According to our local almanac bank calendar,
Spring officially begins on March 20th and a most wel-
come time it is. Flowers begin blooming, leaves sprout
on the limbs of certain trees, the air smells fresh with
the pleasant odor of many plants, and above all we
just feel good and become excited and eager to get
that antique or classic out of its winter shelter and
into the air. Although the temperatures will vary greatly
according to where we live, Spring does come, some-
times early and sometimes late. Off i cially it begins
during the annual Sun 'N Fun Fly-In at Lakeland,
Florida this year.
When we talk about the weather conditions over
a short period of time, say during past Sun 'N Fun
Fly- I ns at Lakeland when they were held during the
latter part of each january, most of us remember those
cold, wi ndy or rai ny days which we expected wou ld
be bright and sunny . Well remembered was the Lake-
land Fly- I n a few years back that most of us jokingly
called the "Snow 'N Freeze" Fly-In! Waking up on
that Wednesday morning to find 1 to 2 inches of
snow on the ground did not fulfill the desire to be
in the land of sunshine. Last year the wind blew and
it was cold. How well we remember the wind blowing
through the commercial exhibit tent, with the tent
posts jumping up and down like pile drivers. Even-
tually, some of the tie-downs came out of the sandy
ground, collapsing one side of the tent.
We apologize to the fine Sun 'N Fun people for
talking about the inclement weather over which they
had no control. They have worked hard to make the
event the tremendous success it has become. Our
expuiences with the bad weather were definitely off-
set by the fantastic good times had by all at each of
the previous Sun 'N Fun fly-Ins. Had we not enjoyed
our past trips, we would not have returned each of
the following years. By changing the date of the Fly-
In from january to March, there will definitely be many
good changes and advantages for both Sun 'N Fun
By  Brad  Thomas 
committees and those of us participating in the events.
The weather should be mild and pleasant for the
Fly-In in March. We can take our summer clothes out
of the moth balls and get them ready for use in the
good Florida spring season. Most of us will have our
show aircraft out of the hangars and ready for the
coming fly-ins. At the past Sun 'N Fun Fly- I ns held in
january, it was practically impossible to fly open cock-
pit aircraft, especially from the middle and northern
states. It was highly probable that we would get
weathered in for several days on the trip to or from
Lakeland, which made the thought of the trip an im-
possible dream from a practical point of view. Now
with the new dates in March, most of us should have
no problems getting to and from Lakeland.
The Sun 'N Fun committees want us to come and
participate exact ly as the name suggests. The sun
should be just right for the ladies to get that early
tan and all of us can look forward to the functions
of the Fly- I n with the relaxed attitude we so enjoy.
The site facilities have been improved with the ad-
dition of a new permanent commercial exhibit build-
ing, improvements in the 'camping area, taxi areas
and the overall grounds. The fine members of Antique!
Classic Chapter 1, better known as the Florida Sport
Aviation Antique & Classic Association, will be our
hosts . Plans are underway to have a facility available
where Antique! Classic members and guests can meet
and relax on the Sun 'N Fun grounds. Nothing is more
desirable than these courtesies being offered by
Chapter 1. When you drop by this facility, let them
know how much you appreciate their efforts.
Sightseeing while on your trip to Sun 'N Fun this
year should enable you to enjoy the many attractions
available in the Lakeland area. Disney World still
commands the largest attraction for many. just off
1-4 west of Orlando, one or two days can easily be
spent here enjoying the varied attractions . In the im-
mediate area of Disney World lies the marine-oriented
attraction of Sea World. If you have not yet witnessed
the performances of Shamu, the two-ton killer whale
and the other marine shows and exhibits, your Florida
trip is incomplete.
The Orlando area includes the well-known Wings
and Wheels Museum, now open and operating at
the Orlando International jetport. A museum with
exciting and intriguing aircraft and automobiles, it
should be included in your itinerary. Many of the
aircraft on exhibit are licensed and flyable and are
rare examples of machi nes of early aviation.
Turning west on 1-4 at Lakeland, you are headed
toward the great historical city of Tampa . Here you
can tour the Busch Gar dens containing 278 acres of
beautiful grounds with tropical trees , flowers and
shrubs, see performances of trained birds in the
amphitheatre, visit the Busch Brewery, and ride on
the space-age monorail through an African scene
where live African animals roam free and live in a
natural setting.
In the Winter Haven area you can visit the famous
Cyprus Gardens where tropical plants and flowers
are featured along with a famous and thrilling water
ski show of champions . Nearby are the Masterpiece
Gardens, the Florida Citrus Showcase, and the Bok
Tower, all within a short driving distance.
All in all, plan your trip to the 1980 Sun 'N Fun
Fly-In to include as many of the above attractions as
can be scheduled. Primarily you will be attending a
unique Fly-In, which in 1975, its first year, saw 1,980
registered participants representing 32 states . In 1979,
there were 12,488 registered participants with an ad-
ditional public attendance of 2,615. All 50 states were
represented last year! .
As with Oshkosh, when you have attended one
Sun 'N Fun Fly-In, there is no doubt in your mind
that you will make plans to attend the next. We'll
see you in Lakeland during March 16-22!
(photo by Dick Stouffer)
This Arrow Sport was manufactured in 1929 in Lincoln,
Nebraska and is now on displ ay in the Terminal Build-
ing at the Lincoln Municipal Airport. The plane was
Paul H.' Poberezny
GeneR. Chase
flown to many fl y-ins in the Midwest by its owner, Dr,
Roy Cram of Burwell, Nebraska,
Associate Editors : H. Glenn Buffington, Edward D. Williams, Byron
(Fred) Fredericksen, Lionel Salisbury
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Copyright" 1980 EAAAntique/ClassicDivi sion ,Inc" All Rights Reserved ,
(On The Cover . ,Seen al Oshkosh '79 was Ihi s handsome 1946 Tayl orerafl BCI2-D, NC44101 , sin 9901
owned by George T, Buechle, of Pinconni ng, Mi chigan, Phol o by Ted Kos lon,)
(On Th e Back Cover . De Havilland Ti ger MOlh on di splay in its Canadian Navy colors and W ltn me
ri ghl wing panels folded back, Fr, lohn MacGillivray donaled lhi s MOlh in 1964 10 the fAA Air Museum
Foundati on, At Ihat lime il carr ied Canadi an registr y CF-IVO. Ph0 10 by Gene Chase.!
Strai ght and Level by Brad Thomas,,,.,,,,. .,,,,... . .,,,,',... .,. .,,,... . .,,,.," 2
A/C News by Gene Chase ., . ,,',.," ,...,.. . .' " ,..,.,,',,.,,,,,,,,,. .,,,,,.,," 4
AIC Hot Line,,,_'. .,,,,,...,,,..,,.,,,,.,,,.. . ..,,,,,,,. ...,,. . .,,,.,,,,.,,.'" 4
NewChapt er Formed At Arli ngton Fly-In " " """ " """""" "" " " " ""'" 5
Laird Super Soluti on Project Progress Report by Gene Chase,,,, .,,,..,,,.,,',,,," 8
Clarence Prest and "The Prest Baby Pursuit" by Ray Cocking.,,.,,..,.,,...,'...,., 9
The Kemp Air-Cooled AeroplaneMotorsby Ed Escall o n """" . .,.""""""" , 12
Resurrecting A Swallowby Larry Cowell,.,," ,,,,,,',,,,,.. ..,...,,,.,,_. ..,. .,," 16
National Stearman Fly-In byTom Lowe ,,,,." .. •',',.... .,',,... . .,..,'..,..,.... 18
Ca lendar Of Event s .""."". . .""" .. ."""" " "",." " ,., . "" ,. . .,.",, ' 21
A Curtiss Album by George Hardi e, Jr. " .." . .,.""" " ...",."".", .." . " ." 22
Borden' sAeroplane Posters From The 1930's by Lionel Salisbury ,.,. ..".,' , .',..., 24
Letters " ,,,,. .,,,,,..,,,,,,.,,,.,,,,,,..,,,,,,,,,,,,,,'.,,,.,,,,,,'.,,,,. .,,," 26
o NON-EAA MEMBER - $22.00, Includes one year membership in the EAA Antique/
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-...."." ,
t ...
Page 18
Page 5 
Page 16
[J/jG  [J000 
by Gene  Chase
Each  month  hu ndr eds  of  newsl ett ers  are  received 
at  EAA  Headquarters  from  chapters ,  type  clubs  and 
flying  clubs  from  allover  the  world.  Although  th ey 
vary  greatly  in  appearance,  they  share  a  common  mi s-
sion  which  is  communication among  members  of  th e 
group  each  represents. 
In  most  cases  the  newsletter  editors  are  writin g 
only  for  th e  readers  on  hi s  or  her  mailing  list ,  but 
frequently  these  communications  contain  newsworthy 
items  which  would  be  of  int erest  to  a  much  greater 
The following are  extractions  from  th e curr ent  crop 
of  newsl ett ers.  See  i f  you  don' t  agree  that  there  are 
some  mighty  interesting  things  going  on  in  the  world 
of antiqu el classic  sport aviation. 
Plans  for  this  event  have  been  underway  since 
November ,  1978.  This  i s  the  brainchild  of  Garth  El-
liott ,  AIC 2126,  who  is  frantically  working  on  his  E-2 
Cub  restoration  with  which  he  plans  to  participat e. 
Garth  has  been  spreading  the  word  through  his  "Un-
common  Cub"  Newsl etter  and  originally  the  plans 
included  only  Taylor  E- 2  and  j-2  Cubs  with  a  limit  of 
40  hp. 
Soon,  int erest  began  running  very  high  in  the  ven-
ture  and  the  Dacy's  of  Harvard,  Illinoi s  offered  the 
use  of  their  airport  and  Dick  and  jeanni e  Hill ,  also  of 
Harvard,  offered  to  host  a  fly-in  on  Friday  and  Satur-
day,  August  1  and  2.  Thi s  will  be  the  assembly  point 
for  the  grand  flight  to  Oshkosh,  early  on  August  3. 
