partial payment for the air-
craft through several stages of completion. His cus-
tomers were largely oil men, publishers, and indus-
trialists who were interested in owning "The Thorough-
bred of The Airways". When Charles Dickinson se-
cured the contract for the Chicago to Minneapolis
mail , he placed an order for Lairds. Billy Brock, Speed
Holman, and E. E. Ballough flew this route initially,
an activity which led to the formation of Northwest
Airlines.
Unfortunately, due to the economic depression of
1929, the bottom fell out of Matty's market. Many of
his customers began to loose their interest in flying,
being diverted by worries of tending their fading busi-
ness enterprises.
TO  BE  CONTINUED 
IN  AUGUST  ISSUE 
(Highlights of 1930)
22
,
< ~ ~   ~ ~ ~ ~ ~
9:00  A.M.-10:15  A.M. 
10:30  A.M.-ll:45  A.M. 
12:00  Noon-12:45  P. M. 
1:00  P. M.- 2:15  P.M. 
2:30  P.'v1.- 3:45  P. M. 
4:00  P.M.- 5:15  P.M. 
9:00  A.M.-10:15  A.'v1. 
10:30  A.M.-ll :45  A.M. 
12:00  Noon-12:45  P.M. 
1:00  P. 'v1.- 2:15  P.M. 
2:30  P.M.- 3:45  P. M. 
4:00  P.'v1.- 5:15  P.M. 
9:00  A.M.-10:15  A.M. 
10:30  A. M.-ll:45  A.M. 
1:00  P.M. - 2:15  P. M. 
2:30  P.M.- 3:45  P. M. 
4:00  P. M.- 5:15  P. M. 
9:00  A.M.-10:45  A.M. 
10:30  A.M.-ll:45  A.M. 
1:00  P. M.- 2:15  P. M. 
2:30  P. M.- 3:45  P.M. 
4:00  P. 'v1.- 5:15  P.M. 
ANTIQUE/CLASSIC DIVISION CONVENTION ACTIVITIES SCHEDULE
FORUMS AND MEETINGS
ANTIQUE/CLASSIC FORUMS TENT NO.3
SATURDAY, JULY 31, 1976
Meyers  OTW  ... . .......................................... . ......... .. .................  Richard  K.  Martin,  Meyers  Restorer 
Piper  Cubs  .. .. ................................ .. ...  Clyde  Smith,  Sr.,  and  Clyde Smith,  Jr.,  Test  Pilot,  Piper  Aircraft  Company 
Early  Bellanca  Ai rcraft  . . .... ..... .... ... . ....... . .. .. ...... ..  August T.  Bellanca,  President,  Bellanca  Aircraft  Engineering,  Inc. 
Monocoupe .......... . ..... ... .. ............... ....... ...  Harold  C.  Maloy,  Federal  Aviation  Agency  and  Monocoupe  Restorer 
Fail  Safe  Flight Instrument Install ations  ....... ........ ........... ... .. . ,  J.  R.  Nielander,  Jr.,  President,  Antique/Classic  Division 
SUNDAY, AUGUST 1, 1976
Aeronca  Chief  ..................... . .. . ..... . ........... . ............................  George  S.  York,  Classic  Aircraft Judge 
Stearman  Aircraft  ........................... . ............ ... ... ..  Thom.as  E.  Lowe,  President,  Stearman  Restorers  Association 
International  Cessna  One-Seventy  Association  Meeting ............................................ George  M.  Mock,  President 
Cur ti ss  OX-5  Engines  ...................................  Leslie  C.  Miller,  Developer  of  "Millerized"  Conversion  of Curtiss  OX-5 
Stinson  Reli ant  and  SM's  ... . ................... . ....................  George  E.  Stubbs,  Past  President,  National  Stinson  Club 
