vintage airplane - jul 1978

8/12/2019 Vintage Airplane - Jul 1978

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THE RESTORER'S CORNERBy } R Nielander, Jr

Over the past several months you r offrcers anddirectors have made a point of trying to provide Division headquarters representation at the variousDivision chapter fly-ins as well as the larger regionalfly-ins which attract antique and classic aircraft. Inattending these events and talking with the chapterofficers and flyein chairmen, one theme seemed topermeate the conversations. Most of these officersand chairmen lamented the fact that, while they hadwonderful dedicated people with which to work,many of these people were inexperienced in theirjobs, having assumed their duties for the first timeat the current fly-in. This inexperience resulted inmuch wasted time and lost motion, as well as someproblems which should have been anticipated andremedied before they occurred. There were numerous discussions concerning how these situationscould be alleviated. Of course all agreed that if avolunteer is willing to serve in the same capacity fora series of fly-ins or chapter activities, his knowledgeand ability improves with each successive exposure,and he soon becomes an expert at his job. This factis of course most evident at Oshkosh where somevolunteers have been doing the same job for overtwenty years. It is also evident at the Sun 'n Fun, Watsonville, and other large regional fly-ins. This is notto say that there are no mistakes made in the operation of these large fly-ins. There are, but there is alsomore likely to be the expertise at hand to bailout those

who made an error in judgement and to straightenout the problems.In discussing these matters with the chapter officers and fly-in chairmen it was agreed that the ideal

situation would be for a chapter to designate its fly-incommittee chairmen and committee volunteers ayear ahead of time, and then encourage these individuals to volunteer their services at other fly-ins inadvance of their own function so that when theirtime of responsibility arrived, they would be welltrained and knowledgeable with reference to theirassigned tasks. In keeping with this thought, yourOshkosh chairmen and co-chairmen welcome allthose who hold regional or chapter fly-in responsibilities and encourage them to work on the samecommittees at Oshkosh. They may not do everythingright at Oshkosh, but they certainly have a multitudeof opportunities to do it over and over and over untilthey get it right. The end result is that an Oshkoshvolunteer is an expert in his field when he goes homeand accepts the chairmanship of a similar committeeat his local fly-in. There is no better training available.The complete list of Antique/Classic Division convention committees with the names and addressesof their chairmen and co-chairmen appeared on page24 of the May issue of The Vintage Airplane Drop anote to the chairman of the committee which interestsyou, and let him know that you want to help. He'llappreciate hearing from you, and you'll become afly-in expert on the committee of your choice. If youwill not be sure until the last minute that you'll beable to attend, just show up and tell him, "here I am".He'll welcome you with open arms.Elsewhere in this issue you will find the Divisionconvention activities schedule including the forumsschedule and the Division evening programs. Thisservice is provided to help you plan in advance thoseactivities in which you would like to participate. Pleasenote that the Division will sponsor a picnic dinneron Tuesday evening, August first, and a social houron Friday evening, August fourth. The latter will belater in the evening following the awards program.Division members are cordially invited to attend eitheror both of these fu r.ctions so that all may becomebetter acquainted with their officers, directors andfellow members.

Don't forget the membership contest. Five newmembers gets you a set of antique flying goggles.Five more gets you a leather flying helmet, and themember recruiting the most new members by the endof the year gets a five year free membership in theDivision. Start your recruiting campaign now.SEE YOU AT OSHKOSH!

EAA ANTIQUE/CLASSICDIVISIONMEMBERSHIP DRIVEWIN*A pai r of Antique Gogglesby persuading 5 people toJom.

Leather Flying Helmetwhen you get 10 people tosign up.

- then start over nd win again A free five year membership in the Antique/Classic

Division if you sponsor themost new members in1978.

To Qualify: Write your name and membership number on the back of the membership blanks we ve been providing in THEVINT ACE AIRPLANE Headquarters willkeep score.


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Photo by Chris So rensen)A pair of Parakeets over Iowa .

ditorialtaffPublisherPaul H. Poberezny

EditorDavid GustafsonAssociate Editors: H. Glenn Buffington, Robert G. Elliott, AI Kelch,Edward D. Williams, Byron (Fred) FredericksenReaders are encouraged to submit stories and photographs . Associate Editorships are assignedto those writers who submit five or more articles .which are published in THE VINTAGE AIR-PLANE during the current year. Associates receive a bound volume of THE VINTAGE AIRPLANE and a free one-year membership in the Division for the ir efforts . POLICY-Opinionsexpressed in articles are solely those of the authors . Responsibility for accuracy in reportingrests entirely with the contributor.

ANTIQUE/CLASSICDIVISIONOFFICERSPRESIDENTJ. R NIELANDER, JR.P.O . BOX 2464FT. LAUDERDALE, FL 33303

VICE-PRESIDENTJACK WINTHROPRT. 1, BOX 111ALLEN, TX 75002

SECRETARYW. BRAD THOMAS , JR .301 DODSON MILL ROAD

PILOT MOUNTAIN, NC 27041TREASURERE. E. " BUCK" HILBERT8102 LEECH RD.UNION, IL 60180

DirectorsWilliam J EhlenRoute 8 Box 506Tampa, Florida 336 18

Claude l Cray, Jr .%35 Sylvia Avenue

Northridge, California 91324Dale A. Gustaf son

7724 Shady Hill DriveIndianapolis, Indiana 46274

Richard WagnerP.O. Box 181Lyons, Wiscon sin 53148Advisors

Ron ald Fritz1989 Wil son, NWGrand Rapid s, Mic higan 49504John R. Turgyan1530 Kuser RoadTrenton , New Jersey 08619

AI Kelch7018 W. Bonniwell RoadMequon, Wi scons in 53092

Mor ton W. le ste rBox 3747Martinsville , Vir g ini a 24112

Art hur R, .""organ3744 N. 51st Boulevdfd

Milwaukee, Wi sconsin 51216M. C. " Kelly" Viets

RR 1 Box 151Sti lwell, Kansas 66085

Stan Gomo ll1042 90th l ane, NE

Minneapolis, Minnesota 55434Robert E Kessel

445 Oakrid ge DriveRochester, New York 14617Robert A. WhiteBox 704

Zellwood, Florida 32798THE VtNTAGE AIRPLANE is owned exclusively by EAA Antique/Classic Division , Inc and is publishedmonthly at Hales Corners . Wisconsin 53t30. Second ctass Postage paid at Hales Corners Post Office.Hales Corners, Wisconsin 53130, and addi tional mailing offices . Membership rates for EAA Antique /Classic Division, Inc ., are $14.00 per 12 month period of which $10 .00 is for the publication of THEVINTAGE AIRPLANE. Membership is open to all who are interested in aviation .

The VINT G AI!1PLANEOFFICIAL MAGAZINEEAA ANTIQUE/CLASSIC

DIVISION INC.of THE EXPERIMENTAL AIRCRAFT ASSOCIATIONP.O. Box 229, Hales Corners, WI 53130

Copyright " 1978 EAA Antique/Classic Division . Inc . All Rights Reserved .

JULY 1978 VOLUME 6 NUMBER 7TABLE OF CONTENTSCover Photo by Lee ray: EAA Air useums Lockheed 12 Electra.)

The Restorer 's Corner by J. R. Nielander, Jr . . . . . . .. . . . , .. . . . . . . . . . . . . . .. 2On Converting a Tri-Pacer toa Taildragger by Bob Schumaker .. , , . . . . . . 4Franklin Rose by Edward D. Williams . . . . . . , . . . . . . . . . . . . . . . . . . . . . . . . . , . . 8Chino 78 by Claude Gray . . . . . . . . . . . . . .. . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Vintage Album . .. . , . . . . . . . . . . , . . .. . . . . .. . .. . . . . . . , .. .. . . . .. . , . . . . . . . .. 14Judging Update by Claude Gray . . . . . . . . . . . . , .. . . . . . . . . , . , . . . . . . . . . . . . . . 16The Crouch-Bolas Dragonfly by David Gustafson " . . . . . . . . , ... . . . . . . . . . ,. 17Oshkosh Convention Schedule . . . . . . . . .. . , . . . . . . . . . . . . . . . . . . . . . . . . . . .. 22The Tiger and the Tempest by David Gustafson .. , . , .. . . . . . . . . . . . . . . . . . . 24

EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIPo NON-EAA MEMBER - $20.00_ Includes one year membership in the EAA Antique/Classic Division , 12 monthly issues of THE V INTAGE AIRPLANE; one yea r membership in the Experimental Aircraft Association and separate membership cards.SPORT AVIATION magazine not included.o EAA MEMBER - $14.00. Includes one year membership in the EAA.Antique/ClassicDivision, 12 monthly issues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD .(Applica nt must be current EM member and must give EAA membership number .)

