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CHAIRMAN and CO-CHAIRMAN. If you've ever attended Oshkosh
you have heard these words spoken over and over and also have seen them
in print many times and in many places. What do they mean? Why do we
have both a Chairman and a Co-Chairman? Wouldn't just one Chairman
be sufficient? The answer is really very simple. We all come to Oshkosh to
enhance our knowledge of aviation and to have a good time looking, listen-
ing, flying and just all around enjoying ourselves. None of us comes just to
sit behind a desk, or in a booth, or to just park airplanes, or anyone of
hundreds of other jobs which require full time coverage during the conven-
tion. But if we had just a Chairman for each committee, he would have a full
time job and would not have any opportunity to enjoy the convention
himself. Therefore, several years ago when the convention started to grow
to the size which required full time help on so many different committees,
it was decided that each committee would have both a Chairman and a
Co-Chairman so that these two could divide the working time between
them, and each would have to work only half of the time. They could thus
spend the other half enjoying the convention and satisfying their special
In theory the Chairman and Co-Chairman system should have been
a great success, but in practice it has been somewhat less than fantastic.
The cause of this less-than-hoped-for result has not been any fault of the
Chairmen and Co-Chairmen. In fact, they have both been working steadily
and without relief because they do not get sufficient numbers of members
to volunteer to help on their committees. They forego their off-duty periods
and work one of the unmanned positions on their committee so that you
may have the smooth running convention which you have come to expect.
The Chairmen and Co-Chairmen have the nucleus of their committees
well organized. For instance, the Antique/Classic Division Parking Com-
mittee operates on three hour shifts starting at 7:00 a.m. and continuing
to 9:00 p.m. each day with a two hour break in the schedule at air show time.
The Division Headquarters Staff Committee also operates on three hour
shifts starting at 8:00 a.m. and continuing to 8:00 p.m. daily. The Division
Forums Committee operates from 9:00 a.m. to 5:00 p.m. daily. All other
committees operate on a "when needed" basis.
In the April issue you will find the list of Antique/Classic Division
Convention Committees with their Chairmen and Co-Chairmen. They
really do need your help during the convention. They are asking you to
fill one of the unmanned positions on their committees. They would like to
work alongside you so that they can share with you the pride of a job well
done and the self-satisfaction that goes with it. They would like to get to
know you and to become friends with you. However, they have never had
the opportunity to make your acquaintance, and they won't be able to
enjoy meeting you unless you take the initiative to introduce yourself. Pick
out the committee you would like to work on and drop a short note or post-
card to its Chairman and volunteer your services. Let him (her) know what
day(s) or what time(s) you can be available. They will sincerely appreciate
hearing from you, and you will enjoy the convention more than you ever
have in the past.
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Publisher Editor
Paul H. Poberezny AI Kelch
P.O. BOX 2464 P.O. BOX 3747
P.O. BOX 181
LYONS, WI 53148
Evander Britt
P. O. Box 458
Lumberton, NC 28358
Claude L.Gray,Jr.
9635 Sylvia Ave.
Northridge,CA 91324
AI Kelch
7018 W. Bonniwell Rd.
Mequon,WI 53092
William J.Ehlen
Rt. 8,Box 506
Tampa,FL 33618
THE VINTAGE AIRPLANE is owned exclusively by Antique ClassicAircraft , Inc. and is published monthly
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for Antique Classic aircraft. Inc. at $10.00 per 12 month period of which $7.00 is for the publication to
THE VINTAGE AIRPLANE. Membership isopen t o all who are interested in aviation.
Postmaster: Send Form 3579 toAntique ClassicAircraft, Inc., Box 229,
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Kelly Viets
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Jim Horne
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Indianapolis, IN 46234
Assistant Editor
Lois Kelch -
Centributing Editors
H. N."Dusty" Rhodes
Evander Britt
Jim Barton
Claude Gray
Ed Escallon
Rod Spanier
Dale Gustafson
Henry Wheeler
Morton Lester
Kelly Viets
Bob Elliot
Jack Lanning
Bill Thumma
W. Brad Thomas, Jr.
301 Dodson Mill Road
Pilot Mountain,NC 27041
Robert A.White
1207 Falcon Dr.
Orlando, FL32803
The Restorer's Corner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1
The Hamilton Metalplane ..... ......... ..... .... .. .. . ..... . .. 3
Vintage Album. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 8
The Cub Resurrection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 11
Test Flight .................................... , ............. 15
Whistling In The Rigging ...... .. ...................... .... . .. 16
The U.s. Mail . .......... . . . ...... . ................ .. . . ...... 17
Calendar Of Events . .. .......... .. . ... . .................. .. .. 18
Dues Increase Notice ........................................ 18
(Back Cover)
Business end of Lysdale's Hamilton Metal
plane. Curtiss Pusher, in its element , a hay field.
Copyrightc 1976Antique Classi c Aircraft ,Inc.All Right s Reserved.
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Send Old Stories
hen Jack Lysdale brought his Hamilton Metal-
plane to the Fifth Annual National Fly-In of the
Antique Airplane Association and Air Power Museum
at Antique Airfield, Blakesburg, Iowa, last August, the
event brought forth nostalgic memories to many old-
timers in attendance. To the uninitiated it resembled
a "single-engined Ford Trimotor" in appearance, but
knowledgeable aficionados recognized the rare bird
as a real gem out of the pages of history. It became the
hit of the Fly-In.
(Photo by Gene Chase)
Jack Lysdale's Hamilton Metalplane, ModelH-47, tied
down at Antique Airfield, Blakesburg, Iowa during
the 1975 AAA National Fly-In.
By George HardieJr., EAA 500
10324 West Ridge Road
Hales Corners, Wis. 53130
AllPhotos From The Author' s Collection, ExceptAs Noted.
Evidently the judges shared that feeling, for Jack
Lysdale collected five trophies to take home - Most
Rare Monoplane, Best "Big Plane" Award, Colorado
Chapter Choice, South Chicago Chapter Choice and,
best of all, the 1975 AAA Grand National Champion
Award. This was a fitting climax to Lysdale's long cher-
ished dream of bringing his Hamilton to the AAA Na-
tional Fly-In. It was also a just award for almost three
years of dedicated restoration work by Jack Lysdale
and his associates at his hangar at Fleming Field ,
South St. Paul, Minnesota. Long hours of diligent
effort has resulted in a masterpiece of authentic recrea-
tion of a very historic design.
It all began in 1951 when Captain Harry McKee of
Northwest Airlines learned of the remains of a Hamil-
ton located in Alaska. He purchased it from Don Cross
at Deering, and brought it to the St. Paul area for
restoration. McKee enlisted the help of friends and
fellow Northwest employees, and work was started
to restore the aircraft as a non-flying exhibit. North-
Hamilton Metalplane, Model H-18, being prepared for
the flight to Washington, D.C. on April 30, 1927. James
McDonnell above the cockpit, Thomas Hamilton stand-
ing near the propeller.
west Airlines in the early years had flown Hamiltons
on their routes. The project dragged along for several
years until McKee, discouraged by the lack of progress
and mounting expenses, put the aircraft in storage.
Jack Lysdale acquired the airplane in December, 1972
and decided to restore it to 100% airworthy condition.
