~     ~ ~

CHAIRMAN and CO-CHAIRMAN. If you've ever attended Oshkosh
you have heard these words spoken over and over and also have seen them
in print many times and in many places. What do they mean? Why do we
have both a Chairman and a Co-Chairman? Wouldn't just one Chairman
be sufficient? The answer is really very simple. We all come to Oshkosh to
enhance our knowledge of aviation and to have a good time looking, listen-
ing, flying and just all around enjoying ourselves. None of us comes just to
sit behind a desk, or in a booth, or to just park airplanes, or anyone of
hundreds of other jobs which require full time coverage during the conven-
tion. But if we had just a Chairman for each committee, he would have a full
time job and would not have any opportunity to enjoy the convention
himself. Therefore, several years ago when the convention started to grow
to the size which required full time help on so many different committees,
it was decided that each committee would have both a Chairman and a
Co-Chairman so that these two could divide the working time between
them, and each would have to work only half of the time. They could thus
spend the other half enjoying the convention and satisfying their special
In theory the Chairman and Co-Chairman system should have been
a great success, but in practice it has been somewhat less than fantastic.
The cause of this less-than-hoped-for result has not been any fault of the
Chairmen and Co-Chairmen. In fact, they have both been working steadily
and without relief because they do not get sufficient numbers of members
to volunteer to help on their committees. They forego their off-duty periods
and work one of the unmanned positions on their committee so that you
may have the smooth running convention which you have come to expect.
The Chairmen and Co-Chairmen have the nucleus of their committees
well organized. For instance, the Antique/Classic Division Parking Com-
mittee operates on three hour shifts starting at 7:00 a.m. and continuing
to 9:00 p.m. each day with a two hour break in the schedule at air show time.
The Division Headquarters Staff Committee also operates on three hour
shifts starting at 8:00 a.m. and continuing to 8:00 p.m. daily. The Division
Forums Committee operates from 9:00 a.m. to 5:00 p.m. daily. All other
committees operate on a "when needed" basis.
In the April issue you will find the list of Antique/Classic Division
Convention Committees with their Chairmen and Co-Chairmen. They
really do need your help during the convention. They are asking you to
fill one of the unmanned positions on their committees. They would like to
work alongside you so that they can share with you the pride of a job well
done and the self-satisfaction that goes with it. They would like to get to
know you and to become friends with you. However, they have never had
the opportunity to make your acquaintance, and they won't be able to
enjoy meeting you unless you take the initiative to introduce yourself. Pick
out the committee you would like to work on and drop a short note or post-
card to its Chairman and volunteer your services. Let him (her) know what
day(s) or what time(s) you can be available. They will sincerely appreciate
hearing from you, and you will enjoy the convention more than you ever
have in the past.
-- -- -- --- -- --
Publisher  Editor 
Paul  H.  Poberezny  AI  Kelch 
P. O.  BOX  2464  P. O.  BOX  3747 
P. O.  BOX  181 
LYONS,  WI  53148 
Evander  Britt 
P.  O.  Box  458 
Lumberton,  NC  28358 
Claude  L. Gray, Jr. 
9635  Sylvia  Ave. 
Northridge, CA  91324 
AI  Kelch 
7018  W.  Bonniwell  Rd. 
Mequon, WI  53092 
William  J. Ehlen 
Rt.  8, Box  506 
Tampa, FL  33618 
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Assistant  Editor 
Lois  Kelch  -
Centributing  Editors 
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Evander  Britt 
Jim  Barton 
Claude  Gray 
Ed  Escallon 
Rod  Spanier 
Dale  Gustafson 
Henry  Wheeler 
Morton  Lester 
Kelly  Viets 
Bob  Elliot 
Jack  Lanning 
Bill  Thumma 
W.  Brad  Thomas,  Jr. 
301  Dodson  Mill  Road 
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Robert  A. White 
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Orlando,  FL 32803 
MAY  1976  VOLUME  4  NUMBER  5 
The Restorer's Corner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1
The Hamilton Metalplane ..... ......... ..... .... .. .. . ..... . .. 3
Vintage Album. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 8
The Cub Resurrection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 11
Test Flight .................................... , ............. 15
Whistling In The Rigging ...... .. ...................... .... . .. 16
The U.s. Mail . .......... . . . ...... . ................ .. . . ...... 17
Calendar Of Events . .. .......... .. . ... . .................. .. .. 18
Dues Increase Notice ........................................ 18
(Back  Cover)
Business end of Lysdale's Hamilton Metal·
plane. Curtiss Pusher, in its element , a hay field.
Copyright c  1976 Antique  Classi c  Aircraft , Inc. All  Right s  Reserved. 
---- ---------- ---I
Send Old Stories

hen Jack Lysdale brought his Hamilton Metal-
plane to the Fifth Annual National Fly-In of the
Antique Airplane Association and Air Power Museum
at Antique Airfield, Blakesburg, Iowa, last August, the
event brought forth nostalgic memories to many old-
timers in attendance. To the uninitiated it resembled
a "single-engined Ford Trimotor" in appearance, but
knowledgeable aficionados recognized the rare bird
as a real gem out of the pages of history. It became the
hit of the Fly-In.
(Photo  by  Gene  Chase) 
Jack  Lysdale's  Hamilton  Metalplane,  Model H-47,  tied 
down  at  Antique  Airfield,  Blakesburg,  Iowa  during 
the  1975 AAA  National  Fly-In. 
By  George  Hardie Jr.,  EAA  500 
10324  West  Ridge  Road 
Hales  Corners,  Wis.  53130 
All Photos  From  The  Author' s  Collection,  Except As Noted. 
Evidently the judges shared that feeling, for Jack
Lysdale collected five trophies to take home - Most
Rare Monoplane, Best "Big Plane" Award, Colorado
Chapter Choice, South Chicago Chapter Choice and,
best of all, the 1975 AAA Grand National Champion
Award. This was a fitting climax to Lysdale's long cher-
ished dream of bringing his Hamilton to the AAA Na-
tional Fly-In. It was also a just award for almost three
years of dedicated restoration work by Jack Lysdale
and his associates at his hangar at Fleming Field ,
South St. Paul, Minnesota. Long hours of diligent
effort has resulted in a masterpiece of authentic recrea-
tion of a very historic design.
It all began in 1951 when Captain Harry McKee of
Northwest Airlines learned of the remains of a Hamil-
ton located in Alaska. He purchased it from Don Cross
at Deering, and brought it to the St. Paul area for
restoration. McKee enlisted the help of friends and
fellow Northwest employees, and work was started
to restore the aircraft as a non-flying exhibit. North-
Hamilton Metalplane, Model H-18, being prepared for
the flight to Washington, D.C. on April 30, 1927. James
McDonnell above the cockpit, Thomas Hamilton stand-
ing near the propeller.
west Airlines in the early years had flown Hamiltons
on their routes. The project dragged along for several
years until McKee, discouraged by the lack of progress
and mounting expenses, put the aircraft in storage.
Jack Lysdale acquired the airplane in December, 1972
and decided to restore it to 100% airworthy condition.
This required dismantling the complete airplane to
the basic structure, with the result that the previous
restoration work was nullified. Jim Schumacher was
placed in charge, with Dick Wille, a local policeman,
assisting in his spare time. Dick had previously worked
on the plane in 1959-60 when it was a Northwest
Airlines employee project. Noel Allard kept a photo-
graphic record of the progress of the restoration and
assisted with the necessary research.
After taxi tests, the first flight was made on August
12,1975. Only minor adjustments were required, attest-
ing to the high quality of workmanship upheld in the
restoration process . The airplane is licensed as a
Standard Category Aircraft carrying a permanent
airworthiness certificate. At the time it arrived at
Blakesburg it had been flown a total of 12 hours. Prior
to that the plane was last licensed in 1947 and the logs
showed a total time of 5,183 hours.
The Lysdale Hamilton, Serial No. 65, was built in
1929 by the Hamilton Metalplane Co., Milwaukee,
Wisconsin, a Division of the Boeing Airplane Co. of
Seattle, Washington. Originally licensed as NC-875H,
Lysdale had the license number changed to NC-879H
so that he could finish it in authentic Northwest Air-
ways colors and number 27 of an actual Hamilton used
by the airline.