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ON ONVERTING TTO T ILDR G

By Bob Schum aker(EAA 60859)403 Meadowview Dr., S.E.Huntsville, AL 35802(Photos provided by Author)Easy does it! The highest 6 in the world about to econsumed for that first landing - the Darlin ' touchedon all 3 points - the end of a perfect fli ght.

So you think a Tri-Pacer is a great little ole plane ,but, it looks like a flying milkstool. I, too, thought thisand therein lies quite a story.

It was November in Huntsville, Alabama and thelocal FBO at South Huntsville Airport was making hisplans for the wet days - (We don't have winter withsnow, etc., in the SOUTH Su'h). He and I were chattingabout where and when I could get a plane and he said"Bob - did you ever think about a Tri-Pacer? Althoughthis didn't really turn me on, there was a slight sparklit, and I asked him what he had in mind. Ole' Mc saidhe knew where he could get a slightly" damaged TriPacer which he thought could be obtained at a low dollar output. There was one small problem though, hewanted the wings to fix up a Tri-Pacer he had to fix fora customer. Oh sure, I could have the damaged wingsoff of the plane he was fixing. As just a matter of sideinterest I asked him what was the "s light" damage theoriginal Tri-Pacer had before it lost its wings - Well itseems the front landing gear was in the cockpit, alongwith a damaged oil cooler, broken generator pully,crushed exhaust pipe and broken carburetor flange,also odd and assorted bits and pieces which neededstraightening and/or welding. Well, we all have tocompare with something and his idea of "s light andmine are not too far apart, and, they got a lot closer to

gether when he added, "Oh yes Bob, the engine hasonly 6 hours since a fresh major. That did it. Wechanged $, wings, parts, etc., and "Away We Go." Mywife's husband is off on another project .

Then the problem was what to start on. The wingslooked like someone had landed on them (and in factthey had) so we started on them. Since the right wingspar could be s t r i g h t ~ n e d and all but five ribs, onedrag strut and the leading edge tip were real fair, itseemed logical to start on that wing.The act of pricing parts for aeroplanes has someviolent side effects. The first is a sick empty feeling(starts in the wallet and ends with the eyeballs, throwing daydreams out of focus). Second, this wonderfulperson called WIFE - (that's the one who brings yourdinner to the shop (garage), brings colas, "holds" tilldope drys, backs rivets (with finger in one ear andshoulder over other), who with all of her fine attributes, has a breaking point. This usually occurs just asyou add the third figure to the "W e ll Honey it won'tcost too much just . DOLLARS " The third iswhere you change from buyer to scrounger and learnthe fine art of getting for little or nothing those thingsyou need so badly. As you become more and more proficient your smiles become larger and the project getsdone, with the maximum of labor, but the minimum ofcost.Now for the project. I've got a young man who livesdown the street named Joey Sieja who is endowed with

an uncanny mechanical aptitude and a deep love forthe Aeroplane. Between us, we started the job . The firstmove was to de-hide the wings. Then the true needsbecame painfully obvious : nine ribs, two outer leadingedges, drag wires, drag struts and a main spar. Thebad ribs were removed as well as the other parts. A jigwas made and a lot of rib repairing was done, bu t, therewere still five ribs needed and a drag strut, to saynothing of the spar. An old friend who had just rebuilta J 3 wing came up with the needed ribs. A friend atanother local airport said he thought he rememberedseeing an old Pacer or Tri-Pacer wing back in the junkpile in the woods." By golly he was right, there was acomplete Tri-Pacer wing in the pile. It was badly damaged , but there it was with a good main spar and threedrag struts. Boy, oh boy. What a find . Cost: NOTHING .If you can use that old junk you're welcome to itfriend." That's what the good ole' FBO said. Wing,honeysuckle vine, pine needles and all headed for thehouse. Now we had all we needed to build the wings.They were re-built in four weeks and one was coveredand completed when we found the MARTIN fasteners we'd planned to use in lieu of wing stitching wereout of production. This in itself isn't too bad, but whenyou have had enough for one wing and then make thediscovery, you are in a world of hurt. I called everybodyI could think of, or had heard of, who might haveenough for the other wing. No luck But all was notlost. I had noticed the Cessna rag wings had clips in

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Lined up for we lding - ry impo rtant.

Another shot on how to block up the fuselage - It sdone just like you milk a porcupine - Very Carefully.

their li ' l ole ' wings. Hummmm Call GADa. I did andwhether you are aware of it or not that's one greatbunch of guys. They are there to help , and they do.A check of the ir record s showed the Cessna clips hadnever been approved for Piper , however, the wingstructure was similar and the airfoil and speed factorswere close. They told us how the original tests wereconducted, and advised we use the same technique onPiper rib s. They said if the tests were within the requirements they would buy-off on their use . Wellthings were brightening up . We obtained some Cessnaclips and set up a simple pull test device using a scaleand some weights. Our "engineering analysis" provedthe clips more than adequate so we bundled the package up and sent it to the GADa. They sent us a letterapproving the use of the clips on our Tri-Pacer wing.Since these clips are readily available we are now finishing our other wing.While all of this was going on , the bent and brokenparts in the propeller end were welded, straightenedor replaced. The prop was sent off to the propeller hospital and made well again . The cowling was left lyingin a pile.I kept looking at this thing, this airplane, thinkingto myself I sure wish it had a tailwheel. Without thatmilk stool gear it would look pretty slick. Then it cameto me, as I sat looking through the "TennesseeYellow pages ." I saw an ad which said: convert yourPA-22 to a PA-20. Easy conversion . Ho Ho Ho. Well as

a matter of fact , the conversion is not real hard , but asyou can see some real backyard engineering was required. When we finally got the fuselage jacked up weall held our bre ath while I welded and welded andwelded. Finally , all was done. The gear was removedfrom the box and placed in the mounting brackets.Hey I've got a tail dragger. Whoops. No tail wheel.The price of a new one jerked me up short, so away wewent on a scrounging mission. After exhausting almostevery resource, and our patience, we heard of a placeup in Tennessee where an A&P had a shop in a barnwith bunches of "good junk." We called him and he allowed he might just have a tailwheel. So we took offin the ole' 63 pick 'em-up and headed for the hills. Believe it or not you have to ford a stream to get thereand his house was built in 1835. The barns look aboutas old, but he did in fact have a correct tailwheel andas we wound around the J-2 & 3's, Aeronica 7AC's, aBellanca Cruisemaster without cover, etc., Ithought I 'd have to go back to see Ole' Charlie's oneday soon and just mosey around. It would take all dayjust to see all that's in those barns and sheds . He evenhas a 1200 ft. strip I may work up enough courage totry some day) . Meanwhile, back at the Pacer .

With the main gear in place and the tail wheelmounted, at least I could roll it in and out. Brakescame from a friend at Moontown Airport (just changedto Mills Airport) who just had them laying around.

(Mills is, by th e way, one of th e few airports left withsmudge pots for runway l ights) . Now the brakes are intoo , so we may be flying soon.Anyway, we've loved every minute of it .

P RTWell here we are again. The Pacer is being loaded

on the back of the pick'em-up truck, tail f irst to startits first long " taxi run ."We got down to good ole South Huntsville Airportwith the fuselage in great shape but our nerves shot.Did you ever notice as the cars pass you they seem tocut you off? (It's a phenomenon called " drive whereyou ' re looking".) I can understand though, because

you just don't see an aeroplane going down the roadevery day.Eventually the fairings went on and the systemswere checked out. The engine ran real rough. Why?Because, as you turn it over each week or every otherday or whatever, a little oil is worked up into each cylinder. Comes the big day and you hit the starter : Itstarts with a cloud of blue smoke . You have just fou)edout all of your bottom plugs and some of the top onestoo. After I cleaned the plugs and checked the setting,the 0-290 ran fine.The next day I was out at the airport bright andearly and found a puddle of gas beneath the plane. Forthose who don't know, this is a revolting development,


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mainly because the inside of a J 3 thru PA22 is coveredwith fabric just like the outside. Where was the leak?Why the selector valve of course . We tore a hole in theinterior big enough to remove the thing and found itshot, worn ou t , non repairable, etc. We took jeweler srouge and lapped it smooth, then put it back together, Joey hard at the w ingchecked it out and it worked fine , on the RIGHT TANK building business -position. When turned of f it leaked again. This is just had to stopwhen you quit playing games and wonder, where can snap him Th at syou find a fuel selector valve on a Saturday afternoon? a nkee screwd ri verIn that old Tri-Pacer fuselage you saw on the side of a in Alabama-.hill about 15 miles up the road. Back in the pick 'em-uptruck and back to the hills. Lo and behold in this thoroughly stripped out hull all that was left were waspsand the selector valve. There were so many wasps wehad to cut a hole in the outside fabric and remove thevalve from the outside . The wasps hummed and fussed ,but didn 't come out after us so we were home free.Sunday morning the valve was cleaned up , checkedout, and installed. The engine was run up and thencame the first big moment. The plane moved under itsown power . Out to the runway and up and down we go ,

in e up checked and read y for we lding. Brakes, at last (onl y 15,000 m ore things to d o) .