Sti nson  10,  105,  108  Series  ......................................... . ... . .. .. .. . ... .. .....  Rowell  S.  Weilert,  Stinson  Res torer 
MONDAY, AUGUST 2,1976
Aeronca  K  ...... .. ... . .. ... . ..... .... ... . ..... ...................... . ... .....  Edward  H.  Schubert,  Chairman,  Aeronca  Club 
Mooney  Mite ........ .. .... . . . ......... .. .. ..... .. ... . ... . . .. ........... . ......... .  Lawrence  P.  Dale,  Mooney  Mite  Restorer 
Travel  Airs  ........ . ............. ... .... ...... ... . . ....  Nick  Rezich,  Air  Show  Performer,  Announcer,  and Travel  Air  Res torer 
Cessna  1201140 . .......... . ............ ......... .... . ............... .. .  J.  R.  Nielander,  Jr. ,  President,  Antique/Classic  Division 
Cessna  1201140 Type Club  Organizational  Meeting ............................... ... . .. . ...  Tom  Williams  and  Kennedy  Dwight 
TUESDAY, AUGUST 3, 1976
Rearwin-Commonwealth  Aircraft  .............................. . . ..... .. . .... ...  George T.  Williams,  Chairman,  Rearwin  Club 
Howard  DGA  Aircraft  ... . .............. . . ... . .................. .. ... . ... .. .. .. ..... . ...  Richard  K.  Martin,  Howard  Res torer 
World  War  I  Aircraft  ..... .. . .... .. . . .... . .......... .. ...............  Charles  Woerner,  Builder  of World  War  I  Replica  Aircraft 
European  Antique  Aircraft  ............... . ...... .. ... ..... . .. "  Harold  Best-Devereux,  Director,  European  EAA  Regional  Office 
Airframe  and  Engine  Electroplating  ................. . ......... . ....... . ....... ..  William  J.  Ehlen,  President,  Electro-Lab.,  Inc. 
23 
WEDNESDAY,  AUGUST  4,  1976 
9:00  A. M.-10: 15  A. M.  Aeronca  7 and  11  Series  ... .. ....... .. ......... . . . .  C.  L.  "Buzz"  Wagner,  Developer  of  Aeronca  Supplemental  Type  Certificates 
10:30  A. M.-11:45  A. M.  Antique/Classic  Division  Annual  Business  Meeting 
1:00  P. M.- 2:15  P. M.  Cessna  170  ....... . .............................  Gene  L.  Collins,  Past  President,  International  Cessna  One-Seventy  Association 
2:30  P. M.- 3:45  P. M.  Ercoupe .. .. .... . .. ........... ..... .. ......  Fred  E.  Weick,  Ercoupe  Designer,  and  M.  C.  "Kelly"  Viets,  President,  Ercoupe  Club 
4:00  P.M.- 5:15  P.M.  Bourke  Engines  . .......... . .. .. . ...... , .......... . , .... . ............ . . . . .. ,.  John  S.  Hendricks,  Bourke  Engine  Experimenter 
THURSDAY,  AUGUST  5,  1976 
9:00  A. M.-10:15  A. M.  Mooney  Mite  .................................................................  Dr.  Earl  G.  Sanderson,  Mooney  Mite  Restorer 
10:30  A.M.-11:45  A.M.  Swift  Aircraft ........... . . .. ..... ... ...... .... . .... ... . .  Charles  E.  Nelson,  President,  The  International  Swift Association,  Inc. 
