• •

The 1980 Sun 'n Fun -- it was! Who could com-
plain about the 93" temperature on Thursday, the mid
BO's during most of the week! Those cooling showers
on Friday during the passing of a front settled the
dust and brought back the comfortable feeling of re-
laxation and fellowship. Now there is no doubt that
the decision to move the Sun 'n Fun Fly-In from
january to March was a smart move that will definitely
enhance the growth of the event in the years to
come. Our hats are off to Lyle Flagg, Leonard
McGinty and Billy Henderson for their outstanding
leadership in guiding the Sun 'n Fun organization
through its 6th annual convention .
The judging and awards were headed up by Rod
Spanier, with National Antique/ Classic Chief Judge
Claude Gray and AI Kelch assisting the other capable
judges. Beginning in 1979 your Antique/Classic Divi-
sion has been educating judges throughout the
U.S.A. by using a basic system that has proven itself
during the past years at the annual EAA International
Conventions at Oshkosh. The reception has been
outstanding and this year during the 1980 Sun 'n Fun
the system was accepted and used for the entire judg-
ing program.
The Florida Sport Aviation Antique & Classic As-
sociation, also EAA Antique/ Classic Chapter 1, hosted
the new facility of an antique and classic headquar-
ters area for use by all enthusiasts. A welcoming
committee was on hand during the entire convention
to assist vi sitors and make their presence relaxing and
enjoyable. President Paul Hopkins of Chapter 1 is to
be commended for the effort put forth by himself
and the members to make this event so successful.
During the week, it was noted that daily attendance
exceeded that of past years. The attendance of show
aircraft was exceptional and many antique and classic
planes appeared at the event for the first time. The
attendance by the EAA Air Museum's Spirit of SI.
Louis and th e Stinson SM-BA drew daily crowds who
admired the presence and daily flights of these out-
standing aircraft. Many thanks to both Verne jobst
and jim Barton, for through their efforts many visitors

were able to see the Spirit and Stinson for the first
ti me.
Of interest to all were the fly-bys which included
formation flying by the EAA Air Museum's DC3 and
Martin Caidin's junkers JU-S2, sometimes spouting
the smoke oil of a simulated engine fire.
Warbird participation, although representing many
different types, was definitely lower in number, prob-
ably due to the high cost of aviation fuels today. Out-
standing formation flying by T-6s and SNjs were high-
lights and many a photographer was offered excep-
tional shots of formation flights that included Warbird
types not often seen flyi ng together.
The daily air shows were excellent and well or-
ganized. The show time period of 1 - 3 P.M. was def-
initely an asset to the daily planning of events. At the
conclusion of the daily air show many fly-bys were
begun and well received by the audience.
There is no doubt that the age of the ultra-light is
here. The many varied designs that were flown and
demonstrated exemplify the desire to fly an aircraft of
simplicity, economical cost and operating expense.
Sun 'n Fun 1980 was a great success. The tremen-
dous efforts of the many volunteers ensure that this
event was what it was intended to be - a fly-in of
sun and fun.
Oshkosh '80 is only about two months away and
most of us have already made our plans to attend the
world's largest aviation event. Last year our Division
recorded over two hundred and fifty volunteers who
gave their time to make Oshkosh '79 the success it
was. We want to make the 1980 event even more suc-
cessful, but without your help as a volunteer this
cannot be achieved. Our Red Barn Headquarters will
be open daily and volunteer workers are requested to
offer their services here, where manpower commit-
teemen will be on hand to assist you. Even if for only
a day, an hour or two, or the entire week, your vol-
unteer services are needed to make our Division ac-
tivities function. Our Manpower Chairman for
Oshkosh 'BO is again, John (jack) Copeland. He is a
Division Advisor and will be assisted by Matthew
Heading Aircraft Parking & Flight Line Safety will be
Director Art Morgan and Advisor Bob Kesel. Division
Security will be under the able direction of David
Shaw, with Don Odell and jack Huffman assisting.
Many of you volunteers have worked with these
leaders over the past years and know the fun and
service your assistance has meant to all participating.
Those of you who will be volunteering for the first
time will thoroughly enjoy the experience with the
aid of trained volunteers who will work with you.
In the centerfold of this issue you will find a ballot
and proxy for the annual election of three Directors,
the Secretary and the President of the Antique/Classic
Division. Please exercise your right to vote by com-
pleting the ballot and mailing it as instructed. The
candidates listed are those nominated by the
nominating committee, and spaces have been pro-
vided for write-in candidates of your choice. Each of-
ficer and director is elected by you, the membership,
to serve the Division to the best of his/her ability. By
voting you will show your support of the Division and
your interest in helping to elect the officers who you
feel will best serve the membership of the Antique/
Classic Division.
Paul  H.  Poberezny 
Gene R.  Chase 
1948 Temco Swift, N23348 flown to Sun ' n Fun '80 by
owners Jim and Marianne Montague, Lake Elmo, MN.
Associate  Editors:  H.  Glenn  Buffington,  Edward  D.  Williams,  Byron 
(Fred)  Fredericksen,  Lionel  Salisbury 
Readers  are  encouraged  to  submit  stories  and  photographs.  Associate  Editorships  are  assigned 
to  those  writers  who  submi t  five  or  more  articles  which  are  published  in  THE  VINTAGE  AIR· 
PLANE  during  the  current  year .  Associates  receive  a  bound  volume  of  THE  VINTAGE  AIR· 
PLANE  and  a  free  one·year  membership  in  the  Division  for  their  efforts.  POLlCY·Opinions 
expressed  in  articles  are  solely  those  of  the  authors.  Responsibility  for  accuracy  in  reporting 
rests  entirely  with  the  contributor. 
Claude  l. Gray,  Ir.  Mort o n  W.  l este r 
9635  Sylvia  Avenue  P.O.  Bux  3747 
Northri dge,  CA  9-U14  Ma rr insvill e,  VA 24112 
Dale  A.  Gust afson  Arthur  R. Morgan
7724  Shady  Hill  Dr i ve  3744 North  51st  Blvd. 
919/368-2875 Home  In di anapoli s,  I N  46274  Mi lwau kee,  WI  53216 
919/368-2291 Office 
Ri char d  H.  Wagner  John  R.  Tu rgya n 
P. O.  Box  181 1530  Road 
JACK  C.  WINTHROP  lyons,  WI  53 148 Tr ent on,  NJ 086'19 
ROUTE  1,  BOX  111 
ALLEN,  TX  75002 
2141727-5649 ' AI  Kelch 
nh  W. 612  N.  Madi so n  Aven ue 
SECRETARY  Cedorburg,  WI  53012 
M .  C.  "KELLY"  VIETS 
7745  W.  183RD  ST. 
STILWELL,  KS  66085 
John  S. Copeland  Si an  Gomoll  Gene  M orri s 
913/681-2303 Home 
9  Joanne  Dr ive  '1042 '!Oth  l ane,  NE 1.7 Chandell e  Drive
913/782-6720  Office 
Westborough,  MA 01 58t  Minneap oli s,  M N  55434  Hamps hire,  Il  60140 
Ronal d  Fri tz  Robert  E.  Kesel  George  S.  Yor k 
2896  Roosevelt  SI.  455 Oakri dge  Drive  181 Sloboda  Ave. 
P.O.  BOX  145 
Conklin,  MI  49463  Rochester,  NY  14617  Mansfi eld,  OH  44906 
UNION,  IL 60180 
THE  VINTAGE  AIRPLANE  (ISSN  0091-6943)  is  owned  exclusi vely  by  EAA  Antique/Classic  Divisi on,  Inc..
and  is  published  monthly  at  Hales  Corners,  Wisconsin  53130.  Second  class  Postage  paid  at  Hales 
Corners  Post  Office,  Hales  Corners,  Wisconsin  53130,  and  additional  mail i ng  offices.  Membership 
rates  for  EAA  Antique/Classic  Divi sion,  Inc., are  $14.00  per  12  month  period  of  which  $10.00  is  for  the 
publication  of THE  VINTAGE  AIRPLANE.  Membersh ip  is open  to  all  who  are  i nterested  in  aviation. 
P.O.  Box  229,  Hales Corners,  WI  53130 
Copyright"  1980  EAA Antique/Classic  Division , Inc. , All  Rights  Reserved , 
JU NE  1980  VOLUME  8 
(On  The Cover . ) 953  Cessna 170B at  the 19BO Sun ' n Fun Fly-In al  Lakeland, Fl orida. Owner is Joseph
M. Szymanowi cz, EAA 89563,  AIC 507 ), from Eri e, Pennsylvania.)
(On The Back Cover . .  A  very ori ginal 1949  Luscombe ll A Sedan own ed by Wings of  Hop e and fl own
b y Cap lain Clarence H ess, Lockporl , Illinoi s.)
