Vintage Airplane - Aug 1991

STRAIGHT  & LEVEL 
by Espie  "Butch"  Joyce 
Returning home from the 1991 Osh-
kosh Convention has been a let down for
me. It is hard to leave those friends you
work with during that time .. . some of
whom you will not see again until next
year. This event is made possible by the
dedication and hard work of volunteers.
In the Antique/Classic area alone I had
26 chairmen. Most of them had at least
two co-chairmen. Working with these
chairmen/co-chairmen are a number of
volunteer helpers. These people pro-
vide this help at their own expense.
Several times during the Convention
someone approached me and asked how
much I was paid for being president of
the Division. I never really thought that
anyone assumed I was paid to do my
job. To clear the air on this, none of
your officers or directors receive any
pay for the work they do for your
Division. They bear all of their travel
and boarding expense of the Conven-
tion out of their own pocket.
You can see that this is truly a volun-
teer operation. Having managed the
Antique/Classic area for the past three
Conventions has been a great reward for
me. Also, thanks to all those great
people who helped in our area.
2 AUGUST 1991
We had 150 Antiques registered this
year which is an increase of some 44
aircraft. The quality of the restoration
on these antiques really caused some
sweaty brows for our judges. The An-
tique Grand Champion was a Pitcairn
PA-4 owned by Harold Armstrong of
Rawlins, MD. Harold's son used up
three days flying this 1927 OX-5
powered airplane to Oshkosh. I might
mention that this family has produced
an Oshkosh Grand Champion before -
an Aeronca 7 AC, and a Reserve Grand
Champion with a Waco 10. Harold,
what secret project are you working on
now?
We had 705 Classics registered. This
is up almost 100 over last year. The
Classic Grand Champion was a Beech
35 belonging to David Slovachek of
Colgate, WI.
There's something I think is interest-
ing about this airplane. For the past two
years this Beech has been considered for
the Grand Champion. The first year the
judges pointed out that the engine com-
partment was not up to speed. David
then completely redid the engine instal-
lation. Last year it was down to the wire
between David's Beech and Tom Hull's
195. The judges went back and forth
from one airplane to the other. Finally,
the judges looked up in the wheel wells
of the Beech and found them not to be
quite as clean and neat as they needed
to be to take top honors.
Wel1, David took care of that problem
during the past year. Perseverance
pays! Many Grand Champion aircraft
go through an upgrading process like
this on their way to the top.
Next year at Oshkosh we will be
parking our new class within the An-
tique/Classic Division - the Contem-
porary aircraft. These are the planes
produced between 1956 and 1960. A
judging committee will be formed to
look the parking area over to determine
what the different classes of judging
will be for this group. JUdging of this
class will begin at the 1993 Convention.
Your Division is now working with
our insurance agent, AUA, Inc., and the
underwriters to include this new class of
aircraft in our group insurance program.
You must be a member of the Anti -
que/Classic Division to participate in
this program. Check it out ... call
1-800/727 -3823.
Overall the Convention was great and
also a safe one. Let's all pull in the same
direction for the good of aviation. We
are better together. Join us and have it
all. •
PUBLISHER 
Tom  Poberezny 
VICE-PRESIDENT 
PUBLICATION  STAFF 
MARKETING &  COMMUNICATIONS 
Dick Malt 
EDITOR 
Henry G. Frautschy 
MANAGING EDITOR 
Golda Cox 
ARTDIRECTOR 
Mike Drucks 
ADVERTISING 
Mary Jones 
ASSOCIATE EDITORS 
Norman Petersen  Dick Cavin 
FEATUREWRITERS 
George A.  Hardie, Jr.  Dennis Parks 
EDITORIAL ASSISTANT 
Isabelle Wiske 
STAFF PHOTOGRAPHERS 
Jim Koepnlck  Carl Schuppel 
Mike Stein eke 
EAA ANTIQUE/CLASSIC 
DIVISION,  INC. 
OFFICERS 
President  Vice-President 
Espie " Butch" Joyce  Ar!hur R. Morgan 
604 Highway St.  3744 North 51st Blvd. 
Madison. NC 27025  Milwaukee, WI 53216 
919/427-0216 414/442-3631 
Secretary  Treasurer 
Steven C. Nesse  E.E. " Buck"  Hllber! 
2009 Highland Ave.  P. O.  Box 424 
Albert Lea, MN 56007  Union, IL 60 180 
507/373-1674  815/923-4591 
DIRECTORS 
John Berendt  Rober! C. "Bob" Brauer 
7645 Echo Point Rd.  9345 S.  Hoyne 
Cannon Falls,  MN 55009  Chicago, IL 60620 
507/263-2414  312/779-2105 
Gene Chase  John S. Copeland 
2159 Carlton Rd.  9 Joanne Drive 
Oshkosh, WI  54904  Westborough, MA 01581 
414/231 -5002  508/366-7245 
Philip Coulson  George Daubner 
28415 Springbrook Dr.  2448 Lough Lane 
Lawton, MI 49065  Hartford, WI  53027 
616/624-6490  414/673-5885 
Charles Harris  stan Gomoll 
3933 South Peoria  1042 90th Lane, NE 
P.O. Box 904038  Minneapolis, MN 55434 
Tulsa, OK 74105  612/784-1172 
918/742-7311 
Dale A. Gustafson  Jeannie Hill 
7724 Shady Hill  Drive  P.O. Box 328 
Indianapolis, IN  46278  Harvard, IL 60033 
317/293-4430  815/943-7205 
Rober!lickteig  Rober! D. " Bob" Lumley 
1708 Bay Oaks Drive  1265 South  124th St. 
Albert Lea, MN 56007  Brookfield, WI  53005 
507/373-2922  414/782-2633 
Gene Morris  George S. York 
115C Steve Court, R.R.2  181 Sloboda Ave, 
Roanoke, TX  76262  Mansfield, OH 44906 
817/491-9110  419/529-4378 
S.H. "Wes" Schmid 
2359 Lefeber Avenue 
Wauwatosa, WI 53213 
414/771-1545 
DIRECTOR  EMERITUS 
S.J.  Wiltman 
7200 S,E.  85th La ne 
Ocala, FL  32672 
904/245-7768 
ADVISORS 
John A.  Foger!y  Jimmy Rollison 
479 Highway 65  823 Carrion Circle 
Roberts, WI  54023  Wi nters,  CA 95694- 1665 
715/425-2455  9 16/795-4334 
Dean Richardson  Geoff Robison 
670 1 Colony Drive  1521  E, MacGregor Dr. 
Madison, WI  53717  New Haven, IN 46774 
608/833-1291  219/493-4724 
August  1991  •  Vol.  19, No.  8 
Copyright © 1991  by the  EAA Antique/Classic Divi sion.  Inc. All  rights reserved. 
Contents 
2  Straight &  Level 
by Espie "Butch" Joyce 
4  Aeromail 
5  A/C  News/compiled by H.G. Frautschy 
6  Good Old Days/by H.G. Frautschy 
7  Vintage Literature/by Dennis Parks 
11  NC-4/by Ed Williams 
13  Ed Looker's Photo Album/ 
by  Norm Petersen 
16  Barnstorming With The Stinson 
Trimotor/by Dick Hill 
Page  13 
20  Charles and Brian Taylor's Ercoupe 
by H.G. Frautschy 
25  Pass It To Buck/by E.E. "Buck" Hilbert 
26  Antique/Classic  Book Review 
by  Jim Haynes 
28  Calendar 
30  Vintage Trader 
33  Mystery Plane/by George Hardie 
Page 20 
FRONT  COVER,  ,  .  Cruisin'  along  in  their  1946  415C  Ercoupe, 
Charles  and  Brian  Taylor  enjoy  the  post-war  version  of  open 
cockpit flying  during Sun  ' n Fun '91.  Photo  by Jim Koepnick, shot 
with  Canon  EOS- 1  with  80-200  lens,  1/25Oth  sec,  at  F8  using 
Kodachrome 64,  Photo plane flown by Bruce Moore, 
BACK COVER,  , , It was a  dark and stormy night  in New York  , 
Artist  William  D, Deveikis'  artwork  reflects an  evening start  to  a 
flight for a  United Airlines DC-3, More details on this piece in A/ C 
News on page 5, 
The  wOfds  EM . ULTRALIGHT.  FLY WITH THE FIRST TEAM, SPORT AVIATION,  and  the  logos 01 EXPERI MENTAL AIRCRAFT ASSOCIATION  INC,. 
EAA INTERNATIONAL CONVENTION, EAA ANTIOUEJCLASSIC DIVISION INC"  INTERNATIONALAEROBATIC CLUB INC" WARBIRDS OF AMERICA 
INC, are  registered  trademarks,  THE  EAA SKY SHOPPE  and  logos 01 the  EM AVIATION  FOUNDATION  INC, and  EAA ULTRALIGHT CONVENTION 
are trademarks 01 the  above associations and  their use by any person other than  the above associatioos is strictly prohibi ted, 
Editoriaf  Policy: Readers  are  encouraged  to  subimit stOfies  and  photographs, Policy  opinioos  expressed  in  artictes  are  solely  those  01 the  authols, 
Respoosibil ity IOf  aroJracy in  reporting  rests entirely with  the  OOOtributOf, Materiaf  should be  sent to: EditOf,  The  VI NTAGE AIRPLANE. P,O,  Box 3086, 
Oshkosh.  WI 549Q3.3086,  Phone: 4 t 4/426·4800, 
The  VINTAGE  AIRPLANE  (SSN  0091·6943)  is  published  and  owned  exclusively  by  EM Antique/Classic  Divisioo,  Inc, 01 the  Experimentaf  Aircraft 
Associatioo, Inc, and is published monthly at EM  Aviatioo Center, P,O, Box 3086. Oshkosh, WI 549Q3.3086, Second Class  Postage paid at Oshkosh, WI 
54901  and additiooaf mailing offices.The  membership rate lor EAA Antlque/Classic Division,  Inc, is $20,00 lor current EAA members IOf 12 month period 
01 which  $12,00 is IOf the publicatioo 01 The VINTAGE AIRPLANE, Membership is open to all  who are interested in aviation, 
ADVIERTISING • Antique/Classic Division does not guarantee or endorse any product oHered  through our advertising, We invite ooostructive criticism  and 
welcome  any report 01 interior merchandise  obtained through our advertising  so that COfrective measures can be  taken. 
POSTMASTER: Send address changes to  EM Antique/Classic Divisioo,  Inc,  P,O. Box 3086, Oshkosh, WI  54903·3086, 
VINTAGE AIRPLANE  3 
M,AIL
EARLY STALL? 
NO, EARL STAHL! 
Dear Mr.  Frautschy, 
VINTAGE  AIRPLANE  is  improv-
ing!  For  example,  I  liked  the  mix  of 
articles  in  the  February  1991  issue. 
Keep  reminding  us,  with good text and 
photos,  of events  such  as  the  Pulitzer 
races.  Also,  us  old-time modelers  love 
to  see  three-views  like  those  accom-
panying the Lincoln PT-K feature. 
Might  I  suggest  you  request  your 
Library/Archives  Director put  together 
a  review  of  the  planes  entered  in  the 
Guggenheim  Safe  Airplane  Contest  of 
the late '20's or possibly early  '30's? 
