Vintage Airplane - Jun 1979
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STR IGHT ND LEVEL
By Brad Thomas
In less than two months we will be attending the
27th Annual E International Convention at Wittman
Field , Oshkosh , Wisconsin from Saturday , July 28through Saturday, August 4, 1979. Will you be with
us to participate in and enjoy the world s largest aviation event? Many of us have been in attendance dur
ing the past years and we know what is in store for us;
but what about you, who has finally decided to attendthe Convention for the first time? Excited We know
you are So now, let s take a look at our Division 'sactivities for Osh kosh 79.
If at all possible, try to attend the Convention for
the entire eight day period. Remember, you can camp
on the Convention site with your own camping facilities, o r at your show aircraft if desired , or with your
regular aircraft in the designated area for transit camp
ing. If camping is not your type of sleeping quarters,
then the many motels and dormitory facilities are avail
able to you, and transportation is available to the Con
vention site.
The Division will again present a complete program
of forums on Antique and Classic aircraft. Type clubs
will have representative forum programs of special
interest for those wanting updated information on their
individual type of aircraft. Other areas of interest will
generally include information on restoration tech
niques , maintenance, individual aircraft flight characteristics , modifications, and other related items of in
terest. These forums are held in the large tent adjacent to ou r Division Headquarters barn, and the com
plete schedule of forums are posted within the barn.
Daily schedules will be posted on the blackboard out
side the barn. s soon as possible after arriving on the
Convention site it is suggested that you check the com
plete forum schedule at- the barn so that you can plan
your activities to include those programs of special
interest to you .Many of you will be flying your own aircraft to the
Convention. Our Division parking committee is well
organized and manned by experienced personnel who
work as hard as any committee to please you, the ex
hibitor, during the Convention . There are times whenaircraft appear in unbelievable numbers at the sametime , and each wants to be parked as soon as possible
in the proper area. Your patience and obedience with
those of the parking committee will speed your tie
down in the proper designated area.At our barn headquarters are those wonderfu I ladies
who answer your questions, assist with internal messages, distribute the various sales items available, and
give you that big smi le which makes your day happier.
Make the barn your headquarters as a meeting place
to get together with friends . If you like to just talk,
and what antiquer doesn t, there are always many
members around the barn at various times who can
fill your needs. In the area directly behind the barn
are the headquarters for the judging teams. Separategroups of judges work with either the antique or classic
aircraft. These volunteer judges are working constantly
from the opening day of the Convention through the
following Friday to complete and finalize the results
of the hundreds of aircraft that have been judged. The
judging comm it tees receive a copy of the Convention
registration form that you complete after arriving with
an aircraft to be parked in our Division area. Pleasebe extremely accurate when completing your form
and be sure to request an answer to a portion of the
registration form that may not be clear. It is very im
portant that you designate the specific row your air
craft has been parked in and to enter this information
correctly on your registration form. Not only is this
information important to the judges, but it marks a
specific place where your aircraft is parked for the
time you will spend at the Convention. Please do not
under any circumstances move your aircraft from its
original assigned parking space.Your Division leaders and others have volunteered
to serve as chairmen and co-chairmen of the many com
mittees needed to efficiently operate and plan the
activities of the Convention. These individuals cannot
effectively operate their various committees without
the help of you member volunteers , your families,
and those prospective Division members. Your sup
port in the past has been outstanding . We need you
again this year, so when you come by the barn, please
ask for the Division manpower chairman and he will
be happy to see that you are assigned with a group
of volunteers for the committee of your choice . An
hour a day, a half day, or a whole day of volunteer
service will be appreciated by these committees. Let's
turn out in numbers this Convention year and show
our Division that you are an active part of it.
A ballot has been placed in the centerfold of this
issue of he VINT GE IRPL NE for the annual elec
tion of our Division officers and directors. Please exer
cise your right to vote by completing your ballot and
mailing it as instructed . The candidates l isted are
those nominated by the nominating committee , and
spaces have been provided for write-in candidates of
your choice. The officers and directors of the Division
are voted to serve the Division by you the member
ship . Your ballot will show your support of the officers
and directors of your Division or make known those
whom you would pr efer to see as your leaders .
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ditorial
taff
PublisherPaulH.Poberezny
. Quinn Boyd few thi s Spartan Executive from I Paso, EditorTexas to Chino '79. (Dave Gustafson Photo) •
DavidGustafson,Ph.D.
Associate Editors: H. Glenn Buffington, Edward D.Williams, Byron
(Fred) Fredericksen.
Readersare encouragedto submitstoriesand photograph s.Associate Editorshipsareassignedto those writers who submit five or more articles which are published in THE VINTAGE AIR·PLANE during the current year . Associate s receive a bound volumeof THE VINTAGE AIR·PLANE and a free one ·year membership in the Division for their efforts. POLlCY·Opinionsexpressed in articles are solely those of the authors. Responsibility for acc ura cy in reporting
restsentirelywiththe con tributor.Directors
Claude L. Gray, Jr. AI Kelch
9635SylviaAvenue 66W. 622 N.Madison AvenuePRESIDENT
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THE VINTAGE AIRPLANE (ISSN 0091-6943J is owned exclusiv ely by EAA Anl ique lClassicD ivision. Inc .,and is published monthly at Hales Corners , Wisconsin 53130. Second class Po stage paid at Hales
Corners PostOffice, Hales Corners, W iscons in 53130 , and add it ionalmailing offices. Membership
rates for EAAAntique/Classic Division, Inc ., are $14 .00 per 12month periodof which $10.00 is for thepublication of THEVINTAGEAIRPLANE .Membership is open to allwhoare interestedin avia tion .
T l ~ V I ~ T A 7 ~ A I V V L 4 . ~ ~OFFICIALMAGAZINE
EAA ANTIQUE/CLASSIC
DIVISION INC.
of THE EXPER IMENTALAIRCRAFTASSOCIAT ION P.O. Box 229, HalesCorners,WI53130Copyright" 1979EM Antique/ClassicDivision , Inc .,AllRightsReserved
JUNE 1979 VOLUME 7 NUMBER 6
Fron! Cover . Thomas Morse S-4-C built and own ed by Ray Cocking. (Photo Cou rtesy Ray Cocking)
Back Cover . . .The Antique replicas a tChino 79 made for some colorful photographs. This one was taken
byGolda Cox .TABLE OF CONTENTS
Straightan d Leve lby BradThomas .. . . . . 2
Chino '79.. . . .. ... . . .. . . ... . . . . 4
TheSixteenYearOldTommy by RayCocking .......................... 8
A CurtissAlbum by GeorgeHardie , Jr .. .. . . . • . . 14
KittyHawk, NorthCaro linaTo Lancaste r, Californiaby Wen andJoAnnPainter .. .. . 16
Antique/ClassicAircraftUnderRestoration . . . . .. 21
CompletedAntique/ClassicAircraft 21
Borden 'sAeroplanePosters FromThe1930' s
by Lionel Salisbury . . 22
LettersTo TheEditor . .. . 24
CalendarOfEvents. . .. ... 25
Nominees ForOfficersAndDirectorsOfAntique/ClassicDivision 26
1979Convention CommitteesAndChairmen . 27
EAA ANTIQUE/CLASSIC DIVISIO-NMEMBERSHIP
oNON-EAAMEMBER - $22 .00. Includes one year membership inthe EAA AntiquelClassic Division, 12 monthly issues of THE VINTAGE AIRPLANE; one year membership in the Experimental Aircraft Association and separate membership cards.
SPORTAVIATIONmagazinenot included.
oEAAMEMBER - $14.00. Includes one year membershipinthe EAA Antique/ClassicDivi sion, 12 monthly issuesof THE VINTAGE AIRPLANE ANDMEMBERSHIP CARD.(App lica ntmustbe currentEAA memberand mustgiveEAA membershipnumber.)
Page4 Page 14 Page 22 3
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Victor Hugo, who once wrote that theatrical pin
nacles can only be reached by combining elements of
the sublime and the grotesque, would have found
Chino '79 a very dramatic affair. There was a little bit
of everything in the overall operations as well as the
variety of aircraft that made it in .
On the pleasant side, top honors for the fly-in went
to an antique aircraft for the second year in a row. Last
year Claude Gray and Bob Groff brought in their 1927
American Eagle and swept away nearly as many tro
phies as All n The Family". This year Claude refused
to be considered for an award and tried in vain to steer
the local judges at Chino toward using the Oshkosh
judging categories and criteria. EAA and the Antique/
Classic Directors are eager to see judging activity
standardized across the country. Claude was in for
another frustration, however, when the local con
stabulary blindly backed their car into the tail group
of his Eagle, bending the rudder and elevator in the
process.
This year 's fly-in Grand Champion is Jack Rose's
93 Pitcairn PA-8S Super Mailwing. (For the complete
story of the Mailwings and Jack's outstanding restora
tion, see Jack Cox's write-up in SPORT AVIATION
May 1978.) Jack Rose was slightly upstaged, however,
by the reactions to the incredible replica Gee Beeracer. Built by Ed Marquart and owned and flown by
Bill Turner, the Gee Bee looks like a wierd cross be
tween a flying traffic cone and a pregnant wasp. Most
people were equally impressed by the outstanding
workmanship in the Gee Bee as well as the obvious
demands it placed on the pilot. It's not a beginner's
airplane. Ed and Bill received Chapter One's Achieve
ment Award for the stunning yellow and black racer.Replication honors at the fly-in went hand in hand
with praise for endurance to Ray Cocking for his
Thomas Morse Scout, a sixteen-year construction proj
ect (Ray's personal account starts on page 8.)