This required dismantling the complete airplane to
the basic structure, with the result that the previous
restoration work was nullified. Jim Schumacher was
placed in charge, with Dick Wille, a local policeman,
assisting in his spare time. Dick had previously worked
on the plane in 1959-60 when it was a Northwest
Airlines employee project. Noel Allard kept a photo-
graphic record of the progress of the restoration and
assisted with the necessary research.
After taxi tests, the first flight was made on August
12,1975. Only minor adjustments were required, attest-
ing to the high quality of workmanship upheld in the
restoration process . The airplane is licensed as a
Standard Category Aircraft carrying a permanent
airworthiness certificate. At the time it arrived at
Blakesburg it had been flown a total of 12 hours. Prior
to that the plane was last licensed in 1947 and the logs
showed a total time of 5,183 hours.
The Lysdale Hamilton, Serial No. 65, was built in
1929 by the Hamilton Metalplane Co., Milwaukee,
Wisconsin, a Division of the Boeing Airplane Co. of
Seattle, Washington. Originally licensed as NC-875H,
Lysdale had the license number changed to NC-879H
so that he could finish it in authentic Northwest Air-
ways colors and number 27 of an actual Hamilton used
by the airline.
This is an H-47 model, powered with a Pratt &
Whitney Hornet engine at 525 hp. It was sold originally
to the Ontario Provincial Air Service in 1930, with Cana-
dian license CF-OAJ, and was used on floats . After
serving numerous owners it eventually was stored at
Deering, Alaska where Harry McKee found it.
The history of the Hamilton Metalplane Co. began
when its founder, Thomas F. Hamilton, at the age of
16 built his first airplane in 1910, powered with a rotary
engine from an Adams-Farwell automobile. His second
design, built the following year, was more successful.
In 1915 he established the Hamilton Aero Mfg. Co. at
Vancouver, Canada to manufacture a refined version of
his biplane for use in training Canadian aviators in
World War 1. When the U.S. entered the war in 1917,
Hamilton moved to Milwaukee, Wisconsin to work for
the Matthews Brothers Woodworking Co. where he
was placed in charge of the propeller department. At
war's end he purchased the aviation department of
Matthews Brothers and set up his own company, Ham-
ilton Aero Mfg. Co. of Milwaukee, to manufacture
propellers and pontoons using much war-surplus stock.
The reputation of "Hamilton Propellers of Quality"
grew steadily with their use on Army and Navy air-
craft, airmail planes and even on the Navy dirigible
"Shenandoah" .
During the war, Hamilton had built pontoons of
wood at Matthews Brothers. After he established his
own company he developed pontoons of duraluminum
for sale to Canadian buyers. From this experience he
decided in 1926 to build an all-metal airplane. He hired
two aeronautical engineers, James S. McDonnell and
James Cowling, Jr., to do the designing. Work was
started in a corner of the propeller plant and placed
under the direction of William Werner, superintendent.
This first design, labeled Model H-18, was a high-
wing monoplane with a thick cantilever wing and
elliptically shaped fuselage. The aluminum skin was
unusual in that evenly spaced V-sections were crimped
into the flat stock to provide rigidity. This was done by
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(Photo by Gene Chase)
Owner Jack Lysdale and the trophies and awards he won at the
1975 AAA National Fly-In. Note the smile of satisfaction!
(Photo by Gene Chase)
The crew responsible for the restoration. Left to right are: Noel
Allard, Photographer - Researcher; Jack Lysdale, Owner; Jim
Schumacher and Dick Willie, Restoration Craftsmen.
workmen in the shop on a hand operated roller. Three
wing beams carried the load and were fastened to
the fuselage with six chrome vanadium bolts. With the
thick section of the wing extending so deeply into the
fuselage sides, the cabin windows were mounted in
the lowersurfaceofthe wing. Arm rests were provided
for thefourpassengersenablingthemtolookdownward
in flight. A pilot's compartment provided stick controls
for a pilot and co-pilot.
The airplane was billed as a combination cabin and
mail plane, an interesting sidelight on the marketing
problemsof that day. First flight was made on April 2,
1927 with Lt. Victor Bertrandias as test pilot. Two days
latertheairplanewasappropriatelychristened "Maiden
Milwaukee" by Hamilton's seven-year old daughter.
OnApril30Hamiltonandhiscrewflew to Washington,
D.C., where the airplane was exhibited at the Pan
American Aero Congress. It was entered in the 1927
National Reliability Tour sponsored by the Ford Motor
Co. With Randolph Pageas pilot, it placed second with
a prizeof$2,000. At the National Air Races atSpokane,
Washington on September 23-24, with John H. Miller
as pilot, it placed third in speed and first in efficiency
in the Detroit News Air Transport Race, and tenth in
speed and first in efficiency in the race for the Aviation
Town & Country Club of Detroit trophy. Total prize
money for these wins was $1850.
In spite of the publicity generated by these out-
standingperformances, nobuyersappearedattheHam-
ilton plant. Even mounting the ship on pontoons failed
to attract orders. Evidently the cramped cabin ar-
rangements and lack of side windows turned off many
prospects. At any rate the decision was made to re-
design the aircraft into a more marketable product.
As a first step theairplanebusiness wasseparated from
the propeller operations and the Hamilton Metalplane
Co. was incorporated. A building was acquired on Mil-
waukee'snearsouthsideand preparationswereunder-
way to launch the new project.
At this point, Dr. John Akerman was brought into
thecompanyaschiefengineer. Akermanhadworkedon
the Ford Trimotor, as had James McDonnell. This may
or may not account for the similarity in design and
construction of the new Hamilton Metalplane, desig-
nated Model H-21, to the Ford product.
This prototype model was a distinct departure in
design configuration from the previous model. The
boxy fuselageaccommodatedsix passengersplacedside
bysidein threerows. Adoorontheleftsideofthefuse-
lage provided access to the two rear seats, while the
door on the right side provided access to the forward
four seats and the pilots' compartment which accom-
modated a pilotand co-pilot.
Thewinghadacentersectionofconstantairfoil form
with the two outer panels tapered in section and plan.
Theskin was thestandardcorrugated Alclad aluminum
as used on the Ford Trimotor. The landing gear was
of the split-axle type providing a wide tread. Power
wasa Pratt& Whitney Wasp of425 hpwith a Hamilton
metal adjustable propeller.
The airplane was rushed to completion and exhibi-
ted at the All-American Aircraft Show in Detroit on
April 14-21, 1928. It attracted much favorable atten-
tion, possibly due to the intense advertising campaign
mounted by Hamilton which included large billboard
displays around the city, noted as the first use of out-
door display advertising by an airplane manufacturer
in the U.S. In later years Hamilton made the statement
that he had invested $300,000 in the design, construc-
tion and modification of this prototype before going
into production. It was sold to Andean National Air-
lines in Columbia and operated to transport gold from
inaccessible areas.
One criticism was leveled at the new model by
visitors at the aircraft show. The fuselage was too nar-
row. This was changed on the production version so
that an aisle between the seats provided better acces-
sibility for passengers and pilots. The door on the
right side was also eliminated.