Sincerely, 
Earl  F.  Stahl, Yorktown,  V A 
A/C  11013 
Your wish is our command, Earl. It
just so happens that a recent donation
to our archives will allow Dennis Parks,
EAA Library/Archives Director to
begin a series on the Guggenheim Con-
test later in this year or early 1992.  We
won't start until we have enough to
cover most, if not all, the airplanes
entered in the competition. Thanks for
the kind words about the magazine. It's
encouraging to know that division mem-
bersfeel they are getting what they are
looking for! - HGF
4 AUGUST 1991
BOYHOOD MYSTERY PLANE 
Dear Editor, 
For  months,  yea,  even  years,  I've 
been meaning to write about an aircraft 
I  saw  in  the  1930's.  The  "Mystery 
Plane" shown  in  the  May,  '91  issue of 
VINTAGE  AIRPLANE  finally  trig-
gered this  letter. 
The "Mystery Plane" appears to be a 
tricycle  gear  canard.  First,  I  do  not 
know  anything  about  the  aircraft  pic-
tured,  but  it  is  similar  to  the  one  from 
my childhood. 
I grew up on a farm in Clark, N.J. and 
our  property  adjoined  a  typical  1920-
30's airport with hangar facilities  - two 
grass  runways  and  some  wide  open 
spaces.  Around  1933-35,  an  aircraft 
was  constructed  at  that  airport  that  at-
tracted  my  attention,  being  an  aviation 
buff,  even  in  those  tender  years.  The 
plane was a canard and it may have been 
a  tricycle gear.  We knew  it  as a  FER-
NICK, if the spelling is correct.  It was 
flown  at  that  Westfield  Airport  and  I 
saw it  in the air often, one summer. 
My  recollection  is  that  it  crashed  at 
the  Cleveland  Air  Races  during  a  low 
level loop, resulting in  the pilot's death. 
I can't vouch  100%  for  the accuracy 
of  these  55-56  years  of  memory,  but 
would appreciate knowledge that some-
one out there remembers when. 
Finally,  you  and  your  staff  deserve 
this member's appreciation for an excel-
lent  magazine.  VINTAGE  AIRPLANE 
is  well  written,  not  only  by  the  staff,  but 
contributors too.  Interesting, informative, 
timely and more; and all those folks respon-
sible should be congratulated. 
EAA members  have  come  to  expect 
excellence  from  their  organization 
and we get it!  Thank you, 
Sincerely, 
Nelson Lawrence, N.  Brunswick, NJ 
A/C  12626 
You hit it right on the head, Nelson!
Not only is  it the staff that supports me
in this effort, but the unselfish efforts of
many, many volunteer writers who get
the stories to us so that we all can be
entertained and educated each time we
pick up VINTAGE AIRPLANE.
couldn't do it without them, and it would
not be nearly as muchfun.
Now about that May Mystery Plane.
Well, it is a . .. oh no, I'm not telling yet!
You'll have to read this months' install-
ment of George Hardie's MYSTERY
PLANE on page 33.  Nofair skipping to
the back either. Read all the other good
stuff that comes before, and save the
dessert for last! - HGF •
I
compiled by H.G. Frautschy
PIONEER AIRPORT UPDATE
The new hangar for the EAA Air
Adventure Museum has been com-
pleted, and now houses some of the
museum's aircraft collection that pre-
viously had been kept in storage. With
the completion of the hangar and the
adjacent Airport Managers Office, more
room can be devoted to displaying an
even greater variety of vintage airplanes
at Pioneer airport. Many of the items
listed in last months issue are still
needed for the Manager's Office. If you
have something to spare, contact Ron
Twellman , Museum Collections
Manager at 414/426-3093.
BIPLANE EXPO
A BIG SUCCESS
Antique/Classic member Charlie
Harris of Tulsa, Oaklahoma tells us that
"Biplane Expo '91" went well, with 326
airplanes, (including 138 biplanes), at-
tending the big bash in Bartlesville.
Good weather and a record turnout
helped make this year's event a big suc-
cess. Charlie has consented to doing a
story on the Fly-In for VINTAGE
AIRPLANE. Look for it soon!
A/C DIVISION ANNUAL
MEETING
During elections held during EAA
Oshkosh '91, the Board of Directors of
the Antique/Classic Division of EAA
were reelected. Steve Nesse will con-
tinue to serve as the Secretary, finishing
the term vacated by George York during
the spring board meeting.
OTHER OSHKOSH NOTES
If you had not been to Oshkosh in a
year or two, the Antique/Classic area of
the EAA Convention site showed off
some changes. First, the revised park-
ing for antiques was a big hit, with many
of the Antique owners commenting on
the advantages of the new arrangement.
(The first half of the grass south of the
Theater in the Woods is now for non-
camping Antique parking.) Other chan-
ges included the construction of the
Antique/Classic Flightline Operations
building, a central Location for Art Mor-
gan and his busy group of volunteers to
work out of while handling the parking
of the record number of Antique and
Classic airplanes that came to attend.
Finally, a big round of applause for
the construction firm of B.B.o. G. (Bob,
Bob and the Other Guy), who showed
up 14 weeks in a row prior to the con-
vention to do all the construction work
on the expansion of the Antique/Classic
Red Barn. B.B.O.G.? Bob Brauer, Bob
Lumley and George Daubner all
worked like crazy to get the project
finished in time. Our thanks to them for
their efforts so that we all could enjoy
an expanded Red Bam!
We'll have more on EAA Oshkosh
'91 in the September issue of
VINTAGE AIRPLANE.
A/C MEMBERSHIP DRIVE
As announced in the tan insert in last
month's issue, the Antique/Classic
Division has started a membership drive
to expand the ranks of our fine organiza-
tion. You can earn ONE FREE YEAR
on Antique/Classic membership and
other valuable prizes just by signing up
new members for the division. How
about signing up that new man at the
T-hangar with the newly restored
Champ or the new fellow at the Chapter
meeting? Don't forget the folks whose
airplanes fall in the new Contemporary
Class. Sign 'em up and have the satis-
faction of knowing you are helping the
EAA's largest divison grow. This drive
is scheduled to run until December 31,
1991, so don't delay. See the tan insert
in the July 1991 issue of VINTAGE
AIRPLANE. Don't forget to list your
sponsor information, even if you phone
in your registration. That's very impor-
tant if you are to receive proper credit.
As President Butch Joyce says
"Remember, we are better together.
Let's all pull in the same direction for
the good of aviation. Join us and have it
all!"
BACK COVER NOTES
The DC-3 artwork on this month's
back cover was done by the talented
William Deveikis of Hampton, Vir-
ginia. A retiree from NASA Langley,
William was urged to pursue his avoca-
tion of airplane drawing by an old col-
lege chum, Jay Wallace of Ashland,
Oregon. Roommates at Parks Air Col-
lege during 1943-44, they had not had
contact with each other until 1984,
when Jay read of Williams retirement.
Jay recalled Williams talent for drawing
aircraft, and was persistent in encourag-
ing him to take his talent more seriously.
The artwork he sent to share with us is
one of the results. Based upon a photo
in a book on commercial aviation he
studied at Parks, it shows a United Air-
lines DC-3 starting its engines on a stor-
my night at New York's LaGuardia
Airport Terminal. He expanded the
image area. The media he used? It's
colored pencil! If any members have
artwork they would like to submit for
the Sport Aviation Art Contest, contact
Ben Owen at EAA Headquarters ,
414/426-4800.•
VINTAGE AIRPLANE 5
by H.G. Frautschy
One of the great things about working here at EAA is the
access I enjoy on a day to day basis to the EAA Aviation
Foundation Library. If you have something to research, feel
free to talk to Dennis Parks, EAA Library/Archives Director,
or Susan Lurvey at 414/426-4800 during normal business
hours. You'll be amazed at the amount of material available.
If you ever get a chance to visit, you won't be disappointed.
While researching an article earlier this year, I ran across the
collection of aviation related catalogs kept in the library. Old
catalogs are always interesting, for many times they will
provide clues as to how a particular item was made or used.
Occasionally, you run across something that catches your eye.
The "Specialty Catalog of Aeronautical Supplies" from
Supply Division, Inc. of Robertson, Missouri in 1940 con-
tained a few such items, including this one, which I thought
you'd all get a kick out of:
INSPECTION  PLATES  SAVE  YOUR  TEMPER 
DOES YOUR C.A.A. INSPECTOR
CARRY A KNIFE?
Save yourself time, a lot of grief, and
money, by putting a set of these In-
spection PIa t e son YOU R airplane
NOW. Simple: just dope on the py-
ralin ring, and cut out inside. There's
your inspection hole. Big enough to stuff your fist into. Then slide on
the neat aluminum cover. It fits tightly, practically flush with the surface
-but slides off as easily as it slides on.
Inspection Plate, complete as shown ..  ....  .  ........... .. ....... ............. .. ...  . SOc 
It seems the proprietor of Supply Division had quite a sense
of humor, for he also advertised a pilots handbook called the
"Co-Pilot" with the boast "Does Everything But Cook!".
The prices in these pre-war catalogs can also make a young
man stare in disbelief, but, then again, prices these days seem
to cause the same reaction, but for a different reason!
Here is another example from the 1940 Catalog.
MARVEL MYSTERY OIL
Specified by most engine
makers. Used to reduce wear
on valve stems, to free ti ght
nuts, bearings, and to prevent
rust.
Pint Can
Quart Can
Gallon Can
....  $ .75 
1.00
... ..... 4.00
Time marches on!
6 AUGUST 1991 
THE NATIONAL AIR RACES
THE GOLDEN AGE (Part 7)
1935
The 1935 National Air Races were
held at Cleveland August 30 to Septem-
ber 2. The races continued the shor-
tened four day format that began in
1933. Few new aircraft appeared, no
records were broken and the most excit-
ing racer was a four-seater . Even
though the word "flak" did not yet ap-
pear in our vocabulary, the races
received a lot of it in the aviation press.
An example by J. B.  Rathbun in the
November 1935 issue of POPULAR
A VIATION, "Well they
pulled off another air race
at Cleveland for the
benefit of the aeronaut-
ical sciences and one that
was not so hot, according
to all accounts.
"There was a big hub-
bub and a lot of big noise
immediately preceding the
Cleveland air races this year
and mighty was the talk about
super-speeds and super-everything.
But, so far as pure brute speed was con-
cerned, it all dwindled down to practi-
cally zero when the big airplane
development boys got on the job."
In fact, Mr. Rathbun suggested that
one should look elsewhere for advances
in aviation. "Just a suggestion to our
racing scientists, I propose that they
take a few days off and look over a
Lockheed Electra, Boeing 299 (B-17)
bomber, a Douglas or some other com-
mercial or military plane and learn a
little about this speed thing."
DEBITS and CREDITS
In a parody of A TALE OF TWO
CITIES, AVIATION for October, 1935
declared that it was the best of times and
the worst of times for the National Air
Races in their article "Air Race Audit"
under the headings "Debits" and
"Credits."
CREDITS
"The 1935 National Air Races scored
the biggest popular success in American
air show history.
by [)ennis V a r   k s ~
IAA Libr-arr/ Ar-chives
[)ir-ect{)r-
"The crowds which paid admission to
the grandstand - some 200,000 total -
were larger than those at any previous
meet on record. More automobiles
jammed the highways and parking
areas. More kibitzers sat on more roof
tops to nullify the 4-mile-Iong canvas
fence.
"The showmanship was excellent.
Events moved with the precision and
timing of a musical movie extravagan-
za. No sooner was one event finished
than the signal mortar boomed and the
next roared off from the end of the field .