There were other exciting historical copies, most
notably, Jim Appleby's meticulous Fokker DR-1, and
Sopwith Pup which kept company with Jim Osborne's
Nieuport 28 . Jim and Eric Schilling staged one of the
most engrossing acts of the air show schedule with amock dogfight in the Triplane and Nieuport. No doubt
about which one was more maneuverable: the Tri
plane looked like it was pivoting on a point in front
of the Nieuport. Smoke bursts signalled victory for
the Nieuport, but miraculously the Fbkker came back
ABOVE: Judges Choice Antique, a customized Meyers OTW belonging to Nick Mehterrian of San Marino CA.
BELOW: ck ose, showing the strain of victory in the lower right corner of the photo, lOok the Grand Champion
Award for Chino '79 with his Pitca irn Mailwing which he flew down from Spangle, Washington.
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.
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By Ray Co cking
3468 Barnaby Ct
Riverside, CA 9 5 4
Photos Provided y the Author)
dk/NJ /NJ -
'
....
Upper wing less aileron.
Roman Warren flyin g und er arch at iairground. EthelBerry standing on p lat er beca me Mr s. Warren
8
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In late 1962 after 20 years away from flying, I made
the decision to build a Replica Thomas Morse S-4-C.Many questioned: Why are you building a T.M.
Scout? That s a story all in its own . . . To make it
short, between the age of 12 to 16 I helped aneighbor rebuild a cracked up T.M. Scout. His name
was Tom Mathews. l owe an awful lot to Tom for all
the little things he taught me. He has passed on now,
but many sti ll remember him well.
Whenever Tom flew the T.M. I went along to help
start it and wing walk it out to the runway. This all
took place in Co lton , California, where I grew up.
Three miles away was San Bernadino where Leland(Lee) S Miles flew his Tommy. Lee became famous
for flying the Miles Atwood Special at Cleveland and
many other big races. He was later killed at Cleveland
when a fitting broke and the wings came off. But Lee
loved to fly a T.M. Scout and on Sundays he often
put on a good show with his Tommy.
On the other side of Colton was Riverside where
Roman C Warren, th Cowboy Aviator , also flew a
T.M. Flying under the local Rubidoux bridge on June
13, 1926, he became quite a celebrity and was in big
demand for show work from then on.
Tom Mathews T.M. and another Tommy were
kept at Tri-City airport just east of Colton and Tom
and Art Cheney (who was later a United Airline pilot),would take off side by side on Sundays and go up
and do a few snap rolls and spin down to a landing.
With this background as a young man you can seewhy I wanted a Thomas Morse Scout. After I soloed
May 10, 1936 in a Curtiss Fledgling (my instructor wasGwen Cook in San Bernadino) the dream to have aT.M. became very strong. But in 1941, when I became
serious about putting a T.M. together, I found it
would be necessary to have a permit for each flight
and have a specific job for it such as a movie or show
work, etc. California didn ' t allow homebuilts to fly.When the realization of it all set in, I stopped flying
and didn t get near an airport for 20 years . Then by
accident I found it had all changed thanks to EAA.Going to Fla-Bob airport, here in Kiverside, to seeFrank Tallmans Sopwith Camel, I saw homebuilts all
over the place.
Soon the o ld dream came back, but was I too old
to start a long term project at 49?
Figuring it would take 7 or 8 years I started gather
ing information and was fortunate to be loaned a setof factory assemb ly drawings by Ernie Freeman of
Torrance, California, who also has an o rigina l Thomas
Morse S-4-C Scout. These drawings al lowed me to
keep all o ut side dimensions original.
Propell er before refini shing
By this time , I had become acquainted with Ed
Marquart (MA-S Charger designer and avid antiquer),
who has given me many words of wisdom and kept
me from building an over-weight airplane.
So with Ed's approva l of my drawing for a tube
fuselage, I went to Lou Stolp at Star Duster on February 2, 1963 and purchased all the tubing needed for
the fuselage and tail surfaces.Never having done any fancy woodwork, but
being familiar with metal work I started with metal.
Rudder first, elevators, then the stabi lizers were built.
Drawing everyth ng on plywood boards and using
sma ll blocks of wood to hold the tubes in plane, everything was tacked.
First run up of 8 hp LeRhone Started on first pull
By this time I had enough courage to tackle the
fuselage. It was attacked with the same method of
drawing one side on a long piece of plywood and
tacking the tubes. With two sides completed, next
came top and bottom cross members, starting backwith the second bay since I had no rotary engine atthis time and might have to use a Warner. I worked
my way to the rear tail post. Then came the diagonals
and the job of keeping the fuselage square. Somehow it all came out right on the money (beginners
luck).
About this time, came word of a few T.M. parts in
the San Francisco area, a phone ca ll and the parts
turned into a comp lete basket case T.M. with a spare
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Ray Cocking and Merlin M. G. Now to roll this thing . Old spreader bar and new lower pic, tail skid.
engine. With this information I contacted two friends
who were interested, and they went right up to seeit. We bought it, and in three weeks I had a Le Rhone
rotary. At last the fuselage cou ld be completed, en-
gine mount and all.
Now that the fuselage was tacked into one unit I
hauled it to Ed Marquart s show at Fla-Bob and had
him finish weld the whole unit. I could have weldedit myself , but not knowing if it would ever be com-
pleted, I thought it best to have a well known welder
complete it to save any doubts later on.
The next step was to build up the landing gear.
That seemed like an easy job as far as figuring out the
details, though they had to be exact sin ce it's all in the
open. Another friend I acquired along the way while
ing for Thomas Morse parts is Rudy Hazuka. He
loaned me a complete landing gear to copy. So after
taking it complete ly apart, paper patterns were made
of every piece that was to be fitled to the legs or
axle. The axle was modified from an origina l Jenny
axle acquired in a wheel trade with Jim Appleby of
Antique Aero . Being 1 l in diameter and more than
long enough, the Jenny axle was cut in the centerand a hinge joint made and welded in place.
. .
Next douglas fi r two by fou rs were used to make
the spreader bar , which simply runs from on e leg to
the other with the axle centered betwee n it. Origi-
nally , the front was rounded and the rear tapered off
giving a fairly streamlined ax le for its day.
The wheels are not original, although the diameter
is measuring 6 inches with tire. The wheels are ea rly
aircraft 16 inch rims with 5 in ch motor bike tires. To
look more like aircraft tires the lo ca l tire recapping
shop rounded off the excess rubber, g iving them anice appearance while making each one about 5
pounds lighter.
The original axle was drilled with lightening holes
graduated in size. I purposely avoided doing that as
Thomas Morse Scouts were notoriously tail heavy.
The extra weight at the front was not critical. Holes
cou ld alw ays be dri l led la ter. Hopefully the tube
fuselage would be light enough to help remove some
of the tail heaviness.
•1
.,
trnie reeman read y for irst hop in his T.M . a-Bob Airport August, 970 .
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' T I f O ~ ~--ve. .
Roman rren
Now it had tail feathers and a landing gear, so
with a 80 hp Le Rhone sitting on the floor it was time
to open it up and take a look inside to see what
shape it was in .
The evening the Le Rhone was opened up, JimAppleby came over to give me a hand and see how it
looked inside. Taking it apart soon became a real
chal lenge as many years of dried castor oil hadlocked everything up real tight. But the first look
showed no rust which was very encouraging, and as
it slowly came apart over the next severa l weeks it
turned out to be a very low time engine as machine
marks were still showing on all pistons. We found no
cracks which was more than fortunate. So once it wasapart all old bearings were replaced with new, or re-
built to new condition. All valves were hand ground
to hold gasoline. After some new rings made by
Pacific Ring in Los Angeles, it went together with
ease. Everything fit and tuned just as it should.
About this time Jim Appleby called one evening to
see if I was interested in an original Thomas Morse
propeller (I m sure he knew I was). It was available at
a very reasonable price . Naturally, I jumped at the offer. So stripping the old cloth tip off, a good sanding,
a l i tt le stain, a new cloth tip, four coats of
polyurethane and it looked like a new Hardman Peck
prop.
Somewhere along the way in the project , material
for the wings was purchased. Ed Marquart needed
some material for the shop, so we hook_ed up my.
trailer and went to Los Angeles. With Ed 's knowledge
of wood, we hand picked all my spar material and
two sheets of mahogany plywood for ribs. He picked
out the material he needed and we came home satis-
fied with our purchases.
Knowing the ribs could be made up and slipped
on the spars as the wings were built up, I made two
rib jigs . The lowers are four feet three inch and theuppers are five foot six inch chords respe.ctfully.
Through that winter the ribs were glued up two at
a time, so by spring they were waiting to be assem-bled. Meanwhile Ernie Freeman in Torrance insisted
on cutting my spars to size on his shaper (no argu
ment from me). He had also loaned me a set of wing
fittings to copy, so starti.ng with a lower ~ i n g .1slowly
O n loan to
thea ter fo r The
Blu e Max The event wasresponsib le for ___-, ·nUf
getting cop y
of techn ica l
rigging no tes
from the
U S Arm y
IS A F:EPuC.b. OJ ATHOMAS·MORSE
J : I ( D $ I I I . ~ ~P'l»;f
r, ;,<\/':OCtl·JI...l
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assembled all the parts and pieces. Using .080 piano
wire and World War I turnbuckles for internal bracing
the two lowers were completed that fall. The next
summer one upper and the interplane struts were
completed leaving one upper for the next year and
an aileron section which had to be cut out.