Production records of the Hamilton Metalplane are
very confusing. The new model was advertised as the
H-21 "Silver Streak" landplane, with the seaplane
version listed as the H-22 "Sea-Dan". Power on both
of these models was the Pratt & Whitney Wasp of 425
hp. Later references show an H-43 landplane and an
H-44 seaplane. The Handbook of Instructions furnished
with each airplane showns an H-45 with a Pratt &
Whitney Wasp of 450 hp and the H-47 with a Pratt &
Whitney Hornet of 525 hp. Actually, the principal dif-
ference between these two was the more powerful
engine on the H-47.
Just as confusing is the attempt to determine
exactly how many Hamiltons were built. Interviews
with several former employees have failed to establish
an exact figure. An announcement in the magazine
Aviation for February 13, 1928 states that metal was
being cut and parts for 25 airplanes were to be made at
once, with first delivery scheduled for -March l.
An exhaustive search has so far uncovered tentative
identification, by serial number and license registration,
of 27 airplanes. Some sources list 29 airplanes, but the
difficulty is in sorting out those that were sold abroad
and those that were returned to the factory for rebuild-
ing and modernization. To illustrate the confusion,
Serial No. 58 is listed in the Aircraft Yearbook for 1931
as being licensed under Memo 2-125 dated September
7, 1929 with a wingspan of 60 ft. 5 in. and gross weight
6375 Ibs. This was evidently a special version, since the
standard H-47 had a wingspan of 54 ft . 5 in.. and weight
of 5865 Ibs. No further clues have been located.
The first production models, H-45's, were completed
in September, 1928. Two were delivered to Universal
Airlines and two went to Northwest Airways. One was
delivered to Wien Alaska Airways about the s a m ~ time.
Other early buyers were D. W. Norris of Milwaukee
and C. W. Keller, a big game hunter from Detroit.
Scenic Airways in Arizona operated a Hamilton at
one time. In May, 1929 Braniff acquired four Hamiltons
from Universal Airlines. Isthmian Airways operated
Hamiltons in the Panama Canal Zone flying their
"transcontinental" route. An H-47 went to the Boeing
School of Aeronautics in Oakland, Calif. Northwest
Airways eventually acquired a total of nine Hamiltons
for their fleet. One of these, Serial No. 48, NC-7523,
was destroyed in a hangar fire in February, 1933.
Ontario Provincial Air Service in Canada acquired
three H-47's on floats. A fourth, Serial No. 68, NC-878H,
crashed June 26, 1930 at Port Arthur, Ontario while
being flown by Major J. O. Leach, pilot for Ontario
Provincial Air Service. Another of their Hamiltons,
Serial No. 67, registered CF-OAI, was lost on August
18, 1931 at Fort Francis, Ontario when the pilot lost
speed in a turn and spun in. .
Wien Alaska's Hamilton, Serial No. 53, NC-10002,
was purchased by Alaskan Airways, fO'rmed by famed
Alaskan bush pilots Carl Ben Eielson and Joe Crosson.
On November 9, 1929 Eielson took off from Teller,
Alaska with hi s mechanic Earl Borland on a flight to
North Cape, Siberia. They were trapped in a snowstorm
(Photo by Gene Chase)
Rear view of Lysdale's Metalplane at the 1975 AAA National
Fly-In. The Northwest Airways markings and license number are
completely authentic.
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and crashed. Typical of the flying fra-
ternity in Alaska, a massive search was
organized to find the lost fli ers. Finally
on January 25 Crosson spotted a reflec-
tion in the snow and landed. It was a
wing of the Hamilton protruding from
the snow, with the rest of the wreckage
scattered nearby. Eielson and Borland
had been killed in the crash. In honor
of the man credited with establishing
reliable commercial flying in Alas ka,
the U.S. Air Force Base at Fairbanks bears
his name.
Probably the most unusual crash in-
volving a Hamilton occurred on the night
of November 24, 1928. Pilot Joe Doer-
flinger took off from Chicago in a Uni-
versal Airlines Hamilton, bound for
Cleveland. He had five passengers
aboard, a lady and four gentlemen. Near
South Bend, Indiana he ran into a blind-
ing snowstorm. Dropping to 500 ft. al-
titude he finally located an airway beacon
and ducked the clouds all the way to
Cleveland. Upon landing the station
agen t rus hed out exclaimi ng, " Joe,
aren' t you dead?"
Doerflinger assured him that every-
thing was alright. Then the agent ex-
plained. Pilot Ed Bassett had taken off
from Cl eveland headed for Chicago.
Since there was room, hi s wife decided
to fly with him. After depositing two
passengers at Toledo, Bassett had de-
layed take-off waiting for the weather
to cl ear. Near Bryan, Ohio he ran into a
snowstorm and tried to land in a field.
Unluckily for him a lone tree blocked
hi s path. The plane hit the tree squarel y
with s uch force that the engine wa s
driven to the rear of the fuselage. All
aboard were killed instantl y. Because it
was not known that Bassett's wife had
accompanied him, it was supposed that
the crash was Doerflinger. There was
a special reason for Mrs. Bassett to ac-
company her husband that night. It was
their eighth wedding anniversary.
January, 1929 brought a dramatic
change to the fortunes of the Hamilton
'VIetalplane Co. Eastern financiers had
been busy putting together giant corpo-
rations to combine the man ufact uring
and operations of air transport s and air-
lines by merging selected companies. In
Connecticut the Pratt & Whitney Air-
craft Co. was joined with Sikorsky Mfg.
Co., Chance Vought Aviation Corp. and
the Boeing Airplane Co. of Seattle to
form a part of the United Aircraft &
Tr a nsport Corp. The Hamilton Aero
Mfg. Co. and the Hamilton Metalplane
Co. were acquired by this group to com-
plete the manufacturing syndicate. The
airpl ane company then became known as
the Hamilton Meta lpl ane Division of
the Boeing Airplane Co., a Division of
United Aircraft & Transport Corp. In
January, 1930 a further move was made
when the Hamilton Aero Mfg. Co. was
consolidated with the Standard Steel
Propell er Corp. of Pittsburgh, also ac-
quired by the merger. Shortly afterward
The first four Hamiltons lined up at Milwaukee County Airport,
September, 1928. Model H-18 is in the rear, three Model H-45's in front .
Hamilton Metalplanes under construction at the Park Street plant,
Milwaukee, Wis. Fuselages are in the foreground, wing spars in the right
rear, assembly left rear.
Control wheel and instrument panel in
a Northwest Airways Hamilton. Turn
and bank indicator in the center, tacho-
meter to the right.
Milwaukee, Wisconsin
Model H-45 Landplane. Wasp 425 HP .
Model H-47 Landplane, Hornet 525 HP .
Model H-45 Seaplane. "Wasp" 425 HP motor, including
pontoons and all special equipment used in Seaplane
operation, no land gear .
Model H-47 Seaplane, " Hornet" 525 HP motor, including
pontoons, gears, and all special equipment used in
Seaplane operation .
