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by Bob Lickteig
With Oshkosh '87 - "An Aviation Show-
case" - just around the corner, your EM
Antique/Classic Division is continuing to re-
fine plans forConvention week. Thefollowing
information isprovidedtohelpyou planyour
mation about a particular event, please do
not hesitate to contact the chairman in-
Antique/Classic Picnic
The Antique/Classic Picnicwill be held at
gust 2 starting at 6:00 p.m. The committee
hasarrangedfor refreshmentsandtheserv-
ingofapig roastwith allthetrimmings.Tick-
ets are $6.00 - a real bargain and will be
on saleattheAntique/Classic Headquarters
and mustbe purchased by6:00 p.m.Satur-
day,August 1, as we must advise the cook
thenumberofpeoplewe will have24
Chairman - Steve Nesse, 507/373-1674.
Antique/Classic Fly-Out
The fourth annual Antique/Classic Con-
vention Fly-Out for members and guests is
scheduledforMonday,August3. We willbe
flying toShawano,Wisconsin55milesnorth
ofOshkosh.Shawano Flying service will be
ourhost. Twosodandonehardsurfacerun-
way will be open, plus a seaplane base -
so we're extending an invitation for all float
planesto join us.
Briefing 7:00 a.m. at Antique/Classic
Headquarters, departure8-8:30a.m.; return
1:30 - 2:00 p.m., in time forthe air show.
Chairman - Bob Lumley,414/255-6832
Antique/Classic Riverboat Cruise
The Antique/Classic Riverboat Dinner
Cruisewill beheldTuesdayevening,August
4, sailing at 7:00 p.m. from the Pioneer Inn
dock.Ticketsmaystill beavailableatAntique
Classic Headquarters Red Barn through
Chairman - Jeannie Hill.
Antique/Classic Parade of Flight
The Antique/Classic annual Parade of
Flight will be staged on Tuesday, August 4
as the main part of the air show and when
the field is closed. Briefing for the eventwill
be at 1:00p.m. attheAntique/ClassicHead-
Chairman - Phil Coulson, 616/624-6490.
Antique/Classic Parking
Arrangements have been made for the
Type Clubs and any individualswho wish to
parktheirtype aircrafttogether. The parking
committee has developed a simple type
parking plan. Information and parking in-
structions will be mailedtoyou. Contact the
Chairman - Art Morgan, 414/442-3631.
Antique/Classic Forums
A complete schedule of forums covering
craft will be presented throughout Conven-
tion week. These forums will be conducted
by the most qualified individuals available.
Chairman - Ron Fritz, 616/678-5012
Antique/Classic Awards
Antique Judging - All categories.Chair-
man - Dale Gustafson,317/293-4430.
Classic Judging - All categories. Chair-
man - George York,419/529-4378.
Antique/ClassicTypeClub Headquarters
All type {;Iubs are invited to set up their
headquarters in thetype club tent. Wehave
again set up a larger tent so there will be
enough room. Tom Poberezny, SeniorVice-
man, will addressthetypeclubsinthehead-
quarters tent at 1:30 p.m.Tuesday, August
4. Additional activities are also planned.
Chairman - Butch Joyce, 919/427-0216.
Antique/Classic Workshop
The Antique/Classic Workshop located
week. Mary Feik of the Smithsonian's Paul
our workshop. She will presentslides and a
talk on the restoration of the World War I
Spad 13, at 1:00 p.m. on three days: Sun-
day, August 2, Tuesday, August 4, and
Thursday, August6.Pleasecomebyforthis
special program and help with the comple-
tion ofourprojectandgainthehands-onex-
Chairman - George Meade, 414/228-
Antique/Classic PhotoContest
The fourth annual Antique/Classic
Amateur Photo Contest will be held during
Oshkosh '87. All contestantspleaseregister
at the Antique/Classic headquartersand re-
ceive up-to-date contest rules, please. Re-
member, photos taken enroute, during the
Convention and return home are all eligible
for the contest.
Chairman - Jack McCarthy, 317/371-
Antique/Classic Participant Plaque
The Antique/Classic Division will present
to each registered aircraft a recognition
plaque with a colored photo of the aircraft
parked at Oshkosh. Pleaseregisteryourair-
craft as soon as possible after you are
parked, as this will speed the procedure to
presentyou with your plaque.
Chairman - Jack Copeland, 616/336-
Antique/ClassicInterview Circle
The Antique/Classic Interview Circle will
be expandedthisyearandwill scheduletwo
interviewsperday. Ifyou haveaninteresting
aircraft and would like to be included in this
program for an interview,pleasecontactthe
Chairmansoyoucan arrangetobeincluded
in his schedule at yourconvenience.
Chairman - Kelly Viets, 913/828-3518.
Airline Pilots Headquarters
A tent for all airline flight crews will again
be located in the Antique/Classic area.
Chairman - Don Toeppen,312/377-9321.
Antique/Classic Information Booth
The membership and information booth
will be located outside the Antique/Classic
Headquarters. Complete information on
membership and Convention activities can
be obtained here.
Chairman - Kelly Viets,913/828-3518.
Antique/Classic Hall of Fame Reunion
Theannual Hall ofFameReunionforpre-
again be held atOshkosh '87.Aspecialdis-
play area, special awards and aspecial fly-
byrecognitionareplanned.All previouswin-
ners are encouraged to bring their aircraft
back to Oshkosh for the members and
gueststo enjoy.
Chairman - Dan Neuman,6121571-0893.
ox-s Aviation Pioneers
TheOX-5Aviatton Pioneersheadquarters
tent is located in the Antique/Classic area.
Chairman - BobWallace,301/686-3279.
It'sgoing to be agreatConvention. Make
Welcome aboard- we're bettertogether
- join us and you have it all.
2JULY 1987
JULY1987.Vol. 15, No.7
Gene R. Chase
GeorgeA. Hardie,Jr.
Carl Schuppel
President VicePresident
R.J.lickteig M.C."Kelly"Viets
1718Lakewood Rt.2,Box128
AlbertLea,MN56007 Lyndon,KS66451
507/373-2922 913/828-3518
Secretary Treasurer
RonaldFritz E.E."Buck"Hilbert
15401 SpartaAvenue P.O.Box145
KentCity,MI49330 Union, IL60180
616/678-5012 815/923-4591
JohnS.Copeland StanGomoll
9JoanneDrive 104290thLane,NE
Westborough,MA01581 Minneapolis,MN55434
617/366-7245 61 21784-1172
DaleA.Gustafson EspieM.Joyce,Jr.
7724ShadyHillDrive Box468
Indianapolis,IN46278 Madison,NC27025
317/293-4430 919/427-0216
ArthurR.Morgan GeneMorris
3744North51stBlvd. 115CSteveCourt,RR.2
Milwaukee,WI53216 Roanoke,TX76262
414/442-3631 817/491-9110
DanielNeuman RayOlcott
1521 BerneCircleW. 1500KingsWay
Minneapolis,MN55421 Nokomis,FL33555
61 21571-0893 813/485-8139
JohnR.Turgyan S.J.Wittman
Box229,RF.D. 2 Box2672
Wrightstown,NJ08562 Oshkosh, WI54903
609/758-2910 414/235-1265
181 Sloboda Ave.
Mansfield,OH 44906
RobertC." Bob"Brauer PhilipCoulson
9345S.Hoyne 28415SpringbrookDr.
Chicago,IL60620 Lawlon,MI49065
3121779-2105 616/624-6490
JohnA.Fogarty RobertD."Bob"Lumley
RR2, Box70 N104W20387
Roberts,WI54023 WillowCreekRoad
715/423-1447 Colgate,WI53017
StevenC.Nesse S.H."Wes"Schmid
2009HighlandAve. 2359LefeberAvenue
AlbertLea,MN56007 Wauwatosa,WI53213
507/373-1674 414/771 -1545
Copyright' 1987bytheEAAAntique/Cl assicDivi sion,Inc.Allrightsreserved.
2 StraightandLevel/byBobLickteig
4 AlCNews/byGeneChase
5 CalendarofEvents
6 PA-11 "CubSpecial"/byNormPetersen
8 VintageSeaplanes/byNormPetersen
9 VintageLiterature/byDennisParks
1 0 StolenStearman;TheEndofanEra
12 ItCanBeDone!lbyM. C."Kelly"Viets
13 MysteryPlane/byGeorgeA.Hardie,Jr.
14 TheDisappearanceofAlaskaPilotRuss
16 Oshkosh'87Antique/Classic
17 TypeClubActivities/byGeneChase
18 LoganMcKeeandtheDeChenne
20 PassIttoBuck/byE.E."Buck"Hilbert
21 Aviation75YearsAgo/byEdWilliams
22 Volunteers- ABookofHeroes
24 WhoAmI?/byArtMorgan
25 InterestingMembers/byDaleGustafson
26 WelcomeNewMembers
27 VintageTrader
Page 6
Page 14
FRONT COVER ... Scenesfrom Sun 'n Fun '87 capture the gamut
of antique and classicaircraftand accessories.
BACK COVER . . . 1931 Pitcairn PM-1, 125 hp Kinner. Owned by
DesMoinesRegister&Tribune. Reproducedfrom anegativeofElmer
and MableCermak. (EMArchives)
trademarks of the above associations and their use by any person other than the above associations is strictly
Editorial Policy:Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles
are solely those of the authors. Responsibil ity for accuracy in reporting rests entirely with the contributor. Material
should be sent to:Gene R Chase, Editor,The VINTAGE AIRPLANE,Wittman Airfield,Oshkosh,WI 54903-3086.
The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division.
Inc. of the Experimental AircraftAssociation,Inc. and is published monthlyat Wittman Airfield,Oshkosh.WI 54903-
3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing oltices. Membership rates for
EMAntique/Classic Division, Inc. are $18.00 for current EMmembers for 12 month period of which $12.00 is
for the publicationofThe VINTAGE AIRPLANE. Membership is open to all who are interested inaviation.
ADVERTISING - Antique/ClassicDivisiondoesnotguaranteeorendorseanyproductolteredthroughouradvertis-
ing. Weinviteconstructivecriticism and welcomeanyreportofinferiormerchandiseobtainedthroughouradvertising
so that corrective measures can be taken.
Compiled by Gene Chase
A temporary FAA Air Traffic Control
Tower will be operational at the Fond
du Lac, Wisconsin Airport commencing
July 30 through August 3, 1987, from
6:00 a.m. until 8:00 p.m. COT daily. Fre-
quencies are: Tower 123.1 mHz and
Ground Control at 121 .8 mHz.
The VFR and IFR arrival/departure
procedures are too lengthy to include
here so all affected pilots are strongly
advised to check the current NOT AMS
so as to not violate the Control Area.
This action is in support of the EAA
Convention at Oshkosh and specifically
the increasingly heavy traffic load at
Fond du Lac.
For Oshkosh '85 and '86, Basler
Flight Services, Inc. provided auto fuel
to all aircraft operators who held auto
gas STC's. Unfortunately, the sale of
auto fuel did not exceed more than 3%
of their fuel revenue.
Low sales volume combined with li-
mited storage capability and dispensing
logistics have necessitated the elimina-
tion of auto fuel at Oshkosh '87.
The good news is that Basler Flight
Services Inc. plans to have sufficient
quantities of 80 octane available
through the Convention. Additionally,
those aircraft operators possessing an
auto fuel STC for aircraft manufactured
before 1929 will be offered a substantial
discount on 80 octane.
Everyone is reminded to mail in his
or her EAA Foundation Sweepstakes
tickets for a chance to win the grand
prize of a Piper Cherokee ... or a Slick
ignition system, a mink jacket or other
prizes. Sweepstakes tickets were in-
cluded in your February issue of Sport
Aviation or can be obtained by writing
EAA Sweepstakes, P. O. Box 738,
Rockford, IL 61105. This is an opportu-
nity to support your EAA Museum . . .
and the chance to win valuable prizes.
On March 29, 1927, the Aeronautics
(L-R) Kneeling - "Red" Perkins, Stan Gomoll, Ray Olcott and George Meade. Standing:
unidentified, Steve Nesse, John Fogarty, Bob Lumley, Tom Hampshire, and Dale Gustafson.
Stan Gomoll and the weather vane he brought from home in Minneapolis, MN to mount
on the Red Barn's cupola. Ten minutes later he was on the roof securing the ali-impor-
tant ornament.
Branch of the Department of Commerce
issued the first "Approved Type Certifi-
cate" (A. T. C.) to a U.S. civil aircraft.
A.T.C. number one was issued to a
Buhl-Verville J4 "Airster" model CA-3,
open cockpit biplane.