1:00  P.M.- 2:15  P. M.  Cessna  195  . .............................. . ...............  Daniel  J.  Kindel,  III,  M.D.,  Clifford  C.  Crabs,  Paul  W.  Terrell,  M.D., 
President and  Past Presidents  of the  Eastern  Cessna  190/195  Association 
2:30  P. M.- 3:45  P. M.  Beechcraft  Staggerwing  . . .................................................... James  C.  Gonna n,  President,  Staggerwing Club 
4:00  P. M.- 5:15  P. \II. Spartan  Executive  ....................................................................  Dr.  James  Patterson,  Spartan  Restorer 
FRIDAY,  AUGUST  6,  1976 
9:00  A. M.-10:15  A.M.  Waco  Aircraft  ..... . ... . ...... .. ... ..... . .... . .. ...... ... .. .. .. ..... ... .. .......  Ray  Brandly,  President,  National  Waco  Club 
10:30  A. M.-11:45  A. M.  Ryan  Aircraft  . .. . ....... ...... .. ... . .. .. . ... ....... .. .... ..... .... .. ...... . .  Dorr  B.  Carpenter,  Co-Author,  Ryan  Guidebook 
1:00  P. M.- 2:15  P.M.  Fairchild  Aircraft  ........................................................  Donald  L.  Coleman,  M.D.,  Secretary,  Fairchild  Club 
2:30  P. M.- 3:45  P. M.  Taylorcraft . .... ................. . ... . . . . . .... . . ...............  Dorothy  Feris,  Vice-President,  Taylorcraft  Aviation  Corporation 
4:00  P. M.- 5:15  P.M.  Porterfields  .................................................................  Charles  E.  Lebreckt,  Chairman,  Porterfield  Club 
SATURDAY,  AUGUST  7,  1976 
9:00  A.M.-10:15  A.M.  Piper  Va ga bond  ....... ...... . . ................. .... . .. . . .. ... ... ........ .... . .........  Cecil  Ogles,  Editor,  Vagabond  News 
10:30  A. N,-11:45  A. M.  Early  Beechcraft  Bona nzas ................ . ................... .  J.  Norman  Colvin,  Retired  Execu tive,  Beech  Aircraft  Corporation 
1:00  P.M.- 2:15  P. M.  Laird  Super Solution  .............. . ..  E.  M.  "MC!tfy"  Laird,  President,  E.  M.  Laird  Airplane  Company,  and  Eduardo  C.  Escallon, 
President,  FSAACA,  and  Chairman,  Super Solution  Restoration  Project 
2:30  P. M.- 3:45  P. M.  Northrop  Alpha  Project ....... .. ..... ....... ........ . . . ..  Daniel  McGrogan,  Director,  TWA  Northrop  Alpha  Restoration  Project 
4:00  P.M.- 5:15  P.M.  Luscombe  Aircraft  . ........ .. .......... .. . .. ....... .. ................... . .. ..... ...  Richard  Lawrence,  Luscombe  Association 
Calendar 
of Events 
July  3-4 - Gainesville,  Georgia - 9th  Annual 
Cracker Fly-In.  Sponsored  by  North 
Georgia  Chapter of AAA,  Antiques,  Classics, 
Homebuilts and Warbirds  welcome. 
Contact Bill  Davis,  2202  WiUivee  Place, 
Decatur,  GA  30033. 
July  10-11  - Annual  EAA  Chapter 62  Fly-In, 
Hollister,  CA.  Contact  D.  Borg,  6948 
Burning Tree,  San Jose,  CA  95119. 
July  10-11  - 17th Annual AAA  Fly-In,  DuPage 
County Airport,  West Chicago,  Illinois. 
Phone 3 1 2   7 6 3   7 1 1 ~
luly 31  - August I - Oshkosh, Wisconsin -
24th  Annual EM International  Fly-In 
Convention_  Star1  making  your  plans  NOWI 
August 29-September 6 - Blakesburg,  Iowa  -
6th  Annual Invitational AAA-APM  Fly-In. 
August 30 - September 3 - Fond  du  Lac, 
Wisconsin  -11th Annual  EAAIIAC 
International  Aerobatic Championships.  Spon-
sored by  International  Aerobatic Club. 
September 17-19 - Georgetown,  South 
Carolina  - Second  Annual Spirit of '76  Fly-In  at 
Georgetown County  Airport,  South Carolina. 