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slowiy at first checking for toe-in or toe-out, and feeling of squirreliness. All was good, the runs becamefaster and finally the tail came up and you won't believe it but it took off and was flying. Well that endedthe ground test. The flying tests followed the approvedsequences and all 'went well. Look Ma, no hands, andit's straight and level. Meanwhile back on the ground agood friend called Joey, my daughter and her boyfriendhopped in Joey's 210 and came up with cameras inhand. Many pictures later we peeled off for the landing. The first one was hot and high because I was overw rned about the sink rate. The second was on androlling. I disengaged my eight white knuckles from thecontrol wheel crawled out amid back patting and chatting and the whole world looked great. (Now to finishthe KR-2Bye See ya'il at Oshkosh

Back up Runway 6 and ready to o this s the last ofseveral "Taxi Passes - "Now or Never "

n the back yard rigged and checked - I really wanted tofly it out.

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yEdward D . WilliamsEAA 5701 0)

71 3 Eas tman DriveMt Prospect , . 60056Associate Editor)

(Photos provided by the Author)If Hollywood ever decides to make a movie on the

life of aviation pioneer Franklin E. Rose , the plot willprobably seem far-fetched . To make things worse forcredibility, the colorful Rose in hi s youth was as handsome as any movie star .Rose had a brief connection with film making , it self, when he flew in the early 1920s as a movie stuntpilot. But he also was an airmail pilot , mechanic, barnstorming pilot, commercial pilot , aircraft salesman,military pilot and finally commander of an Air Forcebase in Germany .Rose, 78, now retired for 21 years and living at Walnut Creek, Calif., also missed by a whisker sharing aplace in history with another pilot , Leon D. Cuddeback,in flying the first successful flight of the mail by a private contractor in 1926.

That route, by Varney Air Lines, holder of ContractAir Mail Route #5 (CAM #5) authority, consisted ofnorthbound and southbound service between Pasco,Wash., Boise, Idaho , and Elko, Nev., begun on April 6,1926. Cuddeback flew the inaugural southbound routesuccessfully, thus gaining a prominent place in aviation history. But Rose, who flew northbound from Elko,was forced down in a storm and didn't make.a successful flight . or the record books.

~ . . ,- ...;. . . . . . r 1 :, l.:

H and som e Frank lin E Ro se strikes a dashi ng po se next to his Swallow M ai lplane in 19 26 .

To make the Hollywood scenario more implausible,it is a fact that Rose 's wife , Mildred, 75 , who learned tofly in 1926 and flew aerobatics, taught their son , Franklin Rose , Jr ., to fly. The son in turn did so well he laterbecame one of America's first jet pi lots, but not untilhe had shot down 13 German aircraft in World War II.The younger Rose retired from the Air Force as a fullcolonel, still being outranked by his father , who retiredas a brigadier general.Stars and Stripes, the U.S. military newspaper,more than 23 years ago - on Jan. 5, 1955 - said of theelder Rose :

BRIG G N FRANKLIN ROSE an aviation pioneerwho has been pushing aircraft through the skies forthe past 36 years, is going stronger than ever today.As commander of the 322nd Air Div (Combat Cargo)headquartered at Ramstein Air Base, Rose controls allthe troop carrier and transport aircraft in the USAFEtheater of operations. The huge C119S of the 322ndroll up an average of 27,000 miles daily in flying vitalsupplies to 32 U.S. air bases in 13 countries in Europeand North Africa.Rose himself has rolled up quite a few hours in thecockpit since he first earned his wings as a flying

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cadet in 1918. He 's 54 today, and a rundown of the jobshe 's held reads like a ca psu le history of the growth ofthe aviation industry.

The general, an affable, soft-spoken man , holds the16th air mail pilot's license issued in the U.S .; the 125thco mmercial pilot's licen se; and the 118th engineermechanic's license.For a good part of hi s yo uth he barnstormed acrossthe U.S. with a flying circus perform ing death-defyingfeats standing out on the wings. During this period the early 20s - he also worked as a Hollywoodstuntman, earning hi s bread by leaping from a speeding cycle to a plane or transferring from low flyingplanes into cars.Those were exciting days, the general recallsWe landed anywhere there was enough space for atake-off and crowd s would flock for miles to see usperform.I was se lling airpl anes at this time , too, said thegeneral. As a matter of fact , I was in just about everyphase of the business.But then you just abo ut had to be, or you'd starveto death. That's part of the growth of aviation. Everybody had to be a pioneer and stay with the businessor get out of it entirely. It was one of the best ways wehad of promoting commercial aviation.

In 1926 the senior Rose joined Varney Air Lines, thecompany which got the first air mail contract . He flewthe first northbound mail flight from Elko, Nev., toBoise, Idaho.I was forced down in a storm and landed in themiddle of a desert, the general related. It was 40miles to the nearest ranch and I came in by Pony Ex-press with the mail sack slung over a horse's neck .In 1929, Ro se got in on the ground floor of thefledgling passe nger airline industry. He became president of Varney Speed Lines, the fastest airline in theworld, flying Lo ck heed Orions from Los Angeles toSan Francisco in o ne hour and 58 minutes.Rose made his first trip to Europe in 1934, demonstrating Lockheed Orion airc raft to various governments. From 1935 to 1940 wh en he returned to activeduty with the Army as a captain, Rose had a distributorship for Stinson and Taylorcraft on the West Coast.

From 1940-1946 Rose headed the Pacific CoastTechnical Training Comd, supervising the chain ,ofschools set up to train defense workers.

Following the war, Rose became associated withPacific Aircraft Sales Co., West Coast distributor forBeechcraft. He became a brigadier general in 1948 andin 1951 again went on active duty with the Air Force,ass uming command of the 349th Troop Carrier Wing

Very rare photo of ranklin E. Rose in cockpit of hisSwa llow with original Curtiss K-6 engine in ea rl y 1926.Man standing next to plane is unidentified.Franklin E Roses Swa ll ow Mailplane No 4 shownafter its original I S0-hp Curtiss K-6 was replaced withthe Wright Whirlwind }-4 with 2 horsepower.


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But I bucked these winds and terrific turbulanceand was flying right down on the ground, and the gasgauge was getting to the bottom. I figured, well, if I runout of gas and land in this 5agebrush and stuff outhere, I'm going to roll the plane up in a knot. So Istarted using my head - or I thought I was - and Isaw a bunch of wild horses over on a mesa, and I sawtwo men on horseback rounding them up. I figured ifI could get down there and get to some kind of civilization, or get somebody to find me, I would land.I worried if I would have enough power, and fortunately I did, and I landed on a little mud bar in theriver. I had to use power and almost stalled it. If I'dhave landed at normal flying speed I'd have just rolledup in a knot as the tires went down six inches in themud. I just sat there, and finally about an hou r later Isaw these two horsemen coming down the side of themesa. I told them what happened. They wanted to knowif I was in trouble . One was an old man, and anotherman about 22 or 23 years old and I asked them whereI was.They said the closest town was Jordon Valley, Oregon, and it was 60 miles away. I said, 'Well how am Igoing to get there?' One cowboy said, 'I 'll guide youin : I asked, 'How much do you want?' and he said ,'About a month 's salary,' I asked how much did hemake a month, and he said, 'Ten dollars a month: SoI said, 'Well, I'll double that if you can get me there:

Fortunately, I had about 50 or 60 with me. Wecarried a 30-30 rifle in the ship and a 45 caliber automatic and a bunch of chocolate bars, and I had figuredwhen I landed there that if I could shoot a horse andeat it, then I wouldn't starve to death. There wereplenty of horses and antelope roaming around. Anyway, the cowboy got a horse and said, 'This horse maybe a little frisky. He hasn't been ridden for a year sincewe been out here last: They evidently went out once ayear to round the horses up.I get on the horse and I just hit the saddle and Iwent up about 3 feet, then landed flat on my fanny onthe ground, with the horse's hoof going by me. So Igot on again and rode on.