While building the wings Ed Marquart noticed that
the original wings had no internal bracing outboard
of the interplane struts, so he suggested one bay be
added in the tips. This makes a much stiffer set of
wings, thanks again to Ed
To read this it sounds like everything went like
clockwork but from completing the upper wings tocutting and completing the ailerons a year went by.Except for the last four years after retiring from the
Pacific Telephone Company, the early years really
went very slow at times. At some periods more time
was spent figuring out ways to do it than was actually
spent doing it. The aileron hinges had to have a jig
made to get them to align properly. To drill the wing
attach fittings I had to make a U shaped fixture with a1 4 inch tube on one side and a small protrusion on
the other side to align it up. It worked perfectly, but
not a single carpenter or salesman could tell me of a
tool made for the job or how to go ahead and do it.
Next came the ailerons which are actuated by a
1 14 inch tube running the full length through the
upper wing just left of the rear spar. All ribs were fastened to metal tabs welded on short lengths of tube
and slipped on the tubes and bolted with 3/16 inch
bolts. The aileron tubes are actuated by bell cranks
pushed up and down by streamline tubes from the
cockpit area. The leading edge was made of 1 2 round
that was routed out to fit the front half of the tube.
It s then glued to the front of the ribs with small
corner blocks for strengh.
Not being able to find any original bell cranks, the
job of making them from scratch was left to the very
last after all covering and rigging was done to be
sure everything lined up properly.So covering was next. Never having covered any
thing before, I just sorta watched and spread a little
dope here and there for others. Still, it was really
another new experience, so I started with the smallparts first: fin and rudder. Using dacron, the 62 inch
material was rolled out and the pieces laid out to
have the least waste. It was glued on, shrunk with the
iron and presto: it was ready for a brush coat of nit-
rate and rib stitching. A good start. Now with a small
degree of confidence, the sides, top and bottom
were cut out for the fuselage.
A crash program was launched to finish the tailsurfaces and fuselage covering since the EAA Fly-In at
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l l ll
~
. c , - , ~ \
y y
Chino, California was near. Many hours went into
final dop;ng and silvering : Wanting the Tommy to
look like a civilian T.M. instead of the dull army olive
drab, the finish was to be all silver with red landing
gear legs and clear varnished wood work.
Now ready for printing, I sent in to FAA for the Nnumber 137TM and was lucky enough to get it. The
reason for 137 was that Roman Warren's Tommy car
ried the federal I.D. number 137 back in the 1930 s.With the N number resolved I realized that a monog
ram like the ones that characterized individual aircraft
owners in the early days was a must. I worked out a
set of wings with my initials, R.C. in the center. Thisand the number were painted on by Mike Kuffeitner.
Almost immediately the jokes started: Oh, oh R.C., .. . RADIO CONTROLLED or R. C. COLA , etc. But
Mike and I were satisfied with our efforts. Anyway,
the paint scheme was good enough to pick up a
judges' choice static display trophy.
Thednexdt big effort was to try anldbget the wings allcovere an set It up for Jim App e y s open house
in September at Antique Aero here at Fla-Bob. Well,
it required an all-out effort but it was ready to set up
two days ahead of the event. Everything was there
except for the aileron bell cranks and the push /pull
tubes, but their absencewas
hardly noticed.
All that was left now was to rig the plane from the
Army technical notes, make the bell cranks and callfor final inspection. The bell cranks posed a special
problem since they were originally formed from ovaltubing which nobody has anymore. Even if I'd had
some, there was no way to form all the different
curves.
After a lot of thought, they were made out of plate
aluminum and the edges were rounded off. They
came out looking very nice, and if any original ones
ever do show up, they will bolt right in place.Having run the Le Rhone twice for several minutes
at 800 rpm (12 1 is maximum) it started on the first
pull and ran smooth as glass.The time was here to call for final inspection. Mr.
Robert Detweiler, an FAA inspector from Long Beachcame out, took a good look and signed it off. Now 16years later she's ready to go.
There are many people who deserve thanks for
helping along the way. I 'm sure many thought i t
would never be completed, so hopefully they will
find some satisfaction in seeing it all together.
By the time this story goes to press the Tommy(NOTE: For background, see SP RT VI TION
should have been flown and all dirtied up with castorDecember, 1967, Why Am I Building A Replica
oil which is a normal condit ion for Thomas MorseTommy? , page 32.)
Scouts.
13
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A Album
By George Hardie, Ir .
fAA istorian
In the history of aViatIOn the names Wright and
Curtiss figure promin ently. Wilbur and Orvil le Wright
launched the Air Ag e when th ey fl ew their Wright
Flyer , the first successful controlled, powered airplane, from the sands at Kitty Hawk , North Carolina
on December 17, 1903. Glenn Curtiss, through hi s
Curtiss Aeroplane Motor Co ., ca rried forward th e
development of th e airplane from the frail craft of
the exhibition era to the reliable vehicle that emerged
after World War I.
Glenn Hammond Curtiss was born in Hammond
sport, New York on May 21, 1878. There he grew up
to become the proprietor of a bicycle repair and manu
facturing business. This led to experiments with en
gines to power his bicycles converted to motorcycles.
He soon earned a nationwide reputation for the quality
of his engines.
In 1907 Alexander G raham Bell, inventor of the
telephone, was experimenting with kites built on the
tetrah edra l principle . He placed an order for an en
gine with Curtiss, asking him to perso nally d e liv e r it
to his shop at Badd ec k , Nova Scotia. While th ere,
Mrs. Bell suggested th e formation of th e A erial x-
perim ent Association to ca r ryon th e work of investi-gating th e problem of fl ight. Members of this Assoc ia-
tion were Be ll, Fred eri ck (C asey) Baldwin and John
A. D. M cC urdy, Bell 's two youn g engineer helpers,
Lt. Thomas Selfridge of the U . S. Army, and Gl enn
Curtiss as th e engine expe rt. Thu s b ega n Curtiss
involvem ent in aviation .
EAA m ember Arthur M . Cohn of Mt. Vernon, W as h
ington ' rece ntly sent u s a se t of photos of variou s Cur
tiss air c raft and of th e Curtiss plant. Th ese photos,
together with others from my own co llection, will be
presented in a seri es outlining th e progress of th e
Curtiss achievements from the ea rli es t days to th e
immediate post-World War I p eriod . Read er comment
is invited and additional information and photo s will
be appr ec iated . .
1 : J ~
Glenn H ammond Curtiss
7878 - 7930
Th e first airp lane built by the A. f. A. wa s the Red W ing , shown here on the Dr. Bel/ s tetrahedral ki te Cygnet /I on the ice at Baddeck , No va Scotia on
ice at Lake Keuka on March 7 7908. A flight of 3 78 feet was mad e on that date. February 8 7909 Simi lar to the Cygnet I of 7907 both craft w ere unsuccessful.
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The June Bug in fli ght on July 4, 1908, piloted by Curtiss qualifying for the The Wh ite Wing , second of the A. E A. machin es . This was the first use of
Sc ientific Ame ri ca n tropl?)'. The flight was made at dusk, hence the poor qualit>, ail erons on an airp lane s n here as moveabl e tri angular tips on the wings.photo. Flights were made on May 18 and 2 1, / 908.
The Iun e Bug was mounted on crude floats (or trials on Lake Keuka in Sep-
temb er, 7908 Dubbed the Loo n by McCurdy, the experim ent was unsuccess-
ful.
The Silver Dart , shown here wi th McCurdy at the cO l l lrols wa s the las t ai r-
craft built by the A. E. A. McCurdy mad e fli ghts from the Lake Keuka ice onDecember 6 1908. Lat er he made th e fir st fli ghts in Ca nada at Baddeck, Nova
Sco tia.
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The adventure of flying a Piper )-3 Cub, 33 years
KIlTY HAWK, NORTH CAROLINA
TO LANCASTER, CALIFORNIA
Wright Brothers Nation al M emorial Kill Devil Hills N.C.
Wen and 1 Ann Painter
45519 Cedar Avenue
Lancaster CA 93534
old, from coast to coast became a reality for us, and afantastic air tour across America. Th e thought of fly-
ing a 65 horsepower -3 Cub with no radios or elec-
tronic navigation equipment, except for an ELT, and amaximum fuel capacity of 12 gallons would cause
most pilots of today some concern and maybe even
fear. We felt the adventure was like returning to fly-
ing as it was nearly forty years ago when flying waspure and simple.
The plans to make this fl ight began when we
found this beautiful )-3 Cub for sale near Hampton ,Virginia. The price was such we couldn't afford not to
buy it. The )-3 Cub had been restored to its original
configuration as it was in September 1945, with the
NC numbers on top and bottom of the wings , bear
cub on the vertical stabilizer, etc. We thought the )-3Cub would go well with the rest of our airplanes, a
1945 Aeronca Champ 7AC, 1949 Cessna 140-A, 1945L-5G Stinson Ambulance Plane and a Formula I Cassuit Rac er. We felt the flight should begin from Kitty
Hawk , North Carolina where the Wright Brothers
started it all Decemb er 17, 1903 on the bleak
windswept beaches near there. The exc itement canbe felt when visiting this site , where 75 years ago man
broke the bonds which held him to the earth since
the beginning of time.
The fl ight started from Garner airport, west of
Hampton , Virginia. Bob Meyer took us to the air-
drome early the morning of April 28, 1978 to begin
our journey. We left Garner about 7:30 a.m. t was abeautiful flight to Kill Devil Hill , North Carolina,
where we landed at First Flight Airport near the
Wright Brothers National Memorial. There we visited
the memorial , took pictures and had our map signed
by the Wright Memorial Park ranger, Richard Popive.