Jack Story and his staff kep their day-
long chatter through the loudspeakers,
spirited, often amusing. Ifhard-
boiled aeronautical visitors
grew bored over their
groaning build-ups
Benny Howard's 
"Mr.  Mulligan"  in  flight. 
(Radtke 611) 
of the stunting , the Cleveland
housewives loved it.
"AI Williams' troupe of individual
stunters were excellent, as they always
have been. Outside loops, passing the
stands inverted a wing span above the
ground, upside landings, were a dime a
dozen. Gerd Achgelis, Milo Burcham
and Michel DeTroyat went daily
through remarkable demonstrations of
coordination. Al Williams dug deep
into his bag of tricks and pulled out an
inverted barrel roll. Harold Johnson put
his Ford Trimotor through loops, rolls
and spins.
"The racing events were beautifully
flown. Even those which strung out
badly after the first lap, produced fre-
quent well executed jockeying for posi-
tions. More prize money than has been
posted at previous meets prevented the
pilots' grumblings that have sometimes
marred things in the past, and enough
starters competed in each event to keep
up spectator interest. And no outcome
could have been more popular than the
unprecedented sweep made by Benny
Howard and Harold Neumann of the
Bendix, Thompson and Greve
Trophies. Together they garnered
$18,335 of prize money."
DEBITS
"The 1935 National Air Races were
the biggest disappointment in the his-
tory of American airplane competition.
"Promoters of the annual shows
make much of them as the Indianapolis
Speedway of the aeronautical industry,
comparing them to the annual
automobile races which have some-
times pioneered improvements in
automobile engine designs. The in-
ference is that the National Air Races
themselves would furnish grueling tests
and immediate publicity for
the successful.
"Yet not a single event of
this year's races produced
a winning speed even as
fast as last year's mark.
And the Thompson Race
was won in the slowest time
since 1930. Eighteen planes figured in
the prize money of the closed-course
races for men. At least 14 of them ap-
peared in the 1934 races and a good half
dozen took part in 1933. Possibly some
entrants had souped-up last year's en-
gines, but their speeds didn' t show it.
"Where are the new departures in
plane design? In the country which led
the world in mounting retracting land-
ing gear on transport ships, only one or
two of the racers that turned up at the
most important air-races of the year
folded the landing gear out of the slip
stream. Wing clipping obviously
reached its limit without flaps a year or
two ago, yet flaps are few and far be-
tween. What advances were apparent in
engine design had come from commer-
cial, transport and military stimulus, not
from special effort toward racing per-
formance.
"It is true the Bendix transcontinental
racers had wretched weather. It is un-
fortunate that the Hughes racer was
damaged in flight tests. But the fact
remains that Howard's winning time (8
VINTAGE AIRPLANE 7 
hours and 33 minutes) was slower than
Turner's time to Cleveland on his
transcontinental record breaking last
year. And it was well over the record
mark set in 1932. Howard did break new
ground for Bendix technique by going
over the top of the weather, crossing at
20,000 feet. But Wiley Post in the aging
Winnie Mae had gone 100 mi les past
Cleveland in one of his sub-stratosphere
attempts, then turned back with a limp-
ing engine to land only eight hours and
nine minutes out of Los Angeles.
"Had Turner not been forced out
while leading the field by half-a-lap
some 20 miles from the finish, the
Thompson Trophy Race would have
been disappointing enough, for his
average speed was under 240 mph.
Howard's Mulligan is a splendid ship.
Any cabin plane capable of 247.73 mph
in a straight-away dash deserves all the
tribute bestowed on this one. But 220
mph for first in the Thompson Race!
The winning time in 1931 was 236 mph
and it has never been below that since.
"Wright Field could have sent a half
dozen service types to top that.
Caudron's racer with half the horse-
power could beat it by 50 mph and
second place went to a racing plane with
a Curtiss D-12 in it. Even the Seversky
amphibian, floats and all, which had
entered merely for the demonstration
effect, made off with prize money for
fifth place.
"Beyond a doubt the people who
turned out to see the last word in
airplane and engine progress would
have done better to visit the nearest air-
line base. If succeeding race meets fai l
to produce more new developments
than this one, there seems to be little
justification for their continuation."
MISTER MULLIGAN
The 1935 National Air Races had
been referred to by some as the "Benny
Howard National Air Races" as aircraft
designed and built by Howard, then a
United Air Lines pilot, took all three of
the main races - the Bendix, the
Thompson and the Greve. Howard
flyi ng his four place cabin aircraft
Mister Mulligan won the Bendix race
and Harold Neumann won the
Thompson Trophy in the same ship.
Neumann also piloted the single place
Mike to victory in all three 550 cubic
inch events to win the Greve Trophy.
In the October 1935 issue of A VIA-
nON, Benjamin O. Howard wrote
about the development of Mister Mul-
ligan.
8 AUGUST 1991
This large Seversky SEV-3 amphibian finished fifth in the 1935 Thompson at a speed of
193.6 mph. Later, with a 1,000 hp Wright Cyclone installed, the aircraft set a 3 km world's
record of 230.4 mph for amphibians.
Steve Wittman and his Curtiss V-12 powered Bonzo placed second in their first ap-
pearance in the Thompson race.
The Brown B-2 Miss Los Angeles flown by Marion McKeen finished fifth in the Greve and
sixth in the Thompson.
Keith Rider R-l with Roger Don Rae aboard finished second on the Greve Trophy and
third in the Thompson.
The Pobjoy Special flown by Percy Chaffee won both of the 200 cubic inch races.
This Howard four-place high wing monoplane was the winner of the two main events
of the 1935 National Air Races.
Northrop Gamma owned by Bernarr McFadden, owner of LIBERTY magazine, was flown
to third place in 1935 by Russell Thaw.
 
  '"
u
o
Clarence McArthur placed second in both of the 200 cubic inch races with the Tilbury
Flash.
"May I say, right at the beginning,
that all my activities are shared with my
good friend and associate, Gordon Is-
rael, who by the way, comes nearer
being a genius than anybody I know.
Neither of us have had any engineering
training. I was forced to stop school
shortly after entering high-school. Gor-
don finished high-school. This explains
perhaps why we have so much fun in
figuring things out for ourselves.
"We built Pete early in 1930 just for
amusement. We learned a lot from Pete
and since it paid for itself, we decided it
would teach us a great deal to play around
with the little fellows. We built racers
instead of ordinary airplanes because they
were the only ships we could build and
pay for out of their earnings. Next carne
Mike and Ike. We decided to do the job
right and to build them in accordance with
A.T.C. requriements, which we did.
"The data and drawings were sub-
mitted to the Department and were ap-
proved; the engineering inspection
order was issued. At the last minute the
A.T.C. races were scratched that year so
we did not complete the flight tests and
the A.T.c.s were never issued. But we
learned that the little fellows could be
built properly and still win races. Mike
and Ike paid for themselves.
"Then came Mister Mulligan. We had
found by studying ships and engines at the
races that arithmetic was not always to be
trusted in arriving at performance ofships
of even slightly different types.
"We worried along for three years
before we decided that we had found the
answer. And Mister Mulligan was built
to see if we really knew anything. What
we wanted was an efficient four-place
ship, but in order to have a chance at a
little financial help from the Bendix
Race, we had to lean toward the last
possible 10 miles per hour, so we stuck
some extra power into it and stepped-up
the wing loading.
"In the latter respect we went right to
the limit. With the overload for this year's
Bendix Race (including 300 gallons of
gasoline, 30 gallons of oil any oxygen
equipment) our gross was 5,355 pounds.
Our projected wing area is only 137
square feet which netted a wing loading
of 39.1 pounds per square foot. At that,
we got off with our load in 1,500 feet of
runway, and climbed away from the field
at close to 2,000 feet per minute without
exceeding the allowable 550 hp limit.
"And we have learned that it is not
necessary to build half an airplane to hit
high speeds. Mister Mulligan will fly
VINTAGE AIRPLANE 9
IX
The  husband  and  wife  racing  team  of 
Benny and Maxine Howard. 
rings around any current commercial
ship in America with four people and
gasoline for 1,200 miles aboard."
The ship was built to ATC require-
ments except for the engine which was
a highly supercharged Pratt & Whitney
Wasp. The Wasp was supercharged
with a 13.85: 1 blower and running at a
6.05 :1 compression ratio. It was rated
at 550 hp at 1,000 feet. A Lycoming-
Smith controllable pitch propeller was
fitted with the pitch adjustment ranging
from 18 degrees to 32 degrees.
Based on lessons learned from Mister
Mulligan, Howard developed a design
for commercial production designed to
carry four with a range of 800 miles and
a cruise close to 200 mph on 300 hp.
This became the Howard DGA-8.
BENDIX
The 1935 Bendix Trophy Race had a
large number of entries - nine; with all
of them starting the race compared to
three in 1934. But more unusual than
the number of entries was the fact that
of the five finishers in Cleveland, three
were stock production aircraft and one,
the winner, was a production prototype.
The winner being the Howard Mister
Mulligan, prototype of the DGA-8 four
passenger aircraft. The production
aircraft were a Lockheed Vega flown by
Amelia Earhart, a Northrop Gamma
flown, nonstop, by Russell Thaw and a
Lockheed Orion flown by Roy Hunt.
Roscoe Turner had the only purely
single-seat racer. This was a most power-
ful racer being flown in America, propul-
sion being provided by a 1,000 hp Pratt &
Whitney Hornet. However, Turner was
hampered by weather and the short range
10 AUGUST 1991 
Benny  Howard  and  his  close  friend  and 
partner Gordon Israel, winners of the Ben-
dix Trophy race in  1935. 
of the racer forcing him  to make three
stops compared to Howard's one in
Mister Mulligan, even though, with the
great speed of his racer, Turner was only
beaten by 23.5 seconds.
Unfortunately the Bendix also saw a
fatality. Cecil Allen, flying the last of
the Granville racers, a combination of
the Rl and R2, crashed after takeoff
from Burbank.
GREVE TROPHY
This was the second year for the
Greve race for 550 cubic inch aircraft
and like the first year it was based on an
accumulation of points earned in three
races. There were seven competitors
for the 1935 Greve Trophy. They were:
Rider: R-l (Roger Don Rae), Howard:
DGA-4 Mike (Harold Neumann),
Brown: B-2 Los Angeles (Marion Mc-
Keen), Chester: Special (Art Chester),
Miles/Atwood: Special (Lee Miles),
Wittman: Chief Oshkosh (Steve Wittman)
and the Wedell: Model 22 (David El-
mendorf).
Even though Neumann won all of the
Greve events, there was a good
scramble for the other positions with
three different pilots fmishing second
and three different pilots finishing in
third place. By points, Roger Don Rae
finished second and Art Chester third.
THOMPSON TROPHY.
There were seven entrants for the
Thompson, the favorite being Roscoe
Turner in the Wedell-Williams No. 57
which had been almost totally rebuilt
earlier in the year and was now powered
by a 1690 cubic inch Hornet engine. A
strange entry was the huge Seversky
SEV amphibian with a Wright Cyclone
R-1820 and grossing 5,500 pounds.
The Howard Mister Mulligan was
entered this time flown by Harold
Neumann in place of Benny Howard.
This year saw the first appearance of
Steve Wittman's Curtiss D-12 powered
racer Bonzo. This was a genuine
homebuilt effort designed to get the
smallest airframe behind the ancient V-
12 Curtiss engine. It was also the first
liquid cooled racing plane since 1930.