In two days we got into Jordon Valley, and aftertwo hours of trying, I phoned Walter Varney in Boiseto tell him I was safe.The next morning a truck driver agreed to takeme into Boise, and we finally got there after I helpedhim dig the truck out of the mud about five differenttimes. We'd get stuck and we'd put chains and sacksunder the wheels to get going again. But we finally got

into Boise. The Evening Capital News of Boise carried this account of Rose 's misadventures on April 7, 1926:

MISSING MAIL FLYER FOUND,FORCED DOWN BY BLIZZ RDRose Lands on Mountain Slopein Idaho 75 Miles Off CourseBOISE, Idaho, April 7 (A.P.) - After twenty-four

hours of anxiety Franklin Rose, air mail pilot lost onhis first trip from Elko to Boise was reprted safe anduninjured sixty-five miles south of Jordon Valley at8:10 o'clock tonight in a telephone message to Boise.Rose continued with his recollections, saying, Iflew for about two months and then Varney got permission from the Post Office to shut down the line toput new Wright J-4 engines on. We had K6 and C6 engines, and they were giving us a lot of trouble. In thenorth leg, from Pasco to Boise, our boys went downseveral times with engine trouble. So they got permission for a delay in operations to get those J-4s on.Rose said that he flew for Varney for another fourmonths and then went to work for Pacific Air Transport, at a raise in salary from 150 to 200 a month,flying between San Francisco and Fresno and LosAngeles .Although he had a colorful and highly eventful career in aviation, Rose had no roots in aviation . He wasborn to an army cavalry officer at Fort Riley, Kans .,and lived at a number of army posts, so he swore hewould never go into the military service. But a strongyearning to fly caused him to reconsider by enlistingin the army as a cadet in 1918, and he got his wingsat Bakersfield, Calif. Although he left active duty in afew years , he remained in the reserves.

Although still in the Army Reserve, he did considerable civilian flying. He recalled:I was stunt flying, and a kid by the name of JohnnyTownsend and I bought a ship after we got out of service in 1919, and we tried to figure out some stunts andhow we could make some money. We did pretty well.I was first one to ever make a change from a motorcycle to an airplane and from an automobile to an airplane, and I did stunts like that in front of newsreelcameramen. This helped us out with publicity and wegot several calls from air show promoters about it.This led to his airmail service with Varney and Pacific Air Transport but in 1929 he stopped such flyingto take on a Stearman aircraft sales agency at Oakland because Varney Air Lines with replacing its Swallows with Stearmans, and writer Varney bought thenewer planes from Rose. Varney sold Varney Air Linessoon after. Then Walter Varney bought out my littlecompany as he wanted to run another new airline - asVarney Speed Lines - in California, but he kept me onas president. Later on, he went to Lockheed and boughtthese Lockheed Orions, although we had started out

with little Stinsons on the original route between Oakland and Sacramento and Los Angeles .V.arney ~ p t Rose on as president of Varney SpeedLines because He didn't want any part of it. He wasthe owner and he liked to give the orders , but he didn'twant to be an official in the company, Rose said.The company operated from July 1929 until 1934on that route when it got a mail contract from Los Angeles to Mexico City. We outbid Pan American, whichhad that business at that time. We operated the Mexican line for about two years, Rose said. And weclosed down because the politics down there weresomething very difficult to deal with.Then Walter Varney offered me a job surveyingthe aviation situation in Rumania, Rose continued.

We thought we'd sell all our Orions to Rumania. So Iwent over there and surveyed their airline needs. Itook an Orion to New York and put it on the deck ofthe ship Europa bound for Bremerhaven. I flew it offthe dock from there to Rumania. But getting awayfrom Bremerhaven proved to be an adventure.That's when Hitler was in business over there,Rose said. The Nazis had an eye on me all the waythrough. From Bramerhaven clear until I crossed theborder into Poland and down to Rumania.But it took a ruse and exceptional flying skill to getthe Orion out of Bremerhaven in the first place as theGermans impounded the plane. Every day Rose wouldget into the plane on the dock and warm it up to getthe armed German guards used to that procedure. Finally, one day, after the usual warm up, Rose simply took of f .Rose said, As I took off from the pier at Bremerhaven, I missed those tie-down things (for a ship's anchor) by about three feet, and the wing tips were onlyabout three feet from the light poles. Rose continued: I had been waiting for the windto change, and I had revved it up for about fou r or fivedays while the wind was still at a little angle. WhileI waited for a square wind, these guys with their gunson their shoulders and their green uniforms just stoodback watching me.

There was just a little drizzle-rain as I moved theplane down the dock, and it sank low after takeoff, butI was still about three feet above the water. So I held itdown low over the river, got up steam, came back andmade some turns around a smokestack. I zoomed byabout five feet from them because I was so happy toget off from the dock. With all those German police, itwas the only way I could get it out of there. But Rose admitted that he probably couldn ' t havetaken off from the dock if it weren't for the great flyingcapabilities of the Orion.


12/28

Oh, that Lockheed, I loved that thing, he said . Icould do all kinds of things with it as it had no bad hab-its at all. That Orion was the sweetest flyin g airplane ,and I could do many tricks with it.

Although he got out of Germany all right, his trou-bles were not over because of German influence inRumania.I ' l l never forget the day I got down to Rumania.They decided to buy the ship , so I had no airplane. Thepolice met me at the airport when I landed and theywere going to put me in jail . But a Standard Oil man Igot acquainted with fixed it all up and they let me go .Rose not only sold the Orion in Rumania, but hegave King Carol rides in it and took pictures of theRuman ian King inside the plane. Rose still has thosephotos in one of several scrapbooks .In 1935, Rose went back in business for himself andtook on an agency for Stinson aircraft which he oper-ated until World War II, when he went back into ac-

(Photo Co urtesy of Franklin Rosese eluded the. t Bremerh aven, he flew51 n the: Of;O n io Rum ania, where it was sold. This rare pic-ture sho ws the rion after takeoff on a flight in Rum a-nia in which Rose demonstrated its ca pab ili ties.

tive service as a captain .Rose continued: I knew Donald Douglas, BobGross and Jack Northrop, all that bunch weil. So whenI was called back in the service in '40 , I wa s in chargeof all the technical training on the Pacific Coast, in all

those factory school s. And I could get things done be-cause I knew these people . When I'd request things,the y' d do them. So I had a pretty good record going ;that's wh y I wa s made General in February, 1948, andI was a General until July 30 , 1956, when I retired after34 years in the service.

Rose also spoke with great pride about the militarycareer of his son and his son 's flying ability.He went into service in 1940, Rose said , andduring his advanced training he won a plaque for the

acrobatic flying. He went to Mississippi and he wa schecked out in the Mustangs and then went to Englandand flew in support of the invasion . He al so followed

Patton's army all the way down through th e end of thewar. Before he retired to Springfield , Va. , the youngerRose flew the Lockheed F-80 in the fi rst jet fightersquadron in the Air Force . He and his wife , Mary , alsohad the di stinction of having thei r picture in Life Mag-azine in Dec. 9, 1946, issue.Today the elder Rose is content to pla y golf on thecourse adjoining his home and not think back. Al-though he has a number of scrapbooks and a largetrunk of aviation momentoes , he rarely looks at them .They contain historical matters only touched on brieflyin this article and someday may find themselves in amuseum or library on aviation.The aviation career of Franklin E. Rose , Sr. , couldform the basis of a great motion picture , but they don ' tmake 'em like Ceiling Zero or Dawn Patrol any-more.

2


13/28

jack ox Photo)y Claude Gray9635 Sylvia Ave.Northridge, California 9 324After days of early morning fog and marginal

weather in the Los Angeles basin, Friday's weatherwas a great improvement and the fly-in got off to agood ~ t a r t Both Saturday and Sunday were beautifulclear days . President Paul claimed credit for this byannouncing he had used his influence with the manin charge and had traded us two days of good Wisconsin weather. His efforts were greatly appreciatedby everyone. With this good change in the weather theregistration of display aircraft reached th e 300 mark.The Antique and Classic aircraft were well represe nted from the 1927 OX-5 American Eagle, which wasfly-in Grand Champion, jud ge's choice Antique andoldest aircraft, through a Waco 10, Porterfields, Rearwins, Fairchild 22 's and 24's, Travelairs , the HarlowCessna Airmaster, Staggerwings, Stinsons and Stearmans and into some beautiful Cessna 140'5, 195's,

Swifts, the judge 's choice Bellanca and runner-upMooney Mite and the classic Stinsons.A Ford Trimotor, a Stearman, a P-51 and a helicopter stayed busy hauling passengers and gave the public a chance to fly in some rare aircraft. Top qualityaerobatic shows were put on by Bob Herendeen in hisPitts, Gerry Massey in the Little Toot and FrankSanders in his Sea Fury. Another favorite act was themock dog fight between the replica WW I Nieuport andFokker Triplane flown by Erich Schilling and Jim Appleby.

Being the home base for many of the Warbird aircraft plus their out of town members, the display andfly-by 's of the two Sea Fury's, P-51 ' s, a Corsair, a Hellcat, a rare 0-47, B-17, B-25, a Spitfire and others gavea show much like Oshkosh.All of this along with an awards dinner Saturdayni ght with an outstanding Bar-B-Que beef meal madefor a very successfu l, gr.eatly enjoyed fly-in that is rapidly becoming one of the best. We are all looking forward to next year.

This pretty 1941 PorterfieldCP-65 belongs to Fred Holla-way who flew it from Ontar-io California.