We then flew across the Albemarle Sound to Manteo
Airport to refuel and head west. We left Manteo and
flew across the Croaton Sound and the AlligatorRiver, over the swamps of North C< rolina. The head-
winds were about 15-20 mph, thus , our groundspeed
was about 55 mph . This should be plenty good for
making Rocky Mount , North Carolina our first
scheduled stop (118 sta tute mile s). We were on
course at Martin County Airport (35 miles east of
Rocky Mount) and flying along the Roanoke River
heading west when I asked )0 Ann if she wanted to
rest and I would fly and navigate both. She said,
Yes, so I took over. I flew by a town which I figured must be Tarboro , North Carolina (later I found
out it was Scottland Neck, North Carolina) thus
must change to a northwesterly heading to hit Rocky
6
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Mount, which I did . I came across a highway which Iassumed to b e 301, south of Rocky Mount, and
turned north to Rocky Mount. However , th e town Icame to had a ni ce big lak e along the northwest that
didn ' t show on my map . I learn ed later the highway Ihad followed was 95 instead of 301 and th e town was
Roanoke Rapid s, North Caro li n a.) At this point, Iloo k ed for my Washington Sectional map but
co uldn ' t find it. (It had fallen behind the backseat and
sl ipped down in th e tail section.) By now th e fuel
gauge, a wire on a cork sticking up out of th e gas
cap ,had quit bobbing and
I wasn '
tsure ju
sthow
mu ch fuel was lef t in the tank. I decided I had better
land while I still had co nt rol of the situation and
co uld pick th e landing spot. I started looking for agood field and found a cow pasture which looked
pretty good . I mad e a fl y- by and looked it over. It ap
peared to be okay, so I made a go -around, ca me backand landed . Th e landing was made on a smooth grass
st rip and I taxi ed back to th e hou se. I got out to find
so m eo ne to as k ju st exactly where w e w ere, and
promptly stepped in a meadow muffin . I crawled over
a wooden gate, and as I was wiping my sho e in the
grass, a pickup truck drove up . Two gent l em en , JackPeoples and Maxi e Moore, were curious to see who
had landed in th e pasture . Then about this time , Willard Moore , the farmer wh ose pasture I had landed
in , drove up. They informed me I was in Skippers,
Virgi nia , about 50 miles north of Rocky Mount, Nor th
Ca ro lina .Jack Peoples and Maxi e Moore drove me do wn the
road about a quarter mile to a fi lling station to pur
chase 5 gallons of regular car gas. I poured the gas in
th e J-3 while Jo Ann and Willard M oo re kept th e cows
from eat in g the airp lane. With th e five gall ons of gas
on board, th e cows driven out of the way, and the
Cub pushed up next to the fence, I thanked everyone
and an easy take-off was made o ut of the pasture. It
was a short flight to Emporia , Virginia airport. Walt
Pappy Ellis admired our J-3 Cub as he refu eled it.We learn ed he also had one in the hangar and hadsom e in teresti ng stories to tell about his expe ri encesferrying J-3s from the factory when they we re new.
It was a littl e discouraging to find out we were
o nl y 55 miles fro m where we started at 7:30 that
morning. Bob Meyer had told m e to use a road
map to navigate by th e east coast, due to the hazeand lack of good landmark s. But I figured I co uld do
a l itt le better th an that just usi ng a sect ional map.
After th e cow pasture landing, I really watched th eroad map, and from that point on stayed above In terstate 40 .
It
Jo nn stan d in g where the fir st
Wright Brothers fi ght landed.
I
Wen standi ng at the spot where the
off on their first powered flight.
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We left Emporia, Virginia, and flew to Rocky
Mount, refueled, and proceeded to Ashboro, North
Carolina arriving at 5:00 p.m. We remained the 'reovernight. Transportation to town was arranged by
the line boy Gary Nevins, who was real helpful. He
also picked us up the next morning and took us backto the airport. This Saturday morning was beautiful ,clear, cool, and no wind . The flight across the hills of
North Carolina at about 1,000 feet above the ground,
seeing the farm houses below, the trees, livestock in
the pastures, the fences , etc. gave us a feeling of flying in the era of the barnstormers. The lush green
trees and fields spread from horizon to horizon with
the open green pastures below made one want to go
down and make touch and go s in them . We arrived
at Ashville, North Carolina about 10:30 a.m. and flew
on down to Hendersonville-Winkler Airport where we
landed. I called my friend, Wil Linscheid, who lived
in Ashville.
Wil met us about an hour later. He took us to the
Ashville Airport where he kept the Cessna 340 that heflew for Mills Industries, as their pilot. He needed aproficiency flight so he took us along for a tour of the
area. He also needed his Biennial Flight Review within
a few weeks , so I gave that to him at the same time.
Saturday night a storm moved in. It rained heavythrough Monday night so we stayed with Wil and his
wife, Phyllis, until Tuesday morning. The front hadmoved on through and the weather was severe clear.
The j-3 Cub had been setting for three days in the
rain, and we could not get it started. It took about
three hours to dry the magnetos out with heat lamps,
and a lot of propping by Ray Duncan, Prince Arnett,
Ralph Bishop, and myself to get it started.We left Hendersonville about 11 :00 a.m . , refueled
at Sevier-Gatlinburg, near Sevierville, Tennessee and
then on to Lebanon, Tennessee . While at Lebanon ,the airport manager, j. Mike cyu, noticed our j-3
being refueled by Mark Tunygle and he came out
admiring it. He even mentioned trying to trade a twinengine aircraft for it. He said, You are not going to
leave until I prop it. So we let him . In the meantime
he made us some coffee and offered us his car to go
to town to get something to eat if we wanted. We
found out he got his private pilot certificate in the
early 1950s in a j-3 Cub as I did. I got my private
pilot certificate in a similar j-3 C;:ub, NC42511 in july,
1953 and this j-3 Cub is NC42664.) Mike propped the
ariplane and we were on our way to Memphis with arefueling stop at jackson, Tennessee.
An amusing thing happened at jackson, Tennes
see, when we were about to land. The procedure we
Refue lin g stop in Willard Moore s
pa sture, Skippers Virginia.
Fl ying dow n th e iss iss ippi Rive r,
M emphi s Tennessee.
8
sort o f es tabli shed was that I wo uld do th e take-o ffs
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Wen left) wilh Waller and Rila Co rsi, from San Bernar-
dino , Ca l ifornia who we raced wi lh from Oklahoma
Abo ul anOlher 945 miles 1o
go from AmariI/o, Texa s
and landings (because I w as in th e backs eat and hadbetter vi sibility ) and j o Ann would do th e flyin g whil eI navigated . W e w ere over th e jackson , Tenn esseeairp o rt and I sa id Ok ay, I go t it. She sa id , Th eheck yo u have, and she made th e landing, whi ch
was bea utiful even wi th her lim ited visibility .W e arriv ed at M emphi s abo ut 6 : 00 p . m . and
land ed at General Dewitt Sp ain. The next mo rning it
Nas ra ining ca ts and dogs , so we were groundeddue to wea th er all day We dn esday. Thu rsday mo rnin g
th e wea ther was no bett er , but by noo n th e repo rt
was 1,500 foo t ce il ing and 5 miles so we left abo ut tenm inutes to twe lve and fl ew to Ca rli sle, A r ka nsas.There w e add ed th e f irst qu art of o il (16.5 hour s fr o mGa rn er, Vi rg ini a). Th e ce ilin g didn ' t se em to get anyhi gher, o r th e visi bility any bett er th e res t o f th e way
to Mu skogee , O kl aho ma, w ith a ref ue li n g stop at
Clar ksv ill e, A rk ansas .
Frid ay, M ay 5, 1978, we left Mu skogee, O kl aho maTop Hat Airpo rt and flew southw es t until w e ca me to
In te rstate 40 and f lew wes t alo ng th e hi ghway until
we go t to Shaw nee, O klahoma. Here th e v isibili ty got
do wn to o ne mi l e and th e ce ilin g low e r th an th e
1,400 feet and 4 mil es fo recasted fo r O kl aho ma City.
W hen w e land ed at Shawnee, Ok laho ma an e ld erly
gen tl eman in th e of f ice as ked w ho ow n ed th e j- 3Cub. We sa id , we do , and he to ld us abo ut hi s fe r-
rying j -3 Cubs fro m Loc k Haven , Penn sy lva n ia to Ok -lahoma in th e 1930s and 40 s. He to ld us th e equip
ment we rea ll y needed to f ly a j- 3 Cub w as a Farm er'sA lmanac and a ca lend ar, th e alm anac to fo recast th e
wea th er and th e ca lendar to tell us how fa st w e w erego in g. Ab out an hour late r , the wea th er improve d to
a 600 foo t ce ilin g and 5 mi les visib ility, so we went onto No rm an , O klahoma.
> W hen we go t to Norm an , O klahoma our f ri end ,D ick Dutn ell (ret ired Lieut enant Co lonel , USA F) ca meo ut to th e W es th e im er Airpo rt and p icked us up. Thatevenin g Di ck and hi s wi fe, j aney, had a few of the ir
f ri ends ove r fo r a littl e party. Their fri end s brought
m usica l in strum ent s and pr ov ided co untry-weste rnmusic. We had a fantas ti c tim e. The next mo rnin g we
checked the weath er . It was fo recasted to be IFR w ith
snow in Am arill o and A lbuquerque fo r th e next fo ur
days. W e d eci ded to f ly co mm ercial back to Ca li fo rni aand f ini sh th e t rip at the end of th e month .