The other three entries were six
cylinder Menasco powered racers :
Roger Don Rae in the Rider R-l, Joe
Jackson in the Howard Mike and
Marion McKeen in the Brown B-2 Miss
Los Angeles. After four years of
domination by Wasp powered aircraft,
the lower displacement aircraft were
starting to make their move on the
Thompson and in 1934 outnumbered
the higher displacement aircraft and
equaled their numbers in 1935.
Roscoe Tumer, as expected with his
superior horsepower, took a commanding
lead in the race, leading by half a lap with
20 laps to go, when his engine began bel-
ching a trail of black smoke. Tumer pulled
up and out of the race and made a safe
dead-stick landing, saving his aircraft.
Harold Neumann, in the four pas-
senger Mister Mulligan, assumed the
lead and flew on to win the race at a
speed of 220.2 mph, completing
Howard's sweep of the major events at
Cleveland. Steve Wittman, nursing an
overheating engine, finished a close
second at 218.7 mph. Turner had been
averaging 238 mph until he dropped
out. This was 10 miles an hour slower
than his winning speed in 1934 .•
NC·4 
by Edward D. Williams
(A/C 2839)
If a television quiz host were to ask
"What historic connection is there be-
tween the month of May, airplanes and
the Atlantic Ocean,?" the answer might
seem to be easy. However, if one says
only, "The first nonstop solo flight
across the Atlantic was Charles A.
Lindbergh's New York to Paris flight in
May 1927," the answer is only half
right. There's more to it than that.
Another significant accomplishment
was recorded in May of 1919 - eight
years before Lindbergh's flight - when
the U. S. Navy made the FIRST transat-
lantic flight, when one of three Navy
seaplanes which made the attempt com-
pleted the crossing.
The flight of a Navy Curtiss NC
flying boat differed from the Spirit of St.
Louis' in many ways, particularly in its
route. The flight of the NC-4 was made
from Newfoundland to Portugal, with a
stop at the Azores, a spectacular
achievement for that time.
Lindbergh, himself, put the flight into
perspective when he said: "I had a bet-
ter chance of reaching Europe in the
Spirit of St. Louis than the NC boats had
of reaching the Azores. I had a more
reliable type ofengine, improved instru-
ments and a continent instead of an is-
land for a target. It was skill,
determination and a hard working crew
that carried the NC-4 to the completion
of the first transatlantic flight."
Around the world the feat was
heralded as a bold step forward for avia-
tion. Although Lord Northcliffe and his
London DAILY MAIL had offered a
10,000 pound prize for the first crossing
of the Atlantic by airplane, the crew of
the NC-4, as U.S. Navy personnel,
could not accept it. Yet, the Navy men
were rewarded in another way. Con-
gress, on February 9, 1929, authorized
a gold NC-4 medal for the crewmen for
their "extraordinary achievement." In
the order of precedence, it ranks just
ahead of the Byrd Antarctic Expedition
Medal of 1928-30.
The NC-4's success gave a big boost
to naval aviation, which was in a post-
World War I slump. Prior to the NC-4
feat, Lt. Cdr. Albert C. Read, the aircraft
commander, wrote: "If the flight were
successful, not only would an immense
amount of valuable and much desired
information be obtained concerning
long-distance oversea flying, but naval
aviation, the Navy Department and the
whole country would receive the
plaudits of the entire world for ac-
complishing a notable feat in the
progress of the science; the mass of
people would be made to realize the
importance of aviation as a valuable arm
of the naval service; and the way would
be blazed for others to follow and thus
act to promote a commercial transatlan-
tic service."
The NC-4 gave the Navy a peacetime
shot in the arm with an airplane intended
for war: the NC-4 had its origins in the
German submarine threat in World War
I when long-range seaplanes were
desparately needed.
The U. S. Navy Department, in Sep-
tember, 1917, asked for a design of a
seaplane that could fly the Atlantic and
then be able to attack a U-boat on ar-
rival. The Navy was able to solve this
long-range problem with a design by
Glenn L. Curtiss called the NC (for
Naval-Curtiss). The NC was 67 feet
VINTAGE AIRPLANE 11

  Trepassey
"
i'"
"
" .--
" .----
PORTUGAL
Route of u.s. Navy's NC-4 in transatlantic flight in May 1919.
12 AUGUST 1991
long, 22 feet high and had a giant
wingspan of 126 feet. The NC weighed
almost 28,000 pounds, with a load of
10,000 pounds offuel. It featured a short,
44 foot long hull, with outriggers from
the rear of the hull back and upward to
support frail looking rudders and
elevators clear of the water. It was
powered by four 12-cylinder, 400 horse-
power Liberty engines, which gave it a
speed ranging from 58 to 74 knots.
But creature comforts were nonex-
istent. The roar of the engines and
thrashing wooden propellers was so
loud that the six man crew could not
even hear shouting, and communication
was accomplished by sign language and
notes. The NC's two pilots sat in an
open cockpit halfway between the bow
of the hull and the leading edge of the
lower wing and only a foot or two from
the whirling propellers. They had only
a crude set of instruments. The com-
manding officer, who acted as navigator
and anchor man, sat in a very small
cockpit in the hull's bow. Two flight
engineers, who could work on the en-
gines in flight if needed, and a radio
operator sat in a cockpit at the stem of
the hull.
The NC design appeared to be a good
one, and by early 1918 the Navy ordered
four of the seaplanes, designated NC-l,
NC-2, NC-3 and NC-4. World War I
ended before the aircraft could be com-
pleted, but they were ready to make their
mark in peacetime. Although the historic
transatlantic flight was planned in secret
for all NCs, it had to be made without the
NC-2 which earlier had to be cannabal-
ized for parts for the other three.
NC-l, NC-3 and NC-4 left NAS
Rockaway, New York on May 8, 1919
on a testing flight to Trepassey, New-
foundland, jumping off place for the
,
,
"
"
Horta Harbor, the Azores, May 1986 - The flight of the NC-4 is commemorated by Connie
Edwards and crew and his Consolidated PBY-6 flying boat. Horta Harbor was also a
stop for the NC-4 and her crew.
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oversea attempt. Eight days later they
took off from Trepassey Bay bound for
the Azores 1,400 miles away, on the
longest nonstop flight ever attempted.
Since it was completely over water, the
route was covered by a string of
destroyers strung out at 50 mile inter-
vals as a safety precaution. The ships
also aided the NCs' navigation by emit-
ting black smoke by day and flame by
night.
The three planes took off in formation
and passed the first dozen destroyers
routinely, but the weather turned bad
and the other ships were obscured by
fog. The seaplanes lost sight of each
other and had to grope blindly and alone
toward the Azores hundreds of miles
away.
NC-l soon lost its way and landed in
high seas and was severely damaged.
Hours later a passing ship picked up its
crew, and the NC fleet was down to two
planes. NC-3 flew for 15 hours and
1,380 miles and landed in the water in
fog and suffered irreparable damage to
one of its engine mounts. With skilled
seamanship, it was able to use its good
engine to sail on the water for 40 hours,
finally reaching the Azores.
The glory went to NC-4 as the sole
aircraft to reach Horta Harbor in the
Azores, 15 hours and 18 minutes after
leaving Newfoundland. Ten days later,
after a delay because of bad weather,
NC-41eft to complete the 900 mile final
leg to Lisbon, Portugal. Following a wild
greeting at Lisbon, NC-4 flew on to El
Ferrol, Spain and then Plymouth,
England, for a total flight time of 52
hours from Rockaway to Plymouth. In
addition to Lt. Cdr. Read, the NC-4 crew
consisted of Lt. Elmer F. Stone,(the only
Coast Guard member of the crew) Lt.
James L. Breese, Lt. Walter Hinton, Ens.
Herbert C. Rodd and Chief Machinist's
Mate Eugene S. Rhoads.
The Navy has always been justifiably
proud of that pioneer flight. During the
75th anniversary of naval aviation in
May, 1986, the flight of the NC-4 was
officially duplicated by another famous
aircraft, a Consolidated PBY-6
Catalina. The PBY -6 was flown on the
reenactment by its owner and pilot, Wil-
son "Connie" Edwards of Big Spring,
Texas. At the same time, a color paint-
ing of the NC-4 was on display at the
Air and Space Museum of the Smith-
sonian Institution in Washington, DC.
That, possibly, was the ultimate tribute
to the six men who could rightly boast
that they were the FIRST airmen to fly
the Atlantic. •
ED LOOltEJR'S 
PHOTO ALBUM 
by Norm Petersen 
We are indeed thankful for the use of
these priceless airplane photos from the
album of Ed Looker (EAA 64901, A/C
5963) of Maribel, Wisconsin. Like so
many Antique/Classic members today,
Ed has been fascinated with airplanes
since he was a small boy, building
numerous aircraft models as a young lad
(the photos in the album prove it!). In
the late 1930's, Ed spent considerable
time at Floyd Bennett Field in New
York and the nearby Coast Guard Sta-
tion, usually with his trusty camera
along. The results of his early en-
deavors are carefully preserved in an old
style photo album which he so kindly
brought to EAA headquarters for us to
use. Read on.
A low angle photo of a Ryan ST A,
NC17300, SIN 134, powered with a 125
hp Menasco C-4 engine was taken at
Floyd Bennett Field (note the hangar in
the background). The logo on the side
of the fuselage features the United
States in a serrated circle. Note the
spinner backing plate is in place but the
spinner has been removed. The tail be-
hind the STA (NCI4793) belongs to a
cabin Fairchild.
This particular Waco YMF-5,
NCI4132, SIN 3957, was painted in a
fancy scalloped design and delivered to
noted sportsman, Henry J. Topping. The
colors were blue and white. Juptner
lists this aircraft as the first of 15 YMF-5
models produced by Waco in 1934-
1935. (This would be the equivalent of
the "Classic Waco" produced in Lans-
ing, MI  today.) The FAA Register car-
ries this aircraft today as a YMF-3,
registered to Robert Wagner of West
Milton, Ohio. It  is one of two YMF-3's
on the register, the other owned by
veteran Waco pilot, Harold Johnson of
Moraine, Ohio. This photo was taken
by Ed Looker in 1938 at Floyd Bennett
Field.
VINTAGE AIRPLANE 13
Taken by Ed Looker in 1938 at Floyd
Bennett Field was this Vought SU-2
biplane, complete with what appears to
be a parachute laying on the left wing.
This model was powered with a Pratt &
Whitney R-1690-40 engine of 600 hp
and could top out at 171 mph. The rate
of climb was 5,000 feet in 3.9 minutes.
Approximately 60 of this model were
purchased by the u.s. Navy and
Marines. Note fancy border on the
snapshot as featured by the processors
in 1938.
' ... . . . .... .. . ·.·.0- . •••... ', ' 0" . .•·0 '. .
 
,
I 71 ;
" ' .. ... .... .. . . ,... .
: " ' .. ... ..... . . ' , •• •• • 0_. ' . '. ' ., ' .0 . .' . " ':(
What appears to be a Lockheed Sirius
in Army Air Corps markings is actually
a (Detroit) Lockheed Altair YIC-23,
which featured a metal fuselage and a P
& W Wasp E engine. Used as a high-
speed transport for senior Army offi-
cials during the 1930's, the Altair would
top 207 mph. Most of the time on this
aircraft was flown by Capt. Ira Eaker
and Lt. Pete Quesada, the two pilots
making a total of five belly landings
during their tenure! The Altair was
flown until 1942 when it was scrapped
with 1050 hours total time. This photo
was taken by Ed Looker at Floyd Ben-
nett Field in 1938.