Sponsored by  Chapter 543  Antiquel 
Classics,  Warbirds  and  Homebuilts.  For  infor-
mation contact Herb Bailey,  P.O.  Box 
619,  Georgetown,  SC  29440.  (803)  546-2525 
days; (803)  546-3357 nights and weekends. 
WANTED:  Stinson  Reliant  SR  5 or SR  (straight 
wing).  Will  pay good  money  for  a 
rebuildable with  all  parts present.  Tom Rench, 
1601  Circlewood,  Racine,  WI. 
24 
WHISTLING IN THE RIGGING
By Tom Poberezny
At present, I am on my way to Tullahoma, Tennessee to attend the
Annual Staggerwing Beech Convention. Travelling to Tullahoma got me
to thinking about the hard work and preparation that I am sure went into
this event, as well as the hundreds of other events that will be taking
place throughout the United States this year.
Having been involved with the Annual EAA Convention as well as
various other flying events, I can appreciate the amount of time and effort
(as well as money) needed to make any fly-in or air show a success. If you
are planning a future event, a few words of caution.
Number one ... be sure that your sponsoring organization is incor-
porated. In today's society, talk of liability and lawsuits has become un-
fortunately commonplace. I can't stress enough the importance to you as
an individual to be sure that the sponsoring organization for any aerial
event is incorporated. If you haven't read the article of incorporation that
appeared on page 32 of the May issue of SPORT AVIATION, please do so.
Also important is insurance. Be sure that you have proper coverage
for your event. Your Headquarters staff has been accutely aware of the
problems of insurance . . . proper coverage at a reasonable cost. After
much investigation and review, EAA Headquarters has obtained a Master
Policy that is available to EAA Chapters and Divisions. For more infor-
mation, contact Mr. Harry Hanisch, P. O. Box 2424, Oshkosh, Wisconsin
54901, 4141235-1980.
Unfortunately, the planning and labor that goes into any event falls on
the shoulders of a relatively few people. If everybody pitches in, the job
becomes a lot easier and much more enjoyable. If your chapter is sponsoring
an event, be sure to give a helping hand.
The 1976 EAA Convention is fast approaching. One new innovation
__
 
EXPERI..... ENTAL
AIRCRAF T ASSN.
is the establishment of a Flight Scheduling office. Headed by Verne Jobst,
this committee will be working with representatives of all the divisions
as well as various EAA'ers on the scheduling of flight activities for the
Convention. This should allow us to schedule special events and flights
in coordination with the daily fly-bys and air show.
Numerous other events will be featured at Oshkosh '16. The world
famous Canadian Snowbirds will highlight the evening air show on July
31 and August 1 and 2. This nine-plane jet team is one of the finest in the
world. You won't want to miss their performance.
Last year's Interview Circle was very well received. 1976 will see a much
expanded program with many designers, EAA'ers, and well-known pilots
and aviation personalities interviewed.
Many changes have been made at the Convention site itself. A new
walk-in area has been developed which will accommodate foot traffic more
readily. A new shopping mall and shower have been added to Camp
Scholler as well as expanding the area for camping.
All in all, Oshkosh '76 will be the world's greatest aviation event. I hope
you can plan to be there.
On Friday, June 18th, we had a number of top ranking FAA officials visit
your Headquarters and EAA Air Museum facility. This was a very im-
portant meeting for it provided the opportunity for them to gain further
insight into the activities of the Experimental Aircraft Association and its
divisions. Lines of communication and understanding must be main-
tained between government and your organization. It is important that
we continue to demonstrate our ability to self-police and use sound judg-
ment so that unnecessary and constraining regulations do not appear in the
future.
Meetings such as this are just one aspect of what your dues provide
for you and all aviation enthusiasts. We have received many fine comments
on the quality and content of The Vintage Airplane. This publication pro-
vides the cohesiveness and means of communication that is so important
to the success of the Antique/Classic Division.