O n M ay 30, we arri ved back in O kl ahoma City to
co m ple te ou r coa 'st to coast f li gh t. Di ck Du tn e ll
pi c k ed us up and too k us to No rm an w here o ur
ai rp lane had been hangared fo r the past thr ee wee ks.The o il had bee n changed fo r us and th e airplane was
ready to go wh en we go t to the a irpo rt.
We left Westheimer about 1 45 p.m. Tuesday on needed at least 8,000 feet to get through. We took off and pioneers below (probably too many John Wayne
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our way west, arriving at Cordell , Oklahoma one
hour and 30 minutes later. The wind was out of the
southwest at about 20 mph. When we refueled atCordell, the airport manager said, No use taxiing
back up to the runway, just take-off on the grass
south of the pumps. We followed his suggestion,
were airborne in a few feet and off to Shamrock ,Texas.
We flew down Interstate 40 with a wind correction
angle of about 30 to 40 nose left. We could see the
dust blowing out of the fields below. When we
landed at Shamrock , we had to call someone fromtown to drive out and sell us some gas a total of 4.5gallons). Sometimes we had to stop within the first
hou r to refuel because there wasn ' t any place to stop
within the next two hours. We had a total flight time
of three hours maximum, so we wanted to be on the
ground in no later than Y hours . We arrived in
Amarillo, Texas about 6:00 p.m. that evening.
The next morning we left Amarillo about 7:30 a.m.
on our way to Tucumcari, New Mexico. The
groundspeed just west of Amarillo was a fast 40 mph
for the first hour, but the wind died down as we
came closer to Tucumcari, New Mexico. We experi
enced a good wave cloud which we flew next to for
about 30 minutes. There was enough lift that we wereindicating 100 mph and not losing any altitude at
7,000 feet. When we arrived at Tucumcari, the wind
was down to less than 5 mph. The leg from Tucum
cari to Albuquerque was 180 miles. With no head
wind, it would take 2 hours 35 minutes, making a
stop along the route necessary. According to the AIM
(Airman's Information Manual) the only fuel available
was at Santa Rosa, 62 miles from Tucumcari. We
landed at Santa Rosa and a little Indian boy came out
to the pump and told us there was no fuel available.
We decided to go on. There was no use going back.
There were two airports ahead of us (Cline's Corners
and Moriarty) which according to the AIM had no
fuel, but we figured we could go into town and get
some car gas if necessary. When we got to Moriarty,
we had been flying 2 hours and 10 minutes. We hadabout 50 minutes of flying left and 41 miles to go.
This meant we would not have much extra fuel left if
we went on to Albuquerque, so we landed at Mor
iarty. We saw some cars around the hangar when we
flew over Moriarty. We landed and taxied up to the
hangar to ask if we could find some fuel at this air
port. We learned fuel had been put in about two
weeks before, so we were in luck. We refueled and
headed out toward the pass which was 7,000 feet. We
from Moriarty (6,201 feet) and within three turns
above the field, had thermalled to over 8,000 feet. We
headed toward Albuquerque. By the t ime we were
west of Albuquerque, we were at 12,500 feet (almost
unheard of for a J-3 Cub). We cruised at 12,500 feet
until we let down to land at Grants-Milan Airport,
Grants, New Mexico . The wind was 90° to the runway
so we elected to land on a dirt crosswind strip at the
south end of the main runway. While trying to taxiout of the sand and up on the hard-surfaced runway,
the left brake failed, the diaphram broke. When we
got to the pump, the attendant advised us that thedensity altitude was 9,500 feet. He wanted to know if
we wanted a full load of fuel (12 gallons) and I said,
Yes . We really had no choice due to the distance
we had to go. Grants-Milan Airport is 6,520 feet with
a 5,800 foot runway. We took off using about 800 1000 feet. We were airborne, but not really climbing
very fast. However , with the thermals in the area ,about 20 minutes later we were up to 10,000 feet. We
cruised at that altitude for another 2 hours and 40
minutes, to Holbrook, Arizona .
We landed at Holbrook and no more than got out
of the airplane when the line boy came out followed
by a man and woman. As they came near the pu mps
the man said, I want to see you . I really wonderedwhy, then he said , I want to shake your hand. I
asked why. He told me he and his wife had been
driving their car on Interstate 40 and had seen us
above them most of the way from Oklahoma, acrossTexas , New Mexico and into Arizona . They (Walter
and Rita Corsi, San Bernadino, California) had passedus out of Amarillo, Texas and we had passed them
out of Tucumcari, New Mexico, etc. We had an en
joyable visit while the airplane was being refueled
and a quart of oil added (our second quart since leav
ing Garner) . We went on to Winslow, Arizona where
we spent the night. The next morning we ate break
fast and then couldn t find a ride back to the airport.
The taxi driver didn't start work until 8:00 a.m., so we
called the local police department. A policeman came
by in his patrol car and took us back to the airport.
We left about 7:05 a.m. and flew to Prescott with a
circle around the Meteor Crater, across Morman
Lake , and through Sedona, which has the most beaut
iful formations of rocks one can see .
Flying across the western United States, especially
away from towns and highways, really makes you
admire the pioneers in their covered wagons crossing
this country. Just looking at the terrain below, from
500 to 1,000 feet , you could almost see the Indians
movies). The visibility was unlimited and no notice
able wind was experienced. Our groundspeed was
about 70 mph (really smoking).
We refueled at Prescott and went onto Needles,
California, again about 70 mph groundspeed. When
we landed at Needles , the temperature was about
100 F. We refueled and headed for Barstow- Daggett,
where our friend, Bob Olds, a flying California StateHighway Patrolman, met us. He said he heard we
were bringing a J-3 Cub from the east coast. At
Barstow we called the control tower at General Wil
liam J. Fox Airport, Lancaster, getting a clearance toland using the lights. They advised us the winds were
25 mph with gusts up to 30 mph or better. When we
left Barstow-Daggett, the wind was less than 10 mph.
We did not notice the winds to be 25-30 mph until
about 10-15 miles east of Lancaster. When we arrived
at Will iam J. Fox Airport, our touchdown
groundspeed was almost zero. In fact , when we
touched down the wind blew us backward . With
power, we got up to the turn-off and Jo Ann got out
and held on to the left wing. We held it into the wind
until Jim McCathron, County gas attendant, came out
and held onto the other wing to help walk the
airplane to the tiedown and chain it down. We lo
cated Bob Roberts , the airport manager, and askedhim to sign our map completing our cross country
flight.
The flight took us 43 hours and 45 minutes, 178
gallons of fuel, 2 quarts of oil and was a real true ad
ventu re o It was noted that 8 /87 fuel was not available
in the midwest (Muskogee , Oklahoma to Winslow,
Arizona ). We could only obtain 100 low lead.
Fl yin g over the cra ter w es t of Wi ns low Ar izon a
20
ANTIQUE/CLASSIC AIRCRAFT UNDER RESTORATION
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STAMPE SV 4C
Lo ui s R. W . Edm o nd s, 409 Beacon Str ee t , Apt. 3,
Boston , M A 0211 5
STANDARD J l
Peter F. Turdin , 66 Jobs Road , Wallingford , CT 06492
STINSON 108 3
Lary W . Bre itb arth , 1420 M acadamia Drive, Fallbrook ,
CA 92028
STINSON L5E l
Cl inton G. Hernd o n, 25 Eas t M apl e, Walla Walla , WA
993 62
GLOBE SWIFT GC 1 B
Garvin H. Ge rm any , Jr., Box 265 0, Freeport , TX 77541Curtis W e therell , 104 Hi cko ry , Lake Jackson , TX 77566
TAYlORCRAFT BC12D
Francis Barnum , 1320 Goodri ch , Lander, WY 8352 0
Dale Gultch, N52 W1 5165 EI Rio Drive, M enom onee
Fall s, WI 53051
COMPLETED ANTIQUE/CLASSIC AIRCRAFT
AERONCA CHAMP 7ACBCM
Charl es E Hu ges, Rt . 1, Box 68, Pansey, AL 3637 0
AERONCA 7AC
Edw ard E. Se lf, RR 1, Box 384, Leitchfi e ld , KY 4275 4
AERONCA CHIEF
Willi am C. Hi scoe, 205 S. W . Williams Drive, Bea ver-
ton , O R 97 005
BUCKER JUNGMANN CASA 131
Ri chard L. Pratt , 34 Fo urth Street , Laurel , MD 20810
CHAMPION 7 GC
Ea rl W . Ada m s, Star Rt. , Fo rd, W A 99013
CESSNA 120
W ayne A . Hend ri ckson , Rt. 1, New Lo ndon , MN 56273Frank Pu gel , 6096 W illiams Dri ve, Paradi se, CA 95969
CESSNA 140
Du ane L. Leach , 213 Snead Road, Ro ute 4, New Be rn ,
NC 28560Randy L. Prin ce, 720 Red Oa k T err., Edm o nd , O K 73034
DEHAVILLAND TIGER MOTH
Terr y Riney, 835 Wes t Chu rch , Grand Prairi e, TX 75050
ERCOUPE
Ronald H. Kidd , 2100 Shane Dr ive, Greensbo ro, NC
FAIRCHILD 24
John and Shirley Helvig, 741 So uth M ontezo ma, Pr es -
co tt , AZ 86301
PIPER PA 12
J. S. To mbl eson , c/o Kau chel 20 Van Bege rn Street,
Brackenhurst Johann es berg, So uth Afri ca
PIPER J 3
Gary W . Davis, 634 Chip Cour t , Gurn ee, IL 60037
Car l Hunter Freed , Jr., 7608 O ster Dri ve, Richm ond ,VA 23227
Kenn eth E. H enerson , Box 8, Newagen , ME 04552
PIPER J 3 CUB
William J. An d e rt on , 2223 Ardm o re Road , Tr ento n ,M I4 8183
Tho mas A . Th aye r, 7372 W es t 82 Street, Los Angeles,CA 9004 5
PIPER PA 12Roge r K. W oo d , P. O. Box 92, Rexb urg, ID 83440
REARWIN 180 SKYRANGER
Jo hn E. Daughert y, 3066 Eas t SI. Lou is Ave nu e, LasVegas, NV 89104
STAGGERWING
Om er K. Reed , 4517 No rth 32 Str eet , Ph oe ni x, AZ 85018
STAGGERWING G MODEl BEECHCRAFT
C:;eo rge W . Freeman, Midway M edi ca l Center, P.O.