During 1987, to commemorate the
60th anniversary of aircraft certification,
the FAA tentatively plans such events
as poster distribution, a commemora-
tive postage cancel and a gala public
Telephone inquiries are still being re-
ceived at EAA Headquarters from cal-
lers who "heard rumors of this good
news." To further spread the word, the
following is reprinted from the April,
1987 issue of Sport Aviation:
"Through the combined efforts of
EAA and the FAA's New England Reg-
ional Office, owners of all aircraft that
received an Approved Type Certificate
4 JULY 1987
(ATC) orGroup 2approval priortoJuly
10,1929 arefree to use autofuel with-
out a Supplemental Type Certificate
(STC). Type certificates issued before
Aircraft engines used in the 1920s
had very low compression ratio and
generally used whatever gasol ine was
available .. . which was unleaded fuel.
Today's aviation gasoline is hard on
to scavenge the lead. Typically, lead
deposits bui lt up in the valve guides,
not include these aircraft so certain
guidelines are recommended:
can be used but unleaded is recom-
tentially corrosive chlorine and/or
bromine lead scavengers.
centrations of aeromatics have not
been tested in the fuel system compo-
nentsofthese airplanes.
Becauseofits highervolatility,auto
gas may increase thetendencytoward
carburetor icing. Antique ai rplanes
could have marginal or no carburetor
icing conditions are present.
The high Reid vapor pressure of
ward vapor lock in fuel systems of in-
adequate design. Since no testing has
been conducted in these antique air-
inlowwing aircraft.
In addition, any form of alcohol , in-
cludingethanolandmethanol, isnot ap-
proved since itcan attackthe synthetic
materials in the fuel system. For em-
Gasoline Containing AlcohoL" De-icing
fluid containingalcoholmustbeusedin
Owners and operators of these an-
tique aircraft who intend to use auto
gas are urged to obtain an EAA Au-
togas Information Sheet from EAA's
Kermit Weeks Fl ight Research Center,
Wittman Airfield, Oshkosh, WI 54903-
3065 orcall 414/426-4800.
Following the May 1 st Antique/
Classic Division Board of Directors
meeting at Oshkosh, several of those
present stayed overnight for a work
party the nextday at the Headquarters
Red Barn on Wittman Field.The work
accompl ished included shoring up the
roof trusses to alleviate asagging ceil-
ingand instal li ngaweathervaneonthe
barn'scupola.(Seephotosonpage4.) .
JULY3-5 - ALLIANCE,OHIO- Annual Taylor-
craft Fly-In Reunionwithfood, fly-bys, forums,
fellowship and possibly a tour of the Original
Taylorcraft factory exterior including the old
runway. buildings and final assembly hangar.
Contact : Bruce Bixler, 12809 Greenbower
N.E., Alliance, OH 44601. 2161823-9748.
Fly-In at Antique Airfield. Open toall .Fly-out.
forums, awards.Contact:AAA, At. 2.Box172,
Ottumwa, IA 52501.515/938-2773.
Annual Short Wing Piper Club Convention at
inSwan Lake.NY. Contact:KurtJ. Schneider,
Easton Road. Box 679. Revere, PA 18953.
215/847-2501 .
- Sentimental Journey To Cub Haven Fly-In
to celebrate "Fifty Years of Aviation History,"
to aviation history. Contact: Irving L. Perry.P.
O. Box J-3. Lock Haven. PA 17745. Phone
(days) 717/893-4201 .
Leamy. 117 Lanford Road. Spartanburg. SC
29301. 803/576-9698.
Chapter 642 Annual Aviaton Swap Meet at
MankatoAirport.8a.m.to5p.m.Annual Fly-In
Breakfast Sunday, 7 a.m. to noon. Contact:
Bob Holtorf, 208 Capri Drive. Mankato. MN
56001 . 507/625-4476 orWalt Groskurth.5071
JULY 11-12 - CELINA, OHIO - 3rd Annual
Northwestern Ohio Stearman Fly-In and
Lakefield Jamboree at Lakefield Airport. Pig
Roast- Saturday.breakfast- Sunday.Contact:
18th Annual Northwest EAA Fly-In and Sport
Aviation Convention at Arlington Airport.
Forums. workshops, commercial exhibits. fly
market,judging andawardprograms.Contact:
AI Burgemeister. Director of Services. 17507
SE 293rd Place, Kent, Washington. 206/631-
170Association atMontgomeryField.Primary
motel is the new Holiday Inn on the airport.
Contact: Duane or Prieta Shockey. 619/278-
9676 or Association Headquarters, 4171741-
tional 180/185 ClubNationalConvention.Con-
CA95667orphone916/622-6232. days.
Aircraft Owners Association Annual Fly-In.
Games,judging, trophies, Saturdaynightban-
quet. Contact: Ray Pahls.454 South Summit-
lawn.Wichita, KS 67209.316/943-6920.
- World's Greatest Aviation Event. Experi-
mental Aircraft Association IntemationalFly-In
and Sport Aviation Exhibition. Contact: John
Burton, EAA Headquarters, Wittman Airfield,
Oshkosh, WI 54903-3086,414/426-4800.
- Annual lACChampionships.Contact: Sha-
38018, phone9011756-7800.
nual AAA Reunion for membersonly.Antique
Airfield. Contact: AAA, Rt. 2, Box 172, Ot-
tumwa.IA52501, phone515/938-2773.
Sussex Air Show '87 at Sussex Airport. Con-
tact: Paul G. Styger. 201 /875-7337 or 875-
- Flight '87 Airshow sponsored byAmerican
Red Cross and Empire State Aerosciences
ing Concorde, USAF Thunderbirds. Golden
Knight Parachute Team, military and civilian
ground displaysand demonstrations.Contact:
Frank Goodway. Director, Flight '87, 419
Mohawk Mall , Schenectady, NY 12304. 5181
CONSIN- 7thAnnualAntiqueTransportation
Showand Fly-In.10a.m.to4p.m.. Sponsored
by EAA Chapter 706 and Central Wisconsin
Model T Club. Contact: Bob Affeldt. 715/325-
sale, camping, etc. Contact: Tom Lowe. 823
Kingston Lane.Crystal Lake.IL60014.
NIA- West CoastCessna 1201140ClubAn-
tact: Lloyd Sorensen,805/688-3169 orLou Al-
Reno Air Races at Stead Airfield. Contact:
Reno Air Races, P. O. Box 1429, Reno. NV
LINOIS- 3rdAnnualStinsonFly-InandReun-
ion. Seminars on Franklins. re-covering and
modifications.Banqueton Saturdaynight. Fly-
outs, contests. fly market, camping at field.
Contact: Loran Nordgren, 815/469-9100 or
write4West Nebraska,Frankfort.IL60423
Contact: Tulsa Air Shows, Inc., P. O. Box
581838, Tulsa. OK 74158, phone 918/838-
Annual Gadabout Gaddis Fly-In at Gadabout
Annual International Cessna 120/140 Assn.
ConventionatGardnerMunicipalAirport. Con-
tact:Ralph Campbell.913/236-8613.
301h AnnualTulsaFly-InatTahlequahMunici-
pal Airport. Contact: Charles W. Harris, 119
East4th Street, Tulsa.OK74103,phone9181
7th Annual National BuckerFly-Inheldincon-
junctionwith Tulsa Fly-In atTahlequahMunic-
ipalAirport.Contact:FrankPrice.Route 1,Box
419,Moody,TX 76557.8171853-2008.
"Like father, like son" is the perfect name for this picture of Tony Klopp and his son, Sco", standing in front of their beautiful modified
Piper PA-11 Cub Special with its STC'd engine, propeller and spinner.
(RIGHT) Fully instrumented custom panel
was built by Tony Klopp so his son can
complete his Private license with this air-
craft. Note instrument post lights and
radio on right side of panel.
Story and Photos
by Norman Petersen
Watching the many pretty airplanes
taxi into lines of neatly parked aircraft
at Sun 'n Fun '87, my attention was sud-
denly focused on a bright yellow "Cub"
that had that special "look" about it.
Sure, it glistened in the forenoon sun
like a new diamond, but it sat jut a bit
higher on the gear than most Cubs and
the pointed spinner and six-inch hub
caps on the wheels caused me to take
a second glance.
The overall impression was that of a
Piper PA-11 "Cub Special" but some-
body had obviously stayed up a few
extra nights with the polishing rag! It
was pretty!
Before too long I met the owner, An-
thony F. Klopp (EM 239210, AlC
11066) who answers to the name Tony,
and his 14-year-old son Scott, who re-
side at 18760 S. W. 157 Avenue, Miami,
FL 33187. Tony has been a pilot for
Eastern Airlines for over 20 years, but
like a postman going for a walk on his
days off, likes to fly small planes for a
hobby, and the appeal of a Piper PA-11
Cub Special is very close to his heart.
And besides, he wants Scott to learn
pilotage in a Cub and earn his private
license in ''the proper type of airplane!"
Acquiring the 1947 PA-11 , SI N 11-
1523, N78751 as a complete basket
case several years ago, Tony began the
two-year rebuild by taking a hard look
at the fuselage tubing. It was in very
poor shape, with many tubes needing
replacing. A decision was made to order
a new fuselage from Wag Aero in
Lyons, Wisconsin as they had just re-
ceived PMA approval for the PA-11 fu-
selage and were getting their jig ready
for the first fabrication. In addition, Tony
ordered a complete new set of tail feath-
ers as well. The Wag Aero fuselage car-
ried serial number 201 which the FAA
insisted should be added to the original
SIN 11-1523! The new number is now
11-1523-201 !
Up front, Tony wanted to replace the
original Continental C-85 engine with a
Lycoming 0-235-L2C of 118 hp. This
required a new dynafocal engine mount
and a complete STC for the installation.
6 JULY 1987
Overallviewof"new"PA-11 showsleadingedgelandinglight,8:00x6wheelsandtires,3200Scotttailwheelandfabulousdopefinish.
Tony readily admits the STC cost over
$2000and involvedmountainsofpaper
work and compliance reports.And be-
cause theinstallationwas STC'dwith a
with using only that combination .
To handle the larger powerplant, the
wheels and brakes were converted to
8:00 x6Clevelanddiscsandtwobrand
new landinggearswere installedalong
with streamlined shock cord covers
from Univair. Neat !
To reduce the amountofwood in the
from .028x3/8"4130tubingwithproper
stand offs welded in each station. A
centerofthebellytoavoidthe largeflat
areas of fabric on the bottom ofthefu-
A brand new Scott 3200 tailwheel
was installed to aid ground handling
qualities. (Tony is delightfully pleased
with the way the Cub handles on the
ground.) The streamlined tail brace
wires were replaced using the old cad-
plated end fittings. Tony didn't like the
cad plated look, so he had the fittings
chrome plated. After installation, the
lesson! (New cad-plated fittings cured
the problem.)
As the old PA-11 wings were in very
poorshape, Tonyvisited Univairin Au-
rora, Colorado and with the help of
Chuck Dryer, assembled enough new
parts to build two brand new wings.
Along with the parts came newwingtip
bows (wooden) and anewpairof ailer-
ons.When the newwingswereassem-
bled back in Florida, a new leading
edge landing light was installed along
with a set of wingtip strobe lights for
Fuel for the 0-235 Lycoming comes
from two 12-gallon wing tanks and a
two-gallon headertank just behind the
engine. The wing tanks are STC'd by
Wag Aero.
One of the advantages of Univair's
rivets can be used in placeofrib stitch-
!"'Ianu ,actwed. 10' ))-
\1 r....... RorMfI' IW'I

tyrOf')'.('lj 01"";I :lC
\lIi lit' /7.flOO ,,,rn
\-(_ho.dt P.:.-j
I",1 r,...u. IW>I'P
1\",........ ('vM. HaN" \
Specialsignsaretapedtoeach landinggearlegduringfly-instohelpanswerthemany
questionsthat EAAfolksask! ReallyhelpssavethevoiceaccordingtoTonyKlopp.
Lowerfuselagephotoshowsextremelysanitarycowlingworkand landinggearinstal-
lation. Univair shock cord covers are especially clean. Tubular fairing strips create a
"soft"ridge inthefabricalong thefuselagesides.
ing. Tony feels this is quite an advan-
tage as they are quicker to install and
mice cannot chew the cord!
The entire Cub was covered in Ceco-
nite and Randolph dope with the final
four coats of color applied thusly: two
coats at full strength with a light sanding
between, then two coats of dope thin-
ned with 50% retarder. The final finish
actually looked wet, but it was dry to the
touch and looked like a fancy poly
Tony was especially careful (spelled
lucky) with the "sway" of the fabric as it
goes from the fuselage to the vertical
fin. This sometimes sensitive area
came out letter perfect - a tribute to
his skill and tenacity.