Another one-of-a-kind is this Boeing
XF6B-l pictured at Floyd Bennett
Field. The last Boeing designed
biplane, the XF6B- l was powered with
a P & W R-1535-44 twin row Wasp of
625 hp and was of all metal construc-
tion. Making its first flight in February,
1933, the XF6B-llost out to the Curtiss
FllC. The plane in the background is a
Consolidated PT-3. Note the carrier
hook below the tail of the Boeing.
..
,
,.
.J
14 AUGUST 1991
'A really rare aircraft is this photo of
a Douglas X02D-1 Navy floatplane
amphibian, taken in the hangar at Floyd
Bennett Field in 1938. This one-of-a-
kind biplane was powered with a P & W
R-1340-12 of 550 hp and had a top
speed of 162 mph. The single, center-
mounted float (with retractable wheels)
was assisted by wingtip floats while on
the water. The design lost out to com-
petitive Vought designs.
A standard Navy shipboard fighter of
the early 1930's was the Curtiss BFC-2
"Goshawk" as pictured at Floyd Ben-
nett Field in 1938. Note the large
spatted wheels, the carrier tail hook and
the aux. fuel tank between the landing
gear. Originally labelled FllC-2, the
Goshawk was powered with a Wright
Cyclone of 750 hp and could top out at
176 mph. Note the exhaust stain on the
left gear in this photo by Ed Looker.
This particular Aeronca K, NC18875, SIN K-139, was near the middle of the production run of over 350 aircraft. Ed Looker
took this photo in 1938 in Connecticut. The Aeronca E-l13 engine of 42 hp is easily distinguishable with its "Y" type of exhaust
from the two cylinders. The logo on the side of the fuselage is not identified. Consuming only three gallons of fuel per hour,
the K was very popular with small schools and individuals.
VINTAGE AIRPLANE 15
r, NC 11170
by Dick Hill (EAA 56626, Ale 629)
Crewing the Stinson Trimotor is one of
our favorite annual events. If you have
been to the EAA Oshkosh Convention
in recent years, you have seen (and
heard) the Stinson. Many of you have
enjoyed riding in it. Some of the nicest
compliments I've ever had concern
rides in this great airplane. Many times
conversations are interrupted when
someone realizes that I was the pilot
when he or she took that memorable ride
and they take great pride in having
shared that time with me.
"WELCOME ABOARD CEN-
TURY AIRLINES FLIGHT FIFfEEN,
GLAD YOU COULD COME ALONG
WITH US. WE WILL BE TAKING
OFF IN A FEW MINUTES. LEA V-
ING DETROIT, WE'LL FOLLOW
THE DETROIT RIVER TO LAKE
ERIE.
"WHEN WE REACH OUR CRUISE
ALTITUDE OF FIFfEEN HUNDRED
FEET, OUR CO-PILOT WILL SERVE
16 AUGUST 1991
COFFEE AND SNACKS. RELAX
AND ENJOY THE SCENERY.
"WE'LL CROSS THE LAKE,
PASSING OVER THE BASS IS-
LANDS ABOUT MIDWAY. YOU
MIGHT NOTICE WHAT LOOKS
LIKE A TALL SMOKE STACK ON
THE ISTHMUS OF SOUTH BASS IS-
LAND, WHERE IT WRAPS
AROUND THE BOAT HARBOR.
"THAT'S NO SMOKE STACK;
THAT' S THE MONUMENT TO
COMMODORE PERRY AND HIS
SAILORS WHO FOUGHT THE BAT-
TLE FOR SUPREMACY OF THE
GREAT LAKES AND MADE
FAMOUS THE QUOTE:
'WE HAVE MET THE ENEMY
AND HE IS OURS.'
"THE COMMODORE AND
SEVERAL OF HIS OFFICERS ARE
INTERRED THERE.
"WE WILL BE MAKING SHORE
NEAR CLEVELAND AND SHOULD
BE LANDING IN ABOUT TWO
HOURS. "
Century Airlines, a forerunner of
American Airlines, did indeed fly this
plane on that route during its years of
airline service. The line flew from
Cleveland to Detroit, Chicago and St.
Louis, with several intermediate stops.
This particular Stinson started service
for them in 1931, direct from the factory
at Wayne County Airport, Michigan. In
the years before World War II,
NC11170 went on to becom e a
barnstormer. During the war, it was
used as a freighter by Noel Wein (Wein
Alaska Airlines) in Alaska. My first ac-
quaintance with the Stinson Trimotor
occurred the year the EAA Convention
moved permanently to Oshkosh (1970).
During a visit to Brennand Airport that
year, I met Byron Fredericksen, who
took me into a storage hangar and
showed me the sad remains of
NC11170. Here was a forty-year-old
airplane that had spent over half of its
existence, forlorn and abandoned on a
From this dejected looking mess of parts and pieces, the long rebuilding process
began.
field in Alaska. It had been trucked
back to the "lower 48 " by Byron
Fredericksen, Bill Olson, Mike Weust
and Harold Wolff; all from the Neenah,
WI area. (The saga of this unbelieveable
adventure is related in the June 1977
VINTAGE AIRPLANE magazine)
Bill Brennand, Chuck Andreas and
Byron Fredericksen had fonned a com-
pany to purchase the huge bird. Several
years were to pass while research was
done and necessary contacts were made.
After several more years of painstaking
and diligent work, the plane was
brought to a point where assembly could
begin. The restoration work had been
done at Brennand Field, which is lo-
cated 15 miles north of Oshkosh. Even-
tually, the fuselage, wings, tail feathers
and engines were hauled to Wittman
Field in Oshkosh for assembly. Late in
1981, the Stinson was moved outdoors
for the first time. The engines were run
and the taxi testing
began. When these
were complete, the
plane was flown to
Sault Ste. Marie,
Ontario, for the ap-
plication of the
finish coats of black
and gold by Dan
Springer and his
crew. From there, it
went on to Florida's
Sun 'n Fun Fly-In.
In the warm sun-
shine, at fifty years
of age, it was judged
Grand Champion
Antique of the show.
We had watched the
progress of the restoration and had been
present during some of the taxi tests, but
this was the first time we or anyone else
had ever seen the complete restoration.
It flew in several shows in the southeast
that spring, as it worked its way north to
attend the EAA Oshkosh Convention.
There, it was voted "Reserve Grand
Champion Antique". Our first intimate
association with the plane came the fol-
lowing year when the decision was
made to expand the pilot staff. Bill
Brennand called to ask if! would like to
enter the program. This was just the
phone call I had been waiting for, so I
accepted without hesitation. We met at
Wittman Airport, where Bill walked me
through the pre-flight and into the left
seat. We buckled up and started locat-
ing the various switches, valves and
controls. Bill is a very precise and
patient instructor, so I had a very nice
introduction. After several trips around
the patch, Bill pronounced me "ready
for service" and a short while later, we
were on our way to one of the nearby
weekend air meets. During flight
operations either Bill Brennand or
Chuck Andreas is in attendance to keep
track of the fuel and other operational
duties. The pilots were chosen for their
flying abilities and the emphasis was on
experience. The insurance companies
wanted pilots with high-time, multi-en-
gine, tail wheel experience. There are
only about two types of commercial
aircraft that give that kind of ex-
perience, the Douglas DC-3 and the
Beech 18. Bill Brennand is the spiritual
leader of the pack. He keeps us all
together and makes sure the plane has
the best of everything. The hard main-
tenance is done by Chuck Andreas in
concert with Bill. Wynn Baker takes
care of the chief pilot duties including
scheduling. During Oshkosh, he sorts
out the requests that
we make for time
to visit the Fly
Market. He then
makes up a duty
sheet and we all try
to share the "load"
of flying this great
old plane. There are
usually four pilots
for the plane at large
eventslikeOshkosh.
That way, no one
has to spend the
entire time with
the plane. Wynn
Baker, Hassen Cal-
The three purchasers wonder what they have bitten off as they survey the remains
on the trailer and pickup. From left to right: Chuck Andreas, Byron Fredericksen loway and starting
and Bill Brennand. Remember, this was 21 years ago!
this year, Joe Shep-
VINTAGE AIRPLANE 17
-g
o
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>
Chuck Andreas works on the "spaghetti" connections in the
nose of the Stinson. Note the sanitary workmanship, especially
It seems like the fuselage is covered by the square acre rather
than the square yard! Here the side blanket is applied to the
fuselage on a somewhat larger scale than a Piper Cub. around the cockpit door.
pard and Gene Chase will be my team
mates. Our operation is blessed with a
fine group of volunteers on the ground,
also. Yes, volunteers! The pilots volun-
teer as do the owners who hope from
year to year that the plane will haul
enough passengers to pay for her keep
and possibly make a small dent in the
note that is held against her. The volun-
teer staff includes Bill Bohannon, who
did the overhauls on the Lycoming R-
680 engines. You can fly all day behind
that "nose" Lycoming and not have to
wipe oil from the windshield. That is
really saying something for an old round
engine and the guy who services it.
Several local pilots who assisted in the
restoration follow the plane to shows
and donate time while pulling in the
crowd and selling tickets for the rides.
The crew members are most often ac-
companied by their ladies, who volun-
teer to work the ticket counter and keep
track of loading. They also make sure
there is a ready supply of refreshments
and at lunchtime, something to gnaw on.
The pilots just fly and get in the way
around the ticket counter. We have
grown to be an extended family, ex-
changing phone calls and letters during
the year and have "Old Home Week"
every year at Oshkosh. One evening
during the convention, after the plane is
put away for the night, we have a family
picnic. Usually, there is more food than
can be eaten, more liquids than can be
consumed - and then the band starts!
Quite often we are minus one member.
If there is a weak magneto or tire that
needs changing, Chuck Andreas will be
burning the midnight oil and we have a
party without him. In 1985, Jeannie and
I were privileged to crew the old gal at
quite a few airshows. We started with
the week of Sun 'n Fun, followed by a
four day show at Pompano, Florida. We
then enjoyed two days at a huge auto
show in lola, Wisconsin, a Sunday show
at Shiocton, WI and four days at Es-
canaba, Michigan. This was followed
by a full week at EAA Oshkosh, four
days at the Auburn-Cord-Dusenberg
Festival at Auburn, Indiana, and fmally,
two days at a car rally held at Lake
Geneva, WI. Add the foregoing agenda
to a full schedule as an airline Captain,
who had to commute from home to
Chicago, then catch a flight to Min-
neapolis to start his trip, and you have a
pretty full year! By the end of 1985, we
had all enjoyed several good years with
the Trimotor, years in which we all at-
tended several activities during the
season . Then came the insurance
crunch. We were' effectively out of ser-
vice. One year the plane hardly moved
and the next year the only action was
when we took her to an auction to try to
sell her. Happily for the volunteers, but
not as happy for those who were saddled
with the bills, the reserve bid was not
reached and the plane returned home.
The insurance rates eased in 1988 and
once more the Stinson Trimotor was on
the go - and has been ever since. Every
year we are able to fly NC 11170 is a rare
priviledge and a unique gift. She is a
living museum. Once you step inside
and close the door, you have entered a
veritable time machine where you're
able to lose yourself in the sights,
sounds and smells of that wonderful,
by-gone era of airline transportation. In
1990, she attended three events: the
Much work was needed in the huge metal wings prior to cover-
ing. Note the welded tubular truss in the main spar, much like a
bridge. The wide rib tops of the first four ribs go over the fuel tank.