Box 992, Ca nto n , NC 28716
TAYlORCRAFT L 2A
Andrew S. Do rri s, 6370 W aterman , University City ,MO 63130
WACO UPF
Mark Trimble, Box 377, Branson , MO 65616
NOTICE OF ANNUAL
BUSINESS MEETING
NDELECTION OF OFFICERS
ND DIRECTORS
Notice is hereby given that an . annual business
meeting of the members of the EM Antique/Classic
Division w ill be held on Saturday , August 4, 1979, at10:30 A .M. (Central Dayl ight Time) at the 27th Annual
Convention of the Experimental Aircraft Association,
In c., Wittman Field , Oshkosh, W isconsin.Notice is hereby further given that the annual elec-
tion of officers and directors of the EAA Antique/Classic Divis ion will be conducted by ballot distributed
to the members along with thi s June issue of h eVIN T GE A IRPLAN E Said ballot must be returned
properly marked to the Ballot Tally Comm ittee, EAAAntique/Classic Division, Box 229, Hales Corners, Wis-
con sin 53130, and received no later than August 1,
1979. Ronald Fritz, Chairman
No m inating Committee
M . C. " Kelly" Viets, SecretaryEAA Antique/Classic Division
2740 6
2
BORDEN S EROPL NE POSTERS
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••••
FROM THE 1930 S
I wonder if NC 133 1 is alive and w ell today, or if
it has gone to that great airport in the sky?
Regardless , this ship's picture became poster num
ber five in se ries number one, of a group of 19 photos
published in 1936, by the Borden Company. Th e notes
don t indicate the number of passengers it co uld car
ry , which is rather su rprising.
Thank God for the Klaxon though, in case th e pilot
forgets to lower the gear. I ve heard of a warning horn,
but a Klaxon That s enoug h to wake a fel low up.
The th ree-view and notes are from the back of the
poster .
NEXT MONTH - The Ford Tri-Motor
Article Number 5. Poster Number 5 Series Number 1
Boeing No. 247
By Lionel Salisbury
7 Harper Road
Bramp ton . Ontario
Canada L6W 2W3
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--J.
2 ~ 5 f I. 74 · - - 1(
.
- f -· · J 2 ~ r
I. 51'-"1'
o",
THE NEW 90EING A NSPORT MOOR No. 147 / - i - --- 6"5'fl · 1 ---*- - ~ _ _ ~ : L __ __
-. , R N IoUTlCAl N IIIIIU OF (Ofllu'ntU O t1aCA UK.
THE NEW BOEING TRANSPORT MO EL NO . 247
Span . . .. . . . .. . . . . . . . . . .... .. . . . . .. . .. .. . .. .. 74 ft.Length O verall . . . . . . . . . . . . . . . . . . .... . . . . 51 f t. 4 in.
H eight In cl uding Radio Mas t . . . . . . . . . . . . .. . .. . 16 ft.Wi n g Ar ea Including A ilero ns . . .... .. . . 836.13 sq. ft.
M oto rs (2) .. . . . . .. . . . . . .. . . . . . 550 hp , superchargedPra tt & Whitn ey W asps
Gross W eig ht .. . .. .. . .. . . . . . . . . . . . . . .. . . 12,210 Ibs.Top Speed . . . . . . .. . . .. . . . . . .. . . . 182 mi l es per ho ur
Crui sin g Sp eed . .. . .. . .... . . . . . .. 170 mi les per ho ur
Landin g Speed .. .. . . . . .. .. . . . . . . . 58 mi les per hour
Tak e-Off Run . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . 770 ft .
Servi ce Ce iling . . . . . . . . . . . . . .. .. ' . . . . . .. . . . 18,400 ft.Win g Is Des ign ed To With stand
A Load Of .. .... . . .. . . . . .. . . . .. .... . . . 12 tons
Landing Gear Is Desi gned ToWith stand A Load O f . . .. . .. . .. . . .. .. .. 32 14 tons
Tank Ho ld s . . . . . . . . . . . . .. .... 271 gall ons of gaso lin eCrui sin g .. .. . .. . .... . . . .. . .. . . .. . .. 73 0 mil es
Ca bin is 20 ft. lo ng overa ll , a nd 6 f t. hi gh.Has a liq uid hea tin g system for wint er and co o lin g
system fo r summ er , w ith indiv idu al ai r du cts leadi ng
to each seat.Th ere are do me li gh ts and indi vidu al r eadin g lamps.Th ere a re main and indiv idu al ventil ators.Ai r spaces and insul atin g mat eri al make the ca bin
one o f th e qu i etes t ye t deve loped .Th e wi n g is in five secti o ns: a cent er secti on , two
outboa rd panels and two removable win g tip s.Th e plan e is all meta l thr oughout.
The landing gear is retr actab le in 16 second s andmay be returned to land ing po sit io n in less than 20
seco nd s.
Th e pil o t' s cab in in th e nose has du al co nt ro l, allth e lates t nav igatin g devi ces includ ing two -way radi o ,and o n a few of th ese ships, aut omatic pil ots have
been in stall ed .A Kl axon in the pil o t' s cab in sound s w hen th e pil ot
fo rgets to low er the landing gear fo r a landing .
3
shows. Th e ship won no trophies or awards
as it was entirely original , upholstery, etc .,returned and started loading parts in their
cars to take home for overhau l or rebuilding .
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LETTERS
Dear David :In your February issue of The VINTAGE AIR-
PLANE you featured a photo of the prototype
Barkely-Grow T8P1 , NC18388 and asked if
there are any of them around. You may be interested to know that there are two of them
in Canada plus components of two more.
NC18388 beca me CF-BVE and is now di s-
mantled on a farm near Assinibo ia, Saskatche
wan and the owner intends to eventuallyrestore it. He also has some parts of CF-BMW.The second co mplete Barkely-Grow is CFBOM , ln 8. It is presently near Montreal , Ouebec where it has been derelict since 1976 but
it was purchased last November by a man in
Calgary whose intention is to fly it back to
Calgary in the spring of this year and restore
it. When the work is done, he hopes to bring
it to Oshkosh so you may see it one of these
days.
As a matter of interest, an article of mine
about the Barkely-Grow in Canada was re
cently published by the Journal of the Canadi
an Aviation Historical Society and may also
appear in the Journal of the American Aviation Historical Society. Mr . Robert Pauley of
Troy, Michigan has been preparing a similar
article for the A.A.H.S . bu t , at last word , it
was not completed.
I forgot to mention that the fuselage and
some parts of CF-BLV also exist and may become available for the use of BOM 's new own
er as a sou rce of spare parts.
I hope that the foregoing will be of some
interest to you .Sincerely,
Walter Henry
12 Silverview DriveWillowdale, Ontario
Canada M2M 2B3
Dear David :Enclosed is a photo of my current project
which happens to be a 90% Davis D 1 , Circa
1930.The airplane will be pretty much true to
scale in all respects at 90% except for wing
span and area which works out at 92%, necessary to provide wing area sufficient for wing
as well as pow er loading to be close to original
Davis D-1-85.
Hopefully, then , performance will be very
nearly the same .The airplane will mount a fresh majored
LeBlond 5-D-60 of 65 horsepower and I hope
to hold the gross weight at not over 1130
pounds to achieve the performance of the
original D 1 -85 as above .
As of this date the structure is built up and
complete with the exception of the outer Vee
struts (for wh ic h I am now hunt ing for material
and have you priced streamline tubing lately?)the engine mount and the nose and a few
other cowling and fairing pan els.
Of cou rse then it still has to come all apart
again for all the final clean-up , painting , cover
ing and finishing, etc.
I have been making fully detailed drawings
all along as I go and which are quite extensive
including full size rib patterns for all the wing
ribs , there being approximately 20 drawings
in addition to those patterns .
I realize that there are not many small radials
around anymore and at some future date will
hope to install temporarily a flat engine or
two and supply engine mount drawings for
them .For those that are interested in the older
aircraft this is a way of having what appears
as a readily recognizeable known antique of
scarcity and value.
Production on my part is rather slow be
cause of a nagging physical problem but I ' llkeep you posted on developments.
Regards ,
Frank E. Luft
16355 Sheloh RoadCentral Point , OR 97502
Dear David :
I just read the March 1979 issue of he
VINTAGE AIRPLANE. I enjoyed it very much .I was especially interested in the Cessna Air master story. However, I think that there is abig error on page 11. It concerns the win
ner of the 1935 Detroit News Trophy , for the
World 's Most Efficient Airplane . I have owned
the prototype of the Airmasters , N12599, for
over thirty years and I believe that it is the
ship that won the trophy . I have based my
opinion on trade magazines of that date. The
November 1935 issue has a picture on the
cover showing my ship flying over 30 years
and attended many national antique and EAA
and as such it cou ldn 't compete with newlyrebui It and refurbished fa ctory bui It models
so I have been keeping it at home . However,it will be licensed and flying again this sum
mer .Sincerely ,Kenneth E. Muxlow
10054 Nicollet Avenue
Minne apolis, MN 55420
Dear David :
Atthe Nov
emb
er 1978meeting
it was decided our Chapter (304) needed a project for
the winter months . Since we have a hangar,a heated room , and the treasu rer says we arein the black , we started looking for a rebuild
able aircraft. The stipulations were , it had to
be a tail-dragger, two place (for instruction)
and cheap . After a lot of phone calls and talk
ing to numerous people , we located NC32372.It has been disassembled for ten years . Everynut and bolt was removed , the wings needed
to be co mpl etely rebuilt, and the spars and
hardware were the only salvagable parts in
the wings .