One of the really unique (and expen-
sive) parts of the rebuild is the custom
instrument panel that Tony designed
and installed to enable Scott to com-
plete his private license when he is old
enough. It is very close to full IFR and
makes excellent use of the heavy duty
electrical system of the Lycoming en-
gine. Tony feels that if he should ever
want to return to "standard" Cub config-
uration, he can build an original panel
and replace the custom job. Meanwhile
it turns the old "pros" green with envy!
In deference to his airline work, Tony
selected a new "N" number for the Cub
N 1967K. It stands for his date of em-
ployment with Eastern Airlines, January
9, 1967! Although the original "N"
Standing by their pride and joy, Tony and Scott reflect on the two year rebuild of
N1967K. The communication and mutual understanding between these two fine people
is what EAA is all about.
number NC78751 was on the rudder
and wings in 1947, Tony has chosen to
place the new number on the vertical
The long two-year period of rebuild-
ing is over and Tony and Scott can
enjoy essentially a new airplane that
flies just as good as it looks. Tony ad-
mits he has invested megabucks into
the pretty little two-placer, but he is very
satisfied with the result. Perhaps the
toughest part is looking through the old
paperwork of the Cub Special and find-
ing the original Bill of Sale - to John
V. Tipp, Rosemount, Minnesota, on
November 17, 1947 - for a grand total
of $2495!
P. S. It only hurts for a little while!
by Norman Petersen
A recent photo opportunity occurred
at Oshkosh's Wittman Field when Nils
Christensen, president of Viking Air
Limited, Sidney, British Columbia and
Dean Saunders, R.C.M.P. pilot, arrived
to fly a Grumman "Goose" (C-FHUY)
from its winter resting place at Basler
Flight Service to the home base of Vik-
ing Air at Victoria International Airport,
We had a chance to visit with these
two gentlemen as they toured the EAA
Museum before the long flight home
and believe me, you would be hard
pressed to find two more interesting or
experienced seaplane pilots. Nils, who
left his native Norway at an early age,
owns the rights to the "MacKinnen Con-
version" of the Grumman Goose. Per-
haps we will see this "Goose" at Osh-
kosh again, when the refurbishment is
complete .
With twin 450 P & W engines at full bore, the Grumman Goose gets ready to lift off
runway 27 at Wittman Field. Note Dean Saunders' right arm pushing the overhead
throttles to the stop!
Dean Saunders, R.C.M.P. pilot on the left
and Nils Christensen get ready to fire up
the engines of the Grumman Goose.
8 JULY 1987
by Dennis Parks
De Havilland D. H. 88 Comet
and the McRobertson
Trophy Race
The English magazine, Aeroplane
Monthly for May 1987 announced that
on 28 March the engines on D.H. 88
Comet G-ACSS "Grosvenor House"
were run for the first time in 48 years.
This is a marking point in the
Shuttleworth Collection's restoration of
the winner of the MacRobertson Trophy
for the London-to-Melbourne race in
October 1934.
In 1934 Sir MacPherson Robertson
had offered a prize of L 15,000 for the
victor of a race from Mildenhall , Suffolk
to Flemington Race Course in Mel-
bourne. This was done as part of the
centenary celebration of the founding of
the state of Victoria.
DeHaviliand was the only manufac-
turer to offer a new design solely for the
race. Three orders were received and
in the space of nine months the D. H.
88 was designed, built and test flown.
It was a narrow, tandem seated, low
wing, twin-engine monoplane. The air-
craft was unique with features such as
a wooden stressed-skin construction,
two-pitch propellers, a retractable land-
ing gear and a range of 2,900 miles on
internal tanks in a very slender fuse-
From an original entry list of 64 air-
craft only 21 entries from seven coun-
tries showed up at Mildenhall in Oc-
tober, 1934. Americans in the race in-
cluded Roscoe Turner/Clyde Pangborn
in a Boeing 247-0 and Jacqueline Coc-
hranlWesley Smith in a Gee Bee.
C. W. A. Scott and Campbell Black
won in the Comet G-ACSS with an
elapsed time of 70 hr. and 54 min. They
had spent 53 hr. and 52 min. in the air
for an average speed of 180 mph. A
surprising second in the race was a K.
L. M. DC-2 carrying some passengers
and mail. Third was the Turner/
Pangborn team in the Boeing taking 93
hours for the trip.
In light of the nearly completed cur-
rent restoration of the race-winning
Comet, I thought it would be interesting
to examine the aviation press's reaction
to the winning plane and the race at the
Being a British-built aircraft and a
British competition, the place to start is
with Flight magazine. Flight's readers
were first made aware of the DeHavi-
land racer in a two-page article in the
September 13, 1934 issue.
It was headed "Although one of the
lowest powered machines entered in
the MacRobertson Speed Race, it is the
Fastest British Civil Aeroplane ever Pro-
duced, if one excepts the Seaplanes
built for the various Schneider Contests.
The hectic activity to get the three
planes ready on time was noted.
"Feverish activity is seen wherever
one turns. In the experimental shops
two of the three 'Comets' designed and
built for the MacRobertson Race are
nearing completion. Work has been
going on night and day to get these
machines ready. First flight tests have
indicated that the 'Comet' is certainly
fast. How fast has not yet been ascer-
The September 20 issue had a five-
page report on the construction of the
plane, complete with a full page cut-
away drawing. It was headed "Boat-
building practice has been extensively
adopted in the construction of the
machines for the MacRobertson Race."
"Stressed-skin construction has been
used extensively in the new DeHavil-
land machines specially designed and
built for the England-Australia Race . . .
this expression is applied to a form of
wing or fuselage covering which, in ad-
dition to giving the component the de-
sired external form, helps also to give it
"In the case of the DeHavilland
'Comet' the use of a stressed skin was,
once wooden construction had been
decided upon, forced upon the desig-
ners by the fact that two spars of a size
which could be housed in the thin wing
section employed would not have pro-
vided sufficient strength, even if they
were of solid wood . . . box section
(spars) are used for taking the shear
loads and for transmitting the loads to
the covering. Bending and torsional
loads are taken by the skin, which is in
, ,;.- [.t \( \ :.111 IrNlrtf. If>'! A. [llnlH II
',j I' ,It,:, H\':.r t([ 111-'1 (i 11.
'''' I.,;,yu, a. q("l " ,RCRAft CLoMP'NT IIMlno
.. (. .... t o(., ..... "H n luDl H! )( HIe;
, (, C. I 4 I I ., lOll '." I ' L 1\ NO
It ( I " ,,1 \ ,,,,,.,,(, ,, (,,, , "" w,. ,,!)
the form of a spruce planking laid on
after the manner of the double-diagonal
planking of many lifeboats."
The October 25 issue saw an eight-
page report on the race. The excitement
at the start was reflected thusly:
"Never, in the whole history of avia-
tion, has there been such a vitally im-
pressive hour as that preceding the be-
witched moment on October 20, 1934
when the familiar little Union Jack was
dropped for the first machine off in the
England-Australia race.
"The scenes and sounds on the tar-
mac an hour before the start were en-
tirely unforgettable. Hundreds and hun-
dreds of people walked or ran in the
dim light.
"Beside the floodlit south hangar the
big Boeing Transport gleamed dully,
while mechanics crawled, cl imbed and
were given orders. One of the metal
(Continued on Page 24)
The End OfAnEra
Article and photos by Philip Handle-
(EAA 227599, Ale 8488)
555 South Woodward, Suite 1308
Birmingham, MI 48011
The phone rang the morning follow-
ing New Year's Day 1987. It was the
airport manager inquiring if I had tried
flying my airplane late in the afternoon
the day before.
What an absurd question, I thought.
The airport manager knows that I
wouldn't be so foolhardy as to venture
into the sky in the middle of a Michigan
The bent bird after the attempted theft.
winter aboard my airplane, an open
cockpit biplane of World War II vintage. all my flying life and in all my absorption group is a popular and oft-sought-after
The absurdity of the question tipped me of aviation literature, I've never come attraction. Our airplanes and flying
off to the fact that something bad must across the heist of a Stearman. To routine harken back to an era that our
have happened to my treasured antique abscond with a Stearman, one of the airport supposedly reflected.
flying machine. venerated symbols of flight as it was My first sight of poor "777", as my
Indeed, the airport manager, her known when pilots were adventurers, is Stearman is known because of the
courage fully mustered, divulged that a travesty bordering on the sacrilegious. huge black numbers emblazoned on
my historic Boeing Stearman, made fa- Occasionally, I'd hear or read about the both sides of its bright yellow fuselage,
mous as one of thousands of military bizarre theft of some exotic airplane like made me gulp. The airport owner was
primary trainers during the early 1940s, a Learjet, but never a Stearman. towing the wreck with his tractor, a few
was lying snow-covered in the grass ad- New Hudson Airport, nestled in a good-hearted airport souls carefully
jacent to the airport runway. The quiet farming region whose only con- nursing the damaged airplane's wings
airplane, I was solemnly informed, must nection to the city is its proximity to the and other extremeties. By putting old
have been the object of some de- concrete ribbon that is the expressway "777" in such a position, the would-be
mented persons' attempted theft. linking Detroit and Lansing, is the quaint thieves committed an obscenity.
I do not remember my exact exclama- rural airstrip that is home not merely to The skid marks where the mishan-
tion upon receipt of this first verbal my Stearman, but to half dozen others. dled airplane departed the runway's
notice of the hideous crime. My very The New Hudson Stearmans, flying as pavement were clearly visible. Taking
next words were to the effect that a group, appear at area air shows off to the southwest, the culprits appa-
thieves don't steal Stearmans. Why, in throughout the spring and summer. The rently did not know how to control the
10 JULY 1987
old radial-engined taildragger in a
crosswind, so, of course, it weather-
vaned into the north wind with the right
wing caught in the draft and the left wing
scraping hard against the ground.
The left wheel gave in to the intense
pressure, almost tearing off completely
from its strut with the tire flattening to
become a veritable rubber pancake.
The incompetent thieves, even more in-
competent as pilots, did a grand-daddy
of a ground loop with my defenseless
Stearman. It came to rest about one
hundred feet from the edge of the run-
way, having crossed the parallel taxi-
way, facing the opposite direction of its
intended flight path.
The exceedingly sturdy old trainer un-
doubtedly allowed the befuddled inter-
lopers to escape unharmed save for a
possible bump to their obtuse noggins.
The silver lining in all this seems to be
that owing to impending nightfall no one
This damage to the left wing resulted from a "grand-daddy" of a ground loop.
was around these blundering sky joc-
keys to get hurt.
Upon greeting me one of the band of
loyal helpers shouted out "Happy New
Year, Phil!" It was a well-intentioned ef-
fort to shake the dismal realization, but
the becrutched Stearman tore at my
heart and I remained speechless. The
airport owner had already surmised that
the damage-doers embarked upon their
spree by first stealing a battery from a
prosaic airplane parked nearby, then fit-
ted it despite its inappropriate size into
the Stearman's temporarily empty bat-
tery box. I was then shown my
airplane's ignition and how it had been
The crazy daredevils, apparently not
knowing that Stearman seats were de-
signed to accommodate thick seatpack
parachutes, grabbed a bunch of cockpit
covers from nearby airplanes and stuf-
fed them into the front and rear seat
The Stearman's broken left wheel.
young adults familiar with the New Hud-
son Airport and its marvelously restored
flying antiques. These folks, perhaps
bored, excessively bold or even high on
New Year's Day, sought the ultimate
pilot's lark - to soar aloft at the helm of
a glorious open cockpit biplane.
Maybe in their twisted scheme they
thought they could take the proud
grande dame of flight trainers around
the pattern a few times and return her
to the hangar without anyone knowing.
I think this mainly because going as far
back as childhood I dreamed inces-
santly of one day piloting a Stearman.
These transgressors, I believe, though
driven by the same vision, distorted that
dream with their gluttony and reckless-
Heightening the incredulity of the inci-
dent was the fact that on New Year's
Eve I had contacted a well -known
Stearman restorer and had agreed to
trade "777" for a newly restored Stear-
man in the spring. Such, I guess, is the
irrationality of life.
After we tucked my wounded airplane
into the peaceful corner of a mainte-
nance hangar for what promises to be
a long and arduous repair, I thought of
the many inconveniences yet to come.
Insurance company representatives,
mechanics, FAA officials and the police
will all enter my life now. A few of them,
at least, will hopefully share the dream.
I turned to the airport owner, a re-
storer of a couple of Stearmans himself,
and asked if I might be allotted one of
the few hangars at the airport with a
lock on its door when my airplane is
finally repaired. He looked at me with
an understanding expression on his
face and nodded affirmatively. All I
knew then was that New Hudson Airport
would never be the same, that it was
the end of an era.
bottoms as a substitute for seat cush-
ions. They presumably did not wait for
the engine's oil temperature to reach its
minimum acceptable level before roar-
ing off towards the darkening sky from
the unsafe starting point of where the
intersecting taxiway meets the runway.