This is an H-47 model, powered with a Pratt &
Whitney Hornet engine at 525 hp. It was sold originally
to the Ontario Provincial Air Service in 1930, with Cana-
dian license CF-OAJ, and was used on floats . After
serving numerous owners it eventually was stored at
Deering, Alaska where Harry McKee found it.
The history of the Hamilton Metalplane Co. began
when its founder, Thomas F. Hamilton, at the age of
16 built his first airplane in 1910, powered with a rotary
engine from an Adams-Farwell automobile. His second
design, built the following year, was more successful.
In 1915 he established the Hamilton Aero Mfg. Co. at
Vancouver, Canada to manufacture a refined version of
his biplane for use in training Canadian aviators in
World War 1. When the U.S. entered the war in 1917,
Hamilton moved to Milwaukee, Wisconsin to work for
the Matthews Brothers Woodworking Co. where he
was placed in charge of the propeller department. At
war's end he purchased the aviation department of
Matthews Brothers and set up his own company, Ham-
ilton Aero Mfg. Co. of Milwaukee, to manufacture
propellers and pontoons using much war-surplus stock.
The reputation of "Hamilton Propellers of Quality"
grew steadily with their use on Army and Navy air-
craft, airmail planes and even on the Navy dirigible
"Shenandoah" .
During the war, Hamilton had built pontoons of
wood at Matthews Brothers. After he established his
own company he developed pontoons of duraluminum
for sale to Canadian buyers. From this experience he
decided in 1926 to build an all-metal airplane. He hired
two aeronautical engineers, James S. McDonnell and
James Cowling, Jr., to do the designing. Work was
started in a corner of the propeller plant and placed
under the direction of William Werner, superintendent.
This first design, labeled Model H-18, was a high-
wing monoplane with a thick cantilever wing and
elliptically shaped fuselage. The aluminum skin was
unusual in that evenly spaced V-sections were crimped
into the flat stock to provide rigidity. This was done by
--- ----- -
I '-J ••
- ::: t"----


-- -: 

-,.  ...-t--nl  -------
(Photo by Gene Chase)
Owner Jack Lysdale and the trophies and awards he won at the
1975 AAA National Fly-In. Note the smile of satisfaction!
(Photo by Gene Chase)
The crew responsible for the restoration. Left to right are: Noel
Allard, Photographer - Researcher; Jack Lysdale, Owner; Jim
Schumacher and Dick Willie, Restoration Craftsmen.
workmen  in  the  shop  on  a  hand  operated  roller.  Three 
wing  beams  carried  the  load  and  were  fastened  to 
the  fuselage  with  six  chrome  vanadium  bolts.  With  the 
thick  section  of  the  wing  extending  so  deeply  into  the 
fuselage  sides,  the  cabin  windows  were  mounted  in 
the  lower surface of the  wing.  Arm  rests  were  provided 
for  the four passengers enabling them to look downward 
in  flight.  A  pilot's  compartment  provided  stick  controls 
for  a  pilot  and  co-pilot. 
The  airplane  was  billed  as  a  combination  cabin  and 
mail  plane,  an  interesting  sidelight  on  the  marketing 
problems of  that  day.  First  flight  was  made  on  April  2, 
1927  with  Lt.  Victor  Bertrandias  as  test  pilot.  Two  days 
later the airplane was appropriately christened  "Maiden 
Milwaukee"  by  Hamilton's  seven-year  old  daughter. 
On April 30 Hamilton and his crew flew  to  Washington, 
D.C.,  where  the  airplane  was  exhibited  at  the  Pan 
American  Aero  Congress.  It  was  entered  in  the  1927 
National  Reliability  Tour  sponsored  by  the  Ford  Motor 
Co.  With  Randolph  Page as  pilot,  it  placed  second  with 
a  prize of $2,000.  At  the  National  Air  Races  at Spokane, 
Washington  on  September  23-24,  with  John  H.  Miller 
as  pilot,  it  placed  third  in  speed  and  first  in  efficiency 
in  the  Detroit  News  Air  Transport  Race,  and  tenth  in 
speed  and  first  in  efficiency  in  the  race  for  the  Aviation 
Town  &  Country  Club  of  Detroit  trophy.  Total  prize 
money  for  these  wins  was  $1850. 
In  spite  of  the  publicity  generated  by  these  out-
standing performances,  no buyers appeared at the Ham-
ilton  plant.  Even  mounting  the  ship  on  pontoons  failed 
to  attract  orders.  Evidently  the  cramped  cabin  ar-
rangements  and  lack  of  side  windows  turned  off  many 
prospects.  At  any  rate  the  decision  was  made  to  re-
design  the  aircraft  into  a  more  marketable  product. 
As  a  first  step  the airplane business  was separated  from 
the  propeller  operations  and  the  Hamilton  Metalplane 
Co.  was  incorporated.  A  building  was  acquired  on  Mil-
waukee's near south side and  preparations were under-
way  to  launch  the  new  project. 
At  this  point,  Dr.  John  Akerman  was  brought  into 
the company as chief engineer.  Akerman had worked on 
the  Ford  Trimotor,  as  had  James  McDonnell.  This  may 
or  may  not  account  for  the  similarity  in  design  and 
construction  of  the  new  Hamilton  Metalplane,  desig-
nated  Model  H-21,  to  the  Ford  product. 
This  prototype  model  was  a  distinct  departure  in 
design  configuration  from  the  previous  model.  The 
boxy  fuselage accommodated six  passengers placed side 
by side in  three rows.  A door on the left side of the fuse-
lage  provided  access  to  the  two  rear  seats,  while  the 
door  on  the  right  side  provided  access  to  the  forward 
four  seats  and  the  pilots'  compartment  which  accom-
modated  a  pilot and  co-pilot. 
The wing had a center section of constant airfoil  form 
with  the  two  outer  panels  tapered  in  section  and  plan. 
The skin  was  the standard corrugated  Alclad  aluminum 
as  used  on  the  Ford  Trimotor.  The  landing  gear  was 
of  the  split-axle  type  providing  a  wide  tread.  Power 
was a  Pratt &  Whitney  Wasp  of 425  hp with  a  Hamilton 
metal  adjustable  propeller. 
The  airplane  was  rushed  to  completion  and  exhibi-
ted  at  the  All-American  Aircraft  Show  in  Detroit  on 
April  14-21,  1928.  It  attracted  much  favorable  atten-
tion,  possibly  due  to  the  intense  advertising  campaign 
mounted  by  Hamilton  which  included  large  billboard 
displays  around  the  city,  noted  as  the  first  use  of  out-
door  display  advertising  by  an  airplane  manufacturer 
in  the  U.S.  In  later  years  Hamilton  made  the  statement 
that  he  had  invested  $300,000  in  the  design,  construc-
tion  and  modification  of  this  prototype  before  going 
into  production.  It  was  sold  to  Andean  National  Air-
lines  in  Columbia  and  operated  to  transport  gold  from 
inaccessible  areas. 
One  criticism  was  leveled  at  the  new  model  by 
visitors  at  the  aircraft  show.  The  fuselage  was  too  nar-

row. This was changed on the production version so
that an aisle between the seats provided better acces-
sibility for passengers and pilots. The door on the
right side was also eliminated.
Production records of the Hamilton Metalplane are
very confusing. The new model was advertised as the
H-21 "Silver Streak" landplane, with the seaplane
version listed as the H-22 "Sea-Dan". Power on both
of these models was the Pratt & Whitney Wasp of 425
hp. Later references show an H-43 landplane and an
H-44 seaplane. The Handbook of Instructions furnished
with each airplane showns an H-45 with a Pratt &
Whitney Wasp of 450 hp and the H-47 with a Pratt &
Whitney Hornet of 525 hp. Actually, the principal dif-
ference between these two was the more powerful
engine on the H-47.
Just as confusing is the attempt to determine
exactly how many Hamiltons were built. Interviews
with several former employees have failed to establish
an exact figure. An announcement in the magazine
Aviation for February 13, 1928 states that metal was
being cut and parts for 25 airplanes were to be made at
once, with first delivery scheduled for -March l.