As  word  got  around,  Garth  began  receiving  mor e 
and  mor e  requests  for  information  about  the  flight. 
Many  of  th ese  were  from  owners  of  ultralights  other 
than  Cubs,  so  Garth  decided  to  open  up  the  mass 
flight  to other aircraft such  as  Aeronca  C-2's  and  C-3's, 
American  Eaglets,  Taylorcrafts,  Rose  Parakeets,  Cur-
tiss  Wright juniors, etc., th e criteria being 60  hp or less. 
To  have  some  control  over  " what "  comes  into  th e 
fly-in,  th e  meet  is  to  be  invitational  in  nature.  To  be 
invited  will  simply  require  sending  a  letter  to  Richard 
C. Hill,  P.  O.  Box  89,  Harvard,  IL  60033.  To  receive 
The  Uncommon  Cub  Newsletter,  contact  Garth  El-
liott,  Second  Line  W es t,  Meadowvale,  Ontario  LOj 
1KO,  Canada. 
"Next  summer  groups  of  "l20's  and  '14 0's  will  l eave 
Northern  Califor nia  for  a  three  week  trip  t o  th e  EAA 
Conventi on  at  Oshkosh,  Wisconsin .  This  is  th e  ulti -
mate  sharing  experi ence  as  we  move  from  town  t o 
town  at  a  l eisur ely  pace  flying  loose  formation  and 
enjoying  the  hospi tality  that  can  only  be  found  in  th e 
small  towns  of  our  nati on.  Already  13  people  at  Santa 
Ynez,  Cali for ni a  have  si gned  up  to  go.  Keep  th e  last 
week  of  jul y  and  th e  first  2  weeks  of Augus t  open  for 
the  pilgrimage.  We're  planning  for  25  airpl anes.  Th ere 
will  be  places  along  the  route  for  th e  f ir st  few  days 
where  people  l eaving  from  different  places  can  meet 
and  join  up  with  us. "  Fo r  mor e  inf ormation ,  con-
t act  jim  Barker,  Vi ce  President,  Wes t  Coas t  Cessna 
1201140  Club,  25636  Franklin  #1 ,  Hayward,  CA  94544. 
Tel ephone 415/581-7083.
Roy  Good  of  Aircraft  and  Engine  Enterprise,  Box 
70,  Moore,  Oklahoma  73060  is  planning  to  manufac-
ture  Ken  Royce  120  hp ,  7-cylinder  radi al  engines  from 
original  tooling,  for  sale  t o  persons  l ooking  for  such 
an  engine  for rep li cas  of old-time aircraft.  If  interested, 
contact  him  as  he  want s  to  know  how  much  demand 
there  mi ght  be.  This  was  the  old  LeBlond  engine, 
later  renamed  Ken  Royce. 
Congratulations  to  Chu ck  Li scher  who  has  re-
ceived  th e  multiple-use  type  STC  for  hi s  Swift  sti ck 
control  conversion .  Chuck  wanted  sti ck  control s  in 
his  Swift  so  he  designed,  built  and  installed  them . 
Next  came  flight  testing,  revising,  refi ning,  and  then 
building  th e  production  model.  In  th e  meantime  he 
was  satisfying  every  whim  of  the  FAA  with  the  pro-
verbial  r eams  of  paper  work,  flight  t es t  data,  etc. 
Chuck  i s  rapidly  filling  all  orders  on  hand  and  ac-
cepting  new  orders  for  this  conversion.  The  first  t en 
conversions  will  cost  $1,500.00  and  the  second  t en, 
$1,950.00.  For  details  contact  him  at  1732  Ano  Neuvo, 
Diamond  Bar ,  CA  91765.  Tel ephone  714/598-1369. This 
information  was  in  a  newsletter  publi shed  by  the  In-
ternational  Swift  Association ,  Inc. ,  P.  O.  Box  644, 
Athens,  TN  37303. 
Also  included  in  this  particular  issu e  of  th e  "Swift " 
newsletter  were  two  articles  concerning  th e  merits  of 
stub  wing  tips  versus  stock  tips ,  and  corr ecting  in-
stability  problems  in  some  Swifts  which  seem  to  be 
" bears "  to  handle  during  slow  flight  and  cross  wind 
landings.  All  Swift  owners  should  find  this  newsl et-
ter,  now  in  its  12th  year,  to  be  well  worth  the  cost  of 
dues  in  th e  I nternational  Swift Association . 
BELLANCA  MODELS  14-13  AND  14·13·2 
The  FAA  has  issued  a  General  Aviation  Airworthi-
ness  Al ert  covering  the  wing  attach  fittings  in  th e 
above  air craf t.  Report s  have  been  received  of  find-
ing  severe  intergranular  corrosion  of  wing  straps  and 
corroded  bolts.  These  air craf t  are  ar ou nd  the  1947 
Luscombe fin attachment fitting as suppli ed b y Univair.
Responding  quickly  to  the  Luscombe  AD  (as  des-
cribed  on  page  26  of  th e  February,  1980  issue  of  The
VI N TAGE A IRPLA N E), Univair  Aircraft  Corporation, 
Route  3,  Box  59,  Aurora,  CO  80011,  telephone  3031
364·7661  has  received  a  PMA  from  th e  FAA  for  th e 
design  and  manufacture  of  a  replacement  fin  attach-
ment  fitting  for  use  in  Luscombe  airplanes.  This  part 
i s  applicable  t o  Luscombe  series  8  aircraft  with  round 
verti cal  stabili zers  and  is  a  4130  steel  replacement  for 
th e  original  cas t  aluminum  Luscombe  fitting  (PN  28444 
or  28453)  which  may  be  required  to  be  scrapped  and 
replaced  per  AD79- 25-05.  Univair 's  part  number  i s 
U- 28444  for  th e  fitting. 
This  part  is  available  for  immediate  shipment,  FOB 
Univair.  The  pri ce  is  $49.50. 
In  spite  of  press  report s  to  th e  contrary  NASA 
will  undertak e a  program  to evalu'at e  automotive gaso-
line  for  use  in  airplanes  as  a  result  of  a  recent  meet-
ing  between  FAA  and  NASA  officials.  NASA  will  pro· 
babl y  let  out  contracts  to  privat e  firms  to  make  thi s 
study.  Emphasis  will  be  pl aced  on  methods of  modify-
ing  existing  fuel  systems  in  production  airplanes  and 
especially  those  aircraft  with  engines  that  were  cer-
tified  for  use  of 80  octane  fu el. 
by Charl es W. Lindenberg
2 14 Meadow Place, S.E.
Everett, WA 98204
The Tenth Annual EAA/AAA Fly-In at Arlington ,
Washington had special meaning for the local an-
tique and classic owners. AI Kelch , of Cedarburg,
Wisconsin, and on the Board of Directors of the An-
tique/ Classic Division of the Experimental Aircraft
Association presented Dave Tatom with the charter
for the newly formed Chapter 9. Along with Presi-
dent Dave, oth er Chapter Officer s ar e: Lou Wal-
lick, Vice President ; Harvey Brown, Secretary; and
Gary Nelson, Treasurer.
The annual event, which started Friday, August 10,
featured a " do-it-yourself " st eak cook-out , barbecued
over glowing coals. Saturday saw the biggest crowds ,
both spectator s and airplanes, wi th aircraft parked
almost the length of the runway. After a magnificent
spaghetti feed that night , the Chapter was officially
organized, th e awards were presented, and the danc-
ing ... to a live band ... took over.
Jack Lanning accepted the Vintage Class Award
for his beautiful Travel Air 4000. The Antique Award
went to Hal Wighton ' s Lincoln Page PTW . . . which
he' d picked up at Oshkosh. Fred Ellsworth 's restored
PT- 19 took the Warbird Award and the Classic Award
went to Ted Brownell's Cessna 190.
The weather had been perfect and Sunday morning
dawned clear and warm for the. pancak e and ham
breakfast. Many departed for the Abbottsford Air
Show, and by mid-afternoon, the fly-in had become
There had been 698 registrations for th e event,
with about 1800 attending the Saturday dinner, and
an estimated 3000 people showed up in all . Many
thanks to all those who put in long hours ... and
still managed to smile .. . to make thi s one of the
most successful fly-ins in the Pacific Northwest.
(Photo b y the Author)
Th e Classi c Award went to this beautiful/ v restored Cessna 190. It hails from Yelm, Washington and bel ongs
to the Brownell's.
Jim Fernandez owns thi s rare Tilll lll, perh aps the onl y one li ving wcia), . Brightl y col ored t e l   t ~
clott eci the area as the campers enio)'ed perfect weather . ( Ph oto by Toni Lindenberg!
(Photo hy th" Author)
/-I a I d (ortller LlI,colJl/J(' j()ckey, pic kt,tl lip Ihe
prize-winning Lin c()ln I'age I'TW al O .,hkosh. II \\Ion Ihl'
I\nliqul' I\w,](c/.
I Photo by the Author)
Chapler ';.I i ., horn. AI I\p/ch pw'cnb Ihe birth cerlificale
to Prt';;(/enl Dave Td/otll, while Jackie Raxler, Jack Lan-
ning ,wII Did. 13,]xler look on.
(Phuto by the Authur)
The chOlv linl' (or Ihe rricfd)' ")/ou-cook- 't' tll" :. Ieak
({'{'c/. The   al,() .'Plvc(/lor Ihc tllceling alHI dancing.
(Pholo by Toni Lindenberg)
Phil and Judy Taylor make a
low pass in their Travel Air4000.
(Phol o by Toni Lindenberg)
The Vintage Award winner. This clark blue and cream
Travel Air 40()O with a Wri ght J- 5 belongs to Ja ck Lanning.
iJy  C('nl' Chase 
Th e Laird is in the stage of construction where many
details are being completed which really don't show
as progress in a photo. The control system is com-
plete, th e instruments are being installed in the panel,
th e str eamline aluminum fairings for th e stabilizers,
fin and headres t ar e made as are th e fuselage formers
and stringers.
The fabric envelopes for the wing panels have been
sewn up hy Audrey Poberezny and are ready to go.