The entire wing used an incredible amount of welding.
-g
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> ......_ .....
Ready for the first engine runs in the front yard of Chuck Andreas'
shop. That's Chuck on the ladder and Bill Brennand lending
encouragement.
18 AUGUST 1991
An extremely rare photo of the two remaining high wing Stinson Trimotors in the world, with a Stinson V-77 Gullwing between, was
taken at the Auburn-Cord-Dusenberg gathering at Auburn, Indiana.
EAA Oshkosh Convention, the Model sic Car Show in Auburn, Indiana during year. Not bad for a sixty-year-old! You
Airplane Convention at Ida Grove, Iowa Labor Day weekend. The schedule for know where we'll be so . . ..
and the Auburn-Card-Dusenberg Clas- 1991 is pretty much the same as last .... WELCOME ABOARD! •
VINTAGE AIRPLANE 19
"'Z
20 AUGUST 1991
Jim Koepnick
--Ercoupe--
The first thing that comes to mind
when you see the Ercoupe that belongs
to the father and son team of Charles R.
and Charles B. Taylor is "Who masked
off all that striping?!" It looks spec-
tacular, and shows that with a little
thought and careful preparation, an al-
ternate to any airplane's original color
scheme can be created. Ron Trusdell of
Orlando, Florida did the painting of the
airplane, along with "sweat equity"
provided by the Taylors.
Father and son projects have been
around for some time now, and many of
the new generation of airplane restorers
are men and women who learned the
craft from their parents. Charles B. (the
B. stands for Brian, the name by which
he is known around the neighborhood)
is one of the youngsters who has learned
by doing alongside his father.
Charles and Brian bought N99543 in
Youngstown, Ohio in 1989. She was in
need ofsome TLC, as well as some plain
old fashioned cleaning up. When they
by H.G. Frautschy
began their ferry flight back to their
home base of Kissimmee, Florida, it
would be a very VFR flight, as the
airplane had no radios, (no big deal
there, that's what sectionals are for) but
the clinker was the fact that the panel
had two compasses, both reading about
15 degrees apart from one another! The
'Coupe made it home fine, and the two
Charlies began a closer inspection of the
their new treasure. First off the airplane
were the Goodyear brakes, replaced
with a new set of Clevelands. Next, a
new exhaust, and one rebuilt magneto
were installed.
A little investigation into what they
had netted the following : they owned a
1946 Erco Ercoupe 415C, serial number
2166, converted to a D model with the
VINTAGE AIRPLANE 21
addition of rudder pedals.
Originally produced with
fabric covered wings,
N99543 would have metal ap-
plied to the wing structure
during 1966, while it was kept
in North Carolina.
Next on the "do" list was
the instrument panel. Most of
the instruments in the plane
when they bought it were old
and unserviceable or simply
did not function at all. A full
Terra radio package including
a 720 com, a Terra Tri-nav
with digital display, a
transponder with encoder,
plus an Apollo 604 Loran and
Sigtronics TSO'd panel
mounted intercom rounded
out the electronics portion of
the panel. The flight instru-
ments took the next bite out of
the checkbook. A new DG,
artificial horizon, electric tum
coordinator, instantaneous
vertical speed indicator,
Hamilton vertical compass (;
and new engine instruments
filled all the appropriate holes
in the panel. The neat installa-
ti.on ?fb
the
kelectricdal :> .... O-n-e-o-f-t-h-e-m-e-s-s-ie-s-t      
CIrCUIt rea ers an SWltC es old paint from the Ercoupe.
highlights the attention to
detail that was paid during the
entire restoration. Finally, new
engraved plastic placards identify the
panel items.
After all the panel work was com-
pleted, a new tan interior was installed
by Duncan Interiors of Lakeland,
Florida. That was all they had planned
for the plane at that time, so flying began
again in earnest. But as luck would
have it, while Brian was on final for
Taylors decided that the entire
plane should be restored.
The engine was gone over in
detail and many parts replaced.
The cylinders were bored .015
oversize, and fitted with new
pistons and rings. The rest of
the engine compartment
received a similar treatment,
with baffles cleaned and
repainted, and a few little
touches, such as having the
valve covers chrome plated.
Everything under the cow I was
stripped, cleaned, inspected
and repaired where needed and
then reassembled. As they
worked on the various parts of
the airplane, Charles and Brian
found the folks at Univair to be
a big help with suggestions and
parts, including the double
fork nose landing gear and
other miscellaneous items.
Now it was time for the big-
gest project of all - the entire
plane would be hauled off to
the shop of Ron Trusdell,
where it was stripped, sanded
and then inspected for cor-
rosion. Brian and his dad were
glad to find very little cor-
rosion in the airframe. After
that inspection, any suspect
hardware was replaced, in-
runway 15 at Kissimmee, the drive gear cluding some rivets. Finally, the entire
on the back of the magneto that had not plane was chemically etched and then
yet been overhauled came off the shaft alodined to minimize corrosion in the
and dropped into the rear case. That's future. Then it was time for the paint to
not the best spot for a gear to come to be applied. A coat of epoxy primer was
rest, so it caused extensive damage to sprayed, to be followed by the cream
the camshaft, crankshaft and many Alumigrip. Brian and Ron worked on
other parts inside the Continental C-85- the design of the color scheme. The
12. It was major overhaul time for the stencils for the fuselage were cut by a
little four-banger. At this time the local signmaking shop. The decision
..
_iI.....-'.....J>
The Continental C-85- 12 fits neatly within the confines of the
cowling.
(; (;
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A slick new bubble windshield is installed.
22 AUGUST 1991
E
=> Equipped for some advanced VFR flying, the new panel for the Taylor's Ercoupe sports
some of the latest lightplane avionics.
was made to have eight 1/4 inch stripes
run down the side of the fuselage, with
the two inner stripes being Toyota dark
pearl blue, and the outer stripes being
Volvo dark pearl red. The stripe pattern
is repeated on the wings and rudder, as
well as a little winged flourish on the
rudder and cowl. The net effect is very
pleasing to the eye, and seems to en-
hance the lines of designer Fred
Weick's brainchild.
I noticed one neat little detail on the
wing of the airplane, and asked Brian
about it. How did they come up with
wing walks that matched the trim paint
color? "Ron (Trusdell) thought it up.
You take the red Deltron (the trim paint)
spray it on and then evenly sprinkle sand
on it. Then you paint it red again, and
follow it with the clear coat," replied
Brian. Ron had done this on his own
airplane the previous year, and it
seemed to hold up just fine, according
to Brian.
After being reassembled back in Kis-
simmee, the engine was first run in Sep-
tember of 1990. After that, the series of
little details that always follows a major
project would be taken care of. The
little Ercoupe's public debut came at
Sun 'n Fun '91, where it got double-
takes from people on the flight line all
week long. The proof is always in the
level of personal satisfaction one feels
after restoring a plane, and jUdging by
the smiles that were on the Taylor's
faces during our air-to-air session,
they're pretty happy with the results! •
Ifyou're interested in the Ercoupe
and would like to learn more about
them, contact the Ercoupe Owners
Club, P.O. Box 15388, Durham, NC
27722. Dues are $20.00 per year for
membership that includes a monthly
newsletter.
VINTAGE AIRPLANE 23
 
An information exchange column with input from readers. 
OSHKOSH!
What a time! Dorothy and I arrived
a couple days later than usual, the 9th of
July to be exact, and dove right in with
the rest of the early birds in getting
things ready for the convention. I am
always impressed with the number and
scope of the volunteer forces. How can
you ever recognize, much less believe,
a number like 4700 volunteer EAAers,
all working to serve their fellow mem-
bers? It's unbelievable; one has to see
it to believe it!
The full-time employees at South
Maintenance, the aircraft maintenance
people at the Kermit Weeks facility -
these guys work their hearts out for
EAA, you and I to be exact, trying to get
all the little things in place to make OUR
convention as pleasant and happy as
possible.
Who needs "Stormin' Norman"
when we have our "Stem Vern" Lich-
tenberg down at South Maintenance?
And then we have "Do it!" Darryl in
Aircraft Maintenance. These guys ram-
rod the troops, volunteers and full-time
employees, and despite all the seeming-
ly impossible odds, put it all together. I
just marvel at their way of getting the
job done.
Then during the Convention itself,
the Editorial staff, Photo and Video
hustle around covering their assign-
ments so that all of us can see and enjoy
all that went on around us in the pages
of SPORT AVIATION, Vintage
Airplane, EAA Experimenter, Sport
Aerobatics and Warbirds. All the ac-
tivity, the hustle and bustle, the excite-
ment, will all be spread out over the next
twelve issues of these publications and
videos, and they'll be superb!
Let's not forget Tom Poberezny!
Tom was, and is, everywhere, en-
couraging people and allowing them to
do their job. With an occasional sug-
gestion and a friendly smile, and a pat
on the back, he makes everyone he
comes in contact with a part of the fami-
ly . You WANT to work just for that
reason.
We stayed for the wind down party
Friday afternoon, and there is where you
get a chance to see and meet many of
these volunteers. Here is where the
enormity of the volunteer group begins
to sink in. There were maybe two
thousand people there, less than half of
the total! Many had already headed for
home in the rain to pursue their daily
living obligations. The food and the
chance to socialize mellowed us all, and
when the time came to leave, it was with
some reluctance. Dorothy dropped me
off at the Cessna 120 and then headed
for home. All the way home all I could
think of was EAA and the Dream. We
are all part of it! We live it, we breathe
it, we wallow in it and next year is
coming, fast!
When I got home my mail was piled
waist high. There are letters and phone
calls waiting to be answered, and I'm
somewhat embarrassed that some of
them have been here for all the weeks I
was "having fun" at Oshkosh. I'll get to
them, and there are a few here in the
column that I have already talked with.
Carmen Perotti sent me some more in-
formation on my Fleet. Bob Taylor of
the Antique Airplane Association also
sent information and a nice letter. The
Fleet is on hold until I return from my
annual Canadian fishing trip; I'll hit it
hard this fall and maybe we'll get it
flying before spring. The Champ is
flying and now that the bugs are out of
it we'll make up some new fairings,
finish the paint scheme, take some pitch
out of the prop for better takeoff perfor-
mance, and begin some "fun" flying.
Had a call from Ted Rose who bought
Les Steen's Aeronca C-3. Ted was fer-
rying it home to Topeka when the en-
gine suddenly decided to quit; this was
only about 30 miles from where he
bought it. Unable to get it running
by Buck  Hilbert 
(EAA 21,  AIC 5) 
P.  O.  Box 424 
Union,  IL  60180 
again, he went home, got the pickup and
then trucked it the rest of the way. The
culprit was the needle valve seat in the
carburetor; it had somehow loosened up
and closed off the fuel flow. The
airplane is now licensed and flying, and
they are having a great time with it.
Had another call from one of my co-
captains at United Airlines. Seems he
has acquired a Champ and he was just
ecstatic about how wonderful it was to
get back to basics. He is tooling all over
the Little Rock, Arkansas area and was
feeling so good about it he just had to
tell me all about it. Hugh Hensley is his
name, so if you see a grinning hillbilly
from Arkansas tooling around in a
Champ, that's him!
A bit of humor came in this morning.
Two of Bill Rose's pilots were sharing
adjacent port-a-potties at Oshkosh. A
young boy rattled the door of the first
one and was told to "Go next door."