An exhaustive search has so far uncovered tentative
identification, by serial number and license registration,
of 27 airplanes. Some sources list 29 airplanes, but the
difficulty is in sorting out those that were sold abroad
and those that were returned to the factory for rebuild-
ing and modernization. To illustrate the confusion,
Serial No. 58 is listed in the Aircraft Yearbook for 1931
as being licensed under Memo 2-125 dated September
7, 1929 with a wingspan of 60 ft. 5 in. and gross weight
6375 Ibs. This was evidently a special version, since the
standard H-47 had a wingspan of 54 ft . 5 in.. and weight
of 5865 Ibs. No further clues have been located.
The first production models, H-45's, were completed
in September, 1928. Two were delivered to Universal
Airlines and two went to Northwest Airways. One was
delivered to Wien Alaska Airways about the s a m ~ time.
Other early buyers were D. W. Norris of Milwaukee
and C. W. Keller, a big game hunter from Detroit.
Scenic Airways in Arizona operated a Hamilton at
one time. In May, 1929 Braniff acquired four Hamiltons
from Universal Airlines. Isthmian Airways operated
Hamiltons in the Panama Canal Zone flying their
"transcontinental" route. An H-47 went to the Boeing
School of Aeronautics in Oakland, Calif. Northwest
Airways eventually acquired a total of nine Hamiltons
for their fleet. One of these, Serial No. 48, NC-7523,
was destroyed in a hangar fire in February, 1933.
Ontario Provincial Air Service in Canada acquired
three H-47's on floats. A fourth, Serial No. 68, NC-878H,
crashed June 26, 1930 at Port Arthur, Ontario while
being flown by Major J. O. Leach, pilot for Ontario
Provincial Air Service. Another of their Hamiltons,
Serial No. 67, registered CF-OAI, was lost on August
18, 1931 at Fort Francis, Ontario when the pilot lost
speed in a turn and spun in. .
Wien Alaska's Hamilton, Serial No. 53, NC-10002,
was purchased by Alaskan Airways, fO'rmed by famed
Alaskan bush pilots Carl Ben Eielson and Joe Crosson.
On November 9, 1929 Eielson took off from Teller,
Alaska with hi s mechanic Earl Borland on a flight to
North Cape, Siberia. They were trapped in a snowstorm
(Photo by Gene Chase)
Rear view of Lysdale's Metalplane at the 1975 AAA National
Fly-In. The Northwest Airways markings and license number are
completely authentic.
~ ~ ~ .   =   ~ ~
      ~ ~        
and crashed. Typical of the flying fra-
ternity in Alaska, a massive search was
organized to find the lost fli ers. Finally
on January 25 Crosson spotted a reflec-
tion in the snow and landed. It was a
wing of the Hamilton protruding from
the snow, with the rest of the wreckage
scattered nearby. Eielson and Borland
had been killed in the crash. In honor
of the man credited with establishing
reliable commercial flying in Alas ka,
the U.S. Air Force Base at Fairbanks bears
his name.
Probably the most unusual crash in-
volving a Hamilton occurred on the night
of November 24, 1928. Pilot Joe Doer-
flinger took off from Chicago in a Uni-
versal Airlines Hamilton, bound for
Cleveland. He had five passengers
aboard, a lady and four gentlemen. Near
South Bend, Indiana he ran into a blind-
ing snowstorm. Dropping to 500 ft. al-
titude he finally located an airway beacon
and ducked the clouds all the way to
Cleveland. Upon landing the station
agen t rus hed out exclaimi ng, " Joe,
aren' t you dead?"
Doerflinger assured him that every-
thing was alright. Then the agent ex-
plained. Pilot Ed Bassett had taken off
from Cl eveland headed for Chicago.
Since there was room, hi s wife decided
to fly with him. After depositing two
passengers at Toledo, Bassett had de-
layed take-off waiting for the weather
to cl ear. Near Bryan, Ohio he ran into a
snowstorm and tried to land in a field.
Unluckily for him a lone tree blocked
hi s path. The plane hit the tree squarel y
with s uch force that the engine wa s
driven to the rear of the fuselage. All
aboard were killed instantl y. Because it
was not known that Bassett's wife had
accompanied him, it was supposed that
the crash was Doerflinger. There was
a special reason for Mrs. Bassett to ac-
company her husband that night. It was
their eighth wedding anniversary.
January, 1929 brought a dramatic
change to the fortunes of the Hamilton
'VIetalplane Co. Eastern financiers had
been busy putting together giant corpo-
rations to combine the man ufact uring
and operations of air transport s and air-
lines by merging selected companies. In
Connecticut the Pratt & Whitney Air-
craft Co. was joined with Sikorsky Mfg.
Co., Chance Vought Aviation Corp. and
the Boeing Airplane Co. of Seattle to
form a part of the United Aircraft &
Tr a nsport Corp. The Hamilton Aero
Mfg. Co. and the Hamilton Metalplane
Co. were acquired by this group to com-
plete the manufacturing syndicate. The
airpl ane company then became known as
the Hamilton Meta lpl ane Division of
the Boeing Airplane Co., a Division of
United Aircraft & Transport Corp. In
January, 1930 a further move was made
when the Hamilton Aero Mfg. Co. was
consolidated with the Standard Steel
Propell er Corp. of Pittsburgh, also ac-
quired by the merger. Shortly afterward
The first four Hamiltons lined up at Milwaukee County Airport,
September, 1928. Model H-18 is in the rear, three Model H-45's in front .
Hamilton Metalplanes under construction at the Park Street plant,
Milwaukee, Wis. Fuselages are in the foreground, wing spars in the right
rear, assembly left rear.
Control wheel and instrument panel in
a Northwest Airways Hamilton. Turn
and bank indicator in the center, tacho-
meter to the right.
Milwaukee, Wisconsin
Model H-45 Landplane. Wasp 425 HP .
Model H-47 Landplane, Hornet 525 HP .
Model H-45 Seaplane. "Wasp" 425 HP motor, including
pontoons and all special equipment used in Seaplane
operation, no land gear .
Model H-47 Seaplane, " Hornet" 525 HP motor, including
pontoons, gears, and all special equipment used in
Seaplane operation .
Special equipment referred to above as follows :
Seaplane Floats " G" with float Gear $4,000.00
Eclipse Electric Starter, complete with Generator 900.00
Additonal charge in exchange of standard two-blade
propeller for three-blade propeller . 200.00
Charge for coating of Bitumastic covering for
protection of Dural against corrosion where plane
is used on salt water . 500.00
Total cost special equipment complete $5,600.00
In figuring delivered price of Seaplane use following :
List Price Model H-47 Hornet (landplane) $26.000.00
Deduct credit for landing gear 800.00
Price Landplane less landing gear. $25,200.00
Plus special equipment as shown above 5,600.00
$3t ,800.00
Milwaukee, Wisconsin
Approved Type Certificate 85 94
Model H-45 H-47 H-47
Motor P & W Wasp 420 HP Hornet Hornet
525 HP 525 HP
Weight Empty 3,639Ibs. 3,699Ibs. 4,318 Ibs.
Useful Load 2,226 Ibs. 2,166Ibs. 2,133Ibs.
Total Gross Weight 5,865Ibs. 5,865 Ibs. 6,45t Ibs.
Seating Capacity 8 Incl. Pilot 8 Incl. Pilot 7 Inc. Pilot
High Speed t35 MPH 145 MPH 137 MPH
Cruising Speed lt5 MPH t25 MPH t t7 MPH
Landing Speed 50 MPH 55 MPH 55 MPH
Cruising Range 675 Miles 600 Miles 550 Miles
Climb At Sea Level 850 FPM 900 FPM 800 FPM
Service Ceiling t3,000 ft . t5,000 ft . t5,000 ft .
Take Off Run 550 ft. 450 ft. 800 ft .
Take Off Time t5 sec. 10 sec. 30 sec.
Wing Loading t4.5Ibs. 14.5Ibs. t6.6Ibs.
Interior of a factory-built Hamilton
Metalplane looking forward to the pilot's
per sq. ft. per sq. It. per sq. ft.