But please don't look at your dues only as a subscription for The Vintage
Airplane. This is but one benefit. Your dues support your organization
so that it can help insure a healthy future for aviation. We want to be
sure that the editor of The Vintage Airplane has something to write about
20 years from now!
25
May 30, 1976 
Dear AI  Kelch : 
" Some  Canadian  Scuttlebut".  The  first  thing 
you  will  probably  note  is  that  I  use 
classy  paper for writing. 
The  next things  you  may  wish  to  note: 
are  I own  (a)  Piper J3  SI N  17579  C-FRDX  built 
in  1947.  It  should  be  at  Oshkosh  '76-
military  camouflage  paint  in  markings  of  ITALIAN 
ARMY. (There  will  also  be  an  Emeraude 
in  Fascist  wartime  Italian  desert  camouflage 
and  markings.) 
(b)  Taylor J2  CUb.  SI N  1531  1937  C-FRDS. 
It  was  at  Oshkosh  '72  with  65  hp Continental. 
I  purchased  it shortly after Oshkosh. 
It  is  presently stripped  for  restoration  to 
40  hp and  is  on  display at  Harbourfront  in 
Toronto - a  public  participator deal 
which  now salutes  transportation. It is  the  only 
antique aircraft there. Vintage  Airplane, 
SPORT AVIATION  and  AAA  News  are 
on display also. The  J3  (above)  will  participate 
in  a  fly-by June  5th. 
(c)  Taylor  E2  Cub  SIN 289  C-GCGE  ex 
NC15399,  built August  31 , 1935.  The  aircraft 
has  not flown  since  1939 or so. I 
purchased  it in  U.S.  last  year.  Have  copy of 
factory  production  notes and  will  restore  it as 
it  came  from  Taylor. 
I  have  10  Continental  A-40  engines 
and  intend  to  keep  the  E-2  J-2  going  indefinitely. 
In  Canada  we  have 5 J-2  Cubs and  2  E-2s 
(Mine  and  one  in the  National  Museum  SIN  142 
used  to  be  in  Wisconsin) . 
I can  think of about 6  Aeronca  Ks  (5  being 
restored)  one  on  floats.  I hear of a 
DC-3  going  on  floats  sometime. 
A  Taylor-Young  (early T-Craft)  and  a 
T-Craft  Model  A  are  being  restored  out  west. 
There are  3  Bellanca Airbus  aircraft extant  in 
Canada - one still  in  service.  DH  80 
Puss  Moth of Father  Mac  Gillivray  has just  been 
placed  in  National  Aeronautical  Collection. 
A  Fleet  7  is  newly  restored  here. 
I  know of a  few  projects  underway - mostly 
in  Ontario - Lancaster  Bomber,  DH 
Mosquito, several  North  American  Yales  (like 
fixed  gear AT-6  about 450  hpj , several 
Tiger  Moths, a  few  Gipsy  Moths, Fleet  7, 
Alexander  Eaglerock,  Curtiss -
Reid  Rambler  (pending) , Aeronca 50L and 
50C, the  Jackaroo,  Fox  Moth,  lots 
of Cubs etc.,  2 Barkley-Grows (look like Beech  18). 
By  the  way,  my J-2 and  J-3  are  registered 
as  " ultra  light "  aircraft and  as 
such  are  treated  as  homebuilts, even  though 
they  are factory  built . The advantages 
of such  a  registration  are  remarkable. I  have 
a little  01 '  project  afoot - to  get  a 
new category of licensing  for Antique Aircraft
in  order to  place  more  of the  maintenance, 
fabric  work  (but  not  major structural 
repair)  in  the  hands  of the owner who  could 
himself sign  the  work  out.  In  the 
event of repairs  to the  major structure, the 
work  must I think  be  inspected.  After 
all ,  if a  man  may  build  a  high  powered 
aerobatic  aircraft  (Pitts,  etc.)  and  do 
aerobatics,  then  why  must it  be 
considered  dangerous  for an  antiquer to 
do  and  sign  out  his own  fabric  work, etc. ??? 