Special equipment referred to above as follows :
Seaplane Floats " G" with float Gear $4,000.00
Eclipse Electric Starter, complete with Generator 900.00
Additonal charge in exchange of standard two-blade
propeller for three-blade propeller . 200.00
Charge for coating of Bitumastic covering for
protection of Dural against corrosion where plane
is used on salt water . 500.00
Total cost special equipment complete $5,600.00
In figuring delivered price of Seaplane use following :
List Price Model H-47 Hornet (landplane) $26.000.00
Deduct credit for landing gear 800.00
Price Landplane less landing gear. $25,200.00
Plus special equipment as shown above 5,600.00
$3t ,800.00
Milwaukee, Wisconsin
Approved Type Certificate 85 94
Model H-45 H-47 H-47
Motor P & W Wasp 420 HP Hornet Hornet
525 HP 525 HP
Weight Empty 3,639Ibs. 3,699Ibs. 4,318 Ibs.
Useful Load 2,226 Ibs. 2,166Ibs. 2,133Ibs.
Total Gross Weight 5,865Ibs. 5,865 Ibs. 6,45t Ibs.
Seating Capacity 8 Incl. Pilot 8 Incl. Pilot 7 Inc. Pilot
High Speed t35 MPH 145 MPH 137 MPH
Cruising Speed lt5 MPH t25 MPH t t7 MPH
Landing Speed 50 MPH 55 MPH 55 MPH
Cruising Range 675 Miles 600 Miles 550 Miles
Climb At Sea Level 850 FPM 900 FPM 800 FPM
Service Ceiling t3,000 ft . t5,000 ft . t5,000 ft .
Take Off Run 550 ft. 450 ft. 800 ft .
Take Off Time t5 sec. 10 sec. 30 sec.
Wing Loading t4.5Ibs. 14.5Ibs. t6.6Ibs.
Interior of a factory-built Hamilton
Metalplane looking forward to the pilot's
per sq. ft. per sq. It. per sq. ft.
Power Loading 13.6Ibs. to.9Ibs. t2.2Ibs.
per HP per HP per HP
compartment. This one has the standard
artificial leather upholstery.
Length Overall 34 It. 8 in. 34 ft. 8 in. 34 It. 8 in.
Height Overall 9 ft. 6 in. 9 ft. 6 in. 11 It. 1 in.
Span 54 It. 5 in. 54 ft. 5 in. 54 ft. 5 in.
the Milwaukee plant was closed and operation of the
Width At Cabin 4 ft. 4 It. 4 It.
new Hamilton-Standard Propeller Corp, was concen- Cabin Length 100 in. tOO in. 100 in.
Cabin Width 44 in. 44 in. 44 in .
Cabin Height 57 in. 57 in. 57 in.
trated at Pittsburgh. Continuing decline in sales forced
closing of the Pittsburgh plant and removal to East Hart-
ford, Connecticut.
Meanwhile the Hamilton Metalplane Division was plants at Seattle and Wichita. Thus ended the manu-
experiencing economic difficulties. Parts for five air- facture of Hamilton Metalplanes.
planes of the original production batch remained to be The record of service left by these aircraft is compara-
assembled and sold. On October 11, 1930 the Park Street tively unknown, but to the pilots who flew them,
plant was closed and operations were moved to the especially in Alaska and Canada, the Hamiltons were a
new hangar at Milwaukee County Airport. The re- rugged, reliable airplane of great endurance, We are
maining aircraft were serviced here, as well as others indeed fortunate to have Jack Lysdale's beautifully
brought in for repair or modification, In April, 1932 this restored example to remind us that good airplanes were
operation was closed out and dispersed to the Boeing built in the old days too!
The employees of Hamilton Metalplane Division, Boeing Airplane Co., Milwaukee County Airport 1930.

Men and It
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Photos by
Bill has been
man since t

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

c--..... -- -, -Rl'J ......
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'I Thumma
early 1920s.
uresformanya picpage.
tteronpage 17.
4. DudleyKelly's DeHavilland Gypsy Moth with
Wright Gypsy Enginea perennialfavorite atfly-ins.
5. 1918 Sopwith Snipe at Air Force Museum, Dayton,
Ohio. Wouldn ' t itbe fun outofthe cage?
By Chet Peek
1410 Brookdale
Norman, Oklahoma 73069
In the fall of 1970, I decided it couldn't be put off
any longer. My pride and joy, E-2 Cub 97 needed a
complete restoration. This is the story of that five year
I'd purchased "old 97" in 1953 for $100.00. After
partially restoring it in the patch-up way we did back
in those days, I'd flown it for 16 years. Someantiquers
may rememberseeing itat the Ottumwa fly-in a couple
of times in the fifties. It was really a fun airplane and
quitea conversation piece. But now the fabric was bad,
the engine was weak, and there were some suspicious
looking rust spots on the bottom of the fuselage. It
needed lots of work, and this time I was determined it
aircraft in the world. It's the direct ancestor of all the
Piper series; theSuperCubcomingoff the Lock Haven
assembly line today still has essentially the same di-
mensionsandframeworkpatternastheE-2. Fewerthan
twenty of these old planes remain; most of these are
modified with later model parts. I believe half the fun
in this sortofhobby is the studyand research required
to bring an old plane back to factory new condition;
thus my insistanceon authenticity.
Two factors helped me in this regard. First, I had

another E-2, No. 84. While nearly a bas-
ket case, it still was in original condition
with some of the fabric intact. Second, I
received immeas urable help from Mr.
Walter Jamouneau, Vice President of
Piper Aircraft. He not only answered
numerous mail inquiries, but he granted
me a most interesting two hour inter-
view in hi s office at the Lock Haven
factory. He actually remembered both
of my E-2's and could recount stories
about the first owners! What a memory
and whata grandgentleman.
Here are some random examples of
my efforts to obtain authenticity.
Color scheme. Theoriginalproduction
book stated " standard paint job, silver
fuselage and wings with red trim". Bits
of fabric salvaged from No. 84 indicated
an arrow shaped, black bordered, red
stripe which ended at the door hinge.
The exact color of maroon red was se-
lected by matching the insideoftheboot
cowl. Presumably it had not faded. The
cockpit area was completely red also,
as indicated by the remains ofNo. 84.
Instruments. Onlyfourwereoriginally
installed. By matching up those from
both No. 84 and No. 97 I endedup with:
a Stewart-Warner tach, a 41/2 inch diam
height meter (WWI surplus) and a U.S.
Guage Co. oil pressure and temp. I
searched high and low for a switch that
only read "off-on" instead of "both"
and finally found one.
Cowling. The existing cowling had
twist fasteners, but the old pictures all
showed a wire lacing arrangement.
After asking all over town, I finally
boughtsome antique shoemakers equip-
ment and was able to install the boat-
hooks properly. More on the sheetmetal
Chet Peek and old 97. Summer of '75.
Ed. Note: Somehow he just looks like
an E2 driver.
Finished Job! The day so long coming
has arrived al/ is worth it!
List price ofE-2 Cub ..........$1425.00
Dealercost (less 15%) ......... 1211.25
A-40 engine cost .............. 400.00
Prop ......................... 8.00
Tire.......................... 10.00
Wheel ....................... 6.00
Instruments, set .............. 15.00
Fabric, Yd .................... .20
Dope, gal .................... .80
Steel tube, ft .................
Man hrs to make one plane ....
"CUB" insignia. As luck would have
it, I'd saved the cover of the fin and
rudderfrom No.84 withtheN-Cnumber
as well as the legend "THE CUB, Taylor
AircraftCo., Bradford,PA." Icutastencil
for the Cub logo and after searching in
vain for a stencil cutter with the right
sized letters, I cut the rest by hand too.