Straight  and  Level  by  Brad  Thomas  . . ... , .... , .. ..... , , ...... , ..... .. .. . .. , . . . . . . .  2 
A/C  Hot  Line  by  Gene  R.  Chase, . , . . .. . . .. .. ... ... . . . . .. .. .. . . . .. ... .. ... . . .. .. ..  4 
AIC News  by  Gene R.  Chase, .. . ... . .. , .... . . "  ... ... .  , ... . ......... . . ... .. . , . , , , "  5 
The  Standard  Story  by  Chester  L.  Peek  ... .. .. . . ... .... . . , , . , . , , ...... , . . . . . . . . . ..  6 
Survival  by  Ev  Cassagneres  .. .. . , .... , . .. , . .... "  . . .. . . . "  . . "  . ... , .. . . . ........ .  8 
1980  Sun  ' N  Fun  EAA  Fly-In  by  Gene  Chase  .. , ..... . .. ... .. , ..... ... "  ........... ,  11 
Noti ce  of  Annual  Business  Meeting and  Election  of  Officers  and  Directors  .. . .. . . ...  22 
Nominees  For  Officers  and  Directors  of Antique/ Classic  Division  ... , ... . ... . ... . ...  22 
Borden' s Aeroplane  Posters  From  The  1930' s by  Lionel  Salisbury  . . , .. . . . . ....... ...  24 
Yes ,  I  Want  My Air craft  Judges  by  Claude  Gray  .... ..... .. . . . , , .. , . .... . .. . ... .. ..  26 
Calendar  Of Events  . .. . . .. , .. ... . . . ....... .... , . . . .. . . . . ... .. , . .. . . .. "  .. ... . ...  27 
o  NON-EAA  MEMBER  - $22.00.  Includes  one  year  membership  in  the  EAA  Antique/ 
Classi c  Division,  12  monthly  issues  of  THE  VINTAGE  AIRPLANE;  one  year  mem-
bership  in  the  Experimental  Aircraft  Association  and  separate  membership  cards. 
SPORT  AVIATION  magazine  not  included. 
o  EAA  MEMBER  - $14.00.  Includes  one  year  membership  in  t he  EAA  Antique/ Classic 
Divi sion ,  12  monthly  issues  of  THE  VINTAGE  AIRPLANE  AND  MEMBERSHIP  CARD. 
(Applicant  must  be  current  EAA  member and  must  give  EAA  membership  number.) 
.• . ..:.:",",'Ji/' •
EIA Fuo.:Q  --
. .-;r-o,.1:

Page 6  Page 8  Page 11 

t1()T  L   ~ ~
Compil ed by Gene R. Chase
The House Budget Committee wants to increase
user charges over the next two years so that general
aviation will be paying 50% of the cost of services
provided them. General aviation is currently paying
15% of these costs.
In fiscal year 1981, President Carter wants to in-
crease general aviation user fees from $100 million to
$350 million. However, the Budget Committee is
going beyond this and is proposing an additional $200
million increase in fiscal year 1982, bringing the total
to $550 million.
Paul H . Poberezny, president and founder of the
Experimental Aircraft Association and the EAA Air
Museum Foundation, has been selected as the 1979
recipient of the Frank G. Brewer Trophy for outstand-
ing contribution to aviation and space education.
The trophy will be official ly presented during the
Frank G. Brewer Trophy Dinner to be held in connec-
tion with the American Society of Aerospace Educa-
tion's convention on July 24, 1980 at Melbourne,
Florida. The ASAE is the aerospace education division
of the National Aeronautic Association. NAA's Selec-
tion Committee determines the winner of the Brewer
President Paul is being honored for his quarter of a
century of promotion of aviation education through
imaginative and effective " hands on" programs such
as Project Schoolflight, the various EAA and Founda-
tion publications and forums at the various EAA fly-
A formal proposal has been i ssued by the FAA for
th e es tablishment of a Group II terminal control area
over Tampa . The ceiling would be 12,500 feet, which
is standard for all new TCAs.
The National Transportation Safety Board ' has rec-
ommended to the FAA that pilots who f ly t.ailwheel
aircraft be checked out on their capabi lity and their
log books endorsed by a certificated flight instructor.
(One wonders how many CFI's are really competent
on tailwheel aircraft these days .) The proposed rule
would not be retroactive but only apply after the rule
is adopted. The NTSB cited their reasons for this rec-
ommendation as a result of an accident to a new
Super Cub on a delivery flight by a pilot who had
only 5 hours in a tailwheel aircraft and no time in
type for two years. In landing at Lebanon, New
Hampshire he bounced several times , attempted a
go-around and crashed killing himself and seriously
injuring his passenger. The pilot was not adequately
checked out at the factory upon taking delivery of the
new airplane. The NTSB says the fatality record for
tailwheel airplanes is twice that of tricycle gear air-
For several weeks now we have been exposed to a
problem with the aerobatic Bonanzas. In brief the
FAA has issued a Proposal for Rule Making that would
de-certify the aerobatic Bonanza and put it in the Util-
ity Category where aerobatics are prohibited. There
are only 28 aerobatic Bonanzas in existence and none
of them have been involved in an accident due to
aerobatics. These 28 owners of th e aircraft are op-
posed to this change as they say it would greatly de-
preciate the value of these aircraft as well as remove
the privilege of aerobatic flight. There is also the ar-
gument that if the FAA can do thi s to the aerobatic
Bonanzas it could do the same for all other aerobatic
Secretary of Transportation, Neil Goldschmidt made
a surprising statement to the effect that in the coming
years the ATC system will not be able to meet the
demand for its services and therefore demand will
have to be reduced through air space allocation. This
would be a very serious problem for general aviation.
Six years ago the Weather Service started to install
a sophisticated computer system for use by all of its
weather stations serving the publi c, not just aviation .
It was called Automation of Field System (AFOS) and
it was supposed to enable meterologists to get out
weather forecasts and reports much faster than the
existing teletype system. Unfortunately the new sys-
tem has not worked and it is a year and a half behind
schedu le. It is hoped that by the end of 1981 it can be
made to work. It will not improve the accuracy of
forecasts but it will be possible to get up to the min-
ute reports out to the field in much less time than
The FAA has amended AD 47-20-1 on Bellanca 7AC,
7BCM and 11AC to increase the inspection interval
when a gascolator with a quick-drain is installed.
The University of Michigan has been awarded a
$75,529 contract by the National Aviation Facilities Ex-
perimental Center to study the feasibility of using un-
leaded automotive fuel in small aircraft engines. This
study will attempt to determine possible problems
and will include experiments using a general aviation
engi ne.
Compiled by Cene R. Chase
This airport located at Sonoma, California, about 35
mil es north of San Francisco boasts much sport avia-
tion activity, with many antique and classic aircraft
based there. It is also home of the Schellville Antique
Escadrille, a chapter of the Antique Airplane Associa-
The "Gilzette", the chapter's newsletter is edited by
AAA/EAAer AI Wheeler, who stated in a recent edito-
rial, "Sometime back, your editor wrote regarding the
activities that would be covered on the pages of the
Gazette. The basic feeling still prevails, that the
Gazette, although it is an instrument of Schellville An-
tique Escadri ll e, is also the product of the many facets
of Sport Aviation as we see them at Schellville. The
many interfaces between our varied interests are the
basic ingredients that feed our total growth. Be it
homebuilts, replicas, classics, antiques or spam cans,
each has its own role to play and each, through the
promotion of its. individual interest adds the strength
and the momentum and the depth so necessary to
assure a bright future for the overall Sport Aviation
So long as we share the same runways, partake of
the sa me food, and fly within the same airspace, so,
then, shall we all be a part of the Schellvi ll e Antique
Escadrille Gazette!"
A partial li sting of the aircraft based at this ai rport ,
either flying or under restoration , includes 2 Ryan
STAs, 2 Great Lakes, Cessna Airmaster, Beech D17S,
Luscombe, Aeronca Ch i ef, Piper j- 3, Marquart
Charger, Starduster Too, 3 Tiger Moths, 6 Fleets,
Cosmic Wind (Li l Tony), Fairchild 21 replica, Travel
Air, Bucker jungmeister , Pitts Special, Driggs Skylark,
5 Stearmans and 3 Cessna 195s.
The local expert on restoring and maintaining the
older aircraft is the highly respected AI Hart, who will-
ingly shares his vast knowledge and experience to
help keep the antiques flying. For information on the
fly-in activities of this gung- ho group, contact AI
Wheeler at 12 Bishop Pine Lane, EI Sobrante, CA
The new dates for the Fourth Annual National Stin-
son Cl ub Fly-In are july 18-19-20, 1980. For more in-
formation, contact NSC Fly-In Chairman, Bob Near,
2702 Butterfoot Lane, Hastings, NE 68901.
(Photo by T. /.  Morstatter)
The fAA  Air Museum Foundation's Laird Super Solution
is looking more like an  airpl ane each day. Th e engine
cowling has since been compl eted, and the plane has
passed its FAA pre-cover inspection, conducted by fAA 
member Ron Wojnar of the Milwaukee CADO.
by Chester L. Peek
fAA #86023, AIC #1120
, 14 10 Brookdale
Norman, OK 7'3069

r._ ......... -
When the U. S. declared war in April, 1917, it pos-
sessed little military power; and almost none in the
aviation area. In a desperate attempt to catch up to
the European air forces, the government founded the
Aircraft Production Board to oversee the building of
aircraft. Training planes were of top priority and two
proven designs were already available, the Curtiss j-N
and the Standard j-1. The Curtiss "jenny" went on to
become one of the most famous planes of all time;
the Standard disappeared into oblivion. This "Stan-
dard Story" will attempt to tell the true history of this
mostly forgotten airplane.