W RDSChino 78

GRAND CH MPIONAmerican Eagle 101Claude GrayNorthridge, CAANTIQUESJudges ChoiceAmerican Eagle 101Claude GrayNorthridge, CAOldest AntiqueAmerican Eagle 101Claude GrayNorthridge, CABest Multi-WingTravel Air SpeedwingFrank RezichIrvine, CABest High WingCessna Airmaster C34Clyde BourgesoisSanta Ynez, CABest Low WingHarlow PJC-2Mel & Dod HeflingerRedondo Beach, CACLASSICSJudges ChoiceBellancaRoland JoslynMalibu, CAst Runner UpMooney MiteAnthony &Larry TerrignoBuena Park, CA

13


14/28

ntageHINO '78

PHOTOS BY

In 937 the Rearwin company turned out thisSportster 9000L which is now owned by Kenjorgensen o an Dimas.

'& ;rJ..

Above: Best High Wing Antique Award went toClyde Bourgeois o Santa Ynez for his 1934Cessna Airmaster C34 which is powered by aWarner 165.

Below: This Stinson 108-2 was built in 947 andpacks 23 horsepower under the cowling It sowned by Ken Wicken o North Hollywood


15/28

lbumFLY INK OX

Right Carl Cox brought this sharp 79 7Rya n Navi on in from Fullerton.

Be low : O wned by AI Kiefer of So uth Pasa -dena this Waco 7 GX E is powered bya 77 hp Tank OX 5.


16/28

n u ceNTIQUE ND CLASSIC AIRCRAFT

-.

By Claude GrayChief, Antique Judge9635 Sylvia AvenueNorthridge, California 91324

During the past year considerable time has beenspent by the Division officers on an update and reviewof the judging of aircraft at Oshkosh and the Competition Judging Manual. This Manual will be availableto members in the near future. It is a guide for judges,restorers, builders, exhibitors, and competitors. Itcovers maintenance, restoration and constructionstandards.These standardized rules and point grading system have been used for the past three years at Oshkosh . It has been interesting to note how close thefinal scores have run each year for the various categories of winners. The Grand Champions have allscored within 2 to 3 points of each other for the pastthree years. The Reserve Grand Champions also havebeen near each other in score, but 7 to 8 points belowthe Grand Champions. This has shown that the restorers who give the small details of authenticityconsiderably more attention are the ones who arewinning Grand Champion .

It has been the small non-authentiC items thathave kept well done aircraft in 2nd place instead of1st. Many of these negative points have come fromnon-authentic hardware, instruments, chrome, seatbelts, etc. There has been more competition betweenaircraft in the Reserve Grand Champion scores. Onone occasion, two Reserve Grand Champion awardswere given because of tie scores. This emphasizes thepoint again that the small details of authenticity,plus good workmanship, make the difference.

Each year there have been some very well doneaircraft which, due to the restorer s personal desires,have been modernized and customized too much toscore well from an authentic point of view. With thisin mind, a new category for judging has been added:Customized Aircraft. These are judged on the basisof workmanship and beauty with awards for Champion, Runner-up and Outstanding in Class.

A category for Replica Aircraft has also been added.These aircraft must be full scale replicas of the original, and they are judged on the basis of how wellthey follow the original manufacturer S plans, plusquality of workmanship.Another category of aircraft, though very smallin numbers, has appeared. It is the Antique Homebuilt. Some of the early homebuilts of the late 20 sand early 30 s are being found and restored. Theseadd much to preserve the early history of flying, andthey are most welcome. They are judged and awartledon the same basis as a company manufactured product.For the restorer s information, it is important topoint out again that the aircraft is not penalized forany items currently required by FAA regulations thatit did not originally have such as strobe lights, beacons and ELI s. Radios and their related indicatinginstruments are also not penalized. From this pointon though, any changes from original and authenticwill probably cost points. It must be remembered thatmany changes and ideas used in later years are notnecessarily done for safety reasons, but more probablyfor cost reduction and ease of production. There aremany fine 30 to 40 year-old airplanes flying todaythat are more highly stressed and have less restrictions than do those new products being built today.

At Oshkosh we are fortunate in having enoughwilling, knowledgeable, and well qualified help sothat each aircraft is judged by at least 10 judges. Theindividual scores are averaged and no one score canaffect the final score too greatly. At the local chapterfly-ins, averages of a lesser number will still give a fairand equitable score.

With an open mind the restorer can follow thegrade sheet and judge his own aircraft. He will comeup with a score very close to that of the judges. Thishas been done and has been proven in the past.

It might be noted that on the grade sheet there isno space for a grade for what a fine fellow the restorermight be, or for how much work he has done at somefly-in or chapter event. The judges are only judgingthe aircraft for authenticity and workmanship. Welldone restorations have been, and will continue to be,the winners at Oshkosh. When an owner takes homea trophy from Oshkosh he knows that his aircraft hasearned it , and he can be proud of his aircraft and hisworkmanship.

We are preserving history in our restorations, andan authentically done aircraft can still be a safe anddependable machine with good workmanship andproper maintenance.

6

~ ~ ~ ~ ~ ~ ~ ~ ~ . ~ . ~ ~ r ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ : ~ ~

in near-miniature. That proved to be perfect training


17/28

THE CROUCH-BOLAS DRAGONFLY for a future task: Bolas was to spend several weeks outEARLY s.T.O.L.

By David Gustafson Editor(Photos provided by Walter Scheibeand Mrs . Kurt langborg)

During the early 1930's in a factory originally builtto stamp out Ford fenders in Pawtucket, Rhode Island ,two men led the efforts of fifty others to develop oneof the first successful STOl aircraft. The airplane, calleda Crouch-Bolas Dragonfly, performed beautifully onthe field, where it set several records on its first flight,and failed miserably in the market place.It was the wrong time.Some of the ideas developed in that aircraft werepracticed enough to be carried up through design features found on modern planes like the Helio. So naturally, there are some fascinating parts of the CrouchBolas twin that merit a brief du sting off here .

There have been a number of Dragonflys - allbearing a resemblance to their namesake, but this version of the insect had some unique features.

The Crouch -Bolas Dra go nfly stands ready for flightt Providence airport in Rhode Is and . The yea r was1935.

The conceiver /designers were British, and l ikemost engineers of the period they travelled with impressive handles : Captain Goodman -Crouch , O.B.E.,M.I.Ae.A., F.R.Ae .S., M . I.Ae.E. , F.R.S.A. and Mr .Harold Bolas M .B.E. A.M.I.C.E. Crouch's experienceincluded extensive time as a Royal Air Service pilot,a stint as h n i c l manager in charge of all metal aircraft production in England and then three years as adesigner of dirigibles , aeroplanes, and air screws atthe R.A. F.Bolas, meanwhile, distinguished himself as a resourceful designer who'd already impressed his international colleagues with designs like the Pixie, winnerof a speed prize for light planes at lympne in 1923. Atthe time, it was the world's smallest airplane with eightfoot racing wings . Pixie II had more power and numberwas a monoplane that cou Id be converted to a biplane - with folding wings . The Imp and the Elf followed and as their names suggest, they were studies

on a submarine figuring out how to equip it with a reconnaissance plane. To accomplish the miss ion , thegun turret on the deck was emptied and converted toan airtight hangar . Bolas then designed a two-placefolding biplane, with floats of course, that could be catapulted from th e deck. The plane had a wi reless andeffectively extended the vision of the sub by severalhundred miles. It was a bad way to build flying time,however , because if the plane reported any kind ofenemy activity, the sub immediate ly went below, taking the hangar with it.Good man-Crouch had visited the Un ted Statesearly in the thirties and fo und that despite th e depression, the aviation industry seemed to be doing quitewell in America. Certainly there were more potentialbackers with good money than in Britain . On the wayhome , he turned over some ideas in hi s head for a new,safe airplane , which was a sort of industrial preoccup at ion in that era. He docked in Southampton andca ll ed Bolas at 2:00 AM to inform him that they wereboth heading out immediately for the States. Within aweek they were off.

They cock tail-partied their way from New York toPawtucket, raisin g enough money in the process tobegin work on some new engine concepts. The engineswere to serve a specific ex perimental purpose. Theywere to be mounted on a new airplane that was beingdesigned to fly in its own slipstream. Like the engines,the aircraft structure was designed solely to test atheory and explore a potential. Practical productionmodels could be developed later.To direct the slipstream over both wings, they neededa high thrust line so the cylinders were mounted in avertical, inverted line. The first Dragon IVD had vertical fins and a baffle shroud that was vented forwardwith a four bladed fan just inside . The fan was drivenby an enclosed shaft that connected to the engine byleveled gears.

Incorporating a lot of standard automobile parts ,the engine could run on a direct drive or geared basis.It weighed 125 pounds and developed 76 horsepowerat 2100 rpm, which, in those days, was a very respectable weight to horsepower ratio . The type IVG was a 2to 1 geared companion that generated 90 horsepowerat 3000 rpm and weighed 245 pounds . Cooling washandled the same way.The engines were mounted on the Dragonfly airplane with 10 degrees down thrust. Therefore, the slipstream, created by two nine-foot props , developedautomatic l i ft over the wings . Goodman-Crouch re

17

portedly said that even before the Dragonfly starts to


18/28

move , more than 6 percent of its weight has beenlifted by this 60-mile an hour slipstream breeze, whichon ordinary aircraft is totally wasted.