Where were they going is the ques-
tion I have trouble with. Everyone
swarms around Stearmans when they
land at airports - they are the epitome
of conspicuousness. Friends have
theorized that the bandits were flying to
some remote location to strip the
airplane for parts. Others believe this
was a clandestine attempt to comman-
deer an unusual airplane for drug-run-
I don't know. The most likely
hypothesis to me suggests that it was
a small coterie of aviation-minded
byM. C. " Kelly" Viets
(EAA16364, AlC 10)
Rt. 2, Box128
Lyndon,KS 66451
We speak many times in EMof our
"cando"abilities. Hereisanotherexam-
ple of what we "can do" if we just put
ourmindsto it,getorganized andwork
toward agoal.
We, in the State of Kansas, had a
problem concerning theowning and re-
That problem was Taxation (note the
capital "T"). It seems someone in the
State taxation department discovered
that some antique aircraft had become
valuable. In the early 1970s, each
County Assessor was notified that air-
craft in the State of Kansas were de-
clared personal property.Also,a book
was provided that stated values. The
counties loved it because they had
found a new way of collecting money.
(L-R) JohnO. Hankammer, Dale Thompson,JimSmith,RepresentativeVincentSnow-
barger, Representative Alfred Ramirez, Cecil L. Neal (behind AI), Edna Viets, M. C.
"Kelly" Viets. Governor Mike Hayden, JoeAubert,JoeJuranich, Representative Joan
Wagnon,Ralph Campbell ,Representative Eugene L. Shoreand PhilLange. Somewho
attended the hearings and worked for the bills but were not available for the photo
include: Barbara Aubert, Herb Ford, Tommy and Marilyn George, Jody Hankammer,
GeorgeHefflinger,MickMull ,WallyPoston,Richard" Dick"Shane,FrancesSmith,Herb
Whitlowand others. Itwasajointeffortbymany.
ter200;theAAAFlintHill Flyers; EAAChapter16and EAAChapter88 ofWichita.
We also owe a special thanks to Representatives Joan Wagnon and AI Ramirez who

12JULY 1987
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Not too many voters complained so
they "socked" the plane owners to the
maximum. (Aircraft owners are asmall
percentage of the population.)
We all complained loudly to the
County Tax people and County Com-
missioners but to no avai l. They just
kept pointing to the State Capitol say-
not the complete truth but it did act as
a deterrent to those of us who tried to
Thispastyear,Mr. LloydJ. "Joe"Au-
bert (EM208252,NC 7804) ,realized
his lifetime dream of owning his own
airplane. This is a good story in itself.
To vastly shorten it, he had always
lovedCessna170sand he hadafriend
who owned one. The friend had pur-
chased the plane new, learned to fl y,
took two long trips , then rarely flew
Joe knew the plane hadn't been off
the ground for several years and was
persistent in trying to buy it. The day
finally arrived and Joe had his dream.
He and his wife, Barbara cleaned and
polished for daysuntil the Cessnawas
a show piece. Then came the "night-
about the taxes. When he received a
ship,he went into deep shock.
Joe lives in Topeka and sees the
StateCapitol Building everydayso itis
not some far away inaccessible place
to him. When he came back to earth
after receiving that first tax bill he picked
up the phone and called his local State
Representative and explained the prob-
Later he did his homework, compiling
the tax rates of all the surrounding
states plus others. He then made up a
graph showing the comparison, and
Kansas looked very bad, especially be-
cause it considers itself to be the "Avia-
tion Capitol " of the world. Using these
tools he talked with every State Repre-
sentative and Senator he could find . He
also called everyone he know who had
an aircraft that was 30 years old or
more, asking them to contact their Rep-
resentatives and Senators. Many of us
Those in the Wichita area became in-
volved under the leadership of Tommy
and Marilyn George (President and
Secretary of EAA Chapter 88). They not
only went to Topeka for the committee
hearings but also worked up a petition
with nearly 100 Signatures which was
sent to the interested Representatives.
The original bills were written by Rep-
resentatives Joan Wagnon and Alfred
Ramirez. The first bill removed "vintage"
aircraft from the personal property tax
status. The second bill established a
compromise registration fee of $50.00
per year. This fee was a bit high but so
by George A. Hardie, Jr.
Here's another entry in the race to
supply the budding airlines and charter
operators with a small passenger trans-
port. The builder was a prominent man-
ufacturer of the period. The configura-
tion of the airplane provides a clue. The
photo was submitted by Owen Billman
of Mayfield, NY. Answers will be pub-
lished in the October, 1987 issue of
for that issue is August 10, 1987.
The April Mystery Plane brought a lot
of repl ies from our World War I experts.
much better than we had been paying
that we all endorsed it wholeheartedly.
Following Joe's excellent presenta-
tion of facts and Dick Shane's state-
ments before the committee hearing,
the bills came out of committee with re-
commendation for passage. The bill
then went before the House and were
passed with just a few dissenting votes.
This action sent the bills to the Se-
nate which then held committee hear-
ings. Again, we were there with Joe,
stating the facts. Mr. George Boyd,
head of the State Aviation Department
and yours truly made a brief statement.
The bills came out of committee with
unanimous recommendation for pass-
age. The Senate then voted 40-0 in
favor of the bills. This, then put them on
the Governors desk for his signature to
make them into law.
The Governor studied the bills while
returning to the Capitol from Western
Kansas where he inspected the dam-
age from the spring blizzard in April.
When he arrived back in Topeka he
made a few calls, sharing his own ideas
with others. He signed one bill and vet-
oed the other. We were in "shock" until
we heard the entire story. He had
signed the bill which removed the air-
craft from the personal property tax roll
and vetoed the bill which established
Charley Hayes of Park Forest, IL sent
a copy of an article in the book "War
Planes of the First World War" by J. M.
Bruce. The airplane is a Sopwith Hippo,
a two-seat fighter Type 3F.2 built in
1917. No official contract was awarded
but the company was licensed to build
one as a private venture. During official
tests in January, 1918 it was recorded
as Type XII. It is shown in this form in
the photo. The power was a 200 hp
Clerget 11-cylinder rotary engine. Per-
formance was inferior to the Bristol F2.B
so the company incorporated modifica-
tions and presented it for test in April ,
the $50.00 registration charge. He
stated, "The cost of collection would ex-
ceed the monies received." This action
frees antique and classic aircraft from
taxation by the State of Kansas!
When told the good news, Marilyn
George said , "Bless that Governor's
heart . I'll vote twice for him next time."
Seriously, though, the above is an
example of what it takes and basically
how it is done to establish or change a
law. One important thing to remember,
in spite of all our griping and complain-
ing about how we are governed, it is
really us who are to blame because we
don't "get involved." If you take the time
to talk and work with the elected officials
of your city, country, state and yes,
even the federal government, you will
find nearly all of them to be fine people
who are seriously trying to do the best
job possible for you .
If you approach them on a reasona-
ble basis, with the respect they deserve,
with accurate facts and figures which
are complete and to the point, you will
find most of them will be receptive. Re-
member, in many cases, they are like
an umpire and each call upsets some-
one. Knowing this, the better and
cleaner your presentation is to these
good people, the better your chances
are of reaching a favorable conclusion .
1918. By then it was far surpassed by
its competitors. The company built
another prototype, the X-18, which was
flying in June, 1918.
Correct answers were received from
Wayne Van Valkenburgh, Jasper, GA;
Robert Mosher, Royal Oak, MI ; Ed
Trice, Bedford, TX; Dick Gleason, Au-
stin, MN; James Wright, Tullahoma TN;
Ken Pruitt, Belen, NM; Cedric Galloway,
Hesperia, CA; Leo Opdycke,
Poughkeepsie, NY; Lloyd S. Gates,
Norway, ME; James G. Smith, Clemen-
ton, NJ; David N. Simmons, Denver,
CO; Michael G. Lockhart, North Lauder-
dale, FL; Charley Hayes, Park Forest,
IL and Suzanne Hayes, Rhinebeck, NY.
References: British Aeroplanes
1914-18 by J. M. Bruce; Vintage
Warplanes, No. 5 - The Sopwith Fight-
ers; Aircraft of the 1914-18 War, Har-
leyford .
This photo of a Travel Air C-W was used in the February 1987 issue of Vintage as the Mystery Plane.
by Paul Bierman
(EAA 259667, Ale 9873)
4304 Garfield
Anchorage, AK 99503
The Mystery Plane in the February
1987 issue of The Vintage Airplane was
an easy one for me as I had recently
obtained pictures of a Travel Air Model
CW from a museum in Anchorage. The
aircraft pictured in Vintage might be
number C-194 and it might be Alonzo
Cope or Jack Laass standing next to it.
(See the book, Travel Air - Wings Over
the Prairie by Ed Phillips, Chapter Five,
page 31 for another photo of this rare
Two Travel Air CWs were said to
have come to Alaska but I've only been
able to locate photos of C-1 94. It was
operated up here from 1927 until it
crashed in 1929, killing the pilot, Russ
Merrill. It was flown on wheels, floats
and skis in very primitive conditions and
often in adverse weather.
The following is a copy of a letter writ-
ten by Russ Merrill to a friend in 1927
describing a mercy flight to transport a
school teacher to Anchorage for treat-
ment. Also a a copy of an affidavit of
remarks by a Mr. Alonzo Cope concern-
ing the disappearance of Merrill on his
last flight on September 16, 1929:
Anchorage Alaska
December 3, 1927
Dear Jerry,
Have been very busy the past month
- flying every decent day until a week
ago when I came down with the chicken
pox! Had just completed a pretty tough
trip - brought in a school teacher who
had aCCidentally shot herself and (I) had
to land well after dark (5 p.m.!) Got
away with this in fine shape, but came
down with the chicken pox the next day.
There's quite a story to this flight. I
first learned of the sick girl when Mr.
Shonbeck phoned me from here while
I was in Fairbanks. The following day
was too thick ' to come here but came
the day after. The following day I took
a couple of passengers for "way pOints"
and a doctor and started for Ninilchic
where the girl was. I landed my two
pasengers en route and found a lake a
couple of miles from Ninilchic and
landed there with the doctor. It proved
to be six miles by trail from this lake to
Ninilchic so the doctor and I walked this
- much to our sorrow!
The girl was in bad shape - the shot
having cut her intestine - had to be
taken here for an operation. The next
day the doctor got the girl to the plane
by dog team by about 1 :30 pm. The
motor got damp in warming up with a
wood stove (hauled out from town), so
was hard to start.
After finally starting the ship I taxied
it over some overflow water on the lake
that was completely covered with snow.
This put a six inch coating of slush ice
on the bottom of the skis. We had to lift
one side of the ship at a time and scrape
the ice off the skis. The ship weighs
about 3000 lb. loaded and there were
about three of us to do the lifting. It
wasn't quite as bad as it sounds as we
lifted on the wing tip so had a lot of
leverage. Anyway, it was sundown (3
p.m.) when we finally got off. We landed
here with the aid of auto head lights and
some railroad "fuses" - wasn't half as
hard as I'd expected.
As a sequel to this, the radio operator
who sent the message here had had to
walk about 30 miles to a discarded
sending set with no receiver. He had
patched up the set and sent S.O.S. hop-
ing to attract someone but not sure as
he had no receiver. So he walked back
thirty miles to Ninilchic, got a small boat
Uust a large row boat, I understand) and
went to Seldovia - about 60 miles over
pretty rough water.
when he arrived at Seldovia and
learned that his S. O. S. had been
picked up and the girl already operated
on, he collapsed. (I would have done so
much earlier on that rough Cook Inlet!)
The girl has a very poor chance of
recovery as blood poisoning had al-
ready set in. However, she seems to be
doing "very nicely" as the hospital al-
ways reports. She looks pretty husky
so wouldn't be surprised if she reco-
Joe Crosson, pilot for Fairbanks, is
now in Seattle trying to arrange fi-
nances for a real operating company up
here. Boeing is much interested and
may back some proposition up here.
14 JULY 1987
Boeing states that he wil l come in a little
later anway.
Alonzo Cope, being first duly sworn ,
on oath, deposes and says:
I am a citizen of the United States,
over the age of twenty-one years and a
resident of the City of Anchorage, Territ-
ory of Alaska.
During the years 1927, 1928 and until
the month of August, 1929, I was em-
ployed as a mechanic engaged in the
care, maintenance and repair of
airplanes belonging to Anchorage Air
Transport, Incorporated at Anchorage,
Alaska. During the month of August,
(L-R) Alaska pilots Alonzo Cope and Jack Laass with Walter Beech and the first of two
Travel Air CoWs destined for service in Alaska. Engine is 200 hp Wright J-4.