Dick Wagner, of Wag-Aero, has taken the wheel pant
molds to hi s shop and has volunteered to make the
wh eel pants. Bill Chomo is making up and installing
th e airspeed pitot system.
The project i s definitely on target for being on
displ ay at Oshkosh '80 in flying condition.
(Phuto  by Tim  Marstaller) 
/ hl' Laird  'iu/wr  Solution  i,  .'C' ( up  fur  rigging.  One  of (h e 
('/ll/}()rdr y  /J/)/lVo()c/ /-s (ruh  i.,  in  plac('  /Jf're.
EAA  mechanic  Daryl  Lenz  fit s 
bilizer  fairings  on the  Laird. 
(Photo by Tim  Marstallef) 
EAA  mechanic  Bauken  Noack  installing  one  of the  fly-
ing  wires  on the  Laird.  The  beautiful  laminat ed  birch  /-
strut  is  shown  in  (his  vi ew. 
by Ray Cocking (EAA 16154, AIC 2330)
3468 Barnaby Court
Ri verside, CA 92504
Editor's Note: After th e following story was set in
print, we received the following additional informa-
tion from au thor Ray Cocki ng abou t Clarence Prest.
Quoting from "Who' s Who in Aviation" published in
'1942: Clarence Oliver Prest. Born in Clinton, Iowa,
October 24, 1896. Learned to fly at Domingez Field,
California in '1911 . Logged hours, 5000, Established
Wor}d's speed record for Class C planes, San Ber-
nadino, California in 1930, Exhibition pilot , 1911 to
1915, Chi ef Instructor, Riv erside Aircraft Company,
19'/6 to '1917. Pilot , Manufacturer , and aviation sales-
man , '1918 to 1932. Developed Electrolytic t emplate
process for Lockheed Aircraft Corporation, used on
the Boeing Flying Fortress for Boeing, Douglas , and
Vega Companies. Member of the Early Birds and Pro-
fessional Pilots Association.
Fre(1 Schuman and Clarence Prest and a Curti ss Oriole
with " high lift " wings.
Clarence Prest lived in San Bernadino, California,
just a few doors from where Leland S. "Lee" Miles ,
the famous race pil o t, lived. Clarence and Lee wer e
long time friends.
Shortly after World War One, Prest opened an
aircraft plant in Arlington, California, near Riverside.
He retailed l arge quantities of surplus aircraft part s
which he purchased from the government as did so
many at that time.
1 remember as a thirt een year old boy, going to
Prest's, and seeing all th e rows of Gnome, Le Rhone,
OX5, Hi sso, and other engines , plus rows of fuselages
for Jennys and Orioles.
Clarence had a brilliant mind and was always ex-
perimenting with high lift wings for his Oriole and
Jenny. His OX5 Oriole with a high lift wing attained
an altitude of 14,000 feet.
Prest also built a high lift, parasol wing for an
Oriole that moved out at 140 mph with a 165 hp Gnome
rotary engine.
The story I heard concerning the origin of the
Baby Pursuit was Prest's idea to build and sell them to
the Chinese Government. I know of two that were
built, one with an Anzani 60 hp, and one with the 45
hp Szekely SR-3 engi ne. Otto Graser, a close friend
of Pr es t, said six were built , so maybe a few did get
to  China.  The  planes  had  a  lot  of  performance,  and 
were  very  aerobatic. 
The  last  Baby  Pursuit  belonged  to  Ernie  Fillinger 
of  Lancas t er ,  California  before  its  untimely  demise. 
It  had  a  65  hp  engine  mounted  in  it ,  which  they  say 
gave  it  excep tional  performance. 
Clarence  flew  his  Szekely-powered  Baby  Pursuit 
to  a  World  Speed  Record  of  '100.8  mph  in  the  cate-
gory  for  single  place  aircraft  undE'r  440  pounds  empty. 
Clarence Pres t in his record-setting, Szekely-powered Baby Pursuit.
Specifications  were: 
Span  ......... ... ............ .. .. ... . ... .. . .  24  feet 
Chord  ................................... 49  inches 
Wing  Area  .......................... 92  square  feet 
Length  ...........................  17  feet,  1'1 inches 
Empty  Weight ... . ..... . . .. .. ......... ..  475  pounds 
Useful  Load ............................ 225  pounds 
Gross  Weight  ....... .. . ........ ..... ...  700  pou nds 
High  Speed .............. . ... ... .. ... ......  90  mph 
Stall  ........................... . ........... 40  mph 
Climb  - First  Minute  .............. . ........  700  fpm 
The photos accompanying thi s articl e are 01 Pr es t 's
Anzani-powered Baby Pursuit and were taken at Eddi e
Martin 's Airport, Santa Ana, Californi a (except where
i ndicat ed) .
From AERO DI GEST, April , 1930 -
" The design of the Prest Baby Pursuit, a semi-cantilever
monoplane produced in Arlington, California by Pr es t
Airpl ane and MOlOrs, i ncorporates an unusual arrange-
ment at" the fuselage. To permit fastening the wing di rectl)!
to the top comer of the fuselage just above the level of
the pi l ot's eyes, resu l ting i n the mi nimum obslruct i on
to vision, th e fuselage is lurned up on edg e. The pilol
has normal vi sion forward, downward, and above. I n
Ihe construct i on of Ihe fuselage, major s t r   s s   ~ are dis-
tribu l ed 10 the entire structure directly from the attach
fi tt ings. Th e pl ane is powered with a Szekely SR-3 45 hp
engin e.
Th e wing i s semi-cantil ever, wilh solid ane! laminate(1
spruce beams of full lenglh pieces, wilh no spli ces in th e
one piece wing. Th e wing was covered wi l h Flightex.
Internal drag strul s are of chrome-mol ybdenum steel
tubing, weldec! into a truss and bolted 10 Ih e beams. Th e
elrag bracing is double and is of round Ma cwh yl e tie rods
with sa f e lo ck fittings. Chrome-molybdenum is us ed
Ihroughoul in Ihe construclion , including sheet fittings
anel tubing . Th e fu el lanks are of aluminum, pickleel and
vibralion tes ted according 10 Navy sp ecifi ca lions. Th e
l anding gear i s {itteel with Cruss Air Siruts. A Consoli-
dateel ins trument panel is provided.
The ailerons are controlled b y means of cabl es wi th-
in the wing and a push-pull tube to the wing fr om the
iorque tube. Th e wing may be removed wi thout loosen-
ing th e cable.' or pulleys, one pin being pull ed to di s-
connect th e ailerons. Th e wing is des igned to be re-
moved by two men in approximately ten minut es .
The ai l erons ext end 10 fu ll l ength of the trailing edge
and have a chord of 4 '/. inches, their tala I area being 6.5
square (eel.
Th e entire ship is constructed on a jig, anel all of the
par/.) are interchangeable with equivalent parI>. Th e con-
struction 01 th e fu selage (a eili tates manufacture in jigs,
and it is (/('signed 10 come (rom the jig in alignmenl so
that the landing gear, wings and olher parts /lla)! be fa stened
without Ihting or for cing. "
During Worl d War Two, Pr es t devel oped and pa-
t ent ed a cheap , fas t and accur at e meth od of cop ying
t empl at es and patt erns by what he call ed the el ectr o-
lyti c repr odu cti on sys tem. It was es timated th at Pr es t' s
sys t em saved Loc kh eed , Douglas, and Vega Air cra ft
Companies over 150,000 manhours during th eir pr o-
ducti on of the famous B- 17 bo mber during the earl y
part of World War Two, and advancing th e bo mber
produ ction schedul e by three months.
Fro m that peri od on, Pr es t gave up ac tive fl ying,
and devoted all of hi s time to engineering activ i ti es
f or Lockh eed.
The onl y known part s of an ori ginal Baby Pursuit
now bel o ng t o Gl enn Beets i n KingllJan , Arizona.

b y  Ed  Escallon  (EAA  58814,  A/C  504) 
64 5  North  Wh eeling  Ave nu e 
Mun cie,  Indiana  47303 
Photos  by  Cary  Alexander 
(Except  As  Noted) 
Editor 's  Not e:  Brad  Th omas,  Pres ident  of th e  Antique/ 
Class ic  Di vision  received  th e  {allowing  leller  from  EAA 
me mhe r  Morton  E.  Cl ark,  .3 10  Soldier  Creek  Road,  Crants 
Pass,  Oregon  9751 6. Knowing  that  Kemp  " motors"  were 
m anufactured  in Mun cie,  Indiana  we contacted  Ed  Escal-
Ion  o{ that  cit y  to  see  what  he  might  know  about  them. 
We were pl eawcl  to  learn  that  Ed  not  onl y  kne w  who  the 
success or  compan y  to  Kemp  was,  and  had  seen  th e  sub-
ject  engine on cli splay,  but  that  he  had  planned  to  writ e 
a stor y.  Ed 's  stor y  follows  Morton 's  lell er.  We hope  you 
will  t' njo y  reaciing  about  the  unique  and  reli able  Ke mp 
powe rpl ants . 
Cene Chase 
Dear Mr. Thomas:
Some years ago, while working for an aircraft sales
company in Southern California, I had the oppor-
tunity of reconstructing an engine of some historical
significance. The origin and technical data of its manu-
facture or date was not known by any of us at the time,
but it appeared to be built for aircraft use and not a
modified engine of some other function.
When I was asked if the recently acquired boxes
of rusty, broken parts could be made to look like an
engin e and mounted on a stand, I had some mis-
glvlngs. This included a propeller with one blade
broken off at the hub. I looked intently at the boss to
see if it was all a joke but he only smiled and said
"do what you can", then walked off. It proved to be
a very interesting project!
At a time when most engines were liquid cooled,
this one had cylinders that had cooling fins totally
machined from what may have been tubular steel
stock. The crankshaft appeared to be cut from a heavy
plate to the shape of crank-throws and then the jour-
nals machined round. The crankcase was cast alumi-
num. An external camshaft made from a length of
tubing with cast iron lobes, which were slid on the
tubing and pinned to the proper degrees, was driven
by external gears and no lubrication was provided .