Power Loading 13.6Ibs. to.9Ibs. t2.2Ibs.
per HP per HP per HP
compartment. This one has the standard
artificial leather upholstery.
Length Overall 34 It. 8 in. 34 ft. 8 in. 34 It. 8 in.
Height Overall 9 ft. 6 in. 9 ft. 6 in. 11 It. 1 in.
Span 54 It. 5 in. 54 ft. 5 in. 54 ft. 5 in.
the Milwaukee plant was closed and operation of the
Width At Cabin 4 ft. 4 It. 4 It.
new Hamilton-Standard Propeller Corp, was concen- Cabin Length 100 in. tOO in. 100 in.
Cabin Width 44 in. 44 in. 44 in .
Cabin Height 57 in. 57 in. 57 in.
trated at Pittsburgh. Continuing decline in sales forced
closing of the Pittsburgh plant and removal to East Hart-
ford, Connecticut.
Meanwhile the Hamilton Metalplane Division was plants at Seattle and Wichita. Thus ended the manu-
experiencing economic difficulties. Parts for five air- facture of Hamilton Metalplanes.
planes of the original production batch remained to be The record of service left by these aircraft is compara-
assembled and sold. On October 11, 1930 the Park Street tively unknown, but to the pilots who flew them,
plant was closed and operations were moved to the especially in Alaska and Canada, the Hamiltons were a
new hangar at Milwaukee County Airport. The re- rugged, reliable airplane of great endurance, We are
maining aircraft were serviced here, as well as others indeed fortunate to have Jack Lysdale's beautifully
brought in for repair or modification, In April, 1932 this restored example to remind us that good airplanes were
operation was closed out and dispersed to the Boeing built in the old days too!
The employees of Hamilton Metalplane Division, Boeing Airplane Co., Milwaukee County Airport 1930.

Men and It
.,... ..
:) ",
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Photos by
Bill has been
man since t

For his story set
1. Max Walton 's OX5 Travelair 2000 from
Wichita, Kansas. A good place for such a fine exampl
to be from.
2. SE5. At now defunct Wings & Wheels Museum.
Our museum will soon have a complete SE5
and maybe later we will see a replica flying.
3. A little smoke, the noise of a Kinner, some daisies
in the grass and away we go! Harold Johnson's Meye
OTW Dayton, Ohio.
. Vintage Machines

c--..... -- -, -Rl'J ......
'-0. . .. ' - .. "' , ...
'I  Thumma 
avid airplane 
early  1920s. 
ures for many a pic page. 
tter on page  17. 
4.  Dudley Kelly's  DeHavilland  Gypsy  Moth  with 
Wright  Gypsy  Engine a perennial favorite  at fly-ins. 
5. 1918 Sopwith  Snipe  at  Air  Force  Museum,  Dayton, 
Ohio.  Wouldn ' t  it be  fun  out of the  cage? 
By  Chet  Peek 
1410  Brookdale 
Norman,  Oklahoma  73069 
In  the  fall  of  1970,  I  decided  it  couldn't  be  put  off 
any  longer.  My  pride  and  joy,  E-2  Cub  97  needed  a 
complete  restoration.  This  is  the  story  of  that  five  year 
I'd  purchased  "old  97"  in  1953  for  $100.00.  After 
partially  restoring  it  in  the  patch-up  way  we  did  back 
in  those  days,  I'd  flown  it  for  16  years.  Some antiquers 
may  remember seeing  it at  the  Ottumwa  fly-in  a  couple 
of  times  in  the  fifties.  It was  really  a  fun  airplane  and 
quite a  conversation  piece.  But  now  the  fabric  was  bad, 
the  engine  was  weak,  and  there  were  some  suspicious 
looking  rust  spots  on  the  bottom  of  the  fuselage.  It
needed  lots  of  work,  and  this  time  I  was  determined  it 
would be restored to AUTHENTIC and FACTORY NEW 
The E-2 Cub is one of the most historically interesting 
aircraft  in  the  world.  It's  the  direct  ancestor  of  all  the 
Piper  series;  the Super Cub coming off  the  Lock  Haven 
assembly  line  today  still  has  essentially  the  same  di-
mensions and framework pattern as the E-2.  Fewer than 
twenty  of  these  old  planes  remain;  most  of  these  are 
modified  with  later  model  parts.  I  believe  half  the  fun 
in  this  sort of hobby  is  the  study and  research  required 
to  bring  an  old  plane  back  to  factory  new  condition; 
thus  my  insistance on  authenticity. 
Two  factors  helped  me  in  this  regard.  First,  I  had 
another  E-2,  No.  84.  While  nearly  a  bas-
ket  case,  it  still  was  in  original  condition 
with  some  of  the  fabric  intact.  Second,  I 
received  immeas urable  help  from  Mr. 
Walter  Jamouneau,  Vice  President  of 
Piper  Aircraft.  He  not  only  answered 
numerous  mail  inquiries,  but  he  granted 
me  a  most  interesting  two  hour  inter-
view  in  hi s  office  at  the  Lock  Haven 
factory .  He  actually  remembered  both 
of  my  E-2's  and  could  recount  stories 
about  the  first  owners!  What  a  memory 
and  what a  grand gentleman. 
Here  are  some  random  examples  of 
my  efforts  to  obtain  authenticity. 
Color scheme. The original production 
book  stated  " standard  paint  job,  silver 
fuselage  and  wings  with  red  trim".  Bits 
of  fabric  salvaged  from  No.  84  indicated 
an  arrow  shaped,  black  bordered,  red 
stripe  which  ended  at  the  door  hinge. 
The  exact  color  of  maroon  red  was  se-
lected  by  matching  the  inside of the boot 
cowl.  Presumably  it  had  not  faded.  The 
cockpit  area  was  completely  red  also, 
as  indicated  by  the  remains  of No.  84. 
Instruments. Only four were originally 
installed.  By  matching  up  those  from 
both  No.  84  and  No.  97  I ended up  with: 
a  Stewart-Warner  tach,  a  41/2  inch  diam 
height  meter  (WWI  surplus)  and  a  U.S. 
Guage  Co.  oil  pressure  and  temp.  I 
searched  high  and  low  for  a  switch  that 
only  read  "off-on"  instead  of  "both" 
and  finally  found  one. 
Cowling. The  existing  cowling  had 
twist  fasteners,  but  the  old  pictures  all 
showed  a  wire  lacing  arrangement. 
After  asking  all  over  town,  I  finally 
bought some  antique  shoemakers  equip-
ment  and  was  able  to  install  the  boat-
hooks  properly.  More  on  the  sheetmetal 
work later. 
Chet Peek and old 97.  Summer of '75.
Ed. Note: Somehow he just looks like
an E2 driver.
Finished Job! The day so long coming
has arrived al/ is worth it!
List  price  of E-2  Cub  . . .. ......$1425.00 
Dealer cost  (less  15%)  ... . . .. . .  1211.25 
A-40  engine  cost  . .. .. .... . . .. .  400.00 
Prop  . ............. ... ....... .  8.00 
Tire ..... .... . .. .. . .. . .. . . . . . .  10.00 
Wheel  ........ . .......... . . . .  6.00 
Instruments,  set  . . . ....... . . . .  15.00 
Fabric,  Yd  .. ..... . .. . ... . . ... .  .20 
Dope,  gal  ... . ... . .. . .. . . . . . . .  .80 
Steel  tube,  ft  . . ... . ... .. .. . . . . 
Man  hrs  to  make  one  plane  ... . 
"CUB" insignia. As  luck  would  have 
it,  I'd  saved  the  cover  of  the  fin  and 
rudder from  No. 84  with the N-C number 
as  well  as  the  legend  "THE  CUB,  Taylor 
Aircraft Co.,  Bradford, P A." I cut a stencil 
for  the  Cub  logo  and  after  searching  in 
vain  for  a  stencil  cutter  with  the  right 
sized  letters,  I  cut  the  rest  by  hand  too. 
This  added  up  to  several  weeks  of  part-
time  work  but  now  my  plane  carries 
authentic  markings. 
Accessories: The  original  Cubs  had 
neither  carb  heat  or  primer.  I  didn't  in-
stall  any,  and  after  a  year  of  flying,  I'm 
glad  I  didn't.  They  are  just  extra  weight 
and  trouble. 