1929 the business and properties of the
said Anchorage Air Transport, Incorpo-
rated was purchased by Alaska Air-
ways, Incorporated and the latter corpo-
ration has since that time continued the
operation of the business established
by Anchorage Air Transport, Incorpo-
rated and I have, during all of said time,
been in the employ of the said Alaska
Airways, Incorporated, in the same ca- .
pacity as that in which I was engaged
by the former corporation.
I am thoroughly familiar with the
airplanes owned and operated out of
Anchorage by the said Alaska Airways,
Incorporated and have had occasion,
from time to time, to completely over-
haul , repair and inspect the said planes
and particularly the plane designated as
Travelair Cabin Plane No. C-194. I am
also thoroughly acquainted and familiar
with the flying operations of the said
corporations out of the said City of An-
chorage and have, from time to time,
flown over practically all of the routes
served thereby from Anchorage.
I was well and thoroughly acquainted
who entered the employ of Anchorage
Air Transport, Incorporated as a pilot, in
the early part of the year 1927 and who
continued in such employ until the bus-
iness was taken over by Alaska Air-
ways, Incorporated at which time he en-
tered the employ of Alaska Airways, In-
corporated as a pilot.
On September 16, 1929, at the hour
of 4 o'clock p.m., the said Merrill de-
parted from Anchorage, in the said
Airplane No. C-194, and as pilot
thereof, bound for Akiak, a village on
the Kuskokwim River, in the Interior of
Alaska, a distance from Anchorage of
about 420 miles. The plan of the flight
contemplated a stop over night at Lake
Chackachamna, about 90 miles from
Anchorage, or at Sieitmute, about 225
miles from Anchorage.
The plane carried no passengers; the
freight load consisted of one piece of
mining machinery, weighing about 235
pounds, and about fifty pounds of first-
class mail for various pOints along the
route of the flight. The weather at the
time of the departure from Anchorage
was calm, with a slightly overcast sky,
and medium visibility. At about 11
o'clock p.m. , a heavy storm arose and
continued for a number of hours. This
storm was general over all of that por-
tion of Cook Inlet over which the route
of the airplane flight lay. Neither the
airplane or the pilot has ever reported
at any known point since the time of
departure from Anchorage, nor has a
continuous search resulted in definitely
establishing whatever became of them .
On September 20th, after having re-
ceived telegraphic notification from the
Interior Alaskan points to the effect that
the plane had not arrived and had not
been seen, a plane was sent out from
Anchorage to make a search for the
missing plane and pilot. This searching
plane was piloted by Colonel Carl B.
Eielson and I accompanied him. We
went to Lake Chackachamna, the first
point at which Merrill might have
stopped, and visited other points along
the route. The search was absolutely
without results and we returned to An-
chorage that evening.
The following day, I accompanied
Colonel Eielson in a flight to Bethel ,
Alaska and back to Akiak, following the
line of Merrill's scheduled flight. On this
trip, we touched at all possible points at
which Merrill might have landed and
made careful search of all the territory
on each side of the line of flight. Again
our efforts were without success -
nothing had been seen or heard of the
plane or pilot. The next day, September
22nd, we flew to Sieitmute, making
another careful search en route. We
were unable to make any flight on Sep-
tember 23rd owing to bad weather. On
September 24th we took off from Sieit-
mute with the intention of going through
to Anchorage. The weather in the
mountains, however, compelled us to
turn back again from Lake Chac-
kachamna and return to Sieitmute. On
this flight, careful search was made of
all the intervening territory.
On September 25th, we flew from
Sieitmute through to Anchorage, con-
tinuing our search by flying back and
forth over the country along the route,
and arriving in Anchorage about noon.
That afternoon, we again made a
search of all the country lying between
Anchorage and Lake Chackachamna,
being accompanied on this flight by pilot
Joe Crosson. Colonel Eielson piloted
the ship while Crosson and I acted as
On September 26th two planes were
used for the search. One plane, piloted
by Colonel Eielson and with Mr. Gus
Gelles of Anchorage and I as obser-
vers, searched the western shore of
Cook Inlet as far south as Trading Bay
and extending into the interior of the re-
gion as far as and just over the summits
of the mountain range. The other plane,
piloted by Joe Crosson, and with Mrs.
Merrill (the wife of Pilot Merrill ), W. C.
Barnhill (another pilot in the employ of
the Corporation) and Rudolph Gaier as
observers. This plane covered approxi-
mately the same territory as the plane
in which I was observer, except that
they flew in the opposite direction to our
line of flight.
In response to an inquiry dropped
from the plane, the inhabitants of
Tyonek Village, on the western shore of
Cook Inlet, signalled a message to the
effect that some wreckage had been
sighted off Tyonek Village on the morn-
ing of September 17th. As a result of
this information, a boat was sent to
Tyonek to make an investigation. As a
result of this investigation, it was be-
lieved that the object sighted by the In-
dians was some driftwood and not the
wreckage of an airplane. In the light of
a later investigation made by me in per-
son, and in view of the finding of a piece
of fabric belonging to the missing plane
(reference to which is hereinafter
made), I am firmly of the belief that the
object sighted by the Indians at Tyonek
on the morning of September 17th was
in reality the wrecked airplane No. C-
Other flights were made on Sep-
tember 27th, 28th, 29th and 30th, Oc-
tober 1 st, 2nd, 3rd, 4th, 5th, 6th, 7th,
8th, 9th, 10th, 11 th, 12th and 13th; Oc-
tober 19th, 20th, 21 st, 22nd, 23rd, 24th,
25th and 27th. During these flights the
entire territory over which the Merrill
plane could possibly have flown was co-
vered, including all points and the sur-
rounding country between Anchorage
and Bethel and Akiak, as well as the
Iditarod country in interior as far south
as 50 miles south of Seldovia on the
eastern shore and the Barren Islands
on the western shore.
On October 20th, one Frank Smith
delivered to me a piece of airplane fab-
ric which he stated to me he had picked
up on the beach near Tyonek Village on
October 3rd. Smith said he did not know
what the object was, but brought it to
Anchorage on the chance that it might
be some portion of the missing plane. I
readily identified the object as a part of
the fabric used on the left horizontal fin
(known as a stabilzer) of the missing
plane No. C-194. I had placed this par-
ticular bit of fabric on this plane at the
time of overhauling about a year before
and was readily able to identify my own
work by reason of the manner in which
the fabric was stitched; a further means
of identification was the peculiar sage-
green color of the paint, which had been
renewed by me about a week before
the departure of the plane.
There is not at this time, and there
was not then, another plane in Alaska
painted this exact color. This piece of
fabric is about 12 inches by about 40
inches in size, and quite badly torn. I
have marked this piece of fabric for
identification and have delivered it into
the keeping of Mr. Thos. C. Price, Com-
missioner and ex-officio Probate Judge
for Anchorage Precinct, located at An-
chorage, Alaska.
As a further means of continuing the
search for the missing plane and pilot,
on November 1 st, Mr. Rudolph Gaier
was landed by airplane at Tyonek Vil-
lage, with instructions to make an inten-
sive search of all the western shore of
Cook Inlet and rivers and streams lead-
ing into the Inlet, as far south as he
might deem best. Two short flights have
since been made in an effort to locate
Mr. Gaier, but he has not been found,
and in accordance with the instructions
he had been given, it is assumed that
he is continuing his search.
By reason of the various flights and
journeys I have made during the years
of 1927, 1928 and 1929 over the coun-
try along which lay the line of flight of
the plane No. C-194, I am well ac-
quainted with the topography of the
country and all the weather and other
conditions obtaining. The country is but
sparsely settled and especially so at the
time of year in which the plane disap-
peared, after the close of the fishing
season on Cook Inlet. The only inhabit-
ants of the region are scattering families
of Indians, a few trappers and hunters,
and occasionally a small native settle-
ment. Such habitations and settlements
are separated by many miles, with no
means of communication in the fall and
winter months other than by foot or dog-
team travel. In case of an accident in-
volving such injury as to render a per-
son incapable of traveling, the duration
of life could not possibly be more than
a few days. It was for this reason that
the intensive search has been made,
covering thousands of miles.
In view of all these facts and of my
knowledge of the condition, I am of the
firm conviction and belief that RUSSEL
HYDE MERRILL lost his life on or about
September 16th, 1929, in the waters of
Cook Inlet, in the vicinity of Tyonek Vil-
lage, Alaska, as the result of an acci-
dent to the airplane No. C-194.
I make this affidavit at this time for
the reason that I have been ordered by
the Alaska Airways, Incorporated, to go
at once to Nome, Alaska, to join in a
search for Colonel Carl B. Eielson, and
the duration of my absence from An-
chorange cannot at this time be stated.
I, therefore, make this affidavit in order
that it may be used, if necessary, at any
hearing in any court relative to the dis-
appearance of Pilot Merrill.
(Signed) Alonzo Cope
Subscribed and sworn to before me
this 9th day of December, 1929.
Notary Public in and for Alaska
My Commission expires Dec. 16, 1929.
8:4Sa.m. 10:1Sa.m. 11:4Sa.m. 1:1Sp.m. 2:4Sp.m. 8:00p.m.
Friday, Ryan PT's and Antique/Classic Navion: Pre-flight
July 31, 1987 Kinner Engines - Aircraft Judging - Inspection -
Mike Wilson Dale Gustafson & Bob Rogien
George York
Saturday, Cessna 1201140 . Cessna 120/140 Bellancas- Aeronca Owners - Bucker Airplanes -
August 1, 1987 International Cessna Continued larry D' Attilo Buzz Wagner Chris Arvanites
12011 40 Association (also see Wed.
August 2, 1987
Stinson 1 08's .
Gregg Dickerson
Beech Staggerwings . DeHaviliand
Jim Gorman & TIger Moths-
George York Gerry Schwam
Charlie Nelson
No Forums
August 3, 1987
Rick Duckworth
Cubs- Rick
Restoration of
Fabric Pipers
Clyde Smith, Jr.
Fairchilds - John
Berendt &Ed
Stearman Assembly
and Rigging -
Terry Ladage
Cessna 190/19S-
Cliff Crabbs &
Bill Terrell
August 4, 1987
Heath Airplanes
and Engines -
Bill Schlapman &
Roger Lorenzen
Waco Airplanes
Ray Brandly
The Laird Story -
Mike Rezich
Aeronca Research
&Restoration -
Augie Wegner
Cessna 170'5'
George Mock
AugustS, 1987
16JULY 1987
T aylorcrafts -
Bruce Bixler,
Dorothy Feris &
Forrest Barber
Larry D'Attilo
(Cont. from Sat.)
Fixing Ercoupes .
Time and Finger
Scott Reaser
Civil Air Patrol on
Anti Sub Patrol
Roger Thiel
~ I ~ y p ClubActivities
Aircraft Modifications
This information is from the Cub Club co-
chairman, Rick Duckworth, 3361 N. Bagley
Road, Alma, MI 48801 :
"This concerns changes to aircraft using
the Aircraft Type Certification as a basis for
change. After a long talk with the local
(Grand Rapids, MI) GADO maintenance in-
spector, we have determined the following :
"Remember, most of our aircraft were cer-
tified under CAR's. Under CAR's, it was ac-
ceptable to change engine and accessories
with just a log book entry - giving detail of
work and new weight and balance. This was
all that was needed as long as the work met
the details of ATC's and factory drawings.
Therefore, if your aircraft had changes and
a log book entry was made you should be
okay. They also stated that this was still ac-
cepted practice in some GADO areas. How-
ever, it would still be advisable to complete
a 337 with information of work and signed
by an IA and sent to the FAA. (one copy
only as there will be no acknowledgement.)
Also, a short phone call to GADO before you
do the work would be advisable."
For information on the CUB CLUB, contact
John Bergeson, 6438 W. Millbrook Road,
Remus, MI 49340, phone 517/561-2393.
The Seabee Club International is dedi-
cated to the preservation and enjoyment of
the Republic RC-3 Seabee amphibian air-
craft. The club publishes a quarterly informa-
tive newsletter for its more than 250 mem-
bers, worldwide.
The current issue of "Seabee," the club's
newsletter contains an article with informa-
tion which could be useful in other areas:
''The city of Belle Isle, Florida (near Or-
lando) has had an ordinance against seap-
lanes on their lake since 1976. In 1983 a
Belle Isle lake resident bought an LA-4 and
was forthwith served notice by the city attor-
ney that his seaplane was not allowed
"The owner and the Lake dealer decided
to fight. With their attorney and the help of
the Seaplane Pilots Association Executive
Director, Mary F. Silitch, the court was con-
Compiled by Gene Chase
vinced to reverse its stand. The basis for her
testimony was the statistical study that SPA
had done of seaplane water-related acci-
dents and their frequency.