The valve arrangement was quite unique. One
massive exhaust valve operated by the camshaft
through push rods and rocker arms had a small poppet
type intake valve within itself. The intake valve opened
only as the piston, on its downward stroke, created
a vacuum and sucked the intake mixture into the
cylinder. As the piston entered the compression stroke
the valve closed with an assist from a small coil spring
on the valve stem, and it all worked!
The connecting rods were a bronze alloy with
poured babbit bearings reamed to size. Not unlike
the old ''1'' model Ford. Pistons and rings were cast
iron and very heavy.
In the box of parts I found a carburetor and a sin-
gle magneto. They both seemed to be original with
the exception of a mounting plate for the magneto.
I finally fabricated an assembly for it incorporating
a vernier coupling from a Ranger mag drive. (The only
non-standard part.)
Also found in the box were four steel bands which
it was determined were some sort of control of ex-

(Photo Courtesy Morton E. Clark)
Morton  E.  Clark  with  the  Kemp  Model  1-4  engine which 
he  restored  and  ran.  Th e  can  mounted  above  the  engine 
served  as the  temporary  gas  tank. 
haust gasses that were allowed to escape through ports
drilled in the cylinders immediately below the lowest
fin. Scavenging of the cylinders was not only through
the exhaust valves but also through these ports. One
can imagine the smoke, oil and noise from this sys-
The propeller was carved from very soft wood with
oak plates glued front and rear in the hub area. The
blades were covered with fabric secured with casein
glue and painted silver.
A few days aft er co mpl et ion of thi s proj ec t the
boss had a wild idea that it ju st might run. At thi s
point I f ear ed he had " lost some marbl es" but to
paci fy him I adapted a tachometer, throttl e, switch,
and a one gallon can of gasoline. A good deal of
priming, a deep sigh, and a frisky snap of th e propel -
l er was all that was needed to get this thing shudder-
ing to life. Not thinking it might run, I had not pro-
vided it with any kind of retention so we all spent the
next moment or two trying to stop it from colliding
with everything in the shop. Well, I guess the boss
wasn't nuts after all! All in all, it was a rewarding as
well as an interes ting time for me.
As I understand, this engine is now on static dis-
play at the Kemp Foundry & Machine Works (address
unknown) and has created a lot of curiosity and in-
t erest in that area. It is also li sted in Jan e's All Th e
World' s Aircraft. Use the photos and story as you wish.
Very truly yours ,
Morton E. Clark
EAA 19947, AIC 693
In 1905, George Kemp founded the Kemp Machine
Works in Muncie, Indiana to perform general machine
work for the industry in the area. He took great in-
t erest in th e flying whi ch th e Wrights were doing in
nearby Dayton , around 1910 and he became involved
in the formation of a Munci e Aero Club. Sever al fly-
ing machines were constructed by this group, and
" hopped" in st raight away runs. Appar ently further
enthused by thi s activity, Mr. Kemp decided to build
an engine of his own design , but unlike most of its
contemporaries, it was to be "air-cool ed".
The Kemp Machine Works' first engine was built
in April, 1911 , and sold t o D. E. Denni s, of Franklin ,
Indiana. It was a four-cylinder in-line configuration
producing 240 pounds of thrust at 1400 rpm swinging
a propeller 6'-6" long with a 4' -6" pitch .
Production of engines continued through the year,
including several variations and improvements. Six
Model B engines followed th e first engine, with 17
Model C's, and one Model D produ ced before th e
year was out. In 1912, production continued with t en
more Model D's and four Model E's. Al so, a new six-
cylinder engine, known as the F-6 was introduced,
and three were sold .
Most of the early Kemps were used on Bleriot or
Curtiss machines, as well as other " homebuilt " air-
•SOUl 111 DllllIaJllZAUS· SO jplClSCO'
&oi _1111_-
The Kemp engine as il looks l oday on displa y al lhe B. K.
Machine Company in Muncie, Indiana.
Sa l es records of th e co mpan y r evea l so me in-
teresting names that would reoccur in lat er aviation
history, including engine #58, built in 1914, sold t o
W. B. Kinner , who lat er produced hi s own radial s
common to many thirti es and forties vint age aircraft,
including Fl eet s and Ryans. In 1916, Harold F. Pit-
cairn , of Byrn Athyn , Pennsylvania, pur chased two
2-cy linder G- 2's; engine #73 with ri ght hand rot a-
tion , and engin e #75 with l ef t hand rotation . Pitcairn
biplanes would lat er be used to haul mail for th e start
of Eas tern Airlines, and still later Pitcairn would build
The mo tor " Made in Muncie for Particular Peopl e
Ever ywher e" saw servi ce allover th e world,. Cus-
t omers included people from Buenos Aires, Singa-
pore, Yokahama, and Rio de Jani ero, as well as Alaska.
The two- cylinder opposed and V-8 confi gurations
were added to th e product line in 19"13, and 1914
respectively. In 1917, aircraft engine production was
discontinued, due partially to shortages of material s
during the war. It is probabl e that th e forthcoming
surplus of inexpensive OX-5's may also have been a
factor .
The last aeroplane motor was an 1-4, Seri al Num-
ber 80, sold t o Harvey Tarling of Breckenridge, Min-
nesota as a demonstrator for $378, whi ch was 30%
off retail.
Claimed as the first air-cooled aeronautical motor
built in th e Unit ed States (Europeans had used air
cooling as earl y as 1909 and early Curtiss engines also
were air-cool ed), the GRAY EAGLES wer e well thought
out and ahead of their time in many features. For
exa mple, th e cy linders wer e compl et ely machined
out of a solid billet of steel, including th ei r " radiating
fins or flanges " which wer e stat ed to be "sci entifi-
call y constru cted and proportioned with as mu ch care
as the bore of the cylinder". Although far mor e dif-
ficult than making cast fins , Kemp's machined fin s
were thou ght to eliminat e th e hard scale of cas t fins,
and thus incr ease heat tr ansfer. Well over thirt een
years after Kemp start ed production, Prall and Whit-
ney subs cr ibed to th e same philosophy for th ei r
Kemp piston rings were gr ound and th en shot
peened to impr ove th e unif or mity of th eir spring
tension . By virtue of thi s, th e vertical clea rance to
th e piston groove could be made as l ow as .005"
thus " preventing ca rbo n accumulation and under-
firing". A two- rin g piston was used.
Additional features i ncluded a hot air connection
furnished for winter time, which ducted ai r from th e
cylinders to the carbur etor, providing an early form
of carbur etor heat. It would be th e late twenti es be-
fore this practi ce became co mmonpl ace in engi ne
Lubri ca ti on was fairly conventi onal for that day,
usin g pressure-fed main bea rings, and connect in g
rods which scooped th eir oil out of th e crankcase.
OILZUM was th e recommended lubri ca ting oi l .
The engin e was well finished , with all ex tern al
steel parts ni ckel pl ated, and castings polished. Th e
two- , four -, and six-cylinder engines wer e l argely
variations of each other. All f eatured a main bearing
between each crankshaft thr ow.
A rather unique valving arr angement was common
t o these engin es, which i s partially evident in the ac-
co mpanying photographs . A concentri c intake and
exhaust valve were fitt ed t o th e cent erlin e of a r e-
movable head. The intake valve was spring loaded
closed, being sucked open by the vacuum created by
the downward piston on the intake stroke. In a most
unusual manner, the exhaust valve was fitted con-
centrically around the intake, taking an " inverted
cup shape" in the process. It was opened by a con-
ventional overhead rocker arm and side mou nted
cam. Intake gasses were admitted to the underside
of the exhaust valve's cup, and then entered the
cylinder through the concentrically positioned in-
take valve. The exhaust gasses escaped around the
outer periphery of the exhaust valve, and exited
through the four ports evident in the photographs .
A further unique feature of the engine is a series
of 8 ports at the lower end of the sweep of the pis-
ton stroke, effectively venting the cylinder at the end
of each intake and exhaust stroke. These ports are
visible in the photographs. Their main function was
to discharge exhaust gasses, thus improving the scav-
enging of the engine. For starting, these ports are
  with a hose clamp affair, and then after the
engine is running the hose clamp is lowered, expos-
ing the ports . A noticeable power increase is apparent.
One might surmise that the concentrically fitted valves
are probably very effective at cooling the hot exhaust
valve, but somewhat marginal at providing a good
mixture during the intake stroke, due to the presencE'
of excess burnt gas around the intake valve region.
Engine design called for a crankshaft speed of
1150 to 1200 rpm to maintain a high prop effici ency.
Paragon and Flotrop propellers were the most com-
monly used props.' Idling speed was determined by
the minimum speed at which the engine did not
Much of the emphasis of the Kemp Machine Works'
advertising stressed the advantages of the air-cooled
engine.' Reduced weight and cooling drag were fore-
most advantages; Kemp claimed that an air-cooled
motor could provide 20-25% more power from its
fuel than a water cooled engine, or about   the
aircraft range for an equal horsepower .
In case any EAAers run into a newfound Kemp,
the starting procedure is rather simple. First a ."re-
charge" of the permanent magnets in the magneto
is recommended . Then actual starting is accomplished
by priming through the exhaust valve, directly into
the cylinder. The spark advance is th en " retired"
(retarded). Then the needle valve on the top of the
Stromberg carburetor is pressed until the bowl fills.
Finally the engine is propped to start it. Indications
are that most Kemps always start on the first blade.
Although very different from the two- , four-, and
six-cylinder engines, the V-8 was a well advanced en-
Th e nameplat e is on the right , ide of the uclllkca,e directl y
bel ow th e ex ternal camshaft.
' It should be mentioned in passing that th e Paragon ' The arguments of water cooling versus air cooling
propeller had a very wide chord and scimitar shape were never really settled even as lat e as World War
to th eir blades. Consequently, they were shipped to II, with manufactur ers lik e Allison, Rolls, and Packard
the customers in long and wide wooden boxes. These lined up against Pratt and Whitney, Wright, Warner,
shipping crates, used in combination with old news- Kinner, Ranger , et. al. Kemp may have begun the dis-
papers, well as "airport bunks" for many of cussion in this country, but th e debate was never
the young aspiring people of this era, including E. M. settled.