While  engaged  in  this  research,  I  re-
ceived  some  pricing  data  that  may  be 
interesting  to  antique  fans .  These  are 
from  the  Taylor  factory  in  1933. 
37  of Continentals  best horses. 
Cowl and new A-40 for SIN 84 WB.  (Note laced cowl). 
But before you restorers all start wishing for the good
old days, here is the factory wage rate ... 22c per hr!
So much for the research, now back to the story of
the restoration. Disassembly at the airport was easy.
My wife (of 30 plus years) helped put the wings on top
of the car, we bolted the tail spring to the bumper hitch
and off we went. In no time the Cub was back home in
the garage ready for work to commence. By spring, I
thought, it will be back in the air agai n. But it didn't
work out that way. We moved four times in the next
three years. All I did with the Cub was load it up and
move it! Finally, in 1973, we finished building our pres-
ent home, complete with shop, and the project could
get under way again.
Repairs. First the fuselage was stripped of about 10
coats of old primer, and sanded clean. During this pro-
cess, I noticed some suspicious looking rust pits on the
lower longerons. Out came the old ice pick, the poor
man's tube tester, and sure enough, they were rusted
out, from the inside. This necessitated the replacement
of the lower longerons, tail post and assorted other
tubing with new 4130.
Actually, this was almost as easy as trying to clean
up the old rusty tubes. I made a plywood jig to hold
everything in place, cut out the old tubing with a disc
grinder, and tack welded in the new. And replacing
that old 1025 tubing with new 4130 gives you a lot more
confidence in the airframe on rough days and rough
After finishing the fuselage, I looked over the pile
of tail feathers (three sets) and chose the least bent and
rusty set for restoration. These, from No. 84, were sand-
blasted and primed and I'd almost started to cover them
when some guardian angel suggested I try to fit them
to the fuselage. You guessed it, they didn' t fit. Evidently,
in those early days of production, the attachment holes
were not ji g drill ed, thus each may be a littl e different
dimension. No problem though, I picked the original
parts for No. 97 out of the pile, did a little welding,
sanding and straightening, and they fit.
However most of the early Cub parts are int er-
changeable. The door I used came off No. 320 which
was built two years later than No. 97, and it fit per-
fectl y. The sa me holds true of the landing gear and
The littl e plywood seats were quite a challenge.
They are built up of dozens of pieces of 1/4 inch marine
plywood, and must be accurately made since the con-
trols bolt onto them as well as the fuselage. Here again,
a jig to hold things in line was the answer. When done,
these seats only weigh about 6 pounds, they are built
ultra light like everything else on the early Cubs. You
have to keep remembering that the whole plane wei ghs
only 530 pounds empty!
Covering. This was more of a learning process than
actual work. I decided to use Stits Poly-fibre and pur-
chased the necessary supplies from fellow antiquer
Don Sharp at Paul's Valley. Spent an evening or two
reading the instructions, then confidently waded in.
Putting on the dacron was a breeze. No sewing in-
volved, just cementing. To shrink it you just use a hot
iron or a hair dryer. I had some trouble getting the
right mix of dope and adjustment of the spray rig, but
once that was solved, I ended up with a nice smooth
coat of aluminum, which was the original final coat.
After lots of masking and spraying, the red trim was
on, edged with pencil-wide black stripe.
Engine. I just plain lucked out on the engine. For
several years I had been corresponding with Robert
Thompson of Dayton, Ohio, (Mr. A-40). He finally
agreed to overhaul an engine for me so I picked a fair
looking one out of the pile and sent it to Dayton. He
doesn't overhaul an engine - he builds a new one! It
would take a book to tell the story of hi s overhaul s, so
I'll save that for another time. But when he is done, the
engine is better than new, and looks it. ,A new name-
plate, even! He even hung it in the fuselage of his Heath
Racer and ran it for four hours to break it in. (see pic).
Odds and ends. Through the winter of '74-'75 I
finished all the small parts, instruments, wheels, landing
gear, and sheet metal. The sheet metal work alone took
several months with a chronology something like this:
1. Locate correct .025 aluminum. None locally, so
had some shipped in from Tulsa.
2. Cut patterns from old cowling and boot cowl. My
batting average was about 500 on this job; one good
piece for every bad piece.
3. Locate an edge bead machine. Found one through
the want ads, bought it and edged all the parts.
4. Find crimper and deep throat beader for fire-
wall. Canvassed all the local tin shops and finally
found one who had the old style bench tools. He didn't
want to do the work, but he let me use the tools. After
three tries, I had a perfect firewall, and felt like a
qualified tinsmith!
5. Fit cowl to fuselage. This involved taking it off
and on at least ten times, adjusting the fit with poor
man's Clecos (stove bolts) and trying it on again.
6. Buy rivet gun and rivet up.
7. Prime and paint.
Assembly and inspection: The restoration was
eventually finished and assembly only awaited the
first warm spring day. One Saturday in March, '75
several EAA friends came over and the plane was moved
to a hangar at the Norman airport. Same format,
wings on top of car, tail wheel tied to bumper hitch.
While I had the help, we hung the wings and Old 97
began to look like an airplane again.
Still, plenty of work remained. The windshield
couldn't be fitted until after the wings were on, the tail
feathers had to be installed and of course all struts, wires
and turnbuckles had to be adjusted and safetied. When
this was done I started that pretty, new A-40. It ran
just as well as Bob said it would. After I had inspected
and double checked all controls and fastenings , every-
thing was ready for my friendly LA., fellow antiquer
Warren Smith.
Actually, Warren, who has a pristine J-2 Cub of his
own, had been a willing and invaluable helper since
the start of the project. As each process was completed,
he would carefully inspect the parts before allowing
the work to continue. When the aircraft welder I had
hired failed to show, Warren stepped in and welded the
entire fuselage. He insisted on perfection, but so did L
On May 3,1975 everything was done. The Cub stood
without cowling or inspection covers waiting for War-
ren's final scrutiny. After a complete "look over" he
said "Well, Chet, I think it's ready to go." It took me
only a few minutes to snap on the cowling and covers
and taxi to the end of the runway.
Flying theE-2. I didn't bother to check anything
other than to wiggle the controls, because what can you
check on a single ignition engine in a plane without
brakes? As I opened the throttle the tail came right up
as always and we slowly gained speed. After about a
100 foot run we were off the ground and climbing at a
fair rate. I'd intended to fly down the runway and land
at the end, but everything was working so well I decided
to go around the patch. Had 400 feet at the end of the'
runway. Probably would have had more, but without
an airspeed I don't like to bring the nose up too far. The
little A-40 was purring like a kitten at 2350 rpm and in
no time we had made the circuit. It had been years since
I had landed the Cub, but no problem. Those incredibly
slow, soft, tailwheel first landings are easy.
So the restoration was done and Old 97 was back
in the air. During the next several weeks there were
enough calm days for several more flights. I determined
that the new Fahlin prop that I was so proud of must be a
cruise model, because 2350 was all the rpm I could twist
out of the little engine. Back on went my Sensenich
6923 and the engine turned 2500 as it should.
How does an E-2 fly? I'd say lots better than you'd
expect. With one person aboard it will act a lot like a 65
hp J-3. It takes off in 100 feet or so, climbs at perhaps 800
fpm and feels light and quick. With a passenger along
it's a bit sluggish, but still gets off in a couple of hun-
dred feet and climbs adequately. I've hauled 180 lb.
passengers on fairly warm days, and while it wasn't
exactly a skyrocket, we had no trouble getting 1000 ft.
in a fairly wide pattern. Cruise is discouragingly slow,
between 60 and 65 mph, so you don't take many long
cross-country flights. The performance is quite dif-
ferent fro,m that reported by Gene Smith in the Feb. 76
Air Progress. I'm afraid his one short exposure to the
E-2 was not typical.
The E-2 now resides in my new hangar on a co-op
grass strip near here, it can fly whenever it wants to.
This has worked out to about one ten minute flight per
month this winter; but the spring fly-ins are coming and
we'll be there.
I've started the restoration of No. 84; how will a
matched pair of E-2's look at Oshkosh?