"Pete Clark,the owner of the LA-4 and a
seaplane pilot as well as a commander in
the Coast Guard Auxiliary, made a very ef-
fective case, citing the extensive training and
discipline required of pilots, versus the lack
of training and sobriety for the boat
operators. The lawyer, Brian Stokes, did an
excellent job, contending that waters of the
lake are state sovereignty land, held in trust
for all the people of the state.
''To sum it up, the state of Florida has re-
served the power to regular seaplanes, and
local municipalities can regulate only boats,
thereore the local ordinances were invalid.
For information on the Seabee Club Inter-
national contact Capt. Richard W. Sanders,
4734 N.W. 49th Court, Fort Lauderdale, FL
33319, phone 305/485-5769.
Stinson 108 Section
The new magazine format of the club's
quarterly publication "Stinson Plane Talk" is
receiving compliments from members, which
now number over 600. At the present growth
rate the club should reach 800 to 1,000
members in the near future.
The current issue of "Stinson Plane Talk"
is 32 pages in length and contains a good
mix of editorial comment, letters from mem-
bers, regional chapter news, calendar of
events, technical information, advertising (in-
cluding classifieds), a name the plane fea-
ture and for nostalgia, an old, original Stin-
son advertising section.
The 1987 National Stinson Club's Annual
fly-in is set for July 10-12 at Minden, Neb-
raska where it has been held for several
years. The fly-in features seminars on Stin-
sons and Franklin engines, an annual club
meeting, Saturday night awards banquet ,
free transportation between the Pioneer Vil-
lage Motel and the airport, aircraft mainte-
nance facilities at the airport, both 1 OOLL and
auto gas available and some available
hangar space.
For information on the fly-in and the Na-
tional Stinson Club contact George and
Linda Leamy, 117 Lanford Road , Spartan-
burg, SC 29301 , phone 803/576-9698.
L-4 Grasshopper Wing
(Affiliated with the Cub Club)
"Since our last L-4 Grasshopper wing
Newsletter No. 2, April/May 1987, our mem-
bership has almost doubled. As of mid May
we have 165 members in eight countries,
United States, Canada, England, Sweden,
Finland, West Germany, Australia and New
Zealand. Several new members join each
week. A growing amount of correspondence
and phone calls indicates a substantial level
of interest in L -4 aircraft in particular and
liaison aircraft in general.
''Typical of the many questions raised are:
Where can I get an L-4 either flyable or a
basket case? I would like to restore one;
where can I get drawings, technical data,
photos of construction details? How can I
identify an L -4 that was converted to a J-3
Cub? Are there any books, magazine, unit
histories that cover the L series of aircraft in
"It appears that the Cub Club, now num-
bering over 2000 members, has triggered a
varied response from people owning or re-
storing the military L-4 Cub, others who
would like to fly or restore an L-4, and those
who have a primary interest in WW II military
use of the grasshopper aircraft. In recent
years these aircraft have been "discovered"
as a genuine warbird - and certainly the
most affordable of the warbird family.
''The L-4 Grasshopper Wing is intended to
foster and enhance this special interest; also
to assist in providing creative solutions to
members' problems through the sharing of
our knowledge, experience and L-4 related
resources. For the WW II generation mem-
bers, and those younger members of the avi-
ation community, the civilian and military
Cub is a fragment of our past and mirrors
who we are. It's a piece of our aviation herit-
age. It deserves to be preserved and recog-
For more information on the L-4 Grass-
hopper Wing contact Editor, Mike Strok, 37
Wileinor Drive, Edgewater, MD 21037,
phone 301 /266-8458.
Logan D.McKee inthe DeChenne Aeroplane photographed
on 8-3-11 at Golden City,MO by Chas. Iden.
- - - - - ; ~ - - - -
, : . ~ : : , : ~ .... ~ , :
\ \)
One man standsbytoswingthepropellerwhilefiveothersholdtheplaneback.
18JULY 1987
byTed Businger
(EAA93833, Ale2333)
Rt. 2, Box280
WillowSprings, MO 65793
(Photos from the McKee Collection)
Thereis morethan enough evidence
to support the claim for Logan D.
McKee as being the premierOzarkav-
be learned. At this time only scanty
positive evidence,a little hearsay,and
acertainamount of speculation allows
us to rationalize these events.
Logan McKee was born in Hutchin-
son, Kansas in 1877 and graduated
Pharmacy in 1897. He then moved to
Monett,Missouriin 1900,toworkforan
establisheddrugstore.In 1902hemar-
ried Lynn Sheehan and founded his
own pharmacy.
McKee acting as the spark plug for an
organization known as ''The Monett
Aeroplane Co." (In another account, it
is "The DeChenne Aeroplane Co.") A
listoftheofficers includes:L. B.Durnil ,
President ; U. S. Barnsley, Secretary
and General Manager; Ed DeChenne,
Chief Engineer; Everet DeHanas; Chief
Mechanic; Carl Saxe, Works Manager
and Logan McKee, Aviator.
There is some evidence that the first
aircraft built in this venture did not (or
could not) fly. It is speculative but possi-
ble that McKee used it as a ground
The plane shown in the accompany-
ing photographs is, at least partially, a
copy of earlier Curtiss types. It was
completed sometime before mid-year
1911. It is believed that Mr. McKee
sequestered himself and the aircraft in
some lonely spot, where he was able to
complete his self-taught course in fly-
Just prior to July 4, 1911 , a public
announcement proclaimed the upcom-
ing flight for that hol iday. The majority
of the people in the area received this
news with great skepticism, but being
kindly hill folk, they all wished him well.
On that Independence Day, with the en-
tire community looking on, McKee as-
tounded them with the ease and agility
of his fl ight. Antique/Classic Division
member Ray Buehler's (now of Dear-
born, Michigan) parents were there as
children, and they never forgot that epic
event. It is at long last being recognized.
Dr. C. E. Geister, currently living in
Tulsa, Oklahoma, was also an eyewit-
ness. He believes the powerplant was
a converted Packard or Overland auto
engine. Subsequent flights were made
at Golden City, Missouri ; Miami, Ok-
lahoma; Comanche, Oklahoma, plus
others in northern Missouri , Texas and
The men involved in this project were
sound business men and their intention
was to build a substantial number of air-
craft for sale in the midwest. When it
became obvious that sales just would
not materialize, the company was termi-
There is a strong rumor that Mr.
McKee stored the plane following his
final flight in 1912, but that following
McKee's demise in 1953, the aircraft
With his flying experience behind
him, McKee involved himself in every
cause that could possibly improve his
home community, especially those con-
cerning impoverished and handicapped
children. Today this work is being con-
tinued under his name by the local
Kiwanis Club. In 1947 he was accom-
panied by his grandson as they biked
approximately 230 miles from Monett,
Missouri to Lawrence, Kansas to attend
the 50th anniversary of his college
graduating class.
Special thanks to Mr. David Doennig
of the Barry-Lawrence Regional Library
in Monett, Missouri for supplying infor-
mation and aI/owing photos to be
copied. Also to Mr. Ken Meuser for
sharing his knowledge of Mr. McKee's
work. . . . author.
Note the rectangular ailerons on the DeChenne hinged at the midpoint of the outer rear
interplane struts. They were actuated by the sideways movement of the pilot's shoulder

The " smallish" rudder was probably quite effective in the engine prop-wash.
The powerplant in the DeChenne Aeroplane.
An information exchange column with input from readers.
by E. E. "Buck" Hilbert
(EAA 21, AlC 5)
P. O. Box 145
Union, Illinois 60180
Removal of Enamel Paint
Dear Buck,
How can one safely remove enamel
paint from a fabric covered airplane?
There has to be a way.
Bruce Banzhoff
Dear Bruce,
You've thrown me a curve! I have
never seen a successful paint removal
operation on a "rag" airplane. As a mat-
ter of fact, I've never even heard of any-
one attempting it.
I know from experience that applying
enamel was usually a last ditch effort to
keep an airplane going for a couple
more years. It was common knowledge
it was just a stop-gap operation and that
recovering was the next major step.
Old, cracking dope was sometimes re-
juvenated, but if the ringworm or hail
damage cracks were there for any
length of time, dirt and other contami-
nates would get under the finish. Then,
even a rejuvenate job was a lot of
wasted effort.
Not being an expert on the subject, I
asked my friendly I.A., whom readers
know from previous articles, both his
and mine. I refer to W. D. "Dip" Davis
who heads up the Superflite Division of
Cooper Aviation Industries, 2149 E.
Pratt Road, Elk Grove Village, IL 60007.
The Superflite Division sells aircraft
dope, fabric and paint supplies and they
have a wide level of experience.
Dip's answer follows:
"Chemical paint removers which
meet Mil Specs for safe use on aircraft
(metal aircraft) have methylene chloride
as the principle active ingredient. This
chemical is so volatile that it would
evaporate as rapidly as it is spread on
the surface if it weren't inhibited in some
way. A common method is to add paraf-
fin wax or similar material which will
form a surface film slowing down the
evaporation while the methylene
chloride softens the paint beneath. This
film is quite easily removed after all the
E. E. "Buck" Hilbert
paint has been removed from a smooth
metal surface - just rinse and wipe
with a solvent-soaked rag .
However, if you're removing a top for re-cover of both wings, cracks were
coat of enamel from a doped fabric you discovered in the butt end of the other
will find that after the enamel is re- wing spar between the boltholes where
moved the underlying dope has been the fittings attach. Currently ,this spar is
softened slightly and the waxy film will being replaced.
have worked its way into the substrate. I had written comments on the NPRM
It's possible to remove most of the dead dealing with the Bellanca 7 and 8 series
ends of stripper by repeated wipe- calling for mandatory inspections on
downs using thinner and solvents but this same situation prior to actually see-
there will almost always be small ing the problem. I've now changed my
amounts lurking in corners and overly mind and my comments and now I ad-
softened spots which will prevent the vocate these inspections. Dario's
next finish coat from drying. airplane had no damage history in the
If the enamel topcoat on your airplane books and we find a compression frac-
is cracking severely and the dope finish ture in one wing and cracks at the bolt
beneath is perfectly sound it may be holes in the other. Even a wary buyer
possible to remove the enamel can't be sure!
mechanically, dry, using plastic scrap-
ers. If the cracking is only minor you
can probably get away with a light sand-
Bonanza AD
ing of the entire surface feathering out
A member writes - I have a 1948
the cracks and repainting with enamel,
Beech Bonanza A-35 which is ap-
keeping the new film thickness to a
proaching the 1,000 hour AD which re-
minimum. It should look good for at
quires removal of the stabilator mount-
least two or three years after which you
ing casting to inspect it for cracks.
can re-cover the airplane and finish it
When this AD came out in 1979 I paid
with something that won't give you so
a bundle to have the tail feathers re-
much grief."
moved, etc.
Some time ago I read or heard that it
is possible to get that casting out with-
Caveat Emptor
out removing so many pieces. Can you
Another example has come to my at- please advise?
tention (Buck is speaking here ... ed.) Gene Morris (EM 81175, AlC 1877),
Dario L. Toffenetti Jr. (E:M 38726, 115C Steve Court, Roanoke, TX 76262
AlC 100) of EI Paso, Texas writes about provides an answer ... . "That casting
a Bellanca Decathalon he bought a can be removed by placing something
while back ... with no damage history like a length of wire or strip of duct tape
in the log books. across the tops of the stabilators to hold
Subsequent experience led to a com- them in place while the casating is out
plete disassembly and the discovery of of the airplane. All the nuts and bolts
a broken longeron at the left gear attach can be removed by accessing them
fittings and compression breaks in the through the left side panels, belly
major spar of the left wing. After the panels and the opening in the aft fuse-
spar replacement and the preparation lage after the tail cone is removed ."
20 JULY 1987
by Ed Williams
(EAA 51010, Ale 2839)
12237 Fox Point Drive
Maryland Heights, MO 63043
AERO and HYDRO was one of the less
than a handful of successful aviation
magazines being published before WW
I. Founded by E. Percy Noel as AERO,
it was first published at St. Louis in
1910. By 1912 the operation had moved
to Chicago where it stayed 'til it ceased
in 1914.
At this time Chicago was a world avi-
ation center and the source of such avi-
ation pioneers as Chance Vought,
Glenn Martin, Victor Lougheed and
Matty Laird. Both Martin and Vought
contributed articles to the magazine.
Vought also produced three view draw-
ings of aircraft for the publication . . .
Dennis Parks
Magazines such as The Vintage
Airplane and Sport Aviation step back
into history when telling readers about
airplanes that were flying in 1912, but
there was a time when these planes
were modern equipment and stories
about them were up-to-date news.
The "modern" reporting of aviation 75
years ago was shown graphically when
a copy of an old boating and flying
magazine was rescued recently from a
scrap heap by Sheldon J. Best, of Elk
Grove Village, Illinois, vice-president,
inflight services for United Airlines, who
appreciated its historical significance.