"Matty " Laird and the other "kids" at Cicero Field
in Chicago.
Th e ex tern al c,l/mha'-/' th e lll ,lehine(1 cyl inder fin s and
tilt' uniqut' vd l ve drrangclll ent ., how cl earl y in this photo.
gin e. Unlike Kemp' s oth er engin es, it f eatur ed a mor e
conventi o nal cam-dr iven intake and exhaust valve.
But r eall y uniqu e for thi s period in avi ati o n, it was
pr essu re cool ed.
Fitt ed t o th e crankshaft was an impell er whi ch
pr ovi ded positi ve for ced dr aft through equal l ength
du cting t o both banks of cylinders. Fitt ed around each
cylinder was a pai r of baff les whi ch insur ed passage
of th e cooling air thr ough th e fins, and th en inward,
towards the centerlin e ot th e " V" . According to Kemp
l i t er atur e, thi s insur ed " uniform expansion " , and
permitt ed th e engine to be " entirely enclosed as th e
hull of a f lying boat or aeropl ane" . It al so permitt ed
" armoring" i f so des ired (perh aps as a bid to th e Air
Servi ce' s r equir ement s f or war machines?) . Thi s cool-
ing techniqu e , esp eciall y ar ound th e cylinder fin s
would not co me into common practi ce until th e lat e
20's, al o ng with the evoluti on of th e NACA pressur e
cowlin g. Very sadl y, o nl y one of th ese engines was
produced .
Ther e are currentl y fi ve GREY EAGLES known in
existence. One i s at the Th ompson Produ cts Museum
in Cl eveland, and one is at the Or egon State Museum
in Sal em, O regon . Th e Nati o nal Air and Space Museum
has one. One, ori ginall y pu rchased by George Wed-
del , appeared at an OX-S gath ering in Wi chita in 1962.
Finall y, B. K. Machine Company of Muncie, whi ch i s
the successor company to Kemp Machine Works , has
th e 1-4 shown in these ph otos. They run it from time
to time at fl y-i ns and other EAA events. Thi s particul ar
engi ne was purchased in running for m by Mr. St ewart ,
of B. K. f ro m John Nagel of Torr ance, Californi a.
Most commonly produced Kemp Engines:
Model Fuel Dry Catalog
No. HP Bore Stroke Consumption Wt. Price
G-2 16 4" 4" 1.1 G PH 64 Ibs . $ 200 .00
1·4 35 4 Y.' 4Y2" 2.3 G PH 192 Ib s. 450.00
H-6 55 4 Y.' 4Y,' 3 .5 G PH 272 Ibs. 600.00
J-8 (V·8) 80 4'/. ' 4'1. ' 4. 4 G PH 3801bs. 1,250.00
" Airdri ves" including:
Model HP
K-2 14
M- 2 10
As a footnote, I moved t o Munci e, Indiana from
Cap e Canaveral , Florida about two years ago . Having
immensel y enj oyed th e fri endship, st o ri es and in-
si ght s of many fir st generati o n pioneers who are re-
tir ed in Fl o rida, I wonder ed what aviation history
mi ght pr esent itself in Indiana. I wasn' t lo ng in learn-
ing of Kemp , as Matty Laird had menti oned it during
o ne of our subsequ ent vi sits, indicating it had been
an excell ent early aero engine. What a surpri se it was
t o l earn that th e B. K. Machine Company, the su c-
cess or t o Kemp Machine Wo rks , not only had main-
tain ed th e Kemp r ecords, but actuall y had a runnabl e
exampl e of a Kemp engi ne. A great deal of credi t i s
due Tom and Phil St eward for realizing th e impor-
t ance of th eir company' s heritage and pr eserving it
in this manner! Thi s articl e is long overdu e in com-
ing to Th e VIN TAGE AI RPLA N E, and mos t recentl y
was pro mpt ed by Gene Chase' s telling me of the let-
t er received at Headquart er s from Mr . Morton E.
Ed Es call on

b y Larr y Cowell , EAA 5 1749
2557 East Bl ant on Dri ve
Tucson, AZ 857 /6
Photos by Jim Haun, EAA I.!I025

A few years ago, Charles D. Klessig, EAA 40563,
of Galesburg, North Dakota, was making up the internal
drag and anti-drag wires for his first Standard )-1. One
of the Tucson Chapter EAAers was watching him
methodically splicing the wire ends by the old method
of wire winding and soldering. He asked Charlie why
he wasn't using Nicopress sleeves on the wires since
they would be inside and hidden.
"Well, " Charlie answered, "maybe fifty years from
now some guy might take the cover off this wing and
see the Nicopresses inside and maybe he might know
they didn't have Nicopresses in 1918. I wouldn't want
that to happen."
This kind of thinking is behind the craftsmanship
that has gone into all of Charlie Klessig' s restorations
and now into his Swallow. The Swallow is the latest
in a line of aircraft that has included a Stinson SM8A,
)-3 Cub, Pratt-Reed glider, and the two magnificent
Standard )-1's, one OX-6 powered and one Hisso
powered. Also he has built a Pitts S-1, Baby Lakes, -- .-
and a Brieglieb BG-12 sailplane, and, believe-it-or-
not, some violins in his spare time!
Charlie's love for airplanes goes back a long way.
He learned to fly in 1930 in a Waco 9. Since then he .

has taught engine mechanics, operated a flying school,
and served as a ferry pilot in WWII, flying almost all
types of Allied combat aircraft. From 1952 to 1964 he
dusted and sprayed for locusts in the Middle East and
in Africa, as far south as Ethiopia and the Sudan.
.... ,. ''''
.... "' ,. ..

The Swallow came into Charlie' s life when in 1977, a
!. ". . • .. , ... '...
friend, Charles Kennedy of Safford, Arizona, spotted
-.. .....:..<...
" • . I., ......",y: ..
..c.t- ...   .. ..   "'''-c . . -
an old fuselage in a field near Oracle, Arizona. The
The Swallow wi th a de-ral ed
Lycoming R-680 for power.
Charl es Kl ess ig beams his approva l of his newl y restored
Swa llow.
f abr ic and wood wer e all gone. The metal app eared
to be totall y ru st ed. Th e engine had been removed,
but th ere was a name-pl at e r eading, "Swall ow Air-
pl ane Company, OX-5, Seri al #963". Kennedy found
who the owner was and Charli e Kl essi g bought th e re-
mains by mail without even seeing th em. The airpl ane
was deli ver ed t o Rya n Fi eld , Tu cso n, Ari zona, by
Kennedy in late 1977 . By April , 1978, Charli e was ready
t o start on th e proj ect.
First , the " ru st " on the st eel parts turned out t o be
mainly red-oxide primer , commonly used at th e time
the aircraft was built. The tubes were open ed at their
l owest point s t o see if ru st had thinned th e wall s.
Onl y one l ongeron needed to be replaced and th en
onl y parti all y. Th e " N" strut s were useless becau se
of ru st and dents. The entire structure was strai ghtened ,
welded wh er e necessary, sandblast ed and primed .
The summer of 1978 saw Charli e at home in Gal es-
burg. During thi s time he acquired a set of drawings
f or th e wings f rom Ed M cConnel of Seneca, Illinoi s.
Ed had worked on Bu ck Hilbert' s Swallow. Al so thi s
summer , Charli e dug up all th e informati on he could
on th e hi st or y o f Swall ow # 963 . The airpl ane had
been r egi st er ed t o Shobl as ka and Willi ams, Inc.,
Manitowoc Muni cipal Airport , Manitowoc, Wi scon-
sin, on August 20, 1928. It had last flown on Jun e 19,
1929, and the fil e cancell ed du e to an accident. Th e
wreck had been moved t o Idaho wher e Denni s Abbi e
had acquir ed it as payment for a bad debt. Abbi e had
brought i t to Oracle, Ari zona, about forty mil es north
of Tu cson . Th e airpl ane had been out of servi ce sin ce
before Charli e had l earned t o fl y.
In th e fall of 1978, i t was back to Tucson for Charli e.
He worked f ull t i me o n th e wings, new strut s and con-
tr ol s. By February 22, 1979 th e airplane was assembl ed
fo r pr e- cover in specti o n . Th e cov erin g, all Stit s
process, was co mpl et e by summer and Charli e went
home to North Dakota t o escape th e heat.
By October , 1979, Charli e was back in Tucson with
an engine in the back of hi s stati on wagon. It was a
big Lycoming R- 680-13 whi ch he had bought f rom a
dust er f ri end, Warr en Walkenshaw of Argusvill e, North
Da kota.
By Chr ist mas , 1979, the Swall ow was compl ete. Af ter
half a century on the ground the airpl ane was r eady
t o f ly again except for paper work whi ch would delay
the f irst fli ght. Charli e had saved th e old DeHavilland
wheel s by welding Yr. " di amet er tube rings ont o th e
roll ed rims t o accommodat e 550 x 20 inch tir es , an
avail abl e size. The R- 680 was de- rat ed to 220 hp . A
wooden, brass-tipped U. S. Propeller Company prop
was install ed . A tailwheel r epl aced the tail skid. Th e
color is th e o ri ginal bl ack fu selage with internati onal
orange wings and tail feathers.
Th e airpl an e at thi s time i s in an experimental
exhibiti on category with th e installation of th e Lycom-
in g radi al. Lat er Charli e int ends t o inst all an OX-5
engine and to r eplace th e tailwheel with the ori ginal
type wood skid. Th e OX-5 engine and skid will be
used for fl ying exhibiti ons whil e the Lycoming and
tailwheel will be used f or touring and general flying.
There is a King 90 radi o install ed, but no start er (nos-
talgia, don' t you know).
With th e Swall ow co mpl eted on e mi g ht think
Charli e Kl essi g would r es t on hi s accompli shment s
f or awhile. Inst ead, he is heading for Phoenix to restore
anoth er Swallow, a Bird Bipl ane, two OX-5 engines and
to build a Curti ss Jenny, all f or a fl ying antiqu e museum.