This added up to several weeks of part-
time work but now my plane carries
authentic markings.
Accessories: The original Cubs had
neither carb heat or primer. I didn't in-
stall any, and after a year of flying, I'm
glad I didn't. They are just extra weight
and trouble.
While engaged in this research, I re-
ceived some pricing data that may be
interesting to antique fans . These are
from the Taylor factory in 1933.
37 ofContinentals besthorses.
CowlandnewA-40forSIN84 WB. (Notelacedcowl).
But before you restorers all start wishing for the good
old days, here is the factory wage rate ... 22c per hr!
So much for the research, now back to the story of
the restoration. Disassembly at the airport was easy.
My wife (of 30 plus years) helped put the wings on top
of the car, we bolted the tail spring to the bumper hitch
and off we went. In no time the Cub was back home in
the garage ready for work to commence. By spring, I
thought, it will be back in the air agai n. But it didn't
work out that way. We moved four times in the next
three years. All I did with the Cub was load it up and
move it! Finally, in 1973, we finished building our pres-
ent home, complete with shop, and the project could
get under way again.
Repairs. First the fuselage was stripped of about 10
coats of old primer, and sanded clean. During this pro-
cess, I noticed some suspicious looking rust pits on the
lower longerons. Out came the old ice pick, the poor
man's tube tester, and sure enough, they were rusted
out, from the inside. This necessitated the replacement
of the lower longerons, tail post and assorted other
tubing with new 4130.
Actually, this was almost as easy as trying to clean
up the old rusty tubes. I made a plywood jig to hold
everything in place, cut out the old tubing with a disc
grinder, and tack welded in the new. And replacing
that old 1025 tubing with new 4130 gives you a lot more
confidence in the airframe on rough days and rough
After finishing the fuselage, I looked over the pile
of tail feathers (three sets) and chose the least bent and
rusty set for restoration. These, from No. 84, were sand-
blasted and primed and I'd almost started to cover them
when some guardian angel suggested I try to fit them
to the fuselage. You guessed it, they didn' t fit. Evidently,
in those early days of production, the attachment holes
were not ji g drill ed, thus each may be a littl e different
dimension. No problem though, I picked the original
parts for No. 97 out of the pile, did a little welding,
sanding and straightening, and they fit.
However most of the early Cub parts are int er-
changeable. The door I used came off No. 320 which
was built two years later than No. 97, and it fit per-
fectl y. The sa me holds true of the landing gear and
The littl e plywood seats were quite a challenge.
They are built up of dozens of pieces of 1/4 inch marine
plywood, and must be accurately made since the con-
trols bolt onto them as well as the fuselage. Here again,
a jig to hold things in line was the answer. When done,
these seats only weigh about 6 pounds, they are built
ultra light like everything else on the early Cubs. You
have to keep remembering that the whole plane wei ghs
only 530 pounds empty!
Covering. This was more of a learning process than
actual work. I decided to use Stits Poly-fibre and pur-
chased the necessary supplies from fellow antiquer
Don Sharp at Paul's Valley. Spent an evening or two
reading the instructions, then confidently waded in.
Putting on the dacron was a breeze. No sewing in-
volved, just cementing. To shrink it you just use a hot
iron or a hair dryer. I had some trouble getting the
right mix of dope and adjustment of the spray rig, but
once that was solved, I ended up with a nice smooth
coat of aluminum, which was the original final coat.
After lots of masking and spraying, the red trim was
on, edged with pencil-wide black stripe.
Engine. I just plain lucked out on the engine. For
several years I had been corresponding with Robert
Thompson of Dayton, Ohio, (Mr. A-40). He finally
agreed to overhaul an engine for me so I picked a fair
looking one out of the pile and sent it to Dayton. He
doesn't overhaul an engine - he builds a new one! It
would take a book to tell the story of hi s overhaul s, so
I'll save that for another time. But when he is done, the
engine is better than new, and looks it. ,A new name-
plate, even! He even hung it in the fuselage of his Heath
Racer and ran it for four hours to break it in. (see pic).
Odds and ends. Through the winter of '74-'75 I
finished all the small parts, instruments, wheels, landing
gear, and sheet metal. The sheet metal work alone took
several months with a chronology something like this:
1. Locate correct .025 aluminum. None locally, so
had some shipped in from Tulsa.
2. Cut patterns from old cowling and boot cowl. My
batting average was about 500 on this job; one good
piece for every bad piece.
3. Locate an edge bead machine. Found one through
the want ads, bought it and edged all the parts.
4. Find crimper and deep throat beader for fire-
wall. Canvassed all the local tin shops and finally
found one who had the old style bench tools. He didn't
want to do the work, but he let me use the tools. After
three tries, I had a perfect firewall, and felt like a
qualified tinsmith!
5. Fit cowl to fuselage. This involved taking it off
and on at least ten times, adjusting the fit with poor
man's Clecos (stove bolts) and trying it on again.
6. Buy rivet gun and rivet up.
7. Prime and paint.
Assembly and inspection: The restoration was
eventually finished and assembly only awaited the
first warm spring day. One Saturday in March, '75
several EAA friends came over and the plane was moved
to a hangar at the Norman airport. Same format,
wings on top of car, tail wheel tied to bumper hitch.
While I had the help, we hung the wings and Old 97
began to look like an airplane again.
Still, plenty of work remained. The windshield
couldn't be fitted until after the wings were on, the tail
feathers had to be installed and of course all struts, wires
and turnbuckles had to be adjusted and safetied. When
this was done I started that pretty, new A-40. It ran
just as well as Bob said it would. After I had inspected
and double checked all controls and fastenings , every-
thing was ready for my friendly LA., fellow antiquer
Warren Smith.
Actually, Warren, who has a pristine J-2 Cub of his
own, had been a willing and invaluable helper since
the start of the project. As each process was completed,
he would carefully inspect the parts before allowing
the work to continue. When the aircraft welder I had
hired failed to show, Warren stepped in and welded the
entire fuselage. He insisted on perfection, but so did L
On May 3,1975 everything was done. The Cub stood
without cowling or inspection covers waiting for War-
ren's final scrutiny. After a complete "look over" he
said "Well, Chet, I think it's ready to go." It took me
only a few minutes to snap on the cowling and covers
and taxi to the end of the runway.
Flying theE-2. I didn't bother to check anything
other than to wiggle the controls, because what can you
check on a single ignition engine in a plane without
brakes? As I opened the throttle the tail came right up
as always and we slowly gained speed. After about a
100 foot run we were off the ground and climbing at a
fair rate. I'd intended to fly down the runway and land
at the end, but everything was working so well I decided
to go around the patch. Had 400 feet at the end of the'
runway. Probably would have had more, but without
an airspeed I don't like to bring the nose up too far. The
little A-40 was purring like a kitten at 2350 rpm and in
no time we had made the circuit. It had been years since
I had landed the Cub, but no problem. Those incredibly
slow, soft, tailwheel first landings are easy.
So the restoration was done and Old 97 was back
in the air. During the next several weeks there were
enough calm days for several more flights. I determined
that the new Fahlin prop that I was so proud of must be a
cruise model, because 2350 was all the rpm I could twist
out of the little engine. Back on went my Sensenich
6923 and the engine turned 2500 as it should.