When he rattled that one, also occupied,
he was again told, "Go next door." He
turned to his parents and said, "Talking
outhouses!"
One more airline type is Bob Pfaff.
He was at the highest of highs telling me
all about his recent "Airmail Route"
coast to coast flight from San Francisco
to New York. He did the entire route
stopping at all the old "Mainline" mail
fields, VFR, no radio, no Navaids -
strictly pilotage in an open cockpit.
Here is another case of "back to basics"
and how much fun it can be to meet the
challenge the early pioneers faced. Bob
will be writing a story of his experience
in the near future.
I am loading up the back of the
airplane with all the Type Club newslet-
ters. This will keep me in reading mat-
ter when the fish aren't biting, and after
I glean all that good stuff I ought to be
the most educated guy around. Tell you
one thing, I am really impressed with the
quality and the content of these publica-
tions. Some are slick cover profes-
VINTAGE AIRPLANE 25 
sional, and some are one cut above the
old mimeograph, but they all have one
thing in common - real quality and a
real source of information for the
airplane you own and love. Hey, I'm
outa here. Over to you, and I'll see you
after Canada.
Dear Buck,
I'm sorry that we didn't have more
time to talk at Sun 'n Fun. We both have
to admit that that is one busy place when
you are more than just a spectator. I
really enjoyed the Classic Aircraft judg-
ing this year. I learned a lot and look
forward to more of it in the years to
come.
Enclosed is a photograph of Jack
Vilas' 1937 Fairchild F-24 G taken in
1944 right after he sold it to Max Aulick.
This is NC19173, sIn 2958 that Jack
flew all over the Great Lakes as a CAP
courier in 1942 and 1943. The gent in
the picture is Max Aulick when he was
Sales Manager for Scott Aircraft
Products.
Enclosed, too, is a chronological his-
tory of the aircraft as compiled from the
log books and maintenance records.
As I mentioned, I am in the process
of restoring this F-24 for my personal
use and display and would be willing to
donate copies of my records and photos
to the CAP display in the Eagle Hangar
insomuch as this plane flew in the Il-
linois Wing. I understand it is they who
are building the display.
My plans are to put the plane back
into CAP colors as depicted in the
enclosed photo and would very greatly
appreciate being put in touch with any
of Jack Vilas' family or relatives who
might have knowledge or artifacts of
this plane or his use of it.
Thanks very much for your help and
I hope to see you again this summer at
Oshkosh. I love your page in the
Vintage Airplane; keep it up.
Sincerely,
George R. "Joe" Hindall
EAA 216658, AIC 14532
Dear Buck,
A few weeks ago you and Jim Dier
stopped at my house. If you remember,
I am rebuilding the only remaining tri-
gear 140. At that time all you saw was a
fuselage. Work is moving along nicely,
but behind my timetable. The gear and
engine are installed. All AN hardware is
being replaced and interior work has
now begun. It won't be at Oshkosh this
year but I am hopeful for next.
26 AUGUST 1991
You mentioned something about an
antique or classic club in this area. I am
getting to the point where it would help
to join. Any information on such would
be very helpful.
Thanking you in advance.
Cary Dennen
EAA 128146
Dear Buck,
Was looking forward to visiting with
you at Oshkosh Fly-In but have a family
matter to attend to.
Maybe you can help me. On Septem-
ber 5th we are going to Sydney,
Australia. Was wondering if there are
any antique members in Sydney.
Would enjoy visiting with them and
seeing their aircraft. If there are any, is
a list available? Would appreciate hear-
ing.
Have to go to Two Rivers, Wisconsin
at the end of September. Hope to make
a connection with you then.
Thank you.
Bob Engels
EAA 278307, AlC 12507
Dear Buck,
In the April issue of Vintage Airplane
Cary Dennen's very rare Cessna 140
with a tricycle gear! Wonder how it will
handle on the ground? Hope it's bet-
ter than a 7FC Champion in a quarter-
ing tailwind! We'll expect a full report
from Cary as soon as he gets her
flying.
I read your article on the Aeronca.
I tried to get in touch with Bill Mor-
risey of Las Vegas but my letter was
returned because the forwarding had ex-
pired.
If you have his current address, I
would appreciate it if you would send it
to me; also, the address of John Under-
wood of Glendale, California.
I bought a bag of bones that at one
time was an Aeronca T, 1940 vintage
SIN 1490T NC 27336. If you have any
interior or exterior pictures, I would ap-
preciate them.
I am in the progress of restoration and
need some pictures to help me along
with this project.
Thank you for your time and trouble.
Sincerely,
William W. Martin
EAA 35710, AIC 12186
Here's the address we have for Bill
Morrisey:
P.O. Box 27889
Las Vegas, NV 89126-1889
To contact John Underwood, write
him at:
2054 W. Mountain St.
Glendale, CA 91201
ANTIQUE/CLASSIC 
BOOK  REVIEW 
by Jim Haynes 
(EAA 285970, AIC 12099) 
WHATEVER  HAPPENED  TO 
CURTISS-WRIGHT?  by Robert W. 
Fausel,  Sunflower  University  Press, 
Box  1009,  Manhattan,  KS  66502-
4228, 88 pages. 
Occasionally,  a  compact  volume  is 
presented to the aviation public that will 
run the risk of being overlooked because 
of the narrow focus of the title. This title 
directs the reader right to the point of the 
book,  however  there  is  also  a  subtle 
feature not frequently found in works on 
such a compressed subject.  The author 
approaches  his  subject  with  history 
recited,  although  disclaims  it  as  "not 
strictly  a  history,  but  rather  a  reminis-
cence  -"  Don't  be  fooled.  Amateur 
aviation  historians  will  consider  this 
book a  must  in  their  libraries.  It  has  a 
good bibliography, is  well documented 
with explanatory notes by the editor, all 
contained  in  the  body  of  the  text.  If 
there  is  a  weakness,  it  rests  in  the  lack 
of  adequate  illustrative  photos.  Cer-
tainly  the  P-40  and  C-46  were  among 
the  best  known  products  of  Curtiss-
Wright,  but it  would  have been  helpful 
to view and study the rest of the Curtiss-
Wright  built  airplanes  discussed  in  the 
book. 
Fausel sent a "form" inquiry to some 
30-40  people  whom  he  knew  in  his 
years  with  Curtiss-Wright  from  1937-
45.  He  posed  the  question  - what 
caused  the  demise  of Curtiss-Wright? 
Almost  all  responded  to  his  inquiry. 
Thus  quotations  from  the  respondents 
interlaced  with  the  author's  own 
analysis weaves together an interesting 
discussion  of the  causes  of the  decline 
of  the  largest  aircraft  and  engine 
manufacturer of its time.  Interestingly, 
almost  all  respondents  tended  toward 
the same conclusions although none had 
prior  knowledge  of the opinions of the 
others. 
Fausel's  book  is  divided  into  two 
parts.  Part  I  deals  with  the  rise  of the 
Curtiss-Wright  Corporation  that  cul-
minated  with  the  organization  of  the 
company in  1929.  He traces briefly the 
beginnings  with  a  review  of the  early 
groundwork  laid  by  the  Wrights  and 
Glen Curtiss.  He then describes the ac-
complishments  made  by  the  Curtiss 
Aeroplane  & Motor  Company  while 
Wright  Aeronautical  Corporation  was 
gaining  a  monopoly  in  the  air  cooled 
engine field  during  the years following 
WWI and through the  1920s. 
The years  1928-29  saw  many  major 
mergers  in  the  aeronautical  world  and 
Curtiss-Wright was the largest.  Its cor-
porate headquarters was located in New 
York  City, a choice that  would  prove a 
poor one  in  later years.  Fausel and  his 
former associates end Part I by showing 
the  weaknesses  created  by  the  merger 
including  taking away  control  from  the 
field  and  placing it on Wall Street. 
Part II  is  entitled "The Fall."  By the 
end of WWII,  it  is evident that Curtiss-
Wright  was  behind  the  rest  of the  in-
dustry  in  design  and  powerplant 
technology and,  although  the company 
had a fat bank account resulting from its 
wartime contracts, it failed  to  utilize  its 
assets  in  order  to  maintain  its  leader-
ship. 
Fausel ends his book by summarizing 
the conclusions of the research and out-
lines  the  failures  of the  company.  The 
reader  will  find  this  an  interesting 
analysis. 
About  the author:  Robert W. Fausel 
graduated from Kelly Field in  1936 and 
found himself a year later assigned to be 
test pilot at Curtiss plants and eventually 
became  Assistant  Chief  Test  Pilot. 
During  WWII  he  was  advanced  to 
Military  Liaison  Manager,  supervising 
military aircraft requirements at  Curtiss 
plants in Buffalo, New York, St.  Louis, 
Missouri,  Columbus,  Ohio  and  Louis-
ville,  Kentucky.  He also had HQ Staff 
Authority  over all  Flight Test  and  Ser-
vice  Departments  at  all  plants  of  the 
Division  and  flight  checked  all  the  ex-
perimental  aircraft  after  the  local  test 
pilots had wrung them  out. 
After  WWII  he  held  various 
managerial  positions  in  the aircraft and 
engine  manufacturing  industry  even-
tually  retiring to become an  investment 
broker.  He now  lives in  full  retirement 
in  Winter Park, Florida.  • 
WELCOME  NEW  MEMBERS 
These are just some of the new members who signed up to join the Antique/Classic
Division of EAA during EAA OSHKOSH '91. We'll have more names to add to the list
next month, as well as those who join us in the future. Remember the tan insert in
your July issue: Use the forms provided to sign up your friends, and earn one free year
of Antique/Classic membership when you sign up three new members!
From EAA Oshkosh '91. our new members are:
Baeten, Jay  DePere, WI 
Brooks, Ray and Kathy  Deep River, CT 
Bronson, Richard  Manitowoc, WI 
Brown, Mike 
Caesar, Fred 
Chrisman, Larry 
Colbert, Ray 
Dekko,Toby 
Dewey, Charley 
Dobbs, Mauuel 
Duca,Jim 
Ely, Larry 
Fiedler, Timothy 
Fink, Richard 
Ford, Don 
Garner, Hans 
Gladson, Rod 
Gomez, Claudia 
Hahn, Thomas 
Heckman, Ted 
Hein, Phillip 
Hendry, David 
Holtvoigt, Michael 
Hunt, Beverly 
Jenkins, Ron 
Joy, Richard 
Oshkosh, WI 
Fort Wayne, IN 
Newark,OH 
Oroville, W A 
Golden Valley, MN 
Mukwonago, WI 
Manvel, TX 
Rdwood City, CA 
Williams, AZ 
Naperville, n.. 
East Hartford, cr 
Lowell, IN 
Langnau, Switzerland 
Dwight, IL 
Valdivia, Chile 
Green Bay, WI 
Allegan, MI 
Cedarburg, WI 
Bellevue, W A 
Dayton,OH 
Lake Placid, FL 
Jackson, TN 
Granger, IN 
Keith, Ed  Coffeyville, KS 
King, Mike  Kerikeri, New Zealand 
Kinney, Jack  Gaylord, MI 
Lachendro, Ed  Beaver Dam, WI 
Lamarre, Paul  Milwaukee, WI 
Legath, Joe  Falls Church, VA 
Mackey, Keith  Edmond, OK 
McPeak, Bion  Midland,MI 
Novak, Randy  Oshkosh, WI 
O'Connor, John  Kansas City, MO 
Omar, Susan  Livonia, MI 
Rohmweer, Bill  Kewadin,MI 
Sammis, Stu  Palm  Bay, FL 
Scharnhorst, Chris  Hyannis,MA 
Shepherd, Joe  Fayetteville, GA 
Simpson, Curtis  Elmwood,n.. 