Galesburg, Illinois again was the scene of the Na-
t ional Stearman Fly-In during September 5-9, 1979,
which saw another fine attendance of Stearmans and
Stearman enthusiasts. A total of 55 Stearmans attended,
slightly down from the previous year, but combined
with the other antiques, homebuilts , and modern
airplanes there was no lack of activity. This was the
second year the Fly-In had been extended into a five
day event and each day was filled with its own special
The first arrival was Don Holton and Bryon Trent
in Dan's Stearman PT-17, N444TM, from Ormond
Beach, Florida. Each year Bryon is one of the earliest
to arrive and this year he and Don descended on Mon-
day to get in a full week of Stearman flying at Gales-
burg after having spent the previous week at the EAA
Fly-In at Blakesburg, Iowa. There were no scheduled
activities on Wednesday, the first official day of the
Fly-In, and the Stearman Aerobatic Contest , originally
scheduled for Thursday afternoon, was postponed
until Friday because of the small number of Stearmans
that had arrived at that time. The Stearmans that were
there were kept busy with local flights, buddy rides,
practice formation flights and their pilots in r e-
acquainting themselves with friends not seen since
the previous year. Thursday evening most of the Stear-
man group attended a complimentary cocktail party
at, Tootie' s Steeplechase, a local watering spot, and
all reports indicated that a fantastic time was had
by all .
. Friday saw another beautiful day dawn and the Stear-
mans began arriving in droves from all points of the
compass, Singularly, in pairs , and in groups. Early
in the afternoon most of the pilots flew the short
distance westward to Monmouth where the Stearman
b y  To m  Lowe 
823  Kingston  Lane 
Crystal  Lake,  IL  60014 
(PholO  by 
Kenn el h  D.  Wi /son) 
Sa m  Mendenha ll , 
Ca l esb urg  A i rport 
Manager  and  St ea r-
man  pil ot  a nci  owner 
was  grea tl y  rl' spomi -
bl e  (or  the  fine  o r -
gani za ti on  ()f  the  Fl y-
In  e/uri ng  1'17':1  anci 
poses  here  wi th  Paul 
Deutsch '.,  P() /i ,h  built 
Wi/ga  STOL  aircraft. 
(Photo b y Kenneth D. Wi lson)
Rex Leonard of Indi anapoli s, Indi ana owns this 1943 Stearman PT- 17, N75696 .
Bill Wilkins, " The Sil ent Eagl e" a deaf-mute pil ot from Circleville, Ohi o spent restoring this
1940 Stearman N2S- I.
!Photo b y Kenneth D. Wilson)
Thi s Stearman fl own by Steve Al corn of Indianapoli s, Indi ana is one of several used for promoting Red Baron
Pi zza throughout th e  
Aerobati c Contes t was held . This i s a fun affair wh ere
the pilot chooses any five aerobatic maneuvers that
he wishes and th en fli es th em for a casually chosen
group of amat eur judges, most of whom were " too
t hi cken" to fly th eir own Stearmans in th e event . Thi s
year only true amateur aerobatic pilot s were judged .
Any of th e air show types who wanted to fl y were
allowed to , but th ey were not scored for th e contest.
In all, nine pilot s fl ew and all did a fine job in showing
th e variou s skill s r equir ed to " rassle" a Stearman
through aerobati cs. Eventually, the winn ers chosen
were Rex Kohr in Har ry Thomas' Stearman, Don Buck
and John McCormick. After th e competition of th e
Cont est, aerobatic ex hibiti ons wer e giv en by Jim
Leahy in hi s stock N2S-3 and Dave Dacy in hi s newly
r estored pal e blue 450 custom Stearman . Th e day's
events were capped by th e usual fi ne ca t f i sh and
chi cken dinner prepared by the Galesburg American
Legion .
As the sun sl owly peeked above th e hori zon at
dawn on Saturday morning, precisely at 6:30 A.M .,
34 Stearmans began th eir tak e-off roll s to laun ch
the traditional dawn patrol over Galesburg . The Satur-
day dawn patrol has become the highlight of the Fl y-
In and almost all of th e pilots parti cipat e eve ry
year . The juggling for position b y prosp ec tiv e
passengers for any empty f ront seat i s a never ending
struggle and the pilots ar e inundat ed with reques ts
for r ides on this fli ght almost from th e time th ey first
arrived. Over Galesburg th e Stearmans formed up into
formations of various sizes and after several cir cuits
over town headed to Monmouth for a free breakfast
sponsored by the Monmouth Pilot's Association. The
Saturday morning odyssey to Monmouth usuall y has
been the Fly-Ins' nemesi s as something disasterous
always seemed t o happen wh enever 30 t o 50 Stear-
mans tri ed to get in and out of a small airport at th e
same time. Groundl oops, hard landings, damaged
wingtips , smashed VASI li ghts, Stearmans in adjoin-
ing cornfi eld s, blown engines, and near mi sses all
have occured. But this year everyone got in and out
with nary a close call. Unbeli eva bl e! After the Stear-
mans returned to Galesburg they were all lined up
on th e taxiway and a photo session was held with 50
Stea rmans posing in a row with their pil ots atop th e
cent er section.
Saturday afternoon the flying contest were con-
ducted and hotly con tested by most of the Stearman
pilots. Their skill s in short field take-offs , accuracy
landings, salvo bombi ng and for mation f lyi ng were
clearly evident. Late in t he aftern oon the field was
closed for a Stearman only " mini air show" . Precision
(Photo  by Kenneth  D.  Wil son) 
Some  of  th e  " Tull aho ma 
Bunch "  th at all enc/s the  Na-
tional  Stearman  Fl y- In  ever y 
(Photo  by Kenneth  O.  Wi l son) 
74  yea r  old  Deed  Lev y  was  th e  Sp ecial 
Guest  during  the  Fl y-In.  He  served  as 
th e  Chi ef  Experimenta l  Test  Pil ot  fo r 
th e  Stearman  Co.  for  almost  all  oi  its 
ex istence. 
(Photo  b y Kenneth  D.  Wil son) 
John  M cCormi ck  and ex-Stear-
man  Chi ef  Experimental  Test 
Pil ot,  Deed  Levy,  in  fli ght  over 
Ga l esburg in John 's  1942 Stear-
man  N2S-2,  N60562. 
Stearman  aerobatics were demonstrated by Dave  Dacy, 
and  Bob  Heuer in  their air  show modified 450  hp Stear-
mans  and  Jim  Leahy,  who  is  just  amazing  in  his  stock 
220  hp  N2S-3.  That  evening  the  banquet  and  awards 
presentation  was  held  at  the  Howard  Johnsons  in 
downtown  Galesburg. 
On  of  the  highlights  of  this  year ' s  fly-in  was  th e 
presence  of  74-year-old  Deed  Levy  who  had  served 
as  the  Chief  Experimental  Test  Pilot  for  the  Stearman 
Company  for  almost  all  its  corporate  existence  and 
had  made  the  initial  test  flights  of  almost  every  type 
Stearman  built.  He was  the 1979  recipient of the Stear-
IT,an  Restorers  Association's  Lloyd  Stearman  Memorial 
Award  for  his  contributions  in  the  development  of 
Stearman  airplanes  alJd  his  current  effort  to  have 
Lloyd  Stearman  enshrined  in  the  Aviation  Hall  of 
Fame.  Deed  was  constantly  surrounded  by  Stearman 
enthusiasts  wanting  to  hear  stories  on  his  flying  ex-
periences  and  also- to  gain  from  his  technical  knowl-
edge  with  the  different airplane,  engine  and  propeller 
configurations .  He  helped  several  pilots  with  spe-
cific  technical  problems  and  even  demonstrated  that 
he could still fly a Stearman, including some aerobatics. 
Undoubtedly,  he  was  the  most  popular  special  guest 
the  National  Stearman  Fly-In  has  ever  had. 
Another  bright  spot  this  year  was  Paul  Duetsch, 
a  Stearman  lover ,  who  flew  his  Polish  built  Wilga 
STOL  aircraft  from  La  Habra,  California  to  the  Fly-
In  where  he  adamantly  claimed  that  it  was  a  "Polish 
Stearman "  .  He  barnstormed  rides  in  his  ungainly 
looking  airplane  throughout  the  Fly-In  and  was  in  the 
air  almost  constantly.  Before  he  departed  for  home 
many  Stearman  pilots  as  well  as  the  general  public 
had  flown  in  his  unique  airplane  and  he  donated 
several  hu ndred  dollars  towards  the  expenses  of  the 
Sunday's  dawn  patrol  was  a  mere  shadow  of  the 
previous  day's  as  only  five  Stearmans  could  coax 
their  pilot  into  the  cool  early  morning  air  two  days 
in  a  row.  By  noon  most of the Stear mans  had  departed 
for  home  bringing  the  Fly-In  to  another  close  except 
(Photo  by
Kenneth  D.  Wilson) 
Chet  Reyckert  and 
his  1943  St ea rm an , 
N58 15N,  are  regulars 
at th e Fl y-In  each  year 
fr om  Ski atook,  Okl a-
for  the  public  air  show  tilat  afternoon .  The  air  show 
was  by  far  the  best  one  ever  presented  at  the  Stear-
man  Fly-I nand  featu red  Stearman  aerobatics  by  Bob 
Heuer,  Jim  Leahy,  and  Dave  Dacy;  Bob  Lyjack  in 
his  1929  Waco  Taperwing;  a  Luscombe  act  by  Jack 
Lane;  Pete  Myers ;  Rick  Cunningham  in  his  first  pro-
fessional  air  show  in  hi·s  Bucker  Jungmann;  John 
Gardner  in  a  Pitts,  and  parachute  jumper  J.  T.  Hill. 
The  air  show  proved  to  be  spectacular  and  everyone 
was  well  pleased  with  its  presentation. 
As  the  sun  faded  below  the  horizon,  five  days 
dedicated  to  the  Stearman  concluded  perhaps  the 
best  Stearman  Fly-In  yet,  and  everyone  expressed 
the  desire  for  an  even  better  one  the  following  year . 