The magazine is Aero and Hydro and
the issue was dated July 6, 1912. Arti -
cles and advertisements alike in the
magazine make interesting reading for
antique airplane buffs.
For example, old aircraft names were
commonplace, as illustrated by the
"Learn to Fly" ad from the Milwaukee
School & College of Aviation. "Compe-
tent Graduates Furnished Standard
Type Aeroplane Practically Free," the
ad said. "Flying Taught on Curtiss,
Farman and Bleriot Machines. NO
The Benoist Aircraft Co. of St. Louis
advertised its biplane thus: "Benoist bip-
lanes represent the best that can be ob-
tained in aeroplanes, and cost but little
more than planing mill, knocked down,
undemonstrated stuff."
The Rex Monoplane Co. of South
Beach, Long Island advertised its air-
craft for sale with the come-on that "We
give an extra pair of racing wings with
each Rex. " The ad's clincher was that
"Remember we fly before delivery at
least 1,000 feet high and 10 miles cross
The Diana Aero Co. of Detroit adver-
tised a Spiron "aerial screw or spiral " for
sale. "See for yourself why the latest
Nieuport, Breguet, Dorner, etc., use the
3-blader." the ad said.
Aero and Hyro was published in
Chicago and in St. Louis at a $3 a year
subscription price. It was sold in the
United States as well as Paris, London,
Liverpool and Shanghai, with the for-
eign subscription costing $4 a year.
It contained news, features and pictures
of motorboats and aircraft, but the ac-
cent was on the air, according to an
editorial by E. Percy Noel, editor and
"But when one is planing along with
the screw in the water, with every sug-
gestion of terrific speed and sees over
his head a hydro aeroplane come and
go, it is not easy to keep down a feeling
of envy for the man who can, at will defy
the friction of water on the hull, who can
fly low enough to be as safe as if he
were on the surface of the water.
"The fine sport of fast motorboating
will be with us always and grow in popu-
larity, but in the meantime, hydroaerop-
laning is going to get its share of honor.
And it is a good thing to watch."
Articles recounted the dangers of fly-
ing and the research to overcome them.
Writing on "Fifty Years Observation of
Bird Flights," Heinrich Gatke told of the
hazard of high altitude flight. ''The sum
of our experiences accordingly proves
that neither man nor any other warm
blooded creature is, while making cor-
poreal exertions, capable of ascending
to heights much above 22,000 feet and
that, in the case of man, the ascent of
elevations beyond 26,000 feet is, even
when the body is kept in a perfectly
quiescent state, attended by the utmost
risk of life. "
And what were the aviation pioneers
doing in 1912? These items tell what
activities were making news:
e"Lincoln Beachey made a number
of exhibition flights in his Curtiss biplane
at Elmira, N. Y., on June 19th."
e"Farnum Fish thrilled great numbers
of people in the streets of Springfield,
IL, on June 22nd by flying over the
business portion of the city in his Wright
eNels J. Nelson flew at Janesville,
Wis., last Wednesday taking motion pic-
tures. He managed the plane with one
hand and turned the crank with the
Under new pilots licenses issued was
this item: "Aviators' licenses granted by
the Aero Club of America include one to
Lieutenant Benjamin D. Foulois, U.S.A.,
who passed a test recently in a Wright
biplane at College Park, Md. Lieutenant
Foulois has been acting as instructor of
militia in aeronautics for most of last
year." The Lieutenant actually was the
United States' first military pilot, and in
1934, it was Maj . Gen. Benjamin
Foulois who, as head of the U.S. Army
Air Corps, accepted the assignment for
his Army pilots to fly the mail in a tragic
page in aviation history.
Dedication to flying in the military had
its drawbacks, as shown by this edito-
rial-type comment.
"There is daily flying among the naval
officers at Annapolis. There are five or
six qualified aviators and as many stu-
dent officers. There is the same shor-
tage of officers in the Navy that ham-
pers the development of aviation in the
Army, but the Secretary of the Navy has
kindly decided that officers can apply
for aviation training if they will qualify as
fliers along with whatever other work
the department is exacting from them.
This has a tendency to interfere with
regular training, but if an officer is willing
to take on the extra work for the sake
of flying, it as least indicates that he is
an enthusiast."
A notable civilian pilot who later
gained fame as a military pilot was a
"Roland Garros, . once a Demoiselle
flyer, is coming to America in July or
August with the best product of the
Bleriot factory. According to private ad-
vice he will represent Bleriot in the big
American events."
This was, of course, before World
War I, in which Garros was to gain fame
for attaching metal wedges to his
fighter's propeller blades so he could
fire a machine gun through the whirling
blades. The bullets that didn't pass be-
tween the blades were deflected by the
metal wedges. His device spurred Tony
(Continued on Page 23)
A Bool<OfHeroes
by Art Morgan and Bob Brauer
Over the past several months you (I
hope) have read of the sunburn, wind,
rain, wet socks, runny noses and other
benefits of volunteering at Oshkosh.
And you think to yourselves, gosh, that
sounds like a heck of a lot of fun . What
else can there be. Well, let me tell ya,
friend, it's Oshkosh humor.
Now what in the names of Jane's cor-
set is Oshkosh humor? It's those rare
times when, during the course of the
Convention, no matter how busy or slow
things are, no matter what the weather
or where you are, something happens
that is so extraordinarily funny it just
cracks your ribs thinking about it. It's
one of those things that just couldn 't
happen anywhere else. It wouldn't
apply itself to any other situation. So,
without further ado, let me introduce
you to the humor of our Convention.
The Boy and the DC-3
Several years ago, in the Antique/
Classic parking area, we had a spot
known far and wide as the "Triangle."
This spot was reserved for the "big iron"
- DC-3s, Lodestars, Mallards, Twin
Beech's etc.
This particular year we had a DC-3
sitting down there in the Triangle. This
aircraft had been attending the "big get-
together" for many years and it still
does. This, of course, means that the
crew knew the ropes . . . knew what
they were doing. This "big iron" captain
would follow our parkers' directions to
the letter. Bless his heart. There he sat,
in the Triangle, enjoying the show with
not a care in the world. And then it hap-
It was a dark and stormy day at Osh-
kosh this particular Wednesday. The
fog was down to one's boot tops and
the sun this morning was nothing but a
memory to those of us who slogged
through the quagmire of tent-city at the
EAA Convention campgrounds. As is
our custom, the parking committee
opens at 6 a.m., no matter what Mother
Nature deals us.
So, there I was at the Antique/Classic
Headquarters building (Red Barn) look-
ing for volunteers. No one showed, ex-
cept one young man, 15 years old.
"Hey, mister, ya need some help?"
"Well, uh, yeah, " I said, knowing that
this young man knew what he was
doing. He had worked with us for the
past several days, and in fact the previ-
ous year, so I was aware of his knowl-
edge of aircraft, and knew his ground
handling of same was very, very good.
"Take a motor scooter, " I said, "and
go down to 'Classic point' and keep an
eye on things. I'll stay at 'Antique point'
and watch over the whole shebang. If
you need help, just give a shout on the
"Okay!" he said and off he went in a
swirl of fog, mud and rainwater. Some-
how I felt very small and very alone at
that moment.
Soon, the rain stopped, the fog lifted
and the airport started to come alive,
and still , no additional volunteers ap-
Wouldn't you know ... about then the
DC-3 group decided to head "south."
Captain, crew and passengers all
climbed aboard, and soon both mighty
engines were chug-chugging their way
to warm up.
My young volunteer had in the mean-
time positioned himself to the Captain's
left and established eye contact. The
pilot gave the signal that he was ready
to taxi. The boy started to wave him out
of the Triangle to the access taxiway.
At the time I was north of the Triangle
about a quarter of a mile, watching all
of this. I couldn't help but think how
smart I was to have trained this boy so
well that he could ground direct an air-
craft of this size.
Unknown to any of us at the time,
however, was the fact that in the deep,
dank, dark bowels of the Show Aircraft
Camp Grounds a young couple had
packed up their soggy camp gear,
stowed it in whatever corner they could
in their neat little J-3 Cub, and now,
ready to make their journey home,
came splashing down the access taxi-
way on an intersecting course with the
DC-3. Oh my ... a DC-3 and a J-3!
What an awful combination.
The boy, however, was well-trained.
He looked at the J-3, then at the DC-3
and signalled for the DC-3 to stop, while
still in the Triangle. The large aircraft
stopped post haste. The boy then
turned his attention to the J-3. He
motioned the small airplane on down
the access taxiway, past the DC-3 and
escorted it to the main taxiway. He did
it very well , I might add.
I, in the meantime, had jumped into
my cut-down Volkswagen and headed
south to watch this situation a bit closer.
The boy had done well , and I slowed
down and was relaxing a bit when sud-
denly it happened.
The boy turned and faced the DC-3.
Without warning, he tossed down his
parking paddles, and with fingers slash-
ing across his throat, signaled, "Cut
your engines, cut your engines."
The Captain of that DC-3 hadn't
moved so fast in years. Between him
and his co-pilot, hands, fingers and
feet were flying in 17 different directions
at the same time, hitting switches, push-
ing buttons, stomping brakes, pulling
levers and wiping sweat from their
As the two mighty R-1820s spooled
down, this many-thou sand-hour, griz-
zled veteran of thunderstorms in every
hemisphere reached over and slid back
his side window and stuck his gray,
weather-beaten head out to see what in
going on.
The 15-year-old boy then ran to
within shouting distance of this "man for
all seasons," and pointing to the little
yellow Piper taxiing innocently north-
ward, hollered, "Beware of wake turbu-
lence from the J-3!" I, the brave leader
of this pugnacious pack of parkers,
jumped out of my V.W. and crawled
under it. A great pall of silence fell over
the mighty moors of Oshkosh until sud-
denly soaring waves of laughter from
the Captain, crew and passengers (God
bless 'em) came thundering forth, as
once again (albeit with some trouble)
the R-1820s were re-lighted.
As this great old bird trundeled her
way down the taxiway to the active, the
people on board could be seen slapping
their knees and laughing. And as this
proud old pelican lifted off the runway,
she was seen dipping her wings to
"Oshkosh humor." A true story; so help
This month's "Tip of the Oshkosh
Kepe" goes to the gals and guys in the
Antique/Classic Headquarters Building,
the "Red Barn." Headed by Kate Mor-
gan, Ruth Coulson and Jo Olcott, and
staffed by so many great people it
would take this whole magazine to list
them, AlC H.Q. has become the focal
point of activity in our area before during
and after the EAA Convention.
To look at the building today, you
would not think that just a few short
years ago the operation was primitive
with a capital "P." Back in those days,
our intrepid Headquarters staff had to
have a real American pioneer spirit.
They had no sales counter to work with,
no place to sit down, no phone, no pri-
vacy and no glass in the windows.
The "Red Barn" is staffed from 7 a.m.
22 JULY 1987
Four of the dedicated volunteers who manage the Antique/Classic Headquarters oper-
ation during each EAA Convention at Oshkosh. (L-R) Ruth Coulson, Lawton, MI; Fay
Gustafson, Indianapolis, IN; Kate Morgan, Milwaukee, WI and Jo Olcott, Nokomis, FL.
'til --, who knows when, 7, 8, or 9
p.m. ... depending on the crowd and
weather. Before the Barn was "remod-
eled," if it rained, the staff got rained on;
if it blew, they got blown on; and if it was
hot, so were they. Back then they didn't
chew their food. Instead, via the grit in
their teeth, they sanded every bite and
washed it down with flat "pop."
Still , they were there to answer any
question you may have, to help you in
any way, to try to locate that rare book
or magazine and show you where the
"metros" are. And always with smiles
on their faces because they love it.
Whatever you do, don't underesti-
mate these fine people. They have to
know aircraft identification and where
the planes are parked. They have to
know people and where they are lo-
cated. They must know the forum
schedules and what's going on at "The-
ater in the Woods. "
Where is the nearest cafe? Do you
know John Smith? Why do I have to
walk all the way from here to there?
Why doesn't Paul come down here and
talk to me? Have you seen my husband,
wife, tax accountant, etc., etc. The
questions are endless.
Try smiling when the blisters on your
feet are as big as the Goodyear Blimp.
Your throat should feel as good as
sandpaper. Bloodshot eyes . . . you
thought hangovers caused bloodshot
eyes! Look at the sun for 12 hours a
day. Why in the heck do they do it?
What can they possibly get out of it?
Boy, am I glad you asked that.
Can you imagine what it feels like
when you reunite a man with an
airplane he flew in WW I? Try to grasp
the emotion you feel when a woman in
her 70's comes in and says, "Hi , I just
flew my 1941 Porterfield in from Michi-
gan, and I wonder if there's someone
here to help me tie down?" And you are
able to help her. How bad can you feel,
how tired can you possibly be when a
man comes back into the Red Barn
after you have reintroduced him to flying
after a 20-30 year absence, and with
tears streaming down his face, takes
your hand and simply says, "Thank
you. " You want to talk benefits . . .
money . .. return on investment? Try
me. There isn't enough money in the
world to pay you for that experience.