Ol d cover from SIN 84.
Cockpit area.
test flight
1908  Glenn  Curtiss  - June  Bug 

roar went up from the crowd as the engine sput-
tered and then took hold. It had been a long, cold
morning for the more than 500 persons assembled -
especially Joseph Meade, Jr. , President of Mercury Air-
craft, and the mechanics and other workers who were
anxious to ground test their reproduction of Glenn
Curtiss' June Bug.
The bright - but crisp - 20 degree weather on
January 10, 1976 proved an enigma for the 1929 model,
115 horsepower engine on loan from the Glenn Curtiss
Museum in Hammondsport, New York. Heaters and
blankets warmed the engine sufficiently so that finall y
it could be started. Guided to the 1,800 foot airstrip of
the Bath-Hammondpsort, New York Airfield, Meade
piloted the craft down and back the snowcovered run-
way at speeds up to 20 miles per hour.
In its first ground test last September, the June Bug
tested at over 40 mph as it was manipulated around
the Bath, New York Fairgrounds track. It  had been
hoped to more than match that speed in the latest
The testing did disclose several points that will be
remedied, and in that the testing was deemed" success-
Although the wings are still uncovered, construction
of the June Bug to date has been approved by the Federal
Aviation Administration and fabric will soon be added.
Plans are being made to fly this craft during Ham-
mondsport's Bicentennial Celebration June 23-27, 1976.
It  is a reproduction of the airplane in which Glenn
Curtiss made the first pre-announced, public, powered
airplane flight in the United States on July 4, 1908, in
Hammondsport, New York.
The original was the third of four planes built by
the Aerial Experiment Association of which Curtiss
was a member, along with Dr. Alexander Graham Bell.
Piloting the plane this summer will be Cole Palen
of Rhinebeck, internationally known builder and pilot
of early aircraft, who owns and operates the "Old Rhine-
beck Aerodrome."
By  William  M.  Fox  Hammondsport,  NY 
",..  J .. ..
BELOW:  A ground test  of the June  Bug  IABOVE:  Joseph  Meade, Jr.  talks  with  well-
replica  was  successfully held in  Hammondsport,  Iwishers  after ground testing  the  replica  of Glenn 
New  York. At the  controls  was  Joseph  ,H. Curtiss'  June  Bug.  The  replica  will be 
Meade,  Jr.,  President of Mercury Aircraft,  Inc.  flown  June  23-27,  1976 at the  Bath-
where  the  replica  was  built.  Hammondsport,  New  York  Airfield. 

f 1\ t -


Tom  Poberezny 
1976  EAA  Convention  Chairman 
This  year  when  you  attend  one  of  the  many  local 
or  regional  fly-ins  or  your  national  Convention  in 
Oshkosh,  you  will  see  row  after  row  of  beautifully 
restored  antiques,  classics,  warbirds  or  a  "build-it-
yourself"  custom  built  aircraft.  Thousands  of  pain-
staking hours have gone into these labors of love so they 
can  sit  proudly  on  the  line  or  be  viewed  by  many  as 
they  participate  in  the  fly-bys .  Each  year,  people  say 
the  quality  of  workmanship  can't  get  any  better  and 
each  year  it  does! 
An  integral  part  of  any  fly-in  event  is  the  recogni-
tion  of  this  hard  work by  the owner/builder through  the 
awards  program.  The awards  program,  and  the  judges 
associated  with  it,  can  be  the  most appreciated  or  most 
maligned  people  in  the  world,  depending  on  what  the 
results  are! 
This  past  year,  your  Antique/Classic  Judging  Com-
mittee  and  Chairman  have  worked  hard  in  refining 
the  rules  and  regulations  developed  in  early  1975  to 
insure  the  best  possible  avenues  in  making  the  correct 
selections.  An  outline  of  the  judging  standards  ap-
peared  in  the  April  issue  of  the  Vintage  Airplane  and 
the  May  issue  of SPORT AVIA TlON .  Please  be  sure  to 
read  this  information  whether  you  have  an  airplane  or 
not.  It will  provide  some  insight  and  background  into 
the  work  that  has  been  done  to  insure  that award  win-
ners  are  not "picked out of the  hat!"  1976  will  see a  few 
changes  regarding  who  will  be  eligible  to  compete  for 
awards  at  the  Annual  EAA  Convention in  Oshkosh: 
1.  Only  EAA  and/or  AntiquelCiassic  members  will 
be  eligible  for  awards. 
2.  Only  those  aircraft  who  indicate  on  their  air-
craft registration form  that they wish to be judged, 
will  be  judged. 
You  will  note  in  the  May  Hotline  of  SPORT  AVIA-
TION  that  only  EAA  members  will  be  allowed  to 
register  their  aircraft.  This  action  has  been  necessitated 
by  the  fact  that  there  were  individuals  attending  the 
Convention,  using  valuable  display  parking  space  and 
in  some  cases  winning  awards,  who  did  not  join  your 
organization  and  support it. 
The  men  and  women  of  the  judging  committee  will 
spend  long  hours  this  year  inspecting  many  fine  air-
craft.  They  will  make  every  effort  possible  to  make  the 
best selection in each category. Give them your support. 
In fact,  if you wish to help,  I am sure they  will  be happy 
to  hear from  you. 
Speaking  of  help,  a  list  of  your  Convention  Chair-
men  appears  on  page  11  of  the  April  issue  of  Vintage 
Airplane.  You  have  heard  this  before and  no  doubt you 
will  hear it  again  - If you  are  going  to  attend  the  1976 
Convention,  please  offer  your  services  to  one  of  these 
fine  committee  chairman.  They  put  in  long  hours  on 
your  behalf,  not only at  the  Convention,  but prior  to  it 
when  much  of  the  planning  and  coordinating  is  ac-
complished.  You  can  make  their  job  easier  and  every-
one's  visit  more  enjoyable  by  helping  ... and  I  think 
you  will  find  the  1976  Convention  more  meaningful 
when  you  are  an  active  part  of  making  it  all  happen. 
Enough  said. 
Thus  far  two  successful  Regional  Chapter  Officers 
Meetings  have  been  held  in  Greenville,  South  Caro-
lina  (Region  4)  and  Hartford,  Connecticut  (Region  5). 
Your  Headquarters  staff  has  had  the  opportunity  to 
make  personal  contact  with  officers  and  directors  of 
over 50  EAA  Chapters in addition to hundreds of mem-
bers.  These  sessions  have  been  found  to  be  quite 
meaningful  for  they  have  provided a  great deal of input 
from  the  "field"  in  addition  to  answering  questions 
and  providing  valuable  information  to  EAA'ers  who 
are  heading  up  activities  on  it chapter  level.  On  May 
15th,  the  Region  6  meeting  will  be  hosted  in  Chicago. 
In  the  fall,  EAA  Headquarters  will  be  visiting  the  re-
maining  three  regions.  . 
One closing note. Over the past few years I have had 
the  opportunity  to  attend  or  participate  in  a  number 
of fly-ins,  air shows and chapter banquets and meetings. 
I  have  found  that  EAA'ers,  whether  their  interests  lie 
in  homebuilts,  antiques,  classics,  warbirds,  aerobatics 
or just plain  " fun  flying",  are  the greatest people in  the 
world.  I"have seen them pitch in at an air show or fly-in 
and  help  someone  a  long  way  from  home.  They  have 
offered food,  housing,  mechanical assistance and money 
to  a  fellow  pilot  in  need. 
This  is  the  "Spirit of  '76".  This  is  EAA.  Don't ever 
sell  yourself short. 
See you  at  Oshkosh. 
February 27,  1976 
Dear  AI : 
Your telephone conversation  was  most 
rewarding  to  me.  It  gave  me  a  full  understanding 
of your  needs. 
I wish  to  accept your  nomination 
as  a contributing  editor for The Vintage
Airplane . Much  of  my  input  will  be  dependent 
upon  others  but  I  hope to  circulate 
the  word  at  an  early  date. 
The  manner  in  which  you  have  decided 
to ask  me  into this fraternity  is  to  me  an  honor, 
and  I shall  do all  I can  not to  let you  down. 