How does an E-2 fly? I'd say lots better than you'd
expect. With one person aboard it will act a lot like a 65
hp J-3. It takes off in 100 feet or so, climbs at perhaps 800
fpm and feels light and quick. With a passenger along
it's a bit sluggish, but still gets off in a couple of hun-
dred feet and climbs adequately. I've hauled 180 lb.
passengers on fairly warm days, and while it wasn't
exactly a skyrocket, we had no trouble getting 1000 ft.
in a fairly wide pattern. Cruise is discouragingly slow,
between 60 and 65 mph, so you don't take many long
cross-country flights. The performance is quite dif-
ferent fro,m that reported by Gene Smith in the Feb. 76
Air Progress. I'm afraid his one short exposure to the
E-2 was not typical.
The E-2 now resides in my new hangar on a co-op
grass strip near here, it can fly whenever it wants to.
This has worked out to about one ten minute flight per
month this winter; but the spring fly-ins are coming and
we'll be there.
I've started the restoration of No. 84; how will a
matched pair of E-2's look at Oshkosh?
Ol d cover from SIN 84.
Cockpit area.
test flight
1908 Glenn Curtiss - June Bug
roar went up from the crowd as the engine sput-
tered and then took hold. Ithad been a long, cold
morning for the more than 500 persons assembled -
especially Joseph Meade, Jr. , President of Mercury Air-
craft, and the mechanics and other workers who were
anxious to ground test their reproduction of Glenn
Curtiss' June Bug.
The bright - but crisp - 20 degree weather on
January 10, 1976 proved an enigma for the 1929 model,
115 horsepower engine on loan from the Glenn Curtiss
Museum in Hammondsport, New York. Heaters and
blankets warmed the engine sufficiently so that finall y
it could be started. Guided to the 1,800 foot airstrip of
the Bath-Hammondpsort, New York Airfield, Meade
piloted the craft down and back the snowcovered run-
way at speeds up to 20 miles per hour.
In its first ground test last September, the June Bug
tested at over 40 mph as it was manipulated around
the Bath, New York Fairgrounds track. It had been
hoped to more than match that speed in the latest
The testing did disclose several points that will be
remedied, and in that the testing was deemed" success-
Although the wings are still uncovered, construction
of the June Bug to date has been approved by the Federal
Aviation Administration and fabric will soon be added.
Plans are being made to fly this craft during Ham-
mondsport's Bicentennial Celebration June 23-27, 1976.
It is a reproduction of the airplane in which Glenn
Curtiss made the first pre-announced, public, powered
airplane flight in the United States on July 4, 1908, in
Hammondsport, New York.
The original was the third of four planes built by
the Aerial Experiment Association of which Curtiss
was a member, along with Dr. Alexander Graham Bell.
Piloting the plane this summer will be Cole Palen
of Rhinebeck, internationally known builder and pilot
of early aircraft, who owns and operates the "Old Rhine-
beck Aerodrome."
By William M. Fox Hammondsport, NY
",.. J .. ..
BELOW: A groundtest oftheJune Bug IABOVE: Joseph Meade,Jr. talks with well-
replica was successfullyheldin Hammondsport, Iwishers aftergroundtesting the replica ofGlenn
New York.Atthe controls was Joseph ,H.Curtiss' June Bug. The replica willbe
Meade, Jr., PresidentofMercuryAircraft, Inc. flown June 23-27, 1976atthe Bath-
where the replica was built. Hammondsport, New York Airfield.

f 1\ t -


Tom Poberezny
1976 EAA Convention Chairman
This year when you attend one of the many local
or regional fly-ins or your national Convention in
Oshkosh, you will see row after row of beautifully
restored antiques, classics, warbirds or a "build-it-
yourself" custom built aircraft. Thousands of pain-
can sit proudly on the line or be viewed by many as
they participate in the fly-bys . Each year, people say
the quality of workmanship can't get any better and
each year it does!
An integral part of any fly-in event is the recogni-
tion of this hard workby theowner/builderthrough the
awards program. Theawards program, and the judges
associated with it, can be the mostappreciated or most
maligned people in the world, depending on what the
results are!
This past year, your Antique/Classic Judging Com-
mittee and Chairman have worked hard in refining
the rules and regulations developed in early 1975 to
insure the best possible avenues in making the correct
selections. An outline of the judging standards ap-
peared in the April issue of the Vintage Airplane and
the May issue ofSPORTAVIATlON. Please be sure to
read this information whether you have an airplane or
not. It will provide some insight and background into
the work that has been done to insure thataward win-
ners are not"pickedoutofthe hat!" 1976 will seea few
changes regarding who will be eligible to compete for
awards at the Annual EAA Conventionin Oshkosh:
1. Only EAA and/or AntiquelCiassic members will
be eligible for awards.
2. Only those aircraft who indicate on their air-
craftregistrationform thattheywishtobejudged,
will be judged.
You will note in the May Hotline of SPORT AVIA-
TION that only EAA members will be allowed to
register their aircraft. This action has been necessitated
by the fact that there were individuals attending the
Convention, using valuable display parking space and
in some cases winning awards, who did not join your
organization and supportit.
The men and women of the judging committee will
spend long hours this year inspecting many fine air-
craft. They will make every effort possible to make the
Infact, if youwishtohelp, Iamsurethey will behappy
to hearfrom you.
Speaking of help, a list of your Convention Chair-
men appears on page 11 of the April issue of Vintage
Airplane. You have heard this beforeand no doubtyou
will hearit again - If you are going to attend the 1976
Convention, please offer your services to one of these
fine committee chairman. They put in long hours on
your behalf, notonlyat the Convention, butprior to it
when much of the planning and coordinating is ac-
complished. You can make their job easier and every-
one's visit more enjoyable by helping ...and I think
you will find the 1976 Convention more meaningful
when you are an active part of making it all happen.
Enough said.
Thus far two successful Regional Chapter Officers
Meetings have been held in Greenville, South Caro-
lina (Region 4) and Hartford, Connecticut (Region 5).
Your Headquarters staff has had the opportunity to
make personal contact with officers and directors of
over50 EAA Chaptersinadditiontohundredsofmem-
bers. These sessions have been found to be quite
meaningful for they have provideda greatdealofinput
from the "field" in addition to answering questions
and providing valuable information to EAA'ers who
are heading up activities on it chapter level. On May
15th, the Region 6 meeting will be hosted in Chicago.
In the fall, EAA Headquarters will be visiting the re-
maining three regions. .
the opportunity to attend or participate in a number
offly-ins, airshowsandchapterbanquetsandmeetings.
I have found that EAA'ers, whether their interests lie
in homebuilts, antiques, classics, warbirds, aerobatics
orjustplain " fun flying", are thegreatestpeoplein the
world. I"haveseenthempitchinatanairshoworfly-in
and help someone a long way from home. They have
offeredfood, housing, mechanicalassistanceandmoney
to a fellow pilot in need.
This is the "Spiritof '76". This is EAA. Don'tever
sell yourselfshort.
Seeyou at Oshkosh.
February27, 1976
Dear AI:
Yourtelephoneconversation was most
rewarding to me. It gave me a full understanding
ofyour needs.