Certainly  it seems  (to  me  at  least)  that 
such  a  licensing  of  the  aircraft 
would  be  a  boon  to  the  antique  movement. 
I  find  it  difficult to find  an  AME  (US  - A&P) 
who  is  caring enough  to  work  on  an 
antique. Most just don 't want to deal with antiques. 
I would  be most interested  in  response 
to  this  concept on  the  U.S.  side.  (Above 
refers  to antiques  up to say  3,500  pounds) . 
Antiquing  is  expensive  enough, I think. 
I  had  promised  Buck  Hilbert an 
article  on  Cubs  in  Canada. However,  the 
info  I had  sought  was  burned  in  a  couple  of 
fires  - still trying  though.  I  could 
write an  article  on  ferrying  a J-2  from 
Winnipeg  to Toronto via  the  north 
shore of Lake  Superior. Winds  were  as  high 
as  60  mph  and  landings  were  made  no 
brakes  on  pavement  in  35-40  mph  90
0
cross-
winds  way  over  gross (300  Ibs.) 
Maximum  GIS  was  verified  at  137.5  mph  -
Bungees failed  finally  and  fire  trucks 
chased  us  alongside  runways  - being 
oblivious,  we  didn' t  realize  trucks saw  us 
land  with  a  wing  tip  in  the grass  -
we  thought that they  were  possibly sent  out 
because  a JET  (I)  was  in  trouble. 
Perhaps  an  article could  be  written. 
Oh  yeah  - all  the  maps blew out the  open 
door - out  over  the  boondocks.  One 
tire  went  flat , the tail  wheel  bent (springs) 
the aircraft would  only taxi  in  left  hand 
circles. 
Don't  get me  wrong  - I don' t  ever
expect to  make  such  a  flight  again. 
FLYING - THE  BEST WAY  TO  GET  HIGH
Vintage Airplane  has  an  article  March 
1976 concerning  a  Cub  Fly-In  at  Burlington  every 
June, and  the article states  " Come Join 
the  Fun  at  Burlington",  but  it  isn't  listed 
in  Vintage Airplane  or SPORT AVIATION. 
Well????? 
Copies of old  ads  and  brochures would 
help as  " filler"  in  Vintage  Airplane. 
Aeronca  even  had  a  booklet  on  C-3  series. 
Drawings for the  Taylor E-2  Cub  are  now avail-
able  from  the  FAA  in  Jamaica,  New 
York.  I wrote to  them  and  they  found  they 
had  drawings which  could  not be  released 
as  they  were  confidential  to  the 
application  for the  AIC. However,  FAA 
responded  to  my  request  by  contacting  Piper 
who  have  now  given  permission  to  release  the 
drawings to the  public.  I  have  a  list  of 
what  appears to  be  about  126  micro-
filmed  drawings. 
C.  Garth  Elliot 
2nd  Line West 
Meadowvale,  Ontario  Canada  LOJ  1KO 
P.S. Years  ago  EAA  had  " status"  cards  to 
be  completed  by  members - keep  track 
of  projects,  etc. It  would  cost a  bit ,  but  might 
be  an  idea to  enclose some  in  Vintage 
Airplane  every  3rd  issue??? 
Editor's  Note:  Always  glad to  hear 
from  far  away people - keep  it up. 
Burlington  had to  be  cancelled this year -
sorry about that! 
May  20,1976 
Dear J.  R. : 
Sorry  for  the  lack  of communication, 
but  I  have  been  trying to  recruit 
a  substitute  forum  speaker to  no  avail.  I  couldn' t 
organise  any  leave  for Oshkosh,  unfortunately. 
I' m  off for a  month  in  September,  and 
am  going  to  the  Farnborough  Air  Show,  UK. 