To begin, the Standard was a two place tractor bi-
plane of similar dimensions to the Curtiss j-N. The
span was 43' 10", length 26' 7", height 12' 6". In
modern aviation writings it is often mis-identified as a
"jenny" (see Vintage Aircraft, january, 1979, page 26).
From june, 1917, until the middle of 1918, about 1600
were built; half by the Standard Aircraft Company, of
Elizabeth, New jersey, others by Dayton-Wright and
Fisher Body.
The Standard might never have been built in quan-
tity except for the attempt by Curtiss to "corner the
market" on training planes for the expanding Signal
Corps Air Service in june, 1917. Curtiss had orders for
thousands of planes and had arranged for Dayton-
Wright and GM to build the jN-4 under license.
However, it soon became apparent that although it
would be possible to build enough airframes, there
was no way to produce enough engines. Indeed,

there was a severe shortage of OX-5 engines until
May of 1918 when Willys Knight production came on
To overcome this shortage of engines, the Air Ser-
vice asked Dayton-Wright to re-design the j-N to take
the readily-available Hall Scott A-7-A engine. The en-
gineers promptly enlisted the help of the Standard
Corporation whose j-1 model was already flying, with
the Hall Scott. But when the president of Standard
received the request, he told the Dayton people that
he had a plane already in production - they should
be building his model under license, not a Curtiss! In
an unusual burst of both speed and wisdom, the Air
Service agreed and the Curtiss jN orders placed with
Dayton-Wright were changed to the Standard j-1 .
This all sounds as though it has a happy ending,
but not so! While the Standard was a good airplane,
the engine was a disaster! Captai n Barnaby, who
worked as an engineer under Charles Day at Standard
writes :
"The A-7-A was a pain in the neck from the first. It was
a real vibrator! Hall-Scott was never abl e to smooth it
out. Worst of all , th e criti cal speeds seemed to occur just
at th e rpm most used. We began to have all sorts of trou-
bles' as a result of this when flying began - cracked fuel
tanks, cracked radiators, broken fuel and oil lines, etc.
We never cured it. We did all eviate it by mounting th e
engine on rubber mounts and letting it shake! This re-
li eved the stresses on the tanks and radi ator . By using
rubber oil lines and Titeflex fuel lines (armored flexible
metal hose) we managed to keep them flying".
If the WWI production records are searched care-
fully, we discover that the only Standard j-1s serially
produced were powered with the Hall-Scott A-7-A 4
cylinder 100 hp motor. Several docu mentary sou rces
support this. An Air Service report dated 10-18-18 de-
scribes the modification of two j-1 aircraft, one to
take an OX-5 motor and one to take a 150 hp Hispano
Suiza. This report indicates these were the first such
modifications of the Standard. Since the j-1 was re-
tired from service by an Air Service directive dated
6- ' 18, this was obviously an attempt to utiliz e the
existing airframes by replacing the unreliable Hall-
How did the Standard fly? Most contemporary ac-
counts describe it as an excellent machine, once the
Hall-Scott was replaced. The Air Service report shown
as Figure 1 supports this. The photo on page 7 shows
a typical conversion to OX-5 power.
Noel Wien in his book on Alaskan aviation de-
scribes many hours of bush flying in a Hisso Stan-
dard, never once mentioning a control or structural
problem. The Gates Flying Circus operated Standards
from 1921 to 1929, hauling an estimated 500,000 pas-
sengers with only one fatality. Some of the Gates
Standards were even modified to haul four passen-
gers in the front cockpit.
It was this structural capacity which made
Barnstormers of the '20's prefer the Standard over the
jenny. Once they had replaced the Hall - Scott with a
Hisso or an OX-5, they could also put in a wide front
seat and accommodate two passengers - a 100o/c in-
crease  in  revenue!  The  Jenny 's  narrow  fuselage 
would  not  permit  this. 
My  association  with  this  airplane  began  in  1953, 
when  I  retrieved  a  Hisso  Standard  from  a  Lynch,  Ne-
braska  haymow.  This  plane  was  later  restored  by  Niels 
Sorensen,  flown  to  several  air  shows,  and  then  re-
tired  to  the  Owl's  Head  Museum. 
Later  I  acqu ired  an  origi nal  J-l  with  a  brand  new 
Hall-Scott  A-7-A.  This  plane  is  now  undergoing  a slow 
restoration;  perhaps  it  will  fly  in  three  or  four  years. 
Figure  2  shows  the  original  1917  packing  list  that 
came  in  the  crate  with  the  motor. 
The  Standard  J-l  deserves  more  recognition  than  it 
has  rc..::eived  from  WW  I  aviation  historians.  I  hope 
this  brief  article  will  set  straight  certain  misconcep-
tions  concerning  this  fine  old  plane,  and  perhaps 
spark  a  renewed  interest in  its  complete  history. 
Is  it  easy  to  hold  the  machine  off the ground?  Yes,  but 
requires  considerable pull. 
How  far  does  machine  roll  after  wheels  touch  the 
ground  in  a  calm?  About  100  yards . 
Does  the  machine  show a  tendency  to  nose  over?  No. 
How  does  the  machine  behave  in  the  following 
1.  Vertical  Bank:  Tends  to  side  slip  slightly,  wants  to 
stay  in  bank. 
2.  Tail  Spin:  Hard  to put in  spin,  comes  out nicely.  Spins 
slow to R.  Faster  to  left. 
3.  Dive:  Normal. 
4.  Renversement:  Does  not  lose  altitude:  tends  to  slip 
slightly:  very slow. 
5.  Side  Slip:  Requires  effort to  hold it in  slip.  Cannot slip 
6.  Loop:  Perfect. 
Visibility:  Very  good indeed  except  straight ahead. 
Forward  View:  Cood.  Side  View:  O.K.  Rear  View:  O.K. 
Location  of  Controls:  Very  comfortable  for  me,  a  six 
footer.  Might not be  so  comfortable for  short pilot. 
Remarks:  This  test  was  flown  solo from  rear  seat. 
The    climbs  very  well,  handles  very  easily,  has 
abundance  of inherent  stabi lity.  It  seems  almost  too  easy 
fly  for  an  instruction  ship  for  it  nearly  flies  itself.  Con-
it would be a  most  excellent ship  for  night  bombing 
training  ship.  Its  large  wing  area,  stability  and  strength 
would  permit  a  l arger  load  of bombs,  be  safer  in  case  of 
forced  landings,  and  much  easier  for  ordinary  landings. 
This  pilot  ran  the  performance  test  on  the  Curtiss  night 
bomber  and  feels  the  Standard  J-I  would  give  better  re-
sults  and better  satisfaction. 
Wesley  M.  Oler,  Jr. 
1st.  Lieut.  A.S.A. 
Part No.
Inlet Manifold  A7-S3 
Carburetor  (Zenith  or  Miller) 
With  Gasket  A7-2S 
Exhaust  Manifold  With  Stack 
Exhaust  Stack 
Magnetos  (Dixie  With  Bearing  & 
Cover  Plate)  Deco  W 
Oil  Pipe,  Discharge,  Manifold  to 
Crankcase  A7-43 
Oil  Pipe,  Return,  Manifold To 
Crankcase  A7-42 
Camshaft,  Oil  Feed  Pipe  A7-64 
Oil  Pressure  Adjustment  & 
Relief  Valve  A7-269 
Spark  Plugs  With  Gaskets  (Rajah)  AS-139 
Assembly,  Wire  Manifold,  Deko  V  Deko  V 
Side  Water,  Manifold  A7-10 
Water  Pump  Assembly  Deco  E 
Relief  Cocks  A7-123 
Relief  Cock,  Tie  Rod  With  Pins  A7-77 
Valve  Springs,  Exhaust  AS-10 
Valve  Spring,  Inlet  AS-l0 
Inlet,  Manifold  Gaskets  AS-94 
Exhaust  Manifold  Gaskets  AS-9S 
Side  Water  Manifold  Hose  AS-293 
Elbow,  Water  Pipe  A7-120 
Hose,  For  Elbow  AS-163 
Hose,  Clamps,  Side  Water  Hose  AS-1S0 
Flange,  Crankshaft  AS-243 
Flange,  Propeller  AS-242 
Bolts,  Propeller  AS-24S 
Figure  2



by Ev Cassagneres
1210 Avon Boul evard
Cheshire, CT 06410
Photos Courtesy of.lhe Author
When Lindbergh returned to the States on the
U. S. S. Memphis with his plane after the successful
Atlantic crossing, he was immediately deluged with
requests to appear at dinners and other public func-
tions in his honor. At the same time Alfred
Guggenheim offered to finance a tour of the United
States to promote interest in commercial aviation by
demonstrating the safety and reliability of flying to
the American public. Convinced of the future of
commercial aviation, Lindbergh accepted
Guggenheim's offer. But he could find no time to
persqnally supervise the reassembly and preparation
of the "Spirit" for the tour. So he appealed to Ken
Lane, who was Chief Engineer in charge of aircr<;lft
design for the Wright Aeronautical Corporation in
Patterson, New Jersey.