Thomas, Joan  Rockwell City, lA 
Watz, Richard  Saginaw, MI 
Wells, Dick  Pickerington, OH 
Wheeler, Paul  EI  Paso, TX 
Willhite, Elmer  Mikado,MI 
Williams, Densel  Jackson,MI 
Williams, John  Elm City, NC 
Zillmer, Ken  Rock Hill, SC 
Welcome aboard to all of our new members! 
VINTAGE AIRPLANE 27
September 7 - Chico, CA
Municipal Airport. Chico Airshow and
Antique Fly-In commemorating 50th
Anniversary of the Flying Tigers.
Hospitality package to all registered
pilots includes Friday evening BBQ,
Dance tickets, Saturday Pancake break-
fast. Antiques, homebuilts, military &
all others welcome. Chico Airshow and
Antique Fly-In Committee, 236-A W.
East Ave., Box 166, Chico, CA 95926,
916/894-3218.
September 13-15 - Eagle River,
WI. Union Airport. Flying Apache
Fly-in and general membership meet-
ing. Contact: Flying Apache Associa-
tion, 715-479-7333.
September 13-15 - Tahlequah, OK
Municipal Airport located 50 miles
east/southeast of Tulsa. 34th Annual
Tulsa Fly-In. Contact Charlie Harris,
3933 South Peoria, Tulsa, OK 74105,
918/742-7311. ALSO lIth Annual Na-
tional Bucker Fly-In. Contact: Frank
Price, Route 1, Box 419, Moody, TX
76557,817/772-3897 or 817/853-2008.
September 14-15 - Rock Falls, IL.
5th Annual North Central EAA "Old
Fashioned" Fly-In. Workshops,
forums, exhibits, swap meet, and
awards. Camping on field, Pancake
Breakfast Sunday only. Contact: Dave
Christianson, 815/625-6556.
September 20-22 (Note the date
change) - Jacksonville, IL. Seventh
Annual Byron Smith Memorial Stinson
Fly-In and Reunion. Seminars on Stin-
son 108s and Franklin engines, Satur-
day banquet. Fly-outs, contests,
camping at field. Contact : Loran
Nordgren, 4 W. Nebraska, Frankfort, IL
60423, or call 815/469-9100.
September 20-21 - Coffeyville,
KS. Funk Aircraft Owners Reunion,
celebrating 50 years of Funk Manufac-
turing Company history in Coffeyville.
Contact: Ray Pahls, 316/943-6920.
September 21-22 - Mercedes (BA)
Argentina. 10th National A/C Fly-in,
28 AUGUST 1991
sponsored by A/C Chapter 12. Contact:
Abel Debock - c.c. 275 2930 San Pedro
- Argentina, or phone 0329-24307
September 29 - Simsbury Airport,
Simsbury, CT. Antique Aeroplane
Club of Connecticut's Annual Fly-In.
Antiques, classics, Warbirds, awards!
Food and refreshments available. Co-
sponsored by EAA Chapter 324. For
info, call 203/623-1823. Rain date: Oc-
tober 6.
October 4-6 - Reading, PA. Bellan-
ca/Champion Club Third Annual East
Coast regional fly-in features
workshops and factory participation for
Citabrias, Vikings, Decathlons,
Crusiairs, Scouts, Cruisemasters.
Workshops. Guest Speaker: August
Bellanca. Pre-registration is desirable.
Contact: Tom Witmer, CAP Aviation
215/376-5447 or Pat McGinn, Bellan-
ca/Champion Club, 414/352-5804.
October 4-6 - Prescott, AZ. 20th
Annual Copperstate Fly-in. For more
information, call 1-800-477-0046.
October 4-6 - Santa Ynez, CA.
1991 Western Waco Reunion Banquet
Barbeque Saturday night, Pancake
breakfast Sunday morning. Basic
camping, motels in Solvang, CA.
October 4-6 - Camden, Sc. An-
nual Fall EAA Fly-IN for Antique and
Classic Aeroplanes. Sponsored by
EAA A/C Chapter 3. major speaker,
vintage aviation films; awards in all
major catagories. Contact:R. Bottom
Jr., 103 Powhattan Parkway, Hampton,
VA 23661
October 5-6 - Sussex Airport, Sus-
sex NJ. Quad Chapter Fly-In and Fly
market sponsored by EAA Anti-
que/Classic Chapter 7, and EAA chap-
ters 238, 73 and 891. Construction
demonstations. Contact: Konrad Kun-
dig 201/361-8789 or Paul Steiger
201/702-9719.
October 5-6 - Titusville, FL. Ar-
thur Dunn Airpark. Smilin' Jack Fly-in,
sponsored by 'EAA Chapter 866. Clas-
sics, antiques, homebuilts, ultralights,
food, fun. Contact: Sam Beddingfield,
407/267-4262.
October 6 - lola, WI, Central Coun-
ty Airport. Annual Fall Colors Chili
Dinner Fly-In. Serving 10am-3pm.
Come and enjoy the beauty of Central
Wisconsin in autumn. Info, 414/596-
3530.
October 6 - Tunkhannock, PA.
Skyhaven Airport Fly-In Breakfast.
Camping, Showers. Come and spend
the weekend. 19 miles from LHY VOR
on the 289 radial. Unicorn 122.8 Con-
tact: Steve Gay, Skyhaven Airport,
717/836-4800.
October 10-14 - Tullahoma, TN,
Regional Airport. Staggerwing, Travel
Air, Howard Club, Spartan Owners
Twin Beech Assoc., and Twin-Bonanza
Association National Convention. For
information, write: Staggerwing
Museum, P.O. Box 550, Tullahoma, TN
37388 or call 615/455-1974.
October 19 - Evergreen, AL.
Evergreen regional EAA Chapters Fly-
In. Aircraft camping, R.V. Grounds
nearby, motels. Dinner Sat. night.
Breakfast both Sat. and Sun. A/C Judg-
ing and static displays. Contact: Bubba
Hamiter, P.O. Box 1551, Monroeville,
AL 36461 or Evergreen Airport,
205/578-1274.
October 19 - Bellanca/Champion
Club Regional Fly-In and meeting for
members living in the southwestern
U.S. If you plan to attend, please notify
in advance: Joe Field, P.O. Box 3729,
Kingman, AZ 86402 602/753-7654
(evenings)
October 26-27 - Hickory, North
Carolina, Municipal Airport. 6th An-
nual Fly-in, sponsored by EAA Chapter
731. A wards for homebuilts, antiques,
classics and warbirds. Static display of
military aircraft, fly-bys, and banquet.
Contact Doug Teague, days 704/751-
3598 or evenings, Norman Rainwater,
704/328-5807.
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Where The Sellers and Buyers Meet . . . 
Anew  classified  ad  section  in 
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EM Aviation  Center, 
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25¢  per word, $5.00 minimum charge. Send your ad to 
The Vintage Trader, EAA Aviation Center, Oshkosh, Wt  54903-2591. 
AIRCRAFT: 
1928  Fairchild  KR-31,  NC5796,  Serial  No. 
175,  1917  Curtiss  OX-5  engine,  log  books. 
Completely  assembled,  needs  rigging  and 
recovering.  Displayed  at  Fairchild  Aircraft, 
museum quality, remarkable condition. Offered 
by the estate of colorful aviation pioneer, Ernie 
Buehl,  "The  Flying  Dutchman."  Rare  oppor-
tunity to own a part of aviation history. Inquiries 
to:  Sylvia  Buehl  Elliman,  92  Crystal  Springs 
Road,  San  Mateo,  CA 94402,  415/343-6495. 
(8-1) 
1946 Cessna 140-1580TTAFE, 330 STOH, 
210  since  bottomed  OH,  210  SPOH,  210  hrs. 
on  '90  Slick  mags/wires.  Metal  wing,  150 
muffs/heater,  elec.  T&B,  DG ,  strobe. 
Clevelands.  Wheel  extenders.  EAA  Autogas, 
ALT,  A/S  &  ROC  O/H'd  1990.  Narco  810 
comm. 150 TXP w/850 mode C (certified) and 
Flightcom  1110  NEW  1990.  LORAN.  All  AD's 
complied. White, black trim 1975. Federal skis. 
Bought bigger. We have complete logs. Asking 
$14,900.  Bob  Betz,  3240  Philmore  Avenue, 
Caledonia,  NY 14423, 716/538-4258.  (8-1) 
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MYSTERY PLANE 
By George Hardie 
Here's  another  Mystery  Plane  from 
the Golden Age of Aviation.  The photo 
was submitted by Jim Wainwright, Gig 
Harbor,  Washington.  Answers  will  be 
published in the November,  1991  issue 
of  VINTAGE  AIRPLANE.  Deadline 
of that issue is  September 25th. 
The May Mystery Plane is the Fernic 
T-lO "Cruisaire".  Charly Hayes sent in 
the  first  answer.  Nelson  Lawrence,  N. 
Bruswick,  New  Jersey,  also  sent  in  a 
correct answer,  a  recollection  from  his 
childhood.  His  letter  is  included  in 
AEROMAIL on page 4.  Herb deBruin, 
Belleville, Washington writes: 
"It  was  designed  by  a  former 
lieutenant  in  the  Romanian  Air  Force, 
George Fernic.  There was also a larger 
twin-engine version that apparently did 
not fare so well.  Fernic was killed at the 
1930 Chicago Air Races while attempt-
ing  a  loop,  and  struck  an  airplane  that 
had just landed." 
Marty  Eisenmann,  Garrettsville, 
Ohio  sent  a  copy  of  a  page  from  the 
June,  1930 issue of Aero Digest with an 
article  on  the  Fernic  with  interesting 
details (note the tricycle landing gear!). 
Excerpts from  the article follow : 
"The design of the Cruisaire, accord-
ing  to  Mr.  Fernic,  has  eliminated  the 
following  disadvantages  ordinarily 
resulting  from  the tandem arrangement 
if  wings;  loss  of  the  efficiency  of  the 
celulle because of the downwash of the 
forward  wing  and  excessive  stresses 
existant  in  the structure of the fuselage 
between  the  wings.  These  disad-
vantages,  according  to  the  designer  of 
the Cruisaire tandem monoplane, result 
only  in  tandem  wings  with  equal  span 
placed  without  regard  to  elevation  on 
the same base chord line. 
"The arrangement of the wings of the 
Cruisaire  results  in  negative delcalage, 
the  front  wing  being  set  at  minus  two 
degrees  in  relation  to  the  main  wing. 
This front wing meets the air at an angle 
higher  than  apparent  in  this  setting  of 
the  two  wings  as  the  result  of the  up-
wash of the main wing.  The downwash 
of the front  wing prolongs the efficient 
range  of the  main  wing  by  a  slot-like 
action due to its setting.  " 
"The  Cruisaire  is  powered  with  a 
Rover four-cylinder  in-line,  air-cooled 
inverted  aircraft  engine  of  75  horse-
power. 
FI"Ont .""'1. meets the 
QI"  Q.t  a.  "'9her a.."9 '* 
Aerodynamic  action  of  Fernic  wings 
VINTAGE AIRPLANE 33
THE FERNIe
"CRUISAIRE"
TANDEM PLANE
EAA AVIATION FOUNDATION
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