Anyon e  with  an  interest  in  Stearmans  i s  cordially 
invited  to  the  9th  National  Stearman  Fly-I n  at  Gales-
burg,  Illinois,  September  3-7,1980. 

MARCH  16-22  - LAKELAND,  FLORIDA  - Sun  ' N  Fun 
1980.  For  further  information ,  pl ease  contact :  Betty 
Jones,  4195  Forrest  Drive,  Mulberry,  FL  33860. 
APRil 25-27  - BAY  CITY,  TEXAS  - Houston  Sport 
Aviation  " Spring  Fling"  Fly-In,  sponsored  by  An-
tique/ Class i c  Chapter  2.  For  further  information, 
please  contact:  Rocky  Howard ,  5262  Hu ckl eberry, 
Houston ,  TX  77056.  Tel ephone:  713/621-2510. 
APRil 27  - BARKSDALE,  LOUISIANA - Barksdale AFB 
is  hosting an Open House and Air Show.  For  further 
information,  pl ease  contact:  Lt.  Col.  Larry  L.  Schu-
ler,  or  Major  Thomas  E.  Flodstrom,  Fly-In  Project 
Officers , 2 CSG/ OT,  Barksdale, AFB,  LA  71110.  Tel e-
phone:  1. 1. Col .  Schuler  318/456-4204 ,  or  Major 
Flodstom  318/456-3484. 
In .  For  fu rther  information,  pl ease  contact:  Geneve 
McKiernan ,  5301  Fin sbury  Place,  Charlotte,  NC 
MAY  16-19  - WILLIAMSBURG,  VIRGINIA  - Eastern 
Cessna  1901195  Club  Meeting.  For  further  informa-
tion,  please  contact :  Cliff  Crabs,  25575  Butternut 
Ridge  Road,  North  Olmsted,  OH 44070. 
MAY  31  - HOLLAND,  MICHIGAN  - Antique/ Classic 
Chapter  8  i s  sponsoring  a  " Spring  Happening"  at 
the  Park  Township  Airport.  For  further  informa-
tion ,  please  contact:  Gary  Van  Farowe,  1460  Ot-
tawa  Beach  Road ,  Holland,  MI  49423.  Telephone : 
JUNE  1 - DEKALB ,  ILLINOIS  - DeKalb  County  Corn 
EAA  Chapter  241  and  MST  Aviation  co-sponsor  the 
Annual  EAA  Fly-In, Drive- In, Breakfast at  the Muni ci-
pal  Airport ,  about  30  miles  SE  of  Rockford .  For 
further  information,  please  contact:  Marlin  Crown, 
159  Thomas ,  Sycamore,  IL  60178.  Telephone:  815/ 
JUNE  1  - OCEAN  CITY,  MARYLAND  - Chapter  532 
is  sponsoring  th e  annual  Ocean  City  Fly-In  and 
Antique  Car  Show.  Ocean  City  Airport .  For  further 
information,  pl ease  contact:  Bill  Mackey,  Chapter 
532  President ,  2301  Meadow  Drive,  Salisbury,  MD 
JUNE  7-8  - FLANDERS,  NEW  JERSEY  - 2nd  Annual 
Antique/ Classic  Chapter  7  Fly-In .  Flanders  Valley 
Airport.  For  further  information ,  please  contact: 
Walt  Ahl ers,  A/ C  Chapter  7  President ,  60  Main 
Street,  Fland er s,  NJ  07836.  Telephone:  201 /584-
JUNE  7-14  - FORT  WAYNE,  INDIANA  - 3rd  Annual 
" 70  Knott ers"  Fly-Out  and  Goodwill  Tour  spon-
sored  by  EAA  Chapt er  2.  For  further  information , 
please  contact :  Joe  Dickey,  511  Terran ce  Lk.  Road , 
Columbus,  IN  47201.  Tel ephone:  812/342-6878 . 
JUNE  13-15  - DENTON,  TEXAS  - Texas  Chapt er  AAA 
Southwest  Regional  Fly-In,  at  the  Municipal  Air-
port ,  25  miles  N  of  D/ FW  Regional  Airport,  outside 
the  TCA.  For  further  information,  please  contact: 
Jane  McCracken ,  RR  4, Box  16B,  Roanoke,  TX  76262. 
Telephone:  817/430-0163. 
Aircraft  Fly-In  Air  Show,  Shannon  Airport.  For 
further information, please  contact:  Sidney L.  Shan-
non,  Jr.,  c/o  Shannon  Airport,  P.  O .  Box  109,  Fred-
ericksburg,  VA  22401 . 
JUNE  21-22  - ANSONIA,  CONNECTICUT  - 2nd  An-
nual  PIPER  VAGABOND  FLY-IN.  Ansonia  Airport, 
80  oct.  fuel.  For  further  information,  please  con-
tact:  Jim  Jenkins,  569  Moose  Hill  Road,  Monroe, 
CT  06468 .  Telephone:  203/261-5586. 
JUNE 27-29 - HAMILTON, OHIO - 20th  Annual  Waco 
Reunion  Fly-In.  For  further  information,  please 
contact:  Ray  Brandly,  700  Hill  Avenue,  Hamilton, 
OH  45015.  Telephone:  513/868-0084. 
ter  15  &  86  are  co-sponsoring  the  20th  Annual  Mid-
west  Regional  Air  Show  at  the  Lewis  University 
Airport.  Theme  is  " The  Barnstorming  Days  of Avia-
tion".  Hoping  to  have  sufficient  antique  aircraft 
to  stage  a  "parade  of  flight".  For  further  informa-
tion,  please  contact :  Frank  Goebel ,  Field  Direc-
tor ,  Midwest  Regional  Air  Show,  Inc.,  P.  O.  Box 
71,  Lockport,  I L 60441 . 
AUGUST  2-9  - OSHKOSH ,  WISCONSIN  - 28th  An-
nual  EAA  Convention  and  Sport  Aviation  Exhibi-
tion  - the  world' s  largest  and  most  exciting  avia-
tion  event.  For  further  information,  please  con-
tact:  Experimental  Aircraft  Association  (EAA) ,  P.  O. 
Box  229,  Hales  Corners,  WI  53130.  Telephone:  414/ 
International  Aerobatic  Club's  annual  aerobatic 
competition.  Biggest  field  anywhere  for  an  aero-
batic  contest  plus  greatest  variety  of  aerobatic  air-
craft.  For  further  information,  please contact:  Herb 
Cox ,  Contest  Chairman,  812  Taylor  Avenue,  Mt. 
Vernon,  IL  62864. 
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:  414/425-4860. 
Annual  EAA  National  Fall  Fly-In .  Don't  mi ss  this 
one.  For  further  information,  please  contact:  EAA 
Fall  Fly-In,  P.  O.  Box  229,  Hales  Corners,  WI  53130. 
Tel ephone:  414/425-4860.
A Album 
By George Hardi e, Jr. , EAA 500
EAA Hi stori an
Photos From The Author's Collection
When the first World War broke out in August, 1914, Glenn Curtiss suddenly
realized that his Hammondsport plant could not possibly handle the flood of
orders coming in for his aircraft. So he rented a building in Buffalo to manufac-
ture airplanes, meanwhile expanding facilities at Hammondsport to concentrate
on engine production. In the Spring of 1915, he expanded further by building a
new factory on Churchill Street in Buffalo. By December he had included an en-
gine factory on Elmwood Avenue. A flying field on Niagara Falls Boulevard was
acquired and named the Curtiss Aviation Field.
Indicative of the tremendous demands placed on the Curtiss Company at this
time was an incident which occurred when the British government placed a large
order. Curtiss cabled that he could not possibly complete the order without a
costly plane expansion. The British asked how much advance payment he needed .
Curtiss replied " at least 75,000", meaning dollars. The British assumed he meant
pounds and forwarded $600,000 as payment.
Late in 1914, J. A. D. McCurdy, a Canadian who had been an original mem-
ber of the Aerial Experiment Association in 1907, proposed to his government
that a facility be established to produce aircraft in Canada. Accordingly, Curtiss
Aeroplanes and Motors, Ltd. was formed in April , 1915, and a factory acquired
in Toronto. McCurdy was made Secretary-Treasurer and Managing Director of
the company.
The Curtiss L-/ was the first in a seri es of triplane designs by the compan)'.
This L-l tri p lane was used in a unique parachute experiment, seen mounted below the
fuselage ahead or the tail.
Tht· ,icle-b)'-.,ide wheel control arrangement can be seen in thi s rear view of the Moclc! L- I.
The "Canada" on the erect ing (loor of the Toronto plant in Jul y, I') 15.
The fir st produ ct of th e new company was a bomber version of th e "America"
flying boat. Named th e "Ca nada" , wings and tail surfaces of the flying boat were
combined with a landplane fuselage. The two tractor engines were to be the new
Curtiss VX of '160 hp. Design work was started in May and th e airplane was ready
for flight by th e end of July.
This view of th e "Canada" shows the expans e of the 76 ft. upper wing.
After a series of tests, the prototype was shipped to England for evaluation.
An additional 11 of the type incorporating design improvements were constructed
for the British government. However, technical advances in aircraft armament,
etc., made the design obsolete and a further order of 25 was cancelled.
}. A. D . McCurcly, left, in the cockpit with F. C. Er i cson, design engineer, poses with Side view of the "Ca nada " shows the tail boom mounting and the rear crew position.
other Officials.
b y Li onel Salisbur y
Seven Harper Road
Ca nada L6W 2W3
Article Number 14 , Pos ter Number 15, Seri es Number
As regular readers of The VINTAGE AIRPLANE maga-
zine may recall, this series on the Borden Posters
started almost a year ago, after my oldest son, David,
came home with 18 posters that had been given to him
by Mr. Glenn Inch of Brampton. Glenn had collected
them as a young man in 1936. The first poster appeared
in the February, 1979 issue of Th e VINTAGE AIRPLANE
and we have presented one each month since that
One of the most satisfying aspects of presenting
the posters has been the response from various EAA
members . The issue of last July f ea tur ed the Borden
Poster on the Ford Tri-Motor , and in that article I
inquired if anyone could identify th e airport in the
background. Glenn Buffington of Seattle, Washing-
ton and Frank Abar of Livonia, Michigan both wrot e
to identify it as the old Ford Airport in Dearborn,
Michigan , and they supplied so me interesting in-
formation on that location .