Crouch and Bolas were contributing to the rush inthe 1930's to develop an airplane which could be landedat incredibly slow speeds in short fields, as simply asone drives a car. With 6 percent lift at zero forwardspeed, they were well on the way . To maximize theirlift at slow forward speeds they invented leading edgeslots and drooping flaps which would increase chordand lift in ground effect. The actuating devices wereall hydraulic , and the fittings involved were the stuffnightmares are made of - typically British, in otherwords. In fact, the look of the Dragonfly has a distinctly British accent for the period .Early testing revealed some amazing performanceresults, both positive and negative. With 1600 pounds,including pilot and fuel, the Dragonfly slipped intoan attitude on departure and final that was truly foreshadowing the helicopter. However, the Dragon engines were unreliable . They plagued the test programwith constant failure . So the Dragons were replacedwith more dependable, if heavier, Menascos. At thesame time , the tail group was enlarged and additionslike wheel pants were worked in to improve cruisespeed.

The added weight cut into performance curves butthe strange looking plane with its odd take-offs andlandings still amazed people.On December 4, 1935, the Dragonfly was flown inits first public demonstration. A few days later, theProvidence Journal reported:

Those who went to the State Airport at Hillsgrovelast Wednesday had been promised something revolutional in aviation, and they were not disappointed. Atleast, they saw four world 's records claimed for aplane, produced in a Rhode Island 'hatchery' and designed to take off and land at a slow, safe speed and tobe free from the hazards of unexpected stalls, spinsand other bad manners.There she goes, the crowd roared when theCrouch-Bolas ' Dragonfly' took the air for its first publicdemonstration. It was a friendly but a critical audience,for many an expert was present having come to Providence for a convention.And the show was effective, especially so since the' Dragonfly' was teamed with a standard type of sportplane so that the performances might be contrasted.Together they took off. Together they flew at their minimum speeds, the 'Dragonfly' gradually falling behind.

An early Dragon engine for the plane. It had dual elec-tric and inverted cy linders Note the vertica l coolingfins.

Crouch-Bolas Dragon Type WG.The next step: a fan driven by linkage to the propshaft aided an intake cooling fan, but the problem ofheat persisted.

The upp er surface of the top wing showing fuel tank and attach points for leading edge sla ts.End view of the tail group. That s a lot of space forLeading edge of the lower wing and landing gear. work on one ai rcraft

8

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19/28

'" " ' "

VI ,I 'l' l In: ,,1',1,1'1< 1'\A DRAGONFLY IN' 'RHODE ISLAND SKIES

Duke Skolling, pilo t" ' ; -- ""1e!7 Exciting Careers

o ~ English FliersReach New ClimaxPawtucKct Plallc Se ts World l ' d Say

Spollsors, Aftcr PlIhlic lkillons tratio llat State Ail'porl Last WCdll cs dH ,Y A . ~ u J ' I I ( J J i n ( ' ,- ied t l l plunc u/J:\ ] ., ,,. . 1 ) a . ~ dc

HOSE: \\ho went to the \ C'orl\'('nllrmall y .mintlCd , But C C)OO J ill Rrril l ill, lIs t.{ i t l g ~ of C"QJ1SC had to beStolte A irport at Hills - man.Crouch Jnsi!-ts hi:\ "dr.le.))) f!y " IS unfolded he/of t" Iht \ (J/upui t lUIHII..hcJ itir ove S ~ n e . : h : l I : r : ~ ~ t ~ : ; e : ~ l r : ; ~ n ( ' . bu t Dragonfly and samt 01 __ . _t., .d bee n l ~ c d !.ome- we'\'e Ipplied prmclpl('s that nobody tIs prcdet.(,S30rS I I .thi n&: re\ 'oIWlonal In eoJ5t has used ." he a l l \ ~ , " ll1 st ci l d N who \o J r o . l i r l l l ( ' ~ ' hal'" o'll d 1,) ' j; f " kr,' \\:1 '31 -1;(' r:f 1.:'1(' c p . s . ~ .

T , viati on, a nd they werc no t a p ' tof If 'tting the I i lip5trea m Ihl t o ~ ~ hand " 3 J; _ ' . (('ly ~ i l ~ I m p l . \

Together they landed from 1400 feet, the sport -plane using the greater part of one of the concrete run


20/28

way s The 'Dragonfly ' came down almost verticall y,followed by a ground run on landing of less than f ivefeet . The sportplane had been forced to circle, unableto make the field the first time . A wind between 20and 28 miles an hour velocity added to the interest ofthe test.Sponsors of the new plane claim world's recordsfor it as to speed range, slow flight , angle of descent,landing distance and take-off.That almost vertical descent proved to be the drag-onfly in the ointment. It 's difficult to convince passengers that everything is alright when they're suddenlylying in their seats instead of sitting in them . The ef-fects of the depression buried whatever potential theairplane might have had and Misters Crouch and Bolaswent back to England .

Apparently the engines were scrapped , the wingswere destroyed many years later, and no one knowswhat happened to the fuselage.Rea dy for the fir st tes t hop . The D ragonf ly w as posedwith its Dr agon eng in es pr ior to haulin g off to th eairp ort

The tail group is ready for co ver. Ve rt ica l fin s w erelater replaced with larger mod els s can be seen in thenewspaper photo.

Airborne Due to chron ic problems with the DragonlIIiiiill l t:;iAlIII :ZP : engines the ai rcraft on l y flew wi th Menascos. Theyere rated at 7 5 hp but only developeJ 9 because

of the nine-foot props.


21/28

The paper predictions for the ragonfly were prettyfantastic but performance was really far behind.

2

SUNDAY,JULY30,1978


22/28

EAAANTIQUE/CLASSICDIVISIONCONVENTIONACTIVITIESSCHEDULETUESDAY,AUGUST1,1978

6:45P.M. - 8:00P.M. Picnic Dinner,Ollie'sPark (Ticketsmustbepurchasedin advance at Antique/Classic Division Headquartersbarn).WEDNESDAY,AUGUST2,1978

4:00P.M. - 6:30P.M "HistoryofFlight"AirShowFRIDAY,AUGUST4 1978

8:00P.M .- 8:45P.M. Antique/ClassicAwards,MainPavilion10:00P.M.- 11 :30 P.M. Social Hour, Ollie's Park (Tickets must be purchasedin advanceat Antique/Classic Division Headquartersbarn).

EAAANTIQUE/CLASSICDIVISIONCONVENTIONSCHEDULEANTIQUE/CLASSICFORUMSTENT #3OSHKOSH,WISCONSINSATURDAY,JULY29,1978

9:00A.M .- 10:15A.M. AntiqueChapters: BOBWHITE, Pres.TheirImportance& FloridaSportAviationActivities Antique& ClassicAirplaneAssociation10:30A.M.- 11 :45A.M. Fail-Safe J. R. NIELANDER,Pres.Instrumentation EAAAntique&ClassicDivisionCapt. Pan Am Airlines12:00 N- 115P.M. Luscombe JOHNBERGESONLuscombeAssociation

130P.M. - 2:45P.M. DH Moth JOHNBRIGHT, ChairmanDH MothClub

3:00 P.M.- 4:15 P.M. Aeronca " K" &Older EDWARD SCHUBERT,Models& Engines ChairmanAeroncaClub

9:00A.M.- 10:15A.M. PiperCub :Building CL YDE SMITH, JR.& Restoration PiperCorp.Technical Instructor10:30A.M.- 11 :45A.M . Rearwin-Commonweath GEORGE WILLIAMS,Skyranger Chairman ,RearwinClub12:00N- 115P.M. Cessna170 GEORGEMOCK, PastPInternationalCessna170Association

130P.M.- 2:45 P.M. Cessna120/140 DOUGLASWILLIAMS,Pres.,WestCoast120/140ClubJIMBARKERCAROL SINtPSON

3 :00P.M.- 4:15P.M. Navion,Buying,Speed ROBERT G ROGIEN, Dir.Modification& AmericanNavionSocietyMaintenance

MONDAY,JULY31,19789:00A.M. - 10:15A.M. Tay lor& PiperCubs JOHNMcGEOGHEGAN,Chairman,CubClub

10:30A.M. - 11:45 TheWonder fu lWor ld DONKYTE, Pres.of Amphibians Canadian-AmericanAmphibianAssoc."SPENCE"SPENCER12:00 N - : 5P M EuropeanAntique HAROLD BEST-DEVEREUXAirplanes EAAEuropeanRepresentative

130 P.M.- 2:45P.M. HowardAirplanes RICHARD K. MARTIN,ChairmanNationalHowardClub3:00P.M.- 4:15P.M. AustralianVintage CAPT. ALANSEARLEAircraft :Talk&Movies AssociatedWithAustral ian

AirForceMuseumTUESDAY,AUGUST1,1978

9:00A.M.- 10:15A.M. InterstateAirplanes TIMOTHY TALEN,Maintenance& WesternCoordinator,Restoration InterstateClub10:30A.M.- 11:45A.M. Aeronca:Keeping C. L " BUZZ"WAGNERChamps&ChiefsFlying NationallyKnownAeroncaAuthority12:00N- 115 P.M. StampeSV4Aircraft ALLENSCHNEIDERStampeExpert

22


23/28

1 30 P.M. - 2:45 P.M. Magneto Overhaul &Repair For The Beginner3:00 P.M. - 4:15 P.M. Cessna 170

BILL HASEL TONAntique Engine AuthorityRICHARD TOMASELLO,Wis. State Representative International170 Ass'n.