A  capsule resume  of yours  truly  follows : 
" While  in  High  School  in  the  early 
thirties  I  became  deeply  interested  in  aviation. 
It  was  while  helping  out  around  the  old 
Amboy  Ai rport  selling  tickets  for Sunday atter-
noon  rides,  that  I was  able to  make  some 
early  acquaintances  in  aviation  which  have  kept 
my  interest alive ever since. 
A  nearly five  year  stint  in  the  Air  Force 
during  WW  II  as  a  crewman-aerial  photographer 
only served  to  continue  my  interest.  The 
military organization  was  the  First  Motion  Picture 
Unit  at  the  old  Hal  Roach  Studios. 
From  those days  to  the  present , my  vocation 
has  been  photography  in  varied  forms. 
Motion  picture  production,  still 
advertising,  magazine  illustration, animals, 
and  perha'ps  firstly, aviation-aerials. 
For some  months I  have  been  involved  in  a 
series  of biographical  sketches con-
cerning  the aviation  pioneers  living  in  Florida. 
As  a  member of the  Florida  Sport 
Aviation,  Antique  and  Classic  Association 
these  opportunities  have  been  most numerous. 
The  tape  recorded  sessions  as  well  as 
the  narratives and  photographs are  finding  a 
place  in  my ever  growing  files. 
Aircraft  photography  is  perhaps  the 
largest  and  fastest  growing  file  at  the  moment . 
These  include  photographs I was  able  to 
make  back  in  the early  thirties, and  those  that 
have  been  added  since that time. All 
negatives  are  in  my  possession. 
Currently  I am  employed  by the  General 
Electric  Company,  Ground  Systems  Department 
here  in  Daytona  Beach.  Audio/visual 
production  just happens  to  be  my  specialty 
within  the Company. 
Again,  many thanks  for your belief  in 
my  abilities.  Please  keep  me  informed  of your 
wishes  and  reactions  to what  I  may  submit. 
In  this  way  perhaps  I can  improve  upon 
what  I  like to  be  involved  with, the  understanding 
of aviation. 
Most sincerely,  . 
Robert  G. Elliott 
1227 Oakwood  Ave. 
Daytona  Beach,  FL  32014 
February  11,  1976 
Dear  Mr.  Kelch : 
It  was  nice to  receive  a personal  letter 
from  you.  I  have  already  found  your 
publication  Vintage Airplane very  interesting. 
Many of us who enjoy the  old  planes, are 
greatly  indebted  to those  who  give so  much 
time, energy and  money  in  the  preservation  of 
these  fine  aircraft . 
In  the  twenties, when  I was  a  boy, it 
was  quite a  thrill  to see  a  real  flying  machine 
settle  into  a  stubble field . If they  were 
able  to  get  the  ship  turned  around,  the  take  off 
was  even  more  spectacular.  Noisy snorts, 
exhaust  fumes  and  flying  debris  from  the  pro-
peller blast all  contributed  to  the 
magic  spell.  I still  enjoy the excitement 
of such  activity, especially  if the  machine 
has  an  open  cockpit,  two wings,  wire  bracing 
and  a  helmeted  pilot  with  goggles. 
In  the  early  forties',  I  completed  a  course  at  the 
Aeronautical  University of Chicago.  I went 
to  work  for the  Glenn  L.  Martin  Company 
in  Baltimore  helping  to  construct  B26  medium 
bombers.  I went  into  the  U.S.  Navy 
in  1943  and  became an  aviation  ordnanceman . 
The  planes  we  serviced  were  Vought 
Corsairs  and  Curtiss  Helldivers.  After 
the  war,  I went  into  another field  and  practically 
lost  contact  with  the  world  of airplanes. I 
thought that the  old  biplanes were  gone 
and  rapidly  being  forgotten. 
In  the  early sixties,  two flyers  from 
Dayton  came  screeching  out of the  clouds over 
Elwood  in  open  cockpit  Waco  biplanes. 
They  made  some  fancy  passes  then  started  taking 
up  passengers  in  the old  tradition. A  whole 
new/old  world  came  alive  again. I  learned  about 
and  joined  the  EAA  and  the  AAA. I  have 
been  attending  fly-ins  and  visiting  museums 
collecting  photos ever  since. 
Not  realizing, for a  time,  how  many old 
planes  were  still  around, I  began  to  build  and  to 
photograph  models of the  rare  ones. I 
wanted  to  straighten  out  in  my  own  mind  the 
order in  which  these  planes  came  into 
being.  Finally, I  put  my  notes  and  photos  into 
print.  I  published  a  small  book  entitled 
BIPLANES  THEN/NOW. The  current  price  is  $2.00 
and  it is  available  from  the  writer at  his 
home  address.  This  booklet  is  not  intended  to  be 
a  detailed  history to enlighten  the critic 
or  historian. It  is  a  general  history 
for  potential  newcomers. I  hope to  be  able  to 
revise  and  improve it if there  is 
a  reasonable demand  for it. 
I am  enclosing  some  copyrighted  photos, 
however, you  have  permission  to  use  them  in 
Vintage Airplane if you  should 
wish  to  do so. I suspect that you  may  be 
better  acquainted  with  most  of  the  planes  and 
owners than  I.  When  in  the  future,  I  run 
across  stories or pictures that  I 
think  might be  of interest to  the  membership, 
I will  pass  them  along . 
At  any  rate, thanks  for the  great  job  that 
you  people  are  doing.  I enjoy both  the 
EAA  and  the  AAA  movements.  Best  wishes  for 
continued  success  I  remain. 
Yours  truly, 
Bill Thumma 
1314  Dulee  Drive 
Elwood, IN  46036 
EAA  30584, AAA  M8451 , NC  2107 
March  1,  1976 
Dear  Sirs: 
Atter a  membership of several  years 
in  the  Antique/Classic  Division, I  had  this  year 
decided  to  let  my  membership  lapse. That  was 
before  I got the  January  issue - I'm 
very  impressed  with  the  new format. 
I  love to  read  about the old  antique aircraft 
and  their  histories,  but  let  us  not 
forget  the  newer antiques and  classics. 
Particularly the  airplanes that  taught America 
to  fly. 
I  have  made a  new years  resolution 
also!  I will  endeavor to  help  you  with  material 
as  the chance  presents  itself. 
Find  enclosed  my  check  for $10.00  to 
cover  my  1976 dues.  Also  my  1941  BC12-65 
Taylorcraft  Delux  has  3400  hrs.  total  time  in  the 
log  books. I' d  be  interested  in  hearing  from 
anyone  with  a T-Cratt  with  more time 
on  it .  NC29804  is  finished  as  per  1941  Delux  color 
scheme  complete with  wing  numbers. 
Mik Girdley 
E ~   78331 , NC  1066 
March  4,  1976 
Dear AI : 
Preserving  aviation  history is  a  very 
difficult task. It  is  much  like trying  to 
determine the  real  story  of an  auto 
accident  from  the  typically  varied  accounts  of  the 
witnesses;  Everyone  sees  an  event  in  a 
slightly different  manner. For the 
true  historian, the  best sources  would  include 
the  principals  involved  in  an  event, as 
these  individuals  had  more  reason  to 
know the  intricacies of an  important event 
in  their  lives, and  perhaps  had  more 
reason  to  reflect  on  it  afterwards. 
Another  good  source  would  be  official  records 
of an  involved  organization,  such  as 
the  National  Aeronautics  Association  and 
alike.  Aviation  perodicals  have  always  had  a 
reputation  of  high  reporting  integrity, 
and  excellent  information can  be 
found  on  the  pages  of such  journals  as 
AERO  DIGEST  and  AVIATION.  Newspaper  reports 
are  notoriously  unreliable and  should 
only  be  used  to  generate  " the  color" 
of a  situation.  Recently  written 
history  should  be  carefully checked  for what 
references  were  used, and  who,  if 
anybody, authenticated  the  result . 
Very  important to  the  aviation  historian  is 
to  learn  and  record  those  of the  first 
generation  of aviation,  as time 
will  eventually take  its toll . 
Each  student  of history, after a  careful 
review  of all  information  available, including 
its  references,  should  draw his own 
conclusions as  to what actually  happened! 