I attempted to locate Mr. Lane, but he had moved
away long before I began searching for him. Eventu-
ally after nearly five years of sifting th rough every
lead I discovered he had moved from Ridgefield to
Washington, D.C., then back to New Jersey, then to
California. Finally retiring from his job with Wright as
a Patent counsel , he and his wife, Betty, moved to
Madison, New Hampshire.
On July 25, 1973, I flew up to Madison, hopeful of
getting a clearer picture of the events behind both of
the historic flights. Lane, now 77 years old, but still in
good health, met me at the airport. Soon we were
settled into the country style living room and I began
plying him with questions on his interesting career
and association with Lindbergh .
In the course of conversation , Lane turned to his
wife and casually asked her, " Say, Dear, don't we
have Lindbergh's kit bag out in the barn?" Holding
myself to my chair, I blurted out , " You have what? "
He excused himself and went out to the barn adjoin-
ing the house . Soon back in the living room , he
spread the contents of the " kit bag" out on the floor.
I sat there gazing almost in disbelief at the assortment
of survival equipment and miscellaneous airplan e
EDITOR'S NOTE: Part one of Ev Cassagnere's story ap-
p ea r ed in the May, 198 0 i ss ue of The VINTAGE
AIRPLANE and is concluded in this issue.
Gene R. Chase
hardware he took out of a cloth bag and a cardboard
box. Up to that moment I had no idea the survival kit
was even missing from the " Spirit", now housed at
the Smithsonian' s National Air and Space Museum in
Washington. And never would I have guessed the kit
would be laid away in a New Hampshire barn. Lane
quickly filled in the missing links of mystery.
Li ndbergh had decided that the kit assembled for
emergency use on the open seas would be of little
use to him in the overland U. S. tour. So he asked
Lane, then busily supervising the reassembly of the
" Spirit" if he would mind storing it temporarily at his
own home until Lindbergh returned . For some reason
Lindbergh never called for it. Eventually it was moved
with the Lane' s personal belongings to the new home
in Madison, New Hampshire where it was stowed in a
barn adjoining the house along with a box of spare
plane parts. 46 years later the small cache was still in-
tact in the Lane barn.
I recall that Lindbergh himself had personally cho-
sen and gathered the items in the survival kit while
he was waiting for the plane to be finished in San
Diego. Aviation was still in a rudimentary stage in
1927 and the equipment Lindbergh carried was much
like the contents of a Boy Scout's pack. Lane
explained that the cloth bag containing the survival
kit had been tied to the fu selage structure just behind
Lindbergh ' s seat.
I n front of me on the floor were three cans of Army
emergency rations that included the chocolate bars
Lindbergh detested, a ball of cord, a coil of string
with two fish hooks, one large needle , four red
flares, a hacksaw blade, an air cushion seat, and
matches in a waterproof container , along with the
cloth bag Lindbergh used to carry the items in . A
Charl es Lindbergh carri ed these survi va l it ems with him
on his flight to Pari s. Top i s th e cloth bag whi ch con-
tai ned the it ems. Th e air cushi on seat i s at the bott om.
Ev Cassagn eres proudl y di spl ays Lindbergh 's survi va l
, 2
check of the list of contents given in the original
book by Lindbergh, entitled, "SPIRIT OF ST. LOUIS"
revealed a nu mber of larger items were gone. The
canteen, air raft, Armbruster cup, hunting knife,
flashlight and more of the unpalatable Army rations
were probably stolen from the plane by souvenir
hunters among the frenzied mass of Frenchmen who
greeted the flier's arrival in Paris.
Sitting there in the Lane's living room I was im-
mediately concerned that two things should never
happen to the survival material. It could fall into the
hands of a collector who would put an exorbitant
price on it. Even worse, someone ignorantly sifting
through the Lane's possessions years later could eas-
ily throw it all out as the worthless leftovers of a re-
tired engineer. Convinced that the kit belonged with
the airplane that had carried it to Paris, I suggested to
Lane that it be donated to the National Air and Space
Museum. I offered to deliver it personally to see that
it arrived safely at the Museum. Both the Lane' s were
pleased with the idea and   me with the re-
sponsibility. Back at my home in Cheshire, Connec-
ticut, I photographed each item as a precaution. I
notified the officials of the museum of the find and of
Mr. Lane' s desire to turn it ov er to them. Then to
make sure that there could be no mistake in the mat-
ter, I wrote to Lindbergh who was living at the time
on the island of Maui in the Hawaiian Islands. He re-
plied in a letter, dated January 30,1974.
" Item 6 (inflatable seat-cushion) according to my
memory is identical with the inflatable seat-cushion I
used in the 'Spirit of St. Louis' on the flights from San
Diego to Paris. All items in thi s photograph are al-
most certainly items that I carried on these flights. At
San Diego, I bought a bicycle inner tube and used
sections of it to protect the flares I carried for possi-
ble emergency use. My emergency equipment in-
clu ded the match case (waterproof), several cans of
chocolate-composition rations, a hacksaw blade, and
some fishing equipment. I chose everything with
minimum weight in mind. I am glad to hear that your
Ryan history project is progressing so well."
I also alerted the Experimental Aircraft Association
and the Antique Airplane Association. Both of these
aviation-oriented associations had members who
were also deeply involved with the preservation of
our American aviation heritage, through research,
writing, and actual restorations of early aircraft. As a
matter of fact, I felt indebted to both organizations
for help I had received in finding a number of lost ar-
tifacts, and in supplying me with photographs and
other historical material for my file. They deserved to
be among the first to know of " the find".
On June 9, 1978, I officially presented on the Lane' s
behalf the survival equipment to the National Air and
Space Museum where it will soon be on display near
the " Spirit " in the main lobby of the new building on
the mall.
On th e l eft, Owen Cl ark, Director of th e Sa n Di ego
Aerospace Museum accepts spare parts from Lindbergh's
plane from Ev Cassagneres.
Th ese pi eces of the ori ginal "Spirit of SI. Loui s" were do-
nated to the Lindbergh Museum and Int erpr etati on -Center
at Littl e Fall s, Minnesota, and to th e San Di ego Aerospace
Museum .
In September our family left the east for a five-
week tour of the United States. Packed in the trunk
of the little Fiat were the remaining items from the
cardboard box in Ken Lane's barn now stowed away
for their final destination .
On September 14, I presented two individual shock
cords, one AC spark plug and one piece of fairing to
the Lindbergh Museu m and I nterpretation Center at
his boyhood home at Little Falls, Minnesota. The
items had alr eady been replaced or duplicated on the
" Spirit " before its 1927-28 tour around the country. It
had seemed to me that the museum which rep-
resented the man, Charl es Lindbergh, should have
something tangible from his triumphant trans-Atlantic
crossing. As far as I understand, the few pieces I left
that day are the only material artifacts from the orig-
i nal New York-Pari s flight the museum owns .
The San Diego Aerospace Museum, located on the
site where the " Spirit" was built, had suffered a tragic
fire that destroyed virtually its entire collection of air
history memorabilia. Joining the efforts of other con-
cerned donors, I presented the remainder of the
hardware to the museum on September 27, 1978.
Looking back over 22 years in which my personal
history was increasingly intertwined with the history
of American aviation, I find myself still mystified that
the chance encounter in a darkened hangar would
lead to my undertaking to write the history of the
company th.at built the legendary "Spirit of 51. Louis"
and to a friendship with Charles Lindbergh and even-
tually to finding part of the equipment of his historic
flight in a New Hampshire barn. Incidentally, three
years after my visit to the Lane' s home in New Hamp-
shir e, the barn was broken into and many family trea-
sures stolen while the Lane's were vacationing in
Florida. Whether th e survival equipment would have
been ransacked again or stolen if it had still been in
the building we can only conjectur e.
But j am grat eful that the artifact s from the bygone
era are now being carefully preserved as part of the
heritage to be entrusted to our children and our chil-
dren's children.
Ev Cassag neres, seated, presents th e Lindbergh surviva l
equipment to the Na ti onal Ai r and Space Museum. Stand-
ing, leit to right are Ev's children , Kirste n and Bryan , Mel-
vin B. Zisiein , Deput y Director, NASM, Ev's wiie, Eli ne,
amI Dr. Pa ul Garber ancl Don Lopez of NASM.