Iwish to acceptyour nomination
as acontributing editorforThe Vintage
Airplane . Much of my input will be dependent
upon others but I hopeto circulate
the word at an early date.
The manner in which you have decided
toask me intothisfraternity is to me an honor,
and Ishall doall Ican notto letyou down.
A capsuleresume ofyours truly follows :
"While in High School in the early
thirties I became deeply interested in aviation.
It was while helping out around the old
Amboy Ai rport selling tickets forSundayatter-
noon rides, that Iwas ableto make some
early acquaintances in aviation which have kept
my interestaliveeversince.
A nearlyfive year stint in the Air Force
during WW II as a crewman-aerial photographer
onlyserved to continue my interest. The
militaryorganization was the First Motion Picture
Unit at the old Hal Roach Studios.
From thosedays to the present ,my vocation
has been photography in varied forms.
Motion picture production, still
advertising, magazine illustration,animals,
and perha'ps firstly,aviation-aerials.
Forsome monthsI have been involved in a
series ofbiographical sketchescon-
cerning theaviation pioneers living in Florida.
As a memberofthe Florida Sport
Aviation, Antique and Classic Association
these opportunities have been mostnumerous.
The tape recorded sessions as well as
the narrativesand photographsare finding a
place in myever growing files.
Aircraft photography is perhaps the
largest and fastest growing file at the moment .
These include photographsIwas able to
make back in theearly thirties,and those that
have been added sincethattime.All
negatives are in my possession.
Currently Iam employed bythe General
Electric Company, Ground Systems Department
here in Daytona Beach. Audio/visual
production justhappens to be my specialty
within theCompany.
Again, manythanks foryourbelief in
my abilities. Please keep me informed ofyour
wishes and reactions towhat I may submit.
In this way perhaps Ican improve upon
what I liketo be involved with,the understanding
Mostsincerely, .
Robert G.Elliott
1227Oakwood Ave.
Daytona Beach, FL 32014
February 11, 1976
Dear Mr. Kelch:
It was niceto receive apersonal letter
from you. I have already found your
publication Vintage Airplane very interesting.
Manyofuswhoenjoythe old planes,are
greatly indebted tothose who giveso much
time,energyand money in the preservation of
these fine aircraft .
In the twenties,when Iwas a boy,it
was quitea thrill tosee a real flying machine
settle into a stubblefield.Ifthey were
able to get the ship turned around, the take off
was even more spectacular. Noisysnorts,
exhaust fumes and flying debris from the pro-
pellerblastall contributed to the
magic spell. Istill enjoytheexcitement
ofsuch activity,especially ifthe machine
has an open cockpit, twowings, wire bracing
and a helmeted pilot with goggles.
In the early forties', I completed a course at the
Aeronautical UniversityofChicago. Iwent
to work forthe Glenn L. Martin Company
in Baltimore helping to construct B26 medium
bombers. Iwent into the U.S. Navy
in 1943 and becamean aviation ordnanceman .
The planes we serviced were Vought
Corsairs and Curtiss Helldivers. After
the war, Iwent into anotherfield and practically
lost contact with the world ofairplanes.I
thoughtthatthe old biplaneswere gone
and rapidly being forgotten.
In the earlysixties, twoflyers from
Dayton came screeching outofthe cloudsover
Elwood in open cockpit Waco biplanes.
They made some fancy passes then started taking
up passengers in theold tradition.A whole
new/old world came alive again.I learned about
and joined the EAA and the AAA.I have
been attending fly-ins and visiting museums
collecting photosever since.
Not realizing,fora time, how manyold
planes were still around,I began to build and to
photograph modelsofthe rare ones.I
wanted to straighten out in my own mind the
orderin which these planes came into
being. Finally,I put my notes and photos into
print. I published a small book entitled
BIPLANES THEN/NOW.The current price is $2.00
and itis available from the writerat his
home address. This booklet is not intended to be
a detailed historytoenlighten thecritic
or historian.It is a general history
for potential newcomers.I hopeto be able to
revise and improveitifthere is
a reasonabledemand forit.
Iam enclosing some copyrighted photos,
however,you have permission to use them in
Vintage Airplane ifyou should
wish to doso.Isuspectthatyou may be
better acquainted with most of the planes and
ownersthan I. When in the future, I run
across storiesorpicturesthat I
think mightbe ofinterestto the membership,
Iwill pass them along .
At any rate,thanks forthe great job that
you people are doing. Ienjoyboth the
EAA and the AAA movements. Best wishes for
continued success I remain.
Yours truly,
1314 Dulee Drive
Elwood,IN 46036
EAA 30584,AAA M8451,NC 2107
March 1, 1976
Dear Sirs:
Attera membershipofseveral years
in the Antique/Classic Division,I had this year
decided to let my membership lapse.That was
before Igotthe January issue- I'm
very impressed with the newformat.
I loveto read abouttheold antiqueaircraft
and their histories, but let us not
forget the newerantiquesand classics.
Particularlythe airplanesthat taughtAmerica
to fly.
I have madea newyears resolution
also! Iwill endeavorto help you with material
as thechance presents itself.
Find enclosed my check for$10.00 to
cover my 1976dues. Also my 1941 BC12-65
Taylorcraft Delux has 3400 hrs. total time in the
log books.I' d be interested in hearing from
anyone with aT-Cratt with moretime
on it . NC29804 is finished as per 1941 Delux color
scheme completewith wing numbers.
E ~ 78331,NC 1066
March 4, 1976
Preserving aviation historyis a very
difficulttask.It is much liketrying to
determinethe real story ofan auto
accident from the typically varied accounts of the
witnesses; Everyone sees an event in a
slightlydifferent manner.Forthe
true historian,the bestsources would include
the principals involved in an event,as
these individuals had more reason to
knowthe intricaciesofan importantevent
in their lives,and perhaps had more
reason to reflect on it afterwards.
Another good source would be official records
ofan involved organization, such as
the National Aeronautics Association and
alike. Aviation perodicals have always had a
reputation of high reporting integrity,
and excellent informationcan be
found on the pages ofsuch journals as
AERO DIGEST and AVIATION. Newspaper reports
are notoriously unreliableand should
only be used to generate " the color"
ofa situation. Recently written
history should be carefullychecked forwhat
references were used,and who, if
anybody,authenticated the result .
Very importantto the aviation historian is
to learn and record those ofthe first
generation ofaviation, astime
will eventuallytake itstoll .
Each student ofhistory,aftera careful
review ofall information available,including
its references, should drawhisown
conclusionsas towhatactually happened!
Ed Escallon
Orlando, FL
February 27, 1976
Dear 'J.R.':
Regarding your request for"contributing"
editors, will make sincere effortto
submit material inthe future toVintage
Airplane. Have been writing for Pilot' s Preflight ,
The Washington sectional since its
inception in May 1975,8th Air Force's Second
Air Division Association and someothers
on occasion.Am Antique Airplane
Ass'n (12409), OX-5 Club (10366), SilverWings
Fraternity (3091) , member.
Do notwish to commit myselfto
regularcontributingsince the monthly
antique column Idofor Pilot's Preflight,
Washington sectional is enough to
keep me really busy.