We  might call  through the  USA on  our 
return  from  the  UK,  but  I can't  promise any-
thing.  Well ,  next  year will  be  a  good 
effort  as  I already  have  leave  approved  for 
July/August , 1977, and  I  hope to  bring 
a  couple  of our Vintage  Section  people over 
with  me. We  will  begin  to  plan  a  series 
of films  and  lectures  prior to  the 
end  of this  year  so  as  to  give  you  early  notice 
of the  presentation  to  be  given  at 
the  convention. 
I've enclosed  material  relevant 
to  the  formation  of our Vintage  Section 
of the  Sport  Aircraft Association  of 
Australia.  We  would  like to establish  an  Official 
affiliation  with  the  EAA  Antique/Classic 
Division  if at  all  possible. I'm  the 
Federal  Chairman,  as  well  as  State 
(Queensland),  and  State  Technical  Officer 
for  SAAA.  Maybe  you  would  like to 
publish  an  article  from  the  enclosed  material. 
During  the  last  few  months I've  been 
organising  about six  articles for 
THE  VINTAGE AIRPLANE.  It  is the  intention 
of our group to  try  to  submit articles 
on  a  regular  basis  in  order to  create  an 
awareness  of Australian  Aviation  History. 
The  first  of the articles to follow 
deal  with  Bert  Hinkler and  his aircraft , 
one  of which  appears  on  our badge. 
Two  are  preserved  in  the  Museum  at  Bris-
bane. I'm  awaiting  some  photographs  from 
around  the  country to  put the articles together. 
I  just  received  the  parts  for my 
Auster J5R,  and  I am  just starting  the 
fuselage  weld  repairs, so  I should  have 
some  progress  soon  with  some  photos. 
Well,  I had  better sign  off as  I 
have  another  newsletter to  complete. 
Regards, 
P.  J. Harrington 
35  Leone St. 
Lawnton - Brisbane 
Queensland  4501 
Australia 
Editor's  Note:  We  welcome  this  news  and 
will  be  glad to  have  stories from  Australia!  For 
those  of you  who  don't know they are 
even  in  attendance at Oshkosh  in  numbers.  'S. 
May  24,1976 
Dear AI : 
I  received  my  May  issue  this  morning 
and  could  not  have  been  more  pleased. Frankly, 
I am  truly  impressed  with  each  and 
every  issue.  It  is  my  every  wish  that all 
of our  members  realize  that  these  issues  are 
collectors  items  and  will  treat  them 
as  such  and  cherish  them  as  I do. 
The  enclosed  is  a  5 x  7  color picture 
of our Ryan  SCW,  which  incidentally 
won  the Grand  Champion  Award  at  the  North 
Carolina,  South  Carolina, Virginia 
Antique  Airplane  Foundation  Fly-In  (EAA 
Chapter 395-2A)  held  at  Burlington, North 
Carolina the  first  weekend  in  May. 
This  is  the  ship that  was  covered  in 
SPORT AVIATION several  months 
ago, and  is  the  prototype  SCW  which  we 
brought out of  Mexico  about three  years 
ago, and  was  beautifully  restored  by  Pete 
Covington.  Incidentally,  the  print is 
yours to  keep  in  the  interest that you  might 
have  some  use  for them  when  convenient. 
I  believe that  I had  previously 
mentioned  that  Pete  and  I  have two  low-wing 
Aeroncas  undergoing  restoration,  and 
I am  currently doing  a  story for you  on  the 
history of the  Aeronca  Low-wings. I  have 
collected  a number  of excellent  pictures 
including  early  factory  shots.  Currently,  Pete 
and  I are  recovering  the  Travel  Air 6000. 
Again,  many thanks  for  the  May  issue, 
and  I extend  to  you  my  warmest  personal  regards. 
Sincerely, 
Morton  W.  Lester 
Editor's  Note:  I  saw Morton  at the 
Tulahoma  Fly-In  this  week and tagged 
him  for an article on  the  sew.  Will save  the 
picture to  use  then.  Will  be 
anxiously awaiting both stories. 
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