EBB ill]- in 
by Ce ne Chase
Photos by the Author
The  Florida  folks  did  it  again!  This  fine  event  spon-
sored  by  the  Southeast  Regional  EAA  Fly-In,  Inc.,  at 
Lakeland,  Florida  was  the  sixth  annual ,  week-long 
sport aviation  extravaganza,  and  a great  one  it  was. 
Formerly  scheduled  in  january,  the  event  was  held 
March  16  - 20  this  year  in  the  hopes  of  experiencing 
better  weather  and  the  move  seems  to  have  been  a 
good  one.  The  weather  was  great  and  even  the  brief 
rain  shower  on  Friday  brought  no  complaints  from 
those  in  attendance. 
More  improvements  were  noted  this  year  than  at 
any  of  the  previous  fly-ins.  Most  notable  were  the 
two  new  steel  exhibit  buildings  and  the  expanded 
areas  made  available  for  fly-i n  operations  by  the  clear-
ing  away  of  dense  undergrowth.  This  last  item  repre-
sents  many,  many  hours  of  back-breaking  labor  by 
the  devoted  members who  attend  beau  coup  volun-
teer  work  weekends  at  the  site  throughout  the  year. 
Patterned  after  Oshkosh  the  event  runs  more 
smoothly  each  year  as  experience  is  gained .  This 
helps  to  contribute  to  the  growth  of  the  fly-in  as  the 
following  impressive  statistics  will  attest : 
342  Show  Planes 
4,000  (plus)  Total  Aircraft 
17,350  Total  Attendance 
599  Camping  Units 
1,350  People  Camping 
14,062  Total  Air  Operations 
3,567  Air  Operations  On  Saturday 
667  Air  Operations  During  Peak  Hour 
Show  planes  included  custom  builts,  antiques,  clas-
sics,  warbirds,  replicas  and  ultralights.  A  total  of  77 
trophies  were  awarded  to  winning  aircraft  in  these 
categories.  EAA  members  flew  in  from  as  far  away  as 
Canada  and  California.  Most  of  the  other  states  were 
also  represented. 
Among  the  first  arrivals  at  Su n  'n  Fun  '80  were  the 
EAA  Air  Museum' s  Spirit  of  Sf.  Louis  replica  and  the 
Stinson  SM-8A  flown  by  Captain  Verne  jobst  and  Cap-
tain  jim  Barton  respectively.  Accompanying  them  on 
the  flight  from  the  planes '  home  base  at  Burlington, 
Wi sconsin  was  th e  Vice  President  of  the  EAA  Air 
Museum  Foundation ,  Dave  jameson  of  Oshkosh , 
Another  early  arrival  was  the  Spirit  of  Sf.  Lou'is  rep-
lica  built  by  EAAers  Frank  Cannavo  and  his  sons, 
Dave  and  Steve  of  Lester ,  Pennsylvania.  Dave,  age  24 
flew  the  plane  non-stop  to  Lakeland  from  home  base 
in  Philadelphia  in  9  hours  and  50  minutes  while  the 
other  two  traveled  in  the  comfort  of  the  family  twin. 
This  replica  of  Lindbergh's  plane  is  extremely  accu-
rate,  the  main  difference  being  the  Lycoming  R-680-8 
power  plant  in  place  of  the  original  Wright  j-5.  The 
dimensions  of  the  two  planes  are  identical  including 
the  fu el  capacity  of  450  gallons  and  oil  capacity  of  25 
The  Cannavo  replica  took  3V2 years  to  build  and 
had  about 35  hours  total  flight  time  before  leaving  for 
Lakeland .  Dave  says  it  flies  the  same  as  EAA's  replica. 
He  had  a  chance  to fly  the  latter  for  a  short while  dur-
ing  its  1977  National  Tour .  Dave  is  contemplating  fly-
ing  his  "Spirit:'  non-stop  from  Philadelphia  to  Paris 
next  year .  In  addition  to  winning  the  Grand  Cham-
pion  award  in  the' replica  category  at  Sun  ' n  Fun,  this 
beautiful  aircraft  also  captured  the  Ladies  Choice 
Other  Grand  Champion  award  winners  were: 
ANTIQU E - 1937  Waco  ZPF-7,  N11710,  jacobs  L-5  285 
hp,  restored  in  1978,  owned  by  AI  Womack,  Harahan, 
CLASSI C  - 1946  Aeronca  7AC  Champ,  N83607,  james 
W .  Monsion,  jackson,  MI. 
WARBIRD  - Hawker  Sea  Fury,  N19SF,  john  Williams, 
Tampa,  FL. 
CUSTOM  BUILT  - Bede  BD-4,  N464VB,  Val  Bernhardt, 
Ft.  Lauderdale,  FL. 
ULTRALIGHT - Lazair, Dale Kramer /Peter Corley, Pt.
Colborne, Ontario, Canada.
Undoubtedly there were some corporate aircraft .
flown to Sun ' n Fun, and rightfully so were parked
with the modern aircraft. Not so in the case of Bob
Allen's 1940 Lockheed 12A, N25628. This immaculate
machine was parked with the show planes where it
Sonny Mensing, Punta Conia,
garnered the Reserve Grand Champion award.
FL head::. up Airsilie Security.
The cabin area is nothing less than elegant, befit-
ting the plane's role as a corporate aircraft, but the
pilots' compartment is completely original including
the instruments. The plane has spent most of its life
as a business machine including 20 years based in
Houston, Texas with Humble Oil. Bob Allen lives in
Fayetteville, North Carolina and he formerly had a
modern machine which he used for business, but he
sold it in favor of the Lockheed.
Donald and Georgene McDonough of Palos Hills,
Illinoi s flew their 1950 Beech B-35 Bonanza, N5186C to
Lakeland and returned home with the award for the
Best Restored - Over 165 hp. This couple could fre-
quently be found polishing their pride and joy, which
had only 1,308 hour s total time and sti ll sported its
original interior including all the instruments.
The Ladies Choice award for an antique went to the
1928 Waco ASO, N950E owned by Ron Frank, Pierre,
Michigan, and flown by Jim Kimball, Zellwood,
Florida. This aircraft was restored by Bob White of
Zellwood and made its first flight after restoration on
10115/79, which just happened to be its 51st birthday!
One of the most rare airplanes at the Fly-In was a
1934 Fairchild 24-C8A, N957V. This example was the
last of 26 built during 1933-34 and is the only one cur-
Capta in lim Barlon preflight s the EAA
rently flying. Its power plant is a 125 hp Warner
Museum's Stinson SM-8A before flying
Scarab. Owned by Harv Rand, Douglasville, Georgia,
il on one of its many flights at Sun ' n
it won the Contemporary Age (1933-1945) award.
One of the most widely travelled aircraft at Sun 'n
Fun was the 1936 Monocoupe 90A, Nl5427 owned by
Matt Poelking, Wadsworth, Ohio. Matt and his wife
have flown this beautifully restored 'Coupe through-
out the U. S. It was the recipient of an Outstanding
Aircraft award.
Susan Maule of Moultrie, Georgia captured th e '
Best Monocoupe award with her 1938 Taylor-Young
BF, N21287. This aircraft left the factory powered by a
50 hp Franklin , but now has a 60 hp Franklin installed.
This plane was restored during the 1975-79 period .
Another Outstanding Aircraft award went to Arnold
Nieman, Ocala, Florida for his 1940 Waco UPF-7, Among th e favorite gathering places at Sun ' n Fun serving cookies, coffee and other goodies in the OX-5
N29368. Arnold has owned this plane for 5 years and are the QB and OX-5 Hospitality Tents which were tent. Many aviation pioneers renew acquaintances
says it has never been restored except for recovering strategically located adjacent to each other. Early in each year at these two favorite meeting places.
which indicates it is completely original except for the week, Jim Swaney was seen pr esiding over th e More of th e story about the 1980 Sun ' n Fun Fly-In
fabric. sign-in book in the QB tent and Jessi e Woods was i s told in th e photos whi ch accompany thi s article.
Cra nd Champion - 1937 Waco ZPF-7, AI Womack, Harahan, LA. Reserve Crand Champion - 1940 Lockh eed 12A, Bob Allen, Fayettevi ll e, NC.
Best Custom - 1946 Fairchild 24, Martin Propst, Jacksonvill e. FL. OU15tanciing Aircraft - 1937 Bellanca 14-9, Paul Owen, Richmond, VA.
Arnold Ni eman, Ocala, FL and his 1940 Waco UPF- 7 whi ch
craft award.
Best Open Cockpit - 1936 Aeronca C-3, Dann y Araldi , Plant Cit y, FL. Best WW /I Era - /942 Stea rman PT-/ 7, Earl e Collins, Vill ar , NJ.
Sil ver  Age - 1929 Travel  Air  0-4000,  Tom  Hegy,  Hart ford,  WI.  Cont emporary  Age  - 1934 Fairchild 24-C8A,  Harv  Rand,  Dougl asvill e,  CA.