WEDNESDAY AUGUST 2,19789:00 A.M. - 10:15 A.M.

10:30 A.M. - 11 :45 A.M.12:00 N - 1 : 5 P.M .

1 30 P.M. - 2:45 P.M.

3:00 P.M. - 4:15 P.M.

Vagabond 15/17Vintage CessnasAeronca ChiefStaggerwing

Luscombe

CECIL OGLES, Editor" Vagabond News"GAR WILLIAMSELDON CESSNAGEORGE YORK,Classic Aircraft JudgeJIM GORMAN Pres.Staggerwing Club, &GEORGE YORKART MORGAN Sec./Treas.American Luscombe Club

THURSDAY AUGUST 3,19789:00 A.M. - 10:15 A.M. Taylorcrafts

10 :30 A.M. - 11 :45 A.M. Servicing TheCessna 120/14012:00 N - 1 15 P.M. Bourke Engine

1 30 P.M. - 2:45 P.M. Cessna 195

3:00 P.M. - 4:15 P.M. 1908-1938 AircraftControl Development

FORREST BARBER,Taylorcraft Test Pilot,Representing TaYlorcraftOwners ClubDALE RUHMEL,Cessna AuthorityJOHN HENDRICKS,Bourke ExperimenterDAN KINDEL Pres.Eastern Cessna 195AssociationCLIFF CRABSBILL TERRELLDAVE FOX,Nationally Known Pilotof Antique Airplanes

12 :00 N - 1 15 P.M. Ercoupes: Yesterday,Today, Tomorrow1 30 P.M. - 2 :45 P.M. Biography of WACO3:00 P.M. - 4:15 P.M. Restoring The

Post-War Aeroncas

SKIP CARDEN, Exec.Dir . Ercoupe OwnersClubRA Y BRANDLY Pres.National WACO ClubCHARLES LASHER, Pres.Aeronca Owners Club

SATURDAY AUGUST 5,19789:00 A.M. - 10:15 A.M.

10:30 A.M . - 11 :45 A.M.

12 :00 N - 1 15 P.M.

1 30 P.M. - 2:45 P.M.

3:00 P.M. - 4:15 P.M.

Antique/Classic AircraftJudging : The NewStandard ProcedureAntique/ClassicDivision BusinessMeetingNewsletter Editing :A Discussion On Why,How , and Its RewardsThe StaggerwingMuseum: What AType-Club CreatedCulver Cadet

CLAUDE GRAY,Chief Antique JudgeBRAD THOMAS,Chief Classic JudgeJ. R. NlELANDER Pres.PresidingCECIL OGLESPresidingALLEN D. HENNINGER,Museum DirectorJAMES REZICHCulver Authority

FRIDAY AUGUST 4 ~ 7 89:00 A.M. - 10 :15 A.M. Ryans: In General DORR CARPENTER,Nationally KnownRyan Authority (Photo y David GustafsonPaul Poberezny tries out the cockpit of the replica10:30 A.M. - 11:45 A.M. Swift CHARLES NELSON , Wright Flyer commissioned by the f Foundation toPres. International honor the first 75 years of powered flight.Swift Association

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Th e EAA M useum s new Tiger Moth , generous g iftof Mrs. Christian ohn . .

y avid Gustafson , EditorLast winter the EAA Museum received a newly re

stored DH 82 A. The airplane is in beautiful conditionand likely will make a grand entrance at Oshkosh 78.Donor of the tiger moth was Mrs. Christian Dohn,who's husband was killed in November, 1974 whileflying his Pitts S2 Mr ; Dohm had purchased the Mothfrom a flying club in ' England in 1972. At the time, itwasn't air worthy. In fact, just bringing it up to ferrystatus would have been an accomplishment. So theplane was transported by truck to a restoration facility near Heathrow Airport outside of London. The planewas totally stripped down and refurbished in originalRAF markings .It was shipped to the port of New Orleans , whereit arrived in December of 1973. Mr. Dohn had the plane

assembled and hangered. Unfortunately , he only gotto fly his handsome Tiger for 5 hours before his untime ly death .

Mrs . Dohn, being interested in preserving the Moth ,decided at the suggestion of Reg Braddock (EAA#2989) to pay the expenses of Reg and Stan Thigpen(EAA #64155) to dismantle the plane, crate it , and moveit to EAA's facility in Burlington where they 'd put thepieces back together (Reg is an A&P and an AI, whichcertainly helps).

Sounds like a perfect set-up for another page in theannals of old fash ioned EAA teamwork and the spiritof Can-do. That spirit was about to get a test of fire ,however , and a real chilly one at that.

Typically, Reg and Stan turned the breakdown process into a Chapter 405 project . Their group, whichmeets at varying locals, assembled at Hammond Air

(Gene Chase Photo

port , just north of New Orleans, and spent a Saturdaypulling the wings off the Moth. They got enthus iastichelp from President Dick Warner , Don Lea, Bill Sisco,Jim Corkeran , Don Austin, Hugh Duncan , Don Brown,and Gary Kramer.In the effort to provide secure non-abrasive crating,the men of405 cleaned out one store of its entire inventory of foam mattresses. Satisfied f inally , that theplane could be moved without damage, Reg and Stanhooked the twenty-foot gooseneck trailer to thei rthree-quarter ton pickup and moved out. On the mapit looked so simple. But maps don ' t recognize thewhims of Mother Nature.They hit Macomb , Mississippi and they passed intoanother atmosphere. For 200 miles they humbly crawledthrough a steady downpour of 'ain. In Arkansas, thatrain turned solid, said Stan. They pulled into a motel24

The Moth was comp letely restored in ngland prior tbeing shipped to the States in 7973. C Ch Ph )


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ene ase oto

(Photo y David GustafsonReg raddock (left) and Stan Thigpen took a look atthe two -place Acrosport after hauling the Moth throughwinter s worst between Louisiana and Wisconsin.

at Osceola, while the rain and sleet mixed it up withcold temperatures and laid a blanket of ice on everything . The next morning Reg had to call a tow truck toget his own truck unstuck and out on the road.Things got worse.The ground turned white and then disappeared.They were driving into the tail end of winter s worstin the Central Mid-West. Movement ahead was steady,if slower than the current of a back bayou. Eventuallythey wound up behind a semi-truck which crawled ontoa bridge spanning the pure white Mississippi River atCairo, Illinois. The semi stopped for a minute, a quarter mile short of bridge's crest. Reg stopped too. Thesemi moved again. Reg didn t . He couldn t. Snow tiresand chains aren t standard equipment in Louisiana,so Reg and Stan just sat there, spinning rubber. Trafficbacked up for miles, until a kid in a four-wheel drivevehicle pulled out ')f the line, up to Reg s truck anddragged him over the hump.They drove into Cairo, which was smothered under18 inches of snow. At that time , there were about asmany plows in Cairo as watermelons. It didn t takelong to get stuck. The police came by and radioed fora tow truck saying we need to pull an airplane out ofthe corner of 22nd and Spruce. Well, the people withpolice monitors were all listening in after a storm likethat, and before long there was a large crowd at thecorner of 22nd and Spruce. Quite a few brought theircameras.

Night was falling, and it became apparent thatCairo was the end of a rough day. Unfortunately, therewas no room at the Inn for our intrepid EAA ers. Otherfolks had given up the battle earlier in the day,-5o Stanfinally had to ask the local constabulary for a warmcell. The request was granted, but the Police eventually decided the local fire hall had more to offer in theway of comfort . The police did provide a sort of taxiservice though , by bringing them to a restaurant fordinner and taking them over to the fire hall when theywere finished. Before Reg and Stan got out of Cairothey met the Police Chief, the Fire Chief, the Mayor,and a lot of other friendly people.

On the next day they made Burlington. It was lateat night, however, and they were unable to rouse theMotel owner, so they left the trailer at the Hangar anddrove down to Lake Geneva. The day after they put theplane together inside EAA s Flight Research Center,where it would remain until the weather warmed up.Then, after a tour of EAA s Museum and shops the twomovers started their return trip, which was dull bycomparison.