Rick Rokicki
365 Mae Rd .
Glen Burnie,MD 21061
January 26, 1976
Dear Mr. Nielander:
We received ourJan. copyofThe
Vintage Airplane and both my husband and I
thoughtthe new format is very nice.
You mentioned wanting a geographical area
contributing editor. We live i n
San Jose, Cal. and try to make as manyfly-ins
as we can in the farwest. We have dual
membership in both EAA and AAA.
What are the requirements and guidelines
ofacontributing editor?
Pat White, NC 500
Calendar of Events
May 1-2 - Corona, California - Southern California
Regional EAA Fl y- In sponsored by EAA
Chapters 1, 7, 11, 92, %, 448 and 494. For infor-
mation contact Terry Davis, 13905 Envoy Ave.,
Corona, Ca. 91720. Phone 714-735-8639.
May 2 - Ellington, Conneticut - Ellington Airport.
Sponsored by Rockville Rotary Club.
Aerobatics, Ground Displays, Trophies for
Antiques a nd Homebuilts. Entrance
applications available. Call or write j os. E.
Shinn, 159 Union St., Rockville, Ct. 06066.
Phone: 203-875-8000. (Raindate May 9th)
May 15-16 - EAA 14th Annual Fl y- In, Ramona,
Ca. Airport. Contact: R. Borden, 2279
East Pasto St., Ramona , Ca. 92065. 714-789-0459.
No Aerobatic contest \pi s year.
May 15-16 - Conroe, Texas - 2nd Annual Fl y In at
Montgomery, Texas Airport (40 miles north of
Houston), sponsored by EAA Antique
and Classic Chapter 2, EAA Chapter 12 and EAA
Chapter 345. For information contact
Doug Scott, 626 Lakeview Drive, Sugarland,
TX 74088. Ph. (713) 494-3791 or Ed Pruss,
6327 Tall Willow Drive, Houston, TX 77088 Ph.
(713) 466-4490.
May 22-23 - Cambridge, Maryland - 9th
Annual Potomac Antique Aero Squadron
Antique Fly- In, Horn Point Aerodrome.
May 28, 29, 30 - Watsonvill e, California -
12th Annual Antiquer Fly-In Air Show.
June 4-6 - Merced, California - Merced West
Coast Antique Fly-ln. For information contact
jim Morr, a Director, Box 2312, Merced, CA
95340 or call 209-723-0929.
June 16-20 - 1976 Staggerwingrrravel
Air Int e rna tional Convention, s ponsored by
Staggerwing Museum Foundation and
Staggerwing Club, Tullahoma, Tenn . Contact
John Pari sh, c/o Staggerwing Museum
Foundation, P.O. Box 550, Tullahoma, Tenn.
37388. Phone: 615-455-0691 (business) or
615-455-2190 (home).
June 18-20 - Pauls Valley Oklahoma -
Greater Oklahoma City Antique
Airplane Ass n. Fl y- ln. Contact Alan Brakefield,
Rt. 3, Box 301A, Okla. City, OK 73127.
June 23-27 - Hammondsport , New York -
Flight of the june Bug, a replica of
the 1908 aircraft built and flown by Glenn H.
Curtiss, in conjunction with Bicentennial
Celebration. Contact Bill Fox, Pleasant Valley
Wine Co., Hammondsport, New York
14840. Phone: 607-569-212l.
June 26-27 - Wisconsin Chapter AAA
Grass Roots Fl y- In, Clea rwater Resort ,
Clearwater, WI.
June 26-27 - Well sville Avi ation Cl ub,
Inc., Great Well sville Air Show Poker Rall y Air
Race. Spot Landing Contests, Flour
Bombing, Best in Class Aircraft pri zes and
trophi es. Wellsville Municipal Airport,
Wellsville, NY. (Raindate july 10) .
July 3-4 - Gainesville, Georgia - 9th Annual
Cracker Fl y-ln. Sponsored by North
Georgia Chapter of AAA, Antiques, Classics,
Homebuilts and Warbirds welcome.
Contact Bill Davis, 2202 Willivee Pl ace,
Decatur, GA 30033.
July 10-11 - Annual EAA Chapter 62 Fly-In,
Hollister, CA. Contact D. Borg, 6948
Burning Tree, San jose, CA 95119.
July 10-11 - 17th Annual AAA Fly-In, DuPage
County Airport, West Chicago, Illinois.
Phone 312-763-7114.
Jul y 31 - August 8 - Oshkos h, Wi sconsin -
24th Annual EAA International Fly-In
Convention. Start making your plans NOW!
August 29-September 6 - Blakesburg, Iowa -
6th Annual Invitati onal AAA-APM Fly-ln.
August 30 - September 3 - Fond du Lac,
Wisconsin - 11th Annual EAAIIAC
International Aerobatic Championships. Spon-
sored by Internati onal Aerobatic Club.
September 17-19 - Georgetown, South
Carolina - Second Annual Spirit of '76 Fl y- In at
Georgetown County Airport, South Carolina.
Sponsored by Chapter 543 Antiquel
Classics, Warbirds and Homebuilts. For infor-
mati on contact Herb Bail ey, P.O. Box
619, Georgetown, SC 29440. (803) 546-2525
days; (803) 546-3357 ni ghts and weekends.
Back Issues OfThe Vintage Airplane
At its April meeting the Board of Di rectors of the
Antique-Classic Division voted to change the dues
structure as indicated below. The changes become
effectiveJune 1,1976.
EAA $14.00 annually. All rights and privi leges as
MEMBER a full member of the Antique-Classic Divi-
sion. Receives 12 issues of the official
Antique-Classic publication, The Vintage
NON-EAA (a) $20.00 annuall y. All rights and privileges
MEMBER as full memberof EAA and Antique-Classic
Division. Receives 12 issues of the official
Antique-Classic publication, The Vi ntage
(b) $34.00 annually. All rights and privileges
as afullmemberofEAAandAntique-Classic
Division. Re.ceives 12 issues of The Vintage
Airplane and 12 issues ofSportAviation.
Passing of a Great Member: GROVER LOENING
September 12, 1888 - March 1, 1976
. "There is a feel ing in aviati on that it has all been done, but it has n' t been
done. You young men and women mus t rei oak the things that are tatlght and ques-
tion whether they should be accepted."
Thi s morning March 1, 1976, I received word over the tel ephone that our great
aviation pioneer a nd close fri e nd Grover Loening departed on his last fli ght.
Grover had been hospitali zed in mid-January as a result of a cerebral hemorrhage
and an operation was performed.
All of us had heard of Grover's condition and were hopeful he might success-
fully survi ve, until the sad news came this morning.
Itwas my great pleasure along with my wife Elsie, as guests of EAA and FSAA
& CA to attend their banquet, December 6th, during the Homes tead Fly-In, where
Grover gave a very interesting lecture with illustrated slides covering the work of
Professor Langley and the development of his scale models and man carryi ng air-
plane, including its subsequent removal from the Smithsonian Institution and ship-
men t to Hammondsport, NY, Curtiss Company Plant, where revisions were made
to the structure.
Grover Loening's outstanding aviation career is one of unending accomplish-
ments and he will be missed bv all who knew him, but hi s contributions to the
advancement of the science will li ve on for ever.
E. M. (Ma t ty) Laird