Matt  Poelking,  Wa dsworth ,  OH and  his  1936 Monocoupe  90A,  winner  of an  Outs tand-
ing  Aircraft  award. 
Ladi es  Choi ce  - 1928 Waco  ASO,  Ron  Frank,  Zell wood,  FL. 
United Air Lines Captain E. E. " Buck" Hilbert , Union, IL on the l eft and WW I pilot Ray
Brooks from New York after fl ying the UAL 7926 Swall ow. This aircraft received the
Colden Age award.
7929 Commancl-Aire 5C3, N925E, Joe Araleli, Plantation, FL.
Best Monoplane - 7938 Tayl or-Young BF, Susan Maule, Moultrie, CA
1944 Beechcraft 0 17S Staggerwing, N7 1E, Bob White, Zellwood, FL.
~   ... ...... -=--.... -:,!--- -
p, . . : ~ - ~
Grand Champion - 1946  Aeronca 7AC Champ, james W.  Monsion, jackson, MI.
Best Restor ecl, Over 165  hp - 1950  Beech B-35 Bonanza, Donald and Georgene
McDonough, Palos Hills, IL.
Best of Type - 1950  Mooney M-18C-55  Mite, Charles S. Walters, Plantation, FL. 
Best of Type - 1948  Stinson 108-3 Station Wagon,  james W. Ealy, Roswell, GA. 
This  1947 Luscombe 8E  won  two awards  - Best  Custom  Up  To  100 hp and Ladi es  Choice. 
Owned by  Bill  Morgan,  Fair  Byra,  CA. 
Best  Restored,  101-165  hp  - 1948  Piper  PA-14  Family  Crui ser,  Randy  Morri son,  Thomas-
ville,  CA 
Best  of Type  - 1947  Beech  35  Bonanza,  Larry  Church,  Fl.  Lauderdal e,  FL. 
Mike  Sherwood,  Jackson,  MI  and  hi s  Best  of Type  Award  winni ng  1947  Aeronca 
'{ ., ...     ~  
,  " 
Best of Type - 1953 Cessna 195, Robert Auld, North SI. Petersburg, FL. Best of Type - 1943 Piper J-3 Cub, Dirk Leeward, Ocala, FL.
Best Custom, 101-165 hp - 1954 Piper PA-22 convert ed to a Pacer, Phil Steiner, Rock-
ville, MD. Best of Type - 1948 Ryan Navion, John R. Popps, Doraville, GA.
. '\
Best  Restored  Up  To  100  hp  - Aeronca  TAC  Champ,  Bill  Bond,  Miami,  FL. 
Best  WW I  Era  - Fokker  Triplane,  John  Shively,  Port  Charlotte,  FL. 
Grand  Champion  and  Ladies  Choice  - Ryan  "Spirit  of SI.  Louis",  Dave  and  Steve  Can-
navo,  Lester,  PA. 
Best  WW /I  Era  - Ju87 -B2  Stuka.  This  717 0 scale  replica  was  built  by  Louie  Langhurst, 
Carriere,  MS  and flown  to  Lakeland by  Reg Braddock  of Hammond,  LA. 
'   . . ~ ~ . - .... ,
.. /'
Fred Quinn, 51. Petersburg, FL on the left, and E. M. " Mally" Laird, Boca Raton, FL. Fred
is Co-Chairman of Air Operations at the Fly-In and Mally is th e designer and manufac-
turer of the famous Laird aircraft of the '205 and '3 05, including the " Solution" and
" Super Solution" racing planes.
Ed Hogan, 51. Augustine, FL and his newly restored 1946 Commonwealth 185Skyranger,
These members of EAA Antique/Classic Divis ion Chapter 3 from NC, SC and VA are
Randy Glenn, 51. Augustine, FL and his 1947 Luscombe 8E, N2414K.
obviously enjoying themsel ves at Lakeland.
Notice of  Annual  Business  Meeting 
Election  of  Officers  and  Directors 
Notice is her eby given that an annual business
meeting of the members of the EAA Antique/Classic
Division will be held on Saturday, August 9, 1980, at
10: 30 A.M. (Central Daylight Time) at the 28th Annual
Convention of the Experimental Aircraft Association,
Inc., Wittman Field, Oshkosh , Wisconsin.
Notice is hereby further given that the annual elec-
tion of offi cers and directors of the EAA Antique/
Classic Division will be conducted by ballot distrib-
uted to the members along with this June issue of
Th e VI NTACE AIRPLANE. Said ballot must be returned
properly marked to the Ballot Tally Committee, EAA
Antique/ Classic Division, Box 229, Hales Corners,
Wisconsin 53130, and received no later than August 1 ,
Morton W. Lester, Chairman
Nominating Committee
M. C.  " Kelly" Viets, Secretary
EAA Antique/Classic Division
Pilot  Mountain,  North  Carolina 
Born in High Point, North Carolina, Brad was edu-
cated at McCallie School , Chattanooga, Tennessee;
MIT, Cambridge, Massachusetts; and High Point Col-
lege. His flying career began at the age of 16 when he
soloed and obtained his private license in 1938. The
advent of World War II encouraged his erjlistment in
the Army Air Corps as a pilot. He graduated from
British Flying Training School No.5, Clewiston,
Florida with both Air Corps and RAF wings, was trans-
ferred to the 7th Ferry Group, Air Transport Com-
mand, Great Falls, Montana where he ferried most
types of Air Corps planes, fighters up through trans-
port C-54' s.
Today he holds a commercial license with single
and multi-engine land, and instrument ratings, and
remains actively flying with his Gyrocopter and VW
powered Scamp, both built by him, a Mooney for
travel, and a D17R Staggerwing. He is Presi dent of
EAA Antique Chapter 3 and a member of their execu-
tive committee. He is currently the incumbent Presi-
dent of the Antique/Classic Division. Brad and his
wife, Ferne, have five children, of which one is an ac-
tive pilot.
Stilwell,  Kansas 
Consulting  Engineer,  Self-Employed 
Kelly entered the consulting engineer field in 1938
and spent World War II designing airports and base
facil i ties for the U. S. government . He started his own
firm, Viets 'Consulting Engineers, in 1954. He i s a reg-
istered professional engineer and holds membership
in numerous professional societies. Kelly spent a lot
of his younger days around Kansas City Municipal
and Fairfax airports, seeing Benny Howard's " Ike"
make its first flights, the Travel Air Mystery Ship on
the way to Cleveland, all the early airliners, etc. He
started flight instruction in 1938 in a 55 hp Porterfield
and finally got his ticket on the G.1. Bill in 1946. Kelly
and his wife, Edna, own an Ercoupe. Kelly also owns
and is restoring a Stinson 108-2. He has been a Direc-
tor of EAA's Antique/Classic Division since it was
originated, and is currently the Secretary. Kelly .and
Edna have three children.
Mequon,  Wisconsin 
AI started his own company in 1950, " The Kelch
Corp.", which is now a conglomerate of 5 small man-
ufacturing companies in the industrial plastic field.
AI's interest in airplanes goes back to his childhood
in the 1920s when he would sit on his father's lap and
fly in his uncle's Jenny whenever the Jenny came to
town barnstorming.
He is a lifetime member of EAA and AAA. He was
president of the Wisconsin Chapter of AAA for two
terms, and a director of Antique/Classic Division of
EAA for three terms. He served as editor of The VIN-
TAGE AIRPLANE magazine from January, 1976 until
February, 1978.
He currently owns and flies a 1939 Piper J3 Cub, a
1939 Franklin Sport biplane, a 1931 Travel Air 12Q,
and a 1931 American Eaglet. An American Eaglet, an
E2 Cub and a Fairchild 24 are his current restoration
Martinsville,  Virginia 
Builder-Developer and Real  Estate  Investor 
Morton is President of The Lester Corporation and
Vice-President of Motor Imports, Inc. He is Executive
Vice-President of the Virginia Aeronautical Historical
Society, and a board member of several other civic,
governmental, business and humanitarian organiza-
tions. Morton was soloed by his father at the age of
10 in a Piper Cub. He currently owns several pro-
totype antiques such as the Davis, Low W i ng
Aeronca, and Johnson Rocket. ·· His current ship is a
civilian Howard DGA-15P. He also owns a rare Travel
Air 6000B and a Monocoupe 110 Special. Morton is a
Trustee of the EAA Air Museum Foundation, and a
past chairman of the Classic Judging Team of
Oshkosh. He is past president and current member
of the executive committee of EAA Chapter 395 (NC,
SC, and VA Antique Airplane Foundation). Morton is
one of the founders of the Antique/Classic Division
and has been a Director since its inception. Morton
.and his wife, Margaret, have three children.
Milwaukee,  Wisconsin 
Oster Service  Division 
Art Morgan began flying in 1961 and received his
private license in 1962. In 1965 he went on to get his
commercial rating.
He has been a member of EAA since 1962, and was
parking airplanes at the EAA Conventions in
Rockford, Ill inois.