Ed  Escallon 
Orlando,  FL 
February  27,  1976 
Dear  'J.R.': 
Regarding  your  request  for " contributing" 
editors,  will  make  sincere  effort to 
submit  material  in the  future  to Vintage
Airplane. Have  been  writing  for  Pilot' s  Preflight , 
The  Washington  sectional  since  its 
inception  in  May  1975, 8th  Air  Force's  Second 
Air  Division  Association  and  some others 
on  occasion. Am  Antique  Airplane 
Ass'n  (12409),  OX-5  Club  (10366),  Silver Wings 
Fraternity  (3091) ,  member. 
Do  not wish  to  commit  myself to 
regular contributing since  the  monthly 
antique  column  I do for  Pilot's  Preflight, 
Washington  sectional  is  enough  to 
keep  me  really  busy. 
Rick  Rokicki 
365  Mae  Rd . 
Glen  Burnie, MD  21061 
January  26,  1976 
Dear  Mr.  Nielander: 
We  received  our Jan.  copy of The
Vintage Airplane and  both  my  husband  and  I 
thought the  new  format  is  very  nice. 
You  mentioned  wanting  a  geographical  area 
contributing  editor.  We  live  i n 
San  Jose,  Cal.  and  try  to  make  as  many fly-ins 
as  we  can  in  the  far west.  We  have  dual 
membership  in  both  EAA  and  AAA. 
What  are  the  requirements  and  guidelines 
of a contributing  editor? 
Pat  White,  NC  500 
Calendar of Events
May 1-2 - Corona, California - Southern California
Regional EAA Fl y- In sponsored by EAA
Chapters 1, 7, 11, 92, %,  448 and 494. For infor-
mation contact Terry Davis, 13905 Envoy Ave.,
Corona, Ca. 91720. Phone 714-735-8639.
May 2 - Ellington, Conneticut - Ellington Airport.
Sponsored by Rockville Rotary Club.
Aerobatics, Ground Displays, Trophies for
Antiques a nd Homebuilts. Entrance
applications available. Call or write j os. E.
Shinn, 159 Union St., Rockville, Ct. 06066.
Phone: 203-875-8000. (Raindate May 9th)
May 15-16 - EAA 14th Annual Fl y- In, Ramona,
Ca. Airport. Contact: R. Borden, 2279
East Pasto St., Ramona , Ca. 92065. 714-789-0459.
No Aerobatic contest \pi s year.
May 15-16 - Conroe, Texas - 2nd Annual Fl y In at
Montgomery, Texas Airport (40 miles north of
Houston), sponsored by EAA Antique
and Classic Chapter 2, EAA Chapter 12 and EAA
Chapter 345. For information contact
Doug Scott, 626 Lakeview Drive, Sugarland,
TX 74088. Ph. (713) 494-3791 or Ed Pruss,
6327 Tall Willow Drive, Houston, TX 77088 Ph.
(713) 466-4490.
May 22-23 - Cambridge, Maryland - 9th
Annual Potomac Antique Aero Squadron
Antique Fly- In, Horn Point Aerodrome.
May 28, 29, 30 - Watsonvill e, California -
12th Annual Antiquer Fly-In Air Show.
June 4-6 - Merced, California - Merced West
Coast Antique Fly-ln. For information contact
jim Morr, a Director, Box 2312, Merced, CA
95340 or call 209-723-0929.
June 16-20 - 1976 Staggerwingrrravel
Air Int e rna tional Convention, s ponsored by
Staggerwing Museum Foundation and
Staggerwing Club, Tullahoma, Tenn . Contact
John Pari sh, c/o Staggerwing Museum
Foundation, P.O. Box 550, Tullahoma, Tenn.
37388. Phone: 615-455-0691 (business) or
615-455-2190 (home).
June 18-20 - Pauls Valley Oklahoma -
Greater Oklahoma City Antique
Airplane Ass n. Fl y- ln. Contact Alan Brakefield,
Rt. 3, Box 301A, Okla. City, OK 73127.
June 23-27 - Hammondsport , New York -
Flight of the june Bug, a replica of
the 1908 aircraft built and flown by Glenn H.
Curtiss, in conjunction with Bicentennial
Celebration. Contact Bill Fox, Pleasant Valley
Wine Co., Hammondsport, New York
14840. Phone: 607-569-212l.
June 26-27 - Wisconsin Chapter AAA
Grass Roots Fl y- In, Clea rwater Resort ,
Clearwater, WI.
June 26-27 - Well sville Avi ation Cl ub,
Inc., Great Well sville Air Show Poker Rall y Air
Race. Spot Landing Contests, Flour
Bombing, Best in Class Aircraft pri zes and
trophi es. Wellsville Municipal Airport,
Wellsville, NY. (Raindate july 10) .
July 3-4 - Gainesville, Georgia - 9th Annual
Cracker Fl y-ln. Sponsored by North
Georgia Chapter of AAA, Antiques, Classics,
Homebuilts and Warbirds welcome.
Contact Bill Davis, 2202 Willivee Pl ace,
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 312-763-7114.
Jul y 31 - August 8 - Oshkos h, Wi sconsin -
24th Annual EAA International Fly-In
Convention. Start making your plans NOW!
August 29-September 6 - Blakesburg, Iowa -
6th Annual Invitati onal AAA-APM Fly-ln.
August 30 - September 3 - Fond du Lac,
Wisconsin - 11th Annual EAAIIAC
International Aerobatic Championships. Spon-
sored by Internati onal Aerobatic Club.
September 17-19 - Georgetown, South
Carolina - Second Annual Spirit of '76 Fl y- In at
Georgetown County Airport, South Carolina.
Sponsored by Chapter 543 Antiquel
Classics, Warbirds and Homebuilts. For infor-
mati on contact Herb Bail ey, P.O. Box
619, Georgetown, SC 29440. (803) 546-2525
days; (803) 546-3357 ni ghts and weekends.
Back  Issues  Of The  Vintage  Airplane 
At  its  April  meeting  the  Board  of  Di rectors  of  the 
Antique-Classic  Division  voted  to  change  the  dues 
structure  as  indicated  below.  The  changes  become 
effective June  1, 1976. 
EAA  $14.00  annually.  All  rights  and  privi leges  as 
MEMBER  a  full  member  of  the  Antique-Classic  Divi-
sion.  Receives  12  issues  of  the  official 
Antique-Classic  publication,  The  Vintage 
NON-EAA  (a)  $20.00  annuall y.  All  rights  and  privileges 
MEMBER  as  full  member of  EAA  and  Antique-Classic 
Division.  Receives  12  issues  of  the  official 
Antique-Classic  publication,  The  Vi ntage 
(b)  $34.00  annually.  All  rights  and  privileges 
as  a full member of EAA and Antique-Classic 
Division.  Re.ceives  12  issues  of  The  Vintage 
Airplane  and  12  issues  of Sport Aviation. 
Passing of a Great Member: GROVER LOENING
September 12, 1888 - March 1, 1976
. "There is a feel ing in aviati on that it has all been done, but it has n' t been
done. You young men and women mus t rei oak the things that are tatlght and ques-
tion whether they should be accepted."
Thi s morning March 1, 1976, I received word over the tel ephone that our great
aviation pioneer a nd close fri e nd Grover Loening departed on his last fli ght.
Grover had been hospitali zed in mid-January as a result of a cerebral hemorrhage
and an operation was performed.
All of us had heard of Grover's condition and were hopeful he might success-
fully survi ve, until the sad news came this morning.
It was my great pleasure along with my wife Elsie, as guests of EAA and FSAA
&  CA to attend their banquet, December 6th, during the Homes tead Fly-In, where
Grover gave a very interesting lecture with illustrated slides covering the work of
Professor Langley and the development of his scale models and man carryi ng air-
plane, including its subsequent removal from the Smithsonian Institution and ship-
men t to Hammondsport, NY, Curtiss Company Plant, where revisions were made
to the structure.
Grover Loening's outstanding aviation career is one of unending accomplish-
ments and he will be missed bv all who knew him, but hi s contributions to the
advancement of the science will li ve on for ever.
E. M.  (Ma t ty) Laird