In the very first article in th e ser ies , I had ex-
plained that we had been given 18 posters out of a
total of 19 that had been issued in Canada. I neglected
to mention the name of the poster that was missing.
Mr. Cedric Galloway of Hesperia , California re-
sponded to that article by checking his personal col-
lection that he still had after forty years. Since he
didn' t know which one was missing, he listed the
posters that he did have. Alas, he did not have the
one I needed, which was entitled " The New Martin
Bomber - Myst ery Ship for the Army" . Surprisingly
though, his list did include three that I did not know
even existed. He also advised that he had dated hi s
poster s when they were received, and that they were
dated 1933 and 1934. That was some three years be-
for e they were issued in Canada. The promotional
material and lists on the backs of the posters yielded
the answer to the mystery.
It appears that the post ers had originated, not
with the Borden Company, but with an organization
call ed the Thompson Malted Milk Company of Wauke-
sha, Wisconsin. They had initi at ed the series, ap-
parently in 1933, and had i ss ued 18 posters which
you could get by returning coupons wedged into th e
The Clipper Ship
lids of their cans of Malted Milk Powder. It seems this
company was then absorbed by the Borden Company
of 350 Madison Avenue, New York, New York, likely
in 1934. Borden's mu st have liked th e posters be-
cause they brought out a second seri es, dropping a
few fr om the first group, and adding a few new ones.
They then made th e posters available in Canada in
1936 through their Canadian subsidiary. By comparing
the various li sts printed on the backs of the posters
the grand total issued comes to 30 different posters.
Mr. Galloway very kindl y sent th e three posters,
which we will add to those now appear ing in Th e VIN-
TAGE AIRPLANE, and they will ap pear as articles 19,
20 and 21 . Then to my great delight, Mr. Marion Mc-
Clure of Bloomington, Illinoi s not only dug out the
post ers he had, but he sent in hi s entir e collection!!
Thi s group has yielded an additional six posters to
bring our series to a total of 27 . I would like to ex-
press my thanks to both of th ese gentl emen for th eir
interest and thoughtfulness. That means we now have
an almos t compl ete collection - all but thr ee. The
three that are mi ssing are as follows:
" Th e Stout Sky Car "
" Th e New Martin Bomber, M ys tery Ship ior the Army"
"Captain Jimmy Thompson and his Dog Scottie"
That last poster appeared only in the original
Thompson Malted Milk seri es, and may be difficult
to come up with, since as Marion McClure explain ed,
some coll ector s didn't bother to send in for that one.
It wasn ' t " airp lane".
I would gr ea tl y appreciate heari ng from anyone
who may have any of the missing posters, in th eir col-
l ection of airplane memorabilia. If you are abl e to
l oan any of the thr ee, I would ask you t o advise me
by mail to my home address. Please ship th e poster(s)
under separat e cover , roll ed and wrapped, and by
registered mail , also to my home address. Inserting
th e poster into a cardboard tube i s even b'etter. I will
th en prepare some appropriate notes to go with it,
and will forward it to Hales Corners for processing.
It will then be returned to you, again by regist ered
mail. I think it would be great fun i f we were able to
come up with what will probably be the onl y coll ec-
ti on of th e thirty Thompson/ Borden Posters from the
1930' s. (Next month , th e Douglas Sl eeper. )
r'  ... 
    .... a. ______.1-_______..:::-_____
.  'sCI 
• 0
Type:  Four-engined  commercial  flying  boat. 
Wings:  High  wing  externally  braced  monoplane. 
Wing  structure  is  of  two  spar  constr uction,  with  com-
pression  struts  and  stressed  metal  skin  covering.  The 
metal  skin  covers  both  sides  of  the  wing  forward  of 
the  rear  spar.  Rearward  of  the  rear  spar,  ribs  and  fab-
ric  covering  is  used.  Spars,  compression  str uts  and 
ribs  are  trusses  built  of  extruded  duralumin  shapes 
and  bent  sheet  duralumin  sections,  fastened  with 
steel  bolts  and  duralumin  rivets.  The  wing  is  con-
structed  in  one  piece,  and  attaches  to  the  hull  by  a 
faired  super-structure  on  the  hull  and  two  diagonal 
struts  on  each  side.  Differentially  con troll ed  balanced 
ailerons  extend  the  full  l ength  of  the  tapered  tips  of 
the  wing.  A  hydraulically  controll ed  flap  extends 
across  the  full  straight  portion  of  the  wing.  Wing  is 
flushed  riveted  all  over . 
Hull:  Two  step  type  with  long  stern.  Nine  water-
tight  compartments.  Structure  consists  of  deep  keel, 
widely  spaced  transverse  frames,  and  heavy  stringers. 
Keel  and  frames  are  of  plate  girder  type.  Duralumin 
shapes  and  sheet  used  throughout.  All  seams  sealed 
with  fabric and  marino glu e.  Flush  riveting  allover. 
Tail  Unit :  Monoplane  type.  Horizontal  surfaces 
and  twin  fins  and  rudder  supported  by  hull  and  side 
struts.  El evator  and  rudders  balanced.  All  tail  planes 
are  of  metal  construction  fabric  covered.  Patented 
unsymmetrical  self-compensating  rudders  and  fins 
are  used  to  offset  unsymmetrical  engi ne  thrusL 
Powerplants:  Four  750  bhp  Pratt  and  Whitney S1EG 
"Hornet"  geared,  air-cooled,  radial  engines  rated  at 
7,000  feet  altitude,  in  four  nacelles  faired  into  the 
leading  edge  of  the  wing.  Eight  fuel  tanks  arranged 
so  that  two  supp ly  each  engine  and  four  oil  tanks, 
one  for  each  engine,  are  installed  in  th e  wing.  All 
tanks  are  of  riveted  duralumin  construction.  Direct 
drive  electric  starters  with  hand  cranking  provision 
provided.  Starters  con troll ed  from  pilot's  compart-
Accommodations:  In  the  bow  of  the  hull  is  the 
anchor  compartment.  Next  compartment  aft  is  the 
pilot's  compartment  with  complete  provision  for  the 
mechanic  and  radio  operator.  The  third  compart-
ment  is  equipped  for  baggage  and/or  express  and 
also  may  be  arranged  for  passengers  for  short  flights. 
The  fourth,  fifth,  sixth  and  seventh  compartments 
are  equipped  for  eight  passengers  each.  Rearward 
of  the  last  passenger  compartment  are  two  toilets 
and  water  fountain.  The  eighth  compartment  con-
tains  th e  main  entrance  and  accommodations  for  th e 
steward.  The  tail  compartment  is  available  for  addi-
tional  baggage  or  express  matter.  The  forward  bag-
gage  compartment  is  in  the  plane  of  rotation  of  the 
Di mensi ons:  Span  118';  Length  67'  8";  Heigh t 
17'  4";  Wing  Area  1340  sq.  fL 
Weights  and  Loadings:  Weight  Empty  20,924  Ibs.; 
Weight  of  Fuel  and  Oil  7,955  Ibs.;  Weight  of  Equip-
ment  2,181  Ibs.;  Payload  8,060  Ibs.;  Licensed  Gross 
Weight  40,000  Ibs.;  Wing  Loading  29.9  Ibs.  per  sq. 
ft.;  Power  Loading  13.33  Ibs.  per  bhp. 
For Sale
The new 2-p lace aerobatic trainer and sport bi-
plane. 20 pages of easy to follow, detailed plans. Com-
plete with isometric drawings, photos, explod ed views.
Plans - $85.00. Info Pack - $4.00. Send check or
money order to: ACRO SPORT, INC. , Box 462, Hal es
Corners, WI 53130.  
For Sale
Ground adjustable propeller for   ·R-266 .
$2,000.00. Please contact: John Buehler, La Plata,
N.W., Albuquerque, NM 87107.505/345-3261 . .
Dear Mr. Cox:
On the occasion of the 50th anniversary of my
former airplane, Junkers " Junior " A 50, HB-UXI, I
am sending you herewith three photographs, at your
free disposal.
With best regards,
Hans Berger, EAA 59482
CH-6515 Geido TI
Tieino Switzerland LETTERS
Junkers "Junior" A 50, HB-UX/ cleared for lak e-oif.
Hans Berger preflighls lhe 85 hp Siemens Sh
Junkers "Junior" A 50, /-IB-UX/ on final.
/3A engine before flying his Junkers " Juni or".
Dear Sir:
SZP has declared itself the Howard capitol of the
world and we are working on reviving the Howard
Club. At this writing we have five flying Howards on
our little airport with another inbound and a seventh
within a few weeks of flight. We would like to hear
from anyone with an interest in Benny and his off-
spring. As you can imagine, any and all information
on parts is of interest as is any historic information/
war stories. We hope to produce a newsletter at regu-
lar intervals as well as act as an information and parts
exchange. The only way this grand scheme will work
is with input from the Howard fans out ther e; so please
let us h ear from you.
Jack Hogan
Howard Club
P. O. Box 291
Santa Paula, CA 93060
(Phoro by Gene Chaw)
Scale model aircraie play all important rolf! in aviatioll
museums throughout the world. They are used to por-
tray full size aircraft when it would be   or in-
fea sible to di spla y the actual machin es. The model s
shown above are on display in the Paul H. Poberezny
Air Museum. Th e two top shelves contain models of WW I
or earli er vintage and were built by Gord on Lacombe
of Kenosha, WI . On the bottom sheli are models buil t
by Gor don Nel son of Manitowoc, WI consisting of
Johnny Livingston's Monocoupe 110 (modified) racer,
Kinner Sport wing 8-'! , Doug Davi',' Trave/air Mystery
Ship ra cer and Art Chester's Coon racer. Also Oil the bot-
tom shelf is cl Morton M-5, five cylinder modd aircraft
gas engine loaned by Stan Go moll of Minneapo li s, MN.