Art was one of the first to start buildi ng a KR-1, and
although he did not complete his project, he was in-
strumental in the completion of two of the little
In 1974 he and his wife, Kate, purchased a 1939
Luscombe 8-C, which he promptly rebuilt . After two
years of flying the Luscombe, Art and several friends
organized the American Luscombe Club.
Art has served the EAA as a museum volunteer for
several years; as Classic parking chairman at Oshkosh
and also as Antique/Classic parking chairman.
Art has been a Director of the Antique/Classic Divi-
sion since 1978.
by Lionel Salisbury
EAA # 114 523, AIC # 3207
Seven Harper Ruael
Article Number 17, Poster Number 6, Series Number 2 Brampton, Ontario L6W 2W3
Ca nada
Curti ss Sparrow Hawk FROM THE 1930'S
The Curtiss Sparrow Hawk must surely rate as the This poster is seventeenth in our series, that were
most unique aircraft ever designed and built. originally published as a sales promotion in Canada NI:XT M O NTH - Tilt' Faircilii<I-IS
This plane was designed to be released from the for a ca nned dairy product.
underside of an airborne Navy airship. It was also in-
tended that it " land" by hooking itself back up to the

/&   -------------1
-- --
'" 25-"- •

CUIlISI "If'MIOW.......

Six  Curtiss  "Sparrow-Hawks"  known  technically  as 
the  U.  S.  Navy  F9C-2  f ighters  have  been  delivered  to 
Naval  Air  Station,  Lakehu rst,  New  Jersey,  by  Cu rtiss 
Aeroplane  and  Motor  Company.  These  trim  little 
fighters,  built  to  Navy  specifications,  will  be  housed 
in  a  hangar  built  inside  the  hull  of  the  giant  airship. 
These  Sparrow  Hawk  defenders  are  only  19  feet  long, 
and  have  a  wing  span  of  25  feet  6  inches.  They  are 
capabl e  of  flying  over  180  miles  per  hour  and  can 
climb  over  1/3  mile  or  1800  feet  per  minute. 
The  powerplant,  a  420  horsepower  Wright 
Whirlwind  engine,  which  is  the  latest  Whirlwind  de-
vel opment  of  Wright  Aeronautical  Corporation,  is  en-
closed  with  an  anti-drag  ring  in  order  to  further  in-
crease  its  speed.  Frank  Hawks  used  this  type  of  en-
gine  in  his  record  breaking  Travel  Air  Mystery Ship. 
Structural ly,  the  most  outstanding  feature  is  the 
metal  monocoque  fuselage.  This  skin  is  formed  by 
duralumin  sheet  riveted  together  and  braced  inter-
nall y  by  duralumin  bulkheads  and  longitudinal  mem-
bers.  The  top  wing  is  of  the  gull  type,  fairing  directly 
into  the  fuselage,  thus  affording  the  pilot  excell ent 
visibility.  Spars  are  of  tubular  duralumin  construction, 
ribs  are  of stamped  duralumin,  and  the  wings  are  cov-
ered  with  fabric.  Tail  surfaces  are  metal  covered  and 
faired  into the  fuselage.  The  tail  wheel  is  of fu ll  swivel 
type.  Th e  landi ng  gear  is  of  th e  si ngle  stru t  type 
with  spats  over  the  wheels  which  are  equipped  with 
brakes.  Part  of  the  outer  sections  of  the  spats  is 
cut  out  in  order  to  make  the  entire  wheel  assembly 
readily  accessible. 
The  Navy  has  been  experimenti ng  for  years  with 
various  devices  for  dropping  and  picking  up  airplanes 
from  airsh ips.  In  the  U.  S.  S.  Macon  the  gear  for 
hooking  on,  hoisting  and  releasing  planes  consists  of 
a  lattice-work  structure  extending  below  the  keel  of 
the  airship  and  carrying  at  its  lower  end  a  bar  which 
engages  an  overhead  hook  on  the  airpl ane.  The  pilot 
maneuvers  his  plane  from  below  and ·abaft  this  struc-
ture and  endeavors  to  thread  the  hook  on  the  bar . 
The  U.  S.  S.  Macon  is  the  only  air ship  in  the  world 
which  carries  airplanes  inside  her  hull.  These  Curtiss 
"Sparrow-Hawks"  in  addition  to  military  duties,  can 
be  used  to  carry  personnel  to  the  ground  in  order  to 
maintain  direct  personal  communication  with  land 
forces  without  necessitating  stopping  of  the  airship  it-
b y C/du(/e Gray, Chief Judge
Antique/Class ic Divi, ion
9635 Sylvia Avenue
Northridge, CA 91324
When you mark thi s square on the registration
form upon arriving at the fly-in, had you given this
question any thought before leaving home? l:he per-
son tryi ng for Grand Champion has been working on
his aircraft or maintaining it with this in mind at all
times and it is obvjous when he taxis in at the fly-in .
There are many other possibilities for a trophy
other than Grand Champion or Reserve Grand
Champion. These include Champion, Runner Up, and
Outstanding in Type or Category. A number of good
quality airplanes miss out on some of these only be-
cause a little thought and preparation was not given a
few week s before the fly-in .
In all categories of aircraft, whether it be Custom
Built , Warbird, Antique, or Classic, the main consid-
eration in judging, following items of safety, is the
quality of workmanship and general appearance .
These are th e items that give you th e plus points. In
judging Antiques , Classics and Warbirds, the non-
authentic it ems are those which receive negative
If you have added or built into your restoration
some non-authentic items, you can overcome some
of th e penalty points by extra work and care on the
plus side in appearance and neatness. Some of the
noticeabl e things that show up in judging are ru sty or
dirty nu ts and bolts , and other basic hardware. Some
of thes e, even from a safety standpoi nt , are worth re-
placing at times . The same applies to cracked or
glazed wind shields and windows . Dirty uphol stry
should also be cleaned up which will add to interior
appearance points. Exposed control. cables that are
corroded , dirty and oily detract very much from gen-
eral appearance and really show up when they are
being judged.
The fir st basic thing looked for in judging is th e
general appearance of th e aircraft from about 25 feet
away. Is it cl ean, waxed or polished? General appear-
ance is th e highest point item on the judging form,
allowing for a maximum of 20 points out of a total of
100 . Close inspection includes items such as cockpit
and/or cabin , fuselag e, wings, tail surfaces, landing
gear and engine. The engine section seems to lower
the score in so many cases . We see airplanes which
have been washed and polished, and appear nice,
but on closer inspection will have patches on the en-
gine cowl, bent , dirty and scratched baffles. Next the
judges will notice deteriorated hoses, which should
have been replaced before leaving home. Cylinders
will have paint chipped off and the engine could use
a good wash down. Here again, nuts and bolts that
are rusty should not be too difficult to replace.
Upon arriving at the fly-in, the person interested in
winning a trophy will usually start cleaning off the en-
route oil, dirt, and bugs. Also, the cockpit or cabin
has had the charts, lunch bags, pillows and so forth
put back in their proper places. It is difficult to judge
an interior if one can' t see it because of the above
mentioned items.
In ou r ju dgi ng we wish to give every ai rcraft its
highest deserving score. The items I have mentioned
are things that can be taken care of and which have
much to do with the final score of your airplane.
Most all of us have pride of ownership, and win-
ning a trophy with our planes is part of the reward.
The extra care described above has two other
bonuses in you r favor. A well maintained aircraft is a
safer aircraft and also, its value is enhanced by better
appearance and condition.
I might emphasize again, the above mentioned
suggestions will apply more at fly-ins such as
Oshkosh, Tullahoma, Sun 'n Fun, or any local EAA
fly-in that uses and follows the Experimental Aircraft
Association ' s standards for judging.
A publication has been prepared entitled, "Rules -
Objectives - Standards For Judging" , and is available
from the Experimental Aircraft Association, P. O. Box
229, Hales Corners, WI 53130, for $1 .30 post paid.
This guidebook is for aircraft builders, restorers and
judges and should be in everyone's library.
(P hOlO b y Ted Koslon)
Jilll Younkin , Springdale, Arkansas thrill ed everyone at
Oshkosh '7') when he arrived in his immaculate Travel
Air Mys tery Ship repli ca.
JUNE 7-1 4 - FORT WAYNE, INDIANA - 3rd Annual '70 Knotters"
Fly-Out and Goodwill Tour sponsored by EAA Chapter 2. For
further information, please contact: Joe Dickey, 511 Terrace Lk.
Road, Columbus, IN 47201. Telephone: 812/342-6878.
ing of the Moths at the new Garden Flying Field. For further in-
formation, please contact: Gerry Schwam, 8116 Old York Road,
Elkins Park, PA 19117. Telephone: 215/635-7000.