What more is there? Suddenly a
voice booms out .. . "What? You here
again!" And there's that face you've
seen every year for many years.
Through a daze you listen as he says,
tongue in cheek, "You know, if it weren 't
for you, you so and so, I wouldn 't come
back every blinkity blank year. But I
have to come back and see how you're
doing. "
Ho boy, it can 't get any better than
that. When the end of the day finally
comes, and these tireless volunteers
from headquarters sit down for the last
time of the day and close their eyes in
thought, they must see visions of happi-
ness, gratitude and last but not least,
accomplishment. Through their efforts,
they made it happen.
Gals and guys of the Antique/Classic
Headquarters "Red Barn" staff .. . stand
tall y'all!.
(Continued from Page 21)
Fokker to develop the propeller/
machine gun interrupter for the Ger-
From the early years, someone or
something had to be blamed for aircraft
misfortunes. Reports of pilot error as
"the probable cause" of an accident also
got an early start as evidenced by this
item: "German Army Aviator Killed. - At
Doeberitz, June 21, Lieutenant von Fal-
kenhayn, of the German Army, after
making a flight at the military aerod-
rome, attempted to land, but made a
false movement with one of the levers
which caused him to dash to the ground
with great force. His machine was to-
tally wrecked and the body of the av-
iator was found among the debris."
Many other mishaps were reported in
that issue of Aero and Hydro. For exam-
ple, "J. Hector Worden, when flying at
Princeton, III. , in his Moisant monoplane
on July 1, made a forced landing in an
oat field. No damage was done to the
machine, but considerable oats were
cut before they were ripe ."
Classified ads in the magazine cost 10
to 12 cents a line, depending on the
type of ad, with a minimum charge of
20 cents. For under $1, two young
Chicago men advertised their ambition
to fly. "Have the nerve, ambition and
desire to fly and can furnish excellent
references, " said one. And how is this
for a testimonial to an airplane? "Young
man with good knowledge of aviation
will sign any kind of contract for instruc-
tion on Curtiss machine," said the other.

WHO Am I?____
by Art Morgan
Although I welcome advances in
technology and new things, I shun a
new aircraft.
Although I am a pilot of many hours,
I sit at the feet of the older ones to listen
and learn of glories past.
Although there are newer and swifter
craft, none have the grace and curve of
wings, 40 and 50 years old and more.
Although today's craft are designed
by computer, none can reflect the love,
devotion and genius of yesterday's
Although ease of flight is espoused
by three wheels of the same size, what
can compare to the soft caressing of a
lush green meadow by an aircraft of
great heritage. and see the checkpoints slide beneath flight. I carry the honor of an era of truth
Although instruments and radios will my wings of freedom. and spirit unsurpassed, and with joy I
get some there when I cannot, I am still Why, you ask is all of this? Because present it to you. For, you see, I am
very proud of being able to read a map, I am the torchbearer of a golden age of history.
V ~ 4.f7f: LITf:124. TU12f:
been divulged but it appears that it must Post have accomplished in his super-
(Continued from Page 9) be in the region of 29 lb. per sq . ft." charged ship? What could Kingsford
The November 1934 issue of AERO Smith have done with his experience of
airscrews moved fractionally, stopped, DIGEST presented a two-page article the route? Would Gatty in his Douglas
moved again, and suddenly became a on the Comet which included a half- entry have beaten the Comet?
glistening disc while foot-long flame page three-view drawing and one "As to the actual contestants, what
played from the exhausts and the photo. Some details of the modification could the K. L. M. Douglas have
hangar reverberated." of the Gipsy Six engine to facilitate the achieved in a full out race? Placing sec-
The first information on the Comet in use of a variable-pitch propeller were ond in such a contest while carrying
the United States was a three-column given. three passengers, baggage, food and
report in the October 1934 issue of Avi- "Use of this type of propeller has 30,000 letters, and making regular
ation under the heading "British Threat. " necessitated a new crankshaft with an stops along the K. L. M. air route to
"Most potentially formidable of the appropriate hub fitting at the front end Batavia is one of the most astounding
British entries in the MacRobertson and the provision of a temporary oil sup- demonstrations of air transport perfor-
Trophy race, the D. H. Comets have ply at a pressure of 100 Ibs./sq. in ., to mance on record."
been the subject of much discussion on actuate the blades. " AERO DIGEST's November 1934
both sides of the Atlantic. We publish Also detailed were some of the meas- race article contained the following ob-
here the first definite details of their con- ures to reduce the engine size. "By servations.
struction that have been released. They modifying the valve rocker gear and its "As the race entered its final stages
are sent by Maj. Oliver Stewart, regular casings, the overall height of the engine it was apparent the American aviation
Aviation correspondent for Great Bri- has been reduced and the shape of the industry was satisfied with the gratifying
tain. cowling improved, while the alteration reaction aboard to the showing made
"The machine is a low-wing monop- of the induction manifolds and the use by this country's principle entries. The
lane with two inverted DeHaviliand of a smaller scoop for the cooling air, performance of the Douglas and the
Gipsy Six engines. Wood is used for has decreased the overall width of the Boeing made a profound impression on
the structure of the fuselage and wing. engine." the public, both here and abroad . If tan-
The latter is of the full cantilever type Aviation of November 1934 offered a gible proof was needed, it came in the
with a single very wide spar. The top "MacRobertson Score Sheet" subtitled form of an announcement by the Royal
and bottom of this spar are formed of "Post mortem material of a winter's de- Dutch Airlines that it had ordered ten
three substantial laminations of spruce bating." sister ships of the monoplane in which
laid in the manner of a carvel built boat. Commenting on the reduction of en- its pilots, Parmentier and Moll , had
The wing loading of the Comet has not tries from 66 to 21 - "What could Wiley finished such a brilliant second.' .
24 JULY 19B7
by Dale A. Gustafson
(EAA8891,Ale 108)
n24 Shady HillsDrive
Indianapolis,IN 46278
TalentonaGrass Strip
Talent abounds on a certain grass
strip in Florida. The strip is Patch-O-
Blue located northeast of Ocala and
ownedbyMikeand BarbaraKeedy,but
more about them later.
are Arnold and Virginia Nieman (EAA
10077,AlC449) who arewidelyknown
for their aircraft restorations and espe-
cially their custom woodworking. Over
the years they have constructed many
new wings and rebuilt old ones for
Beech Staggerwings, Stearmans,
Wacos,etc.Theyare currentlybuilding
pleasure. Arnold flies alate-model Bel-
lanca Viking.
In 1981 the Niemans restored an in-
teresting Waco for Mike and Barbara
Keedy (EAA 98957, AlC 6972). The
the Texas Company (Texaco) .Arnold,
Mike and Bob Hitchcock(EM113843,
AlC5450) recentlyreplacedtheJacobs
275hpJacobs. BobandhiswifeNancy
currently live in Sargentville, Maine
where he has a FAA-approved engine
overhaul and repair shop.
Bob is an expertmachinistand really
knows the old aircraft engines. He is
also an IAand highlyskilled at rebuild-
ing aircraft. The Hitchcocks have a
hangar at Patch-O-Blue and plan to
fly aWACO UPF-7.
Mike and Barbara Keedy own the
Patch-O-Blue Airstrip (Air Ranch). In
addition to the Waco ZPF-6,they also
own a 400 hp Piper Comanche. The
radio equipment in both aircraft is first
classand Mikehasbeen knownto sur-
prise a few controllers with his "Waco
Biplane" call sign making IFR ap-
Mikeis aretired mathematicsprofes-
sorfrom PurdueUniversityandhasau-
thored many textbooks on the subjet.
His interests also include vintage au-
tomobiles and he has avery nice 1934
Chevrolet two-door sedan and a '57
Chevy convertible. His collection also
includes areplica English sports car.
O-Blue is growing and will provide a
source of more articles on interesting
members in the future.
Mike Keedy with his '57 Chevrolet convertible. Plane in the hangar is his 400 hp
The following is a listing of new members who have joined the EAA Antique/Classic Division (through March 15, 1987). We
are honored to welcome them into the organization whose members'common interest is vintage aircraft.Succeeding issues
of THE VINTAGE AIRPLANE will contain additional listingsof new members.
Doose, Paul
Clark, Matthew Brennan, EdwardJ. Hemphill ,JohnS.
SunderlandTyne & Wellington,Ohio St. Augustine,Florida
Redner, RobertR.
Houghton,William Ferguson,JamesL.
West Bloomfield,Michigan
Nunn, Robert F. Farnham Surrey, England Junction City,Kansas
Araoz, RicardoB. Simon,Larry
Morse, ArthurR. San Isidro,Argentina Carlsbad,California
Erickson, KirkE.
Drozda, MichaelJ. Umsted,JamesE.
Pacquin,JamesCooper Vero Beach,Florida Salem,Oregon
Knapton,William R. Anderson, Roy E.
Carson City,Nevada Highland Park,Illinois
Greear, Stephen J
Epps, GeorgeF. Zimmy,Stephen P.
Morris, RobertF.
Huntsville,Alabama Lansford,North Dakota
Paulsen, F.N.
Elgin,South Carolina
Young,D.Scott Romano, Richard
Crowe, MarkS.
Alturas,Florida Granby,Connecticut
Temple,JamesR. Jackson,DorothyC.
Davies, Clive R.
Granger,Indiana Clearwater, Florida
FosterJr., Paul J.
Monte Vista,Colorado
Bindrim, DouglasW. Wade, CharlesF.
BottomJr., Raymond B.
West Islip,New York Mission Viejo,California
Reilly, Robin
Los Angeles,California
Francis, JamesS. Campos, EduardoAugustoCortez
Westfield Center, Ohio Fortaleza Ceara,Brazil
Kannapolis,North Carolina
Bloch,ChristopherD. Horn, Keith A.
Copake, New York PlantCity,Florida
MillerJr., CharlesD.
LordJr.,CharlesP. Hensley,Fred
Beegles, Ed
Des Moines,Iowa Weinsdale,Florida
Dessin, Wilkie,J. McMurdo,Ward H.
Auburn,California Greeley,Colorado
Nesbitt,Ronald D.
Silva, Kevin M.
Flushing,Michigan McBride,DonaldM. Crist, WilliamB.
Castro Valley,California
Roswell ,Georgia Houston,Texas
KansasCity,Missouri Miller, Richard O. Bastos, PauloFalcetta
AlderGrove,British Columbia,
Creve Coeur, Missouri Rio deJaneiro, Brazil
HallerSr., Kenneth A. Canada
Puyallup, Washington VandeGrift, Howard VillegasJr., Marco
Albert Lea, Minnesota Coral Gables, Florida
Klopp,AnthonyF. Deansboro, NewYork
Miami ,Florida Sorlimi,Luciano Shepherd,Joseph
Carzago Riviera,Italy Fayetteville,Georgia
SI. Charles,Missouri
Lester, MauriceG
Irwin,Wayne R. WoodhamIII, JesseC.
Eau Claire,Wisconsin
Lynch, Jack Merced, California Thomasville, Georgia
Lewis,JamesD. Williams,RobertV.
Jameson, BarryH. Ashland, Oregon Midland, Michigan
Fagan, FrederickJ. Rochester,New Hampshire
Lipner,RobertM. Boelen, AdrianN.
Swartz Creek,Michigan
Casebeer, HarveyL. San Diego, California Montreal,Quebec, Canada
Chaney, AllanT. Butte,Montana
Stewart,J.Terry Brewster,DonaldA.
Szybalski,Carl Dover,Delaware Poughkeepsie, NewYork
Hohenwarter,Wilfried Dempster,RobertI. BannerJr.,BernardC.
Regensburg, WestGermany Seattle,Washington Sanford,Florida
Cramer, PhilipR.
Klamath Falls,Oregon Lewis,RichardC. Palmer,JohnR.
Dallas, Texas Traverse City,Michigan BeaverFalls, Pennsylvania
Toll, Lloyd
Moyer, RobertC.
Hazen, Arizona. McMillan,Scott Holdgate, BruceD.
Pine Grove,Pennsylvania Eagan, Minnesota Nantucket, Massachusetts
Watford Herts,England Greene, Oliver Tubesing,WilliamC.
Wenham,Washington W.Kingston, Rhode Island Manhattan,Kansas
Howell,Joseph L.
Londonderry,NewSouthWales, Chennault,Bruce Mulholland,R. Mark
Midlothian, Texas Charleston, South Carolina
26 JULY 1987
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THE 1920-1940
Leo Opdycke, Editor
W.W.l AERO(19001919), and SKYWAYS(19201940):
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