At the December meeting the members saidbuy the LP65 Porterfield . PORTERFIELD!
What 's a Porterfield ? Well . it's something
like an Airknocker, but built like a tank. It has
a higher cabin, and seats high off the floor,like bar stools , and skinny!
The 65 Lycoming only had 100 hours , S.M.O.Upon disasse mbly for inspection, we found
the mice had built a condominium inside. (One
mag had been off for ten years and the open
ing had been plugged .) Bearings , cam, cam
followers and pistons were corroded , and
rings stuck to cylinder walls . Oh well, so much
for a cheap plane!
The day we brought the parts home we had
quite a convoy three vans, and one pick up
with a trailer. The unloading went fine. A lot
of the members were waiting for us when we
By the end of the day all we had in the hangar
was the sick Lyco ming and the fuselage .Three weeks later the fuselage had been
sandblasted, epoxied, and was on display atour January meeting . All new wood had been
made and varnished and was ready for installa
tion . Many small parts cleaned, painted , o rpolished were brought in. No w, where does
this go . and which end goes in first? I think
we are going to have some extra parts. Maybe
we can throw them in the baggage co mpart
ment and sell them at Oshkosh!
Eight weeks later both wings and fuselageare ready for cover . A couple of members
thought the hockey rink was the place to go
for shock pucks. We may have to do that yet!And stil l the 0-145 Lycoming sits in the
corner . Maybe we will give it back to the mi ce.Ought to raise thei r rent anyway!
It has been decided to put it back into factory original. Sure wished we knew what aPorterfield looked like!
February 6, we had our first inspection . The
word was go ahead and cover the fuselage.
I guess we did not realize it takes so many
trips to the Party Store to build a plane l Haven 'tfigured out what costs the most , golden elixir
or dope . And if the mice would stay in the Lycoming and out of the beer cans , maybe the
guy at the Party Store would quit complaining
As the project continues along at a ferocious
pace , along with the checking account , more
members show up to work on it. I only hope
no one steps through those new wing ribs.
Even heard someone talking about a B-25
for next winter 's project. Gotta cut down those
trips to the Party Store!
Look for " Pieter " Porterfield (as one of our
female members calls it) at Oshkosh 1979.Sincerely,
Russ Borton
3441 Loren Drive
Jackson, MI 49203
4
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CALENDAR OF EVENTSFLORIDA SPORT AVIATION
ANTIQUE/CLASSIC ASSOCIATION
JUNE 9-10 - TAYLORVILLE, ILLINOIS - The First Aero Squadron of An-
tique Airmen , Inc. will host its second Antique Fly- In and air show,
with air show being on June 10. Fun for all ages. For more inf ormation,
contact Spike Woodard, 217/562-4209 or 217/824-9083.
JUNE 9-10 - FLANDERS, NEW JERSEY - The First Annual Fly-In at Flanders
Valley Airport is spo nsored by EAA Antique/Classic Chapter #7. Han garSq uare Dance is Saturday, June 9 in the eveni ng. Room reservations
and
transportationupon req u
est. Rain date
isJune 16-17. For further
information , contact Wa lt Ahlers , President, 60 Main Street, Flanders ,
New Jersey 07836, 201/584-7983 or Anne M. Fennimore, Four Ridge
Road , Succasunna, New Jersey 07876, 201 /584-41 54.
JUNE 10 - TOUGHKENAMON, PENNSYLVANIA - The'Second Annual
Ga therin g o f Moths , will be held at th e New Garden Flying Field from
0900 to 1700. Anyone wishing to fly-in ea rly may camp o n the field.
For fu rth er information , co ntact Gerry Schwam, 8116 Old York Road ,Elkins Parks, Pennsylvania, '19117, 215/635-7000.
JULY 6-8 - ALEXANDRIA, M INNESOTA - First Annual Bellanca Fly-Infor U.S. and Canadian Bellan ca owners at Chandl er Field. BreakfastSatu rd ay, July 7 from 7 a.m. and air show later in the day. For further
information , contact John Hall , Vice President - Marketing , Be llancaAircraft Corporation, P. O. Box 69, Alexandria, Minnesota 56308 - 612/
762-1501 .
JULY 8 - EASTON, PENNSYLVANIA - Third Annual Aeronca Fly-In atth e Eas ton Airport. Any and all Aeron cas invited. 10 a. m. to 2:30 p.m.
Rain date July 15. Contact Jim Po ll es, 215/759 3713 nights and weekends.
JULY 14-15 - ROMEOV E, ILLINOI S - Nineteenth Annual Midwes tFly-In and Air Show at Lewis University Airpor t. Show 's them e andfeat ure will be WW I aircraft. Airport will be renamed to add to th eillusion of the era . Sponsored by Chapters 15 and 86. For further information , contact J. P. Fish , P. O. Box 411 , Lemont, Illin ois 60439.
JULY 28-29 - DEER PARK , WASH INGTON - Parade, contests, displays,
trophi es, ca mping. Saturday and Sunday th ere will be a pan ca ke break
fast. Friday night party. Saturday night awards banquet with enter-
tainm ent. For furth er information, co ntac t Otto Hartman, 509/276-
51 14.
JULY 28 - AUGUST 4 - OSHKOSH, WISCONSIN - Twenty -seventh An-
nual EAA Fly-In. Plan now - it 's th e g reat es t show on ea rth.
AUGUST 19 - WEEDSPORT, NEW YORK - Antique/Ciassic/Hom ebuilt
Fly-I n. Sponsored by EAA Chapter 486 , Whitfords Airport. Air Show -
field closed 1:00 p.m . until 5:00 p.m. Intermissio n for ea rly depa rtures.Pancake breakfast. For further information , contact Herb livingston ,1257 Gallager Road , Baldwinsville, New York 13027.
SEPTEMBER 5-9 - GALESBURG, ILLINOIS - Nin eth Annual StearmanFly-In . Anyone with any int erest in Stearmans is cordia lly invited. For
further in fo rmation , co nta ct Stearman Res to re rs Association, Inc. ,823 Kingston Lan e, Crystal Lake, Illin ois 60014.
SEPTEMBER 14-16 - KERRV IL LE, TEXAS - Fifteenth Annua l SouthwestRegional Fly- In . Friday ni ght hangar party, Saturday aircraft judgin g
and ai r show from 3 to 6 p .m. ; Saturday night banqu et and ent ertainment. Plen ty of hom eb uilts , antiques and warbirds. Sponsored by th eTexas Chapters of EAA. For further information , co nta ct Dave Beckett ,President, 5103 Village Row , San Ant onio , Texas 78218, 512/653-4710.
SEPTE MBER 27-30 - TULLAHOMA , TENNESSEE - First Annual Fly-In.Plan now - for the greatest show on ea rth.
OCTOBER 12-14 - CAMDEN , SOUTH CAROLINA - Th e Fall Fly-In spo nsored by EAA Antiqu e Class ic Chapter #3, wi ll welcome all antiques,
classics, warbird s, and homebuilts. Awards to be present ed in many
ca tegories. For furt her information, co nta ct Gen eva M cKiernan, 5301
Finsbury Pla ce, Charlo tt e, North Caro lin a 28211.
Classic owners
~ ( U f . t q. ,
OG(' ~ ~ \ l
DRESS
IT UP \ ~ ~ITH A NEW~ INTERIOR!
All Items READY -MADE for Easy
DO-IT-YOURSELF INSTALLATION
Seat Upholstery - Wall Panels
Headliners - Carpets - etc .
Ceconi te Envelopes and Dopes
Send $1 .00 for Catalog and F.lbrics Se lect ion Guide
I l ~ p ~ j n c .259-15 Lower Morrisvil le Rd .
Fallsington Pa . 19054
( 215 ) 295 - 4115
FLY-IN SCHEDULEJuly 14-15 . . . .. St. Augustine
July 29 - August 4 Oshkosh
August 11 . Venice Airport , Beach PartySeptember 8-9 . Silver Springs Airport, OcalaOctober 13-14 .. . .. . Thomasville, GA
Dece mber 1-2 '." Cedar Key/Williston
Position Desired
June 1979 A & P graduate see ks employment as appr ent i ce spe c iali zi ng in Antique and/o r Classic air craft res toration. Private pilot. Has experience in con-
temporary aircraft maintenanc e, co nstruction of 1903
Wright Flyer rep li ca, resea rch , and restoration . Res ume
upon requ est. Ri ck Leyes, Rt. 6, Janesvi ll e, WI 53545
or 608/754 5538 .
1944 FAIRCHILD 24R/46A AND SPARE ENGINEFOR SALE
We hav e a 1944 Fairchild 24 R/46A fo ur seate r, 200
horsepower. It s engine is a Ranger and has 150 hourssi nce MO H . The spare engin e has 000 ho ur s sin ce TOH
and 150 hours s in ce MOH. It has a total of 560 hours.