Our thanks to Reg and Stan and the people in Chapter 4 5 for a job well done. And special thanks to Mrs.Dohn for her part in making your EAA Aviation Museumone of the finest in the world.

an (-

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Calendar o Events AUGUST 6 - ILWACO , WASHINGTON - Washington Fly in gFarmers sa lmon fishing fly-in. Contact Vanard Bedker, Mabton,Washington .


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JULY 9 - EASTON, PENNSYLVANIA - 2nd Annual Aeronca FlyIn, Easton Airport. 10 AM to 2:30 PM , open to all types ofAeroncas. Rain date , July 16. Contact Jim Polles, 215/759 3713nights and weekends.JULY 14-16 - MINDEN , NEBRASKA - Second Annual National Stinson Club Fly-In. Pioneer Field near Harold Warp 's Pioneer Village. BBQ Friday night for early arrivals . Saturday night banquetand awards. Scheduled events. Fly-In Chairman Bob Near, 2702Butterfoot Lane, Hastings, Nebraska 68901. 402/463 9309.JULY 14-16 - HOLLISTER, CALIFORNIA - " The Friendly Fly-In " atHollister Airport, Sponsored by EAA Chapter 62 . Contact Maynard Ingalls, 1125 Pembridge , San Jose, California 95118. 4081266-2225.JULY 14-16 - GARDNER, KANSAS - ( Gr ea te r Kansas City) EAA Chapter 200 Fly-In. Potluck Friday night . Contact Chuck Morlan , 9000Gillette, Lenexa , Kansas 66215. 913/888 5668.JULY 15-16 - LOCKPORT, ILLINOIS - Chapter 15 and 86 of theChicago area EAA are now formulating plans for their 18thAnnual Fly-In and Air Show to be held at Lewis University. Information: Janice P. Fish, P.O . 411, Lemont, Illinois 60439 .JULY 15-16 - LONG ISLAND, NEW YORK - Antique Airplane Clubof Greater New York 16th Annual Fly-In, Brookhaven Airport,Brookhaven , Long Island , New York .JULY 15-16 - EUREKA , MONTANA - Fly-In at Eureka Airport andCrystal Lakes Country Club . Golf, tennis, swimming, contest,awards. Accommodations available. Contact 406/889 3733.JULY 15-16 - L EW IS TOWN, MONTANA - First fly-in and air showat Beacon Star Antique Airfield just outside Lewistown . Fly-inand campout. Sponsored by Frank and Billie Bass, Lewiston,Montana .JULY 16 - DUNKIRK, NEW YORK - Annual Fly-In Breakfastsponsored by EAA Chapter 46 and Dunkirk Rotary. Free breakfast to homebuilders, antique and warbird pilots . Trophies inall EAA classes. Spot landing contest on arrival. Contact CharlesGallagher, 19 Shelby Drive, Buffalo, New York 14225 .JULY 16-22 - EL PASO, TEXAS - American Navion Society Conventionand fly-in at the Airport Hilton Inn . Awards, seminars. ContactMrs . Betty Ladehoff, American Navion Society, Box 1175, MunicipalAirport, Banning, Calif. 92220. 714/849 2213.JULY 19-22. - ME MP HI S, TENNESSEE - Na ti ona l reunion of the 91stBomb Group. Contact Bob Gerstemeier, 930 Woodlawn Drive ,Lansdale, PA 19446.JULY 20-23 - WICHITA, KANSAS - Fourth annual Beech Aero Clubroundup at Beech Headquarters . Contact Norm Dunn, 316/681-7602.JULY 21-23 - COFFEYVILLE, KANSAS - Funk Fly-In . Funk owners,pilots and friends invited. Fly-bys, factory and museum tours ,banquet. Contact G. Dale Beach , 1621 Dreher Street. Sacramento,California 95814 or Joe c. Funk , 2409 Edgevale Drive , Coffeyville, Kansas 67337.JULY 22-23 - C LO VE RD AL E, CALIFORNIA - Fly-In and airshow sponsored by EAA Chapter 124 . Pilots contests,fly-bys , aircraft judging, nearby camping. Contact RichDashieI707 /544-1146.JULY 29-30 - TIETON, WASHINGTON - Annual f ly-in andcamp out for members and families of Western Travelairs.JULY 29 - AUGUST 5 - OSHKOSH, WISCONSIN - 26th AnnualFly-In . Plan now - it 's the greatest show on earth.JULY 30 - LIVERMORE, CALIFORNIA - 9th Annual Livermore Fly-InAir Show. Homebuilts , antiques, warbird s, prizes, gifts. ContactAir Show 78, P.O. Box 494, Livermore, California 94550.

AUGUST 6-12 - LAKELAND, FLORIDA - International Cessna 170Association convention fly-in. Contact Carl Spink, Jr ., Rt. 1, Box373-B8 Crystal River, Florida 32629.AUGUST 7-12 - FOND DU LAC, WISCONSIN - 13th Annual EAA!lAC International Aerobatic Championships. For further informat ion contact Sam Maxwell , 2116 Erie, North Kansas City, MO64116.

AUGUST 11-12 - MEDFORD, OREGON - Annual Shakespearefly-in spon sored by Medford Chapter, Oregon Pilots Association, Contact Baumers, Box 1682, Medford, Oregon 97501.AUGUST 11-13 - ABBOTSFORD, B.C. - Abbotsford InternationalAir Show. Contact Abbotsford International Air Show Society ,Box 361, Abbotsford, B.C. V2S 4N9 Canada.AUGUST 20 - WEEDSPORT, NEW YORK - Antique, ClaSSiC, Homebuilt Fly-In sponsored by EAA Chapter 486, Whitefords Airport.Air show. Field closed 1 00 to 5:00 with intermission for earlydepartures. Pancake breakfast. Contact Herb Livingston , 1257Gallagher Rd. , Baldwinsville , N.Y. 13027.AUGUST 27-SEPTEMBER 4 - BLAKESBURG, IOWA - Antique Airplane Association Convention , Antique Airf ield, Blakesb urg ,Iowa (Members and guests only).SEPTEMBER 6-10 - GALESBURG, ILLINOIS - 7th National Stearman Fly-In , Galesburg Municipal Airport. Contact Jim Leahy ,P.O. Box 1505, Galesburg, Illinois 61401 . (309) 343-2119; or TomLowe, 823 Kingston Lane, Crystal Lake, Illinoi s 60014 (815) 4596873 .

CLASSIFIED ADSREPLICA 1912 CURTISS PUSHER - Exc ellent craftsmanship,fabric, C-65, 90 SMOH. A real crowd pleaser - $4800 orbest offer. 805/498 5101.TAYLORCRAFT BD-12D - Razorback , butyrate. New Slickignition. Genave 100 Comm portable installed. Spare propand compass. Sound 65 hp Cont. Fresh annual. $5000 firm .Crawford,7500 Balboa, Van Nuys, CA 91406 .1934 REARWIN SPORTSTER - Ken Royce 90 hp, 90% restored.Good history . Complete. $4800.00. Larry J. Kruljac , 545 3Rochester Street, Riverside, CA 92504 . 714/686 4305.SOPWITH PUP REPLICA - 125 Warner, licensed June 78.$13,500.00. Joe Zacko, 13201 Hathaway Drive, Silver Spring,Maryland 20906. 301/933 1292.

AGREAT Ginfor a friend or yourself6 PRINTS FOR $2 .95 PPD .First TakeoffFirst Landi ngFirst PassengerFirst Snaproll, First TCAFirst SkydiverFirst Landing x 14

HENRY S FIRSTS11440 W. Woods Rd. Franklin , WI 53132

Dear Dave:In regards to your WAZZIT on the back cover of theApril 78 issue. It izzit a Gallaudet CO-1 (Co rps Observation) all metal powered by a 400 Liberty, numberAS68587.In the early 20's the air service used the DH 4's formany roles (they still had 1000 DH 4's in active use in1925). The observation design was virtually stagnantthen as the Air Corps stipulation was that any new design had to be Liberty powered (they had many, manywar surplus Liberty engines). Some other manufacturers tried to build an observation type, namely theEngineering division of the Air Service, Fokker, Boeing& Loening. They even tried up-dating the DH 4 with asteel tube fuselage.It wasn t until 1924 the Air Service had an opencompetition for an observation type. This bred the Curtiss Falcon X01, Douglas X02, Dayton Wright, CoxKlemin and Thomas Morse (five manufacturers all to gether).Enough rambling, sure do enjoy the classic aviationas well as antique portion of Vintage Airplane.Sincerely,

Roy Oberg8040 Shady Brook, S.E.Ada, Michigan..49301EAA #5000
http:///reader/full/13,500.00http:///reader/full/13,500.00


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