JUNE 11-16 - TULLAHOMA, TENNESSEE - 1980 Staggerwingl Travel
Air International Convention. For further information, please con-
tact: Staggerwing Museum Foundation, Box 550, Tullahoma, TN
JUNE 13-15 - DENTON, TEXAS - Texas Chapter AAA Southwest
Regional Fly-In, at the Municipal Airport, 25 miles N of DI FW Re-
gional Airport, outside the TCA. For further information, please
contact: Jane McCracken, RR 4, Box 16B, Roanoke, TX 76262.
Telephone: 817/430-0163.
JUNE 14-15 - FREDERICKSBURG, VIRGINIA - Antique Aircraft Fly-
In Air Show, Shannon Airport. For further information, please
contact: Sidney L. Shannon, Jr., cl o Shannon Airport, P.O. Box
109, Fredericksburg, VA 22401.
JUNE 14-15 - ORANGE COUNTY, NEW YORK - lAC Contest - Spon-
sored by lAC Chapter 52 for the Sportsman and Unlimited cate-
gories. For further information, please contact: Daniel Heligoin,
Mudry Aviation, Ltd., Dutchess County Airport, Wappingers Falls,
NY 12590. Telephone: 914/462-5009.
JUNE 20-22 - JAFFREY, NEW HAMPSHIRE - lAC Contest - Sponsored
by lAC Chapter 35 for the Sportsman and Advanced categories.
For further information, please contact: Ward Bryant, Proctor
Road, Jaffrey, NJ 03452. Telephone: 603/532-6090.
JUNE 20-22 - ATLANTA, GEORGIA - lAC Contest - Sponsored by
lAC Chapter 3 for the Sportsman and Unlimited categories. For
further information, please contact: Collins Bomar, 105 China-
berry Court, Peachtree City, GA 30269. Telephone: 404/487-8393.
JUNE 21-22 - JUNCTION CITY, KANSAS - 5th annual Fly-In, spon-
sored by the Flinthills Flyers (AAA) at the Municipal Airport. For
further information, please contact: F. & H. Air Service, 319 West
Sixth Street, Junction City, KS 66441.
BOND FLY-IN. Ansonia Airport, 80 oct. fuel. For further informa-
tion, please contact: Jim Jenkins, 569 Moose Hill Road, Monroe,
CT 06468. Telephone: 2031261-5586.
JUNE 22 - HOMESTEAD AFB, FLORIDA - Annual general aviation
fly-in. For further information, please contact: Maj. Charles
Bukoski, 31st TFW (DOAM), Homestead AFB , FL 33039. Telephone:
JUNE 27-29 - OAKDALE, CALIFORNIA - lAC Contest - Sponsored
by lAC Chapter 38 for the Sportsman and Unlimited categories.
For further information, please contact: John Barnes, 24036 South
Frederick, Ripon, CA 95366. Telephone: 209/599-3216.
JUNE 27-29 - HAMILTON, OHIO - 20th Annual Waco Reunion Fly-
In. For further information, please contact: Ray Brandly, 7000
Hill Avenue, Hamilton, OH 45015. Telephone: 513/868-0084 .
JUNE 28-29 - ROMEOVILLE, ILLINOIS - EAA Chapters 15 & 86 are
co-sponsoring the 20th Annual Midwest Regional Air Show at the
"parade of flight". For further information, please contact: Frank
Goebel, Field Director, Midwest Regional Air Show, Inc., P.O.
Box 71, Lockport, IL 60441.
JULY 3-6 - BOWLING GREEN, OHIO - Ercoupe Owners Club Na-
tional Fly-In, Wood County Airport. For further information, please
contact: Carl Hall, Bowling Green State University, School of Art,
Division of Design, Bowling Green, OH 43403. Telephone: 4191
JULY 4-6 - ALLIANCE, OHIO - 1980 Taylorcraft Reunion, sponsored
by the Taylorcraft Owners Club at Barber'S Field. For further in-
formation, please contact: Allan Zollitsch, 37 Taft Avenue, Lan-
caster , NY 14086. Telephone: 716/681-1675.
JULY 4-6 - COUNCIL BLUFFS, IOWA - lAC Contest - Sponsored
by lAC Chapter 80 for the Sportsman and Unlimited categories.
For further information, please contact: Earl Sanford, 5416 Pacific
Street, Omaha, NE 68106.
JULY 4-6 - HUNTSVILLE, ALABAMA - lAC Contest - Sponsored
by lAC Chapter 44 for the Sportsman category only. For further
information, please contact: Robert Austin, 701 Fagan Springs
Drive, Huntsville, AL 35801. Telephone: 205/534-8146.
JULY 4-6 - GAINESVILLE, GEORGIA - 13th Annual "Cracker" Fly-
In. AAA North Georgia Chapter. For further information, please
contact: Jim Clarkson, 1649 Avon Avenue, Tucker, GA 30084.
JULY 11-13 - OWOSSO, MICHIGAN - lAC Contest - Sponsored by
lAC Chapter 88 for the Sportsman and Unlimited categories. For
further information, please contact: David E. McKenzie, 21141
H. C. L. Jackson, Grosse Ille, MI 48138. Telephone: 313/671-1837.
JULY 12 - TECUMSEH, MICHIGAN - Meyers OTW Reunion - Back
to Factory. For further information, please contact: Dick Martin,
Rt. 3, Aerodrome Road, Green Bay, WI 54301 or Harold Losser,
415 Eighth Street Place, Des Moines, IA 50313.
JULY 13 - EASTON, PENNSYLVANIA - 4th Annual Aeronca Fly-In ,
Easton Airport. For further information, please conta ct: Jim Polles ,
2151759-3713, nights and weekends.
JUL Y 17-20 - OTTOWA, KANSAS - lAC Contest - Sponsored by lAC
Chapter 15 for the Sportsman and Unlimited categories. For further
information, please contact: Patricia G. Brown, 10614 West 108
Terrace, Overland Park, KS 66210. Telephone: 913/492-7581.
JULY 18-20 - MIDDLEFIELD, OHIO - lAC Contest - Sponsored by
lAC Chapter 34 for the Sportsman and Unlimited categories. For
further information, please contact: John T. Meyers, 9089 Sky-
lane Drive, Wadsworth, OH 44281. Telephone: 216/336-7479.
JULY 18-20 - MINDEN, NEBRASKA - The National Stinson Club
Fourth Annual Fly-In will be held at Pioneer Field. For further in-
formation, please contact: Bob Near, 2702 Butterfoot Lane, Hast-
ings, NE 68901. Telephone: 402/463-9309.
JULY - LEWISTOWN , MONTANA - 3rd Annual Montana Chap-
ter AAA Fly-In at Beacon Star Antique Airfield. For further informa-
tion, please contact: Frank Bass, Star Route, Moore, MT 59464.
Telephone: 406/538-7616.
AUGUST 1 - HARVARD, ILLINOIS - Vintage Ultralight Fly-In at
Dacy Airport. 1941 or earlier, 60 hp or less. To conclude with a
group flight to Oshkosh on August 3. For further information,
please contact: Richard C. Hill, P. O. Box 89, Harvard, IL 60033.
AUGUST 2- 9 - OSHKOSH, WISCONSIN - 28th Annual EAA Con-
vention and Sport Aviation Exhibition - the world's largest and
most exciting aviation event. For further information, please con-
tact: Experimental Aircraft Association (EAA), P.O. Box 229, Hales
Corners, WI 53130. Telephone: 414/425-4860.
AUGUST 10-16 - FOND DU LAC. WISCONSIN - The International
Aerobatic Club's annual aerobatic competition. Biggest field any-
where for an aerobatic contest plus greatest variety of aerobatic
AUGUST 17-30 - OSHKOSH, WISCONSIN - World Aerobatics '80.
For the first time ever, the U. S. will host the World's Aerobatic
Championships. Fourteen countries will participate. Don't miss
this historic event. For further information, please contact: World
Aerobatics '80, P.O. Box 229, Hales Corners, WI 53130. Telephone:
AUGUST 22-24 - COFFEYVILLE, KANSAS - Funk Fly-In. For further
information, please contact: Ray Pahls, 454 South Summitlawn,
Wichita, KS 67209, or G. Dale Beach, 1621 Dreher Street, Sacra-
mento, CA 95814.
Bombardier Nose, round windows cockpit original
configuration . Hangared, good maintenance, flown
regularly. Sold by sealed bid. Gifford Bull, Aerospace
Engineering, Mississippi State University, Mississippi,
39762. Phone 601 /325-3623.
Classic owners!

( \ I")
lxf )\
All Items READY -MADE for
Seat Uphol stery - Wall Panels
Headl i ners - Carpets - etc.
Ceconite Envel opes and Dopes
Send $1.00 for Cata log and Fabrics Selecti on Gui de
259 - 15 Lower Morrisville Rd .
Follsington, Po. 19054
Lewis University Airport. Theme is "The Barnstorming Days of
aircraft. For further information, please contact: Herb Cox, Con-
( 215 ) 295- 4115
Aviation". Hoping to have sufficient antique aircraft to stage a
test Chairman, 812 Taylor Avenue, Mt. Vernon, IL 62864.