It has a VHF Narco Mark 12 Radio. When recovered
ceco ni te and butyrate were used. Negotiable price
being $22,000.Contact Mr. Rene Lo eve nd i e, INFOCU S STUDIO,
61 St. Georges Street , DURBAN ., 4001 SOUTH AFR ICAor phone him at: BUS INESS 64646 o r HOME 60010.
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NOMINEES FOR OFFICERS AND
DIRECTORS OF ANTIQUE/CLASSIC DIVISION
JACK WINTHROP
Jack went to school in DuQuoin, Illinois. Starting
flying lessons in 1939, and later instructing in primaryand secondary C.P.T., he joined the Army Air Corps
Ferry Command in Nashville, Tennessee. In June 1942,flying all types of airplanes domestic and across the
Atlantic. He was based in Aden, Arabia and Casablanca,French Morroco for one and a half years. When the
war ended he went to work for Braniff Airways as a
DC-3 co-pilot, working up to Boeing 747 Captain today,
flying to Europe and Honolulu .
Jack has been Vice-President of the Antique/Classic
Division of the EAA for the last three years and was
past President of EAA Chapter168 in Dallas, Texas.
He lives in Allen, Texas on a private airstrip flying
his Waco UPR-7 plus a J3 and J4 Cub. Jack and Pauline
have four married daughters with 9 grandchildren.
D LE GUSTAFSON
Dale has been interested in airplanes since he was
a small child and took his first plane ride in 1939 at theage of 10. He started taking flying lessons in 1945 and
soloed at the age of 16. After high school, he worked
at the airport in South Bend, servicing airliners, handling cargo and doing field maintenance.
Dale attended Spartan School of Aeronautics in
1948 and 1949 to obtain additional pilot ratings. After
this, he freelanced as a flight instructor and ran a small
FBO at South Bend until hired as a co-pilot on Turner
Airlines in Indianapolis in 1950. He has been with the
same airline since then. Through name changes and
mergers, the airline is now Allegheny and Dale is fly
ing as captain on the DC-9's.Through the years, Dale has owned various air
craft; a Stinson V-77, Piper Colt, Fairchild 24, C-195,C-150 and currently has a Stearman for restoration. He
is a member of several organizations interested in the
antique, classic and homebuilt aircraft and a member
of EAA since 1960 and the Antique/Classic Division
since it was organized. He has served as an advisor
to the Antique/Classic Division and is currently serv
ing as a Director. For several years, Dale has judged
antiques at Oshkosh and for the past two years, served
as Program Chairman for the Antique /Classic Division
awards, and will continue doing the same at the 1979
Convention.
To stay busy during his spare tim e, Dale current lyhas an airport leased in the Indianapolis area.
E E BUCK HILBERT
Buck is a native of Chicago and a graduate of
Lewis College. He began learning the pilots pointof view while working as a line boy at the old Elmhurst
Airport near Chicago in 1938. The pay wasn't much,
but it was flyin' time and he soloed an Aeronca
65LA Chief in October 1941.He graduated into the Air Force shortly thereafter,
into the Training Command where he flew and in
structed in many of the Training Aircraft of that era.
Flew Gunnery Training at Las Vegas Army Air Field and
finished up teaching Chinese Nationalist Pilots Twin
Engine Transition.
Recalled for the Korean War, Buck qualified as anArmy Aviator and flew with the HQ. Company Air Section of the 24th Infantry Division . A most rewarding
and memorable experience, he reports.Buck and Dorothy and their four children are at
home at Hilbert's Funny Farm where he keeps a stab leof interesting and flyable old airplanes including
the Airmail Swallow he flew across the nation to com
memorate the Bicentennial and United Airlines 50thAnniversary. An Aeronca C-3, a Cherry Stinson L-5, a
Cessna 140 and an Old Champ also reside in that stable.
Buck is no stranger to the Antique/Classic Divi
sion . He is past President having served from 97
through 1975, and he still says he has a bad case of
the airplane disease and there ain ' t no way to scratch
it exc ept to work on and fly one of these pretty , old
airplanes.
26
1979 CONVENTION COMMITTEES
AND CHAIRMEN
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ANTIQUE/CLASSIC DIVISION
CLAUDE GRAY, JR.
Claude had his first airplane ride at the age of ten
in 1928 at Kansas City, Missouri. His rea l interest in
airplanes started at Jefferson City , Missouri in 1932,
where the next four years were spent as mec hanicshelper and l ine boy at the local airport. He was able
to commence flying more seriously in 1938, and at the
start of WW II was instructing his first class of Army
Air Corps Cadets at Bevo Howard 's Hawthorne Schoolof Aeronautics, Orangeburg, South Carolina . He spent
1 12 yea rs there and put 8 classes through primary inStearmans.
In early 1943, Claude went to work for Conso lidated
Vultee Aircraft as a production test pilot on B-24's. In
October, 1944, he was hired as a co-pilot with Western
Air Lines. He spent the next 34 years with Western and
retired as DC-10 Captain in October, 1978. During hiscareer with Western he flew DC-3's , DC-4's Convairs,
DC-6 's , Lockheed Electras, Boeing 720's, 707's and thelast five years on the DC-10.
He has been a member of EAA since 1960, #9052.At that time , with fellow Western pilot. built #67 Smith
Miniplane to fly. This plane is still flying and his partner has full ownership now . Since then Claude hasrestored two aircraft. One a 1927, OX-5 powered,
American Eagle, 1976 Grand Champion Antique atOshkosh. The other, his 1946 Fairchild 24W. He stillhas both aircraft flying regularly and gets one or both
to most of the West Coast fly-ins. He is currently Chief
Antique and Classic judge for the Division .
CONVENTION MANAGEMENT Co-Chairman
Convent io n Chairman Matthew Woerner ENTERTA INMENT, PICNIC & PARTY
919-368-2291 (o ffice ) W. Brad Thomas , Jr . 40 Maple Road Chairman
919-368-2875 (home) P. O. Box 608 Ringwood NJ 07456 609-585-2747
Pilot Mountain, NC 27041FLY-BY SCHEDULE COORDINATION John R. Turgyan
Co nvention Co -Chairman Chairman 1530 Kuser Road609-585-2747 John R. Turgyan 616-453-7525 Ronald Fritz Trenton NJ 08619
1530 Kuser Road 1989 Wilson NWTrenton, NJ 08614 Grand Rapids, MI 49504
ANTIQUE /CLASSIC FORUMS Co-Chairman Co-C hairman
Chairman 61&-624-6490 Ph i l ip l Cou lson 201-694-8756
615-455-3783 Allen D. Henninger Rt. 2, Box 39B
936 McKellar Drive Lawton , MI 49065 Frances C Trainor
Tul lahoma, TN 37388 22 Ka thleen CourtHEADQUARTERS STAFF
Wayne , NJ 07470Co -Chairman Chairman
214- 7'27 -5649 ck c Winthrop 414-442-3631 Kate Morgan
Rt. 1, Box 111 3744 North 51st Boulevard BOOTH AND BARN DECORATIONS
Allen, TX 75002 Milwaukee, WI 53216 612-784-1172
Co-Chairman Stan Gomo l lPARKING AND FLIGHT LINE SAFETY 7"16-342-3170 Janet .Kesel 1042 - 90th Lane , NEChairman 455 Oakridge Drive Minneapolis, MN 55434414-442-363 1 Arthur Morgan Rochester, NY 14617
37 44 North 51s t Boulevard
Milwaukee, WI 53216 DISPLAY BOOTH
EQUIPMENT & SUPPLYCo-Chairman ChairmanChairman
716-342-3 170 (hom e) Robert E. Kesel 214-241-9487 Jackie House414-442-3631
716-325-2000 (office) 455 Oakridge Drive 3822 One Way Circle, Apt. 394
ext. 23250 or 23320 Rochester , NY 14617 Dallas, TX 75234 Arthur R. Morgan
3744 North 51st BoulevardCo-C hairman
JUDGING AND AWARDS Milwaukee, WI 53216201-694-8756 Betty Trainor
Div ision Chi ef Jud ge 22 Kathleen Court213-349-1338 Claude l Gray, Jr. Wayne NJ 07470
9635 Sylvia Avenue
Northridge, CA 91324 PAVILION PROGRAMEQUIPMENT MAINTENANCEAnt iq ue Awards & Chief lu dge ChairmanChairmanChairm an
317-293-4430 Dale Gustafson
317-293-4430 Dale Gustafson
7724 Shady Hill Drive 617-366-7245
772 4 Shady Hill DriveIndianapoli s, IN 462 74
Classic Award s & Ch ief JudgeChairman
419-529-4378 George S. York
181 Sloboda Avenue
SECURITYChairman
608-635-7479
Indianapolis , IN 46274
George T. Williams115 Pauquette Street
Portage , WI 53901
Jeff Copeland
Nine Joanne Drive
Westborough, MA 01581
Mansfield , OH 44906 Co-C hairm an
Classic Award s Co-C h ief Judge
Co-Chairman
419-325-2257 Dale W. Wolford
315-536-9924 (home)
716-726-5655 (office)
David Shaw129 East Lake RoadPenn Yan , NY 14527
443 TWP Rd. 1500 RFD #2 PRESS COVERAGE
Ashland , OH 44805 Chairm an414-377-5886 AI Kelch
MANPOWER 66 W . 622 N . Madiso n Avenue
Chairm an Cedarburg, WI 53092
617-366-7245 John S. Copeland Co-C hairma n
Nine Joanne Drive 414-377-5886 Lois KelchWestborough, MA 01 581 66 W . 622 N. Madison Avenue 27
Cedarburg, W I 53092
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