Vintage Airplane - Apr 1984

8/12/2019 Vintage Airplane - Apr 1984

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PUBLICATIONSTAFFPUBLISHERPaulH. Poberezny

. DIRECTOR,MARKETING &COMMUNICATIONSDickMattEDITORGeneR. Chase

MANAGINGEDITORMaryJonesEDITORIALASSISTANTNormanPetersen

FEATUREWRITERGeorgeA. Hardie,Jr.

EAAANTIQUE/CLASSICDIVISION,INC.OFFICERSPresidentR. J.Lickteig1620BayOaksDriveAlbert le a,MN 56007

507/373 2351Secretary TreasurerRonaldFritz E. E."Buck" Hilbert15401 SpartaAvenue P.O.Box 145KentCity,Mi49330 Union,I l 60180

616/678 5012 815/923 4591

DIRECTORSJohn S.Copeland StanGomoll9JoanneDr ive 104290th lane,NEWestborough,MA01581 Minneapolis,MN 55434

617/366 7245 6121784 -1172ClaudeL. Gray,Jr. DaleA. Gustafson9635SylviaAvenue 7724ShadyHillDriveNorthridge,CA91324 Indianapolis,IN46274

213/349 1338 317/2934430

PRIL1984 VOL.12,No.4Contents3 StraightandLevelByBobLickteig4 AlCNewsbyGeneChase5 ARoundPinkChampbyRichardA. Coffey6 SwallowbyRoyRedman

12 HookField- TheWedekinds- andAeroncabyShawneeLeeCulbertson10 MysteryShipbyEdPhillips

SeePage1219 MysteryPlanebyGeorgeHardie,Jr.20 Calendarof Events


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STR IGHT ND LEVELy ob Lickteig

PresidentAntique/Classic Division

The officers, directors and advisors are sorry to see Mr.Brad Thomas resign as our president. However we allshare his wishes after a successful five year term, and Iknow I speak for every member. We thank Brad for hisleadership, friendship, and many accomplishments. Hewill be missed.As your new president, I must state that I am blessedwith the finest, most dedicated and hard working groupof officers, directors, and advisors and I look forward toworking with them.In looking back 13 years, the Antique/Classic Divisionhas made great strides and many major accomplishments.This history of success could only be done with the helpand cooperation of every member.Our short his tory shows the many accomplishments ofyour division such as encouraging and helping our members to restore and display a number of the most historicalantique and classic aircraft. We have established a library available to all with the history and details of hundreds of aircraft so vital to our aviation heritage. The division has diligently worked through education to improve


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~ wU Compiled y Gene ChaseEAA AIR ACADEMY '84

EAA Air Academy '84 needs your help to provideyoung people the opportunity to live and learn the arts,science and love of aviation in both classroom and workshop settings. You can help in developing a new generation of airport kids to carry aviation into the next century. We ask that you consider each of the following andtake steps to support this new, innovative EAA program.1. Tell young people, who are 15-17 years of age andinterested in aviation, about the EAA AIR ACADEMY.Pages 20 and 21 of the January 1984 issue of SPORTAVIATION tell the complete story. A reprint and brochureor complete registration materials will be provided by request.

2 The Academy needs volunteers to provide handson instruction in all aspects of aircraft construction, restoration and maintenance. These workshop instructorswill work hand-in-hand with participants in the Restoration Shop of the Aviation Center from mid-July throughOSHKOSH '84.3. There is also a need for experienced volunteer builders of sheet metal aircraft to guide the building of theMONI that has been donated by Monnett ExperimentalAircraft. These builders will prepare and superviseAcademy participants as they assemble the MONI in theAviation Centers' Restoration Shop. These volunteerbuilders are needed from early July through mid-August.Those with the necessary aircraft experience and the de CESSNA

EAA GAINS APPROVAL FORAUTO FUEL USE INMANY MORE AIRCRAFTThe FAA has approved applications for SupplementalType Certificates by the EAA Aviation Foundation for the

use of unleaded automotive gasoline in many more aircraft. EAA can now provide STC's for the following:AERONCA (including Bellanca, B&B Aviation, Champion, Trytek and Wagner)50-TC65-TC (L-3J)65-TAC (Army L-3E)

YO -580-58B50-58B0-58-A (Army L-3A)7AC7BCM (Army L-16A)7CCM (Army L-16B)7DC7EC7FC7JC7ECAS7AC

S7DCS7CCMS7ECl1ACl1BCl1CCSl1ACSl1BCSl1CCKCA50-C65-C65-CAS-50-CS-65-CS-65-CA


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The day was gray again. The wind was raw and the Champ owner will tell you when you get in, Hey, watchgrass crunched underfoot. The occasional spray ofcold rain the door handle, it 's a little floppy .was laced with white flakes and my hands were cold as I I stood up to find a match in my pocket and to takefelt the leading edge of the airplane s wing. It had seemed another look down the road for a plume of dust. I had nolike a good day to go Champ hunting. match and there was no dust. You gotta get used to stuffWhen the alarm clock rang I rolled out, dressed and like that when you go Champ hunting. I opened the doorkissed my wife goodbye. I threw on a heavy sweater and of the plane and crawled into the boxy cockpit. It s funny,filled the thermos with hot coffee. Going Champ hunting you sit there staring at the panel and the controls and outis the work of early birds and I was the earliest bird on the windows and back at the panel, and all you can everthe road that morning. I searched the sky for weather say about it is that there s a lot of room in a Champ. Theinformation and my mind for common sense; a fellow could seat was comfortable and felt like a large, heavy man hadend up with an airplane on a day like this if he wasn t sat there for a very long time. The cockpit smelled likecareful. The seller told me that at daybreak he was going the man had cleaned out a silo before he came to the


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yRoy RedmanEAA 83604, Ale 6600

R 3, Box 208Faribault MN 55021 I I i T ~ h ~ e ~ J - 1 Standard after a landing accident near Ashley .


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tiedown ropes. The nextSaturday Oleoffice for his week's pay: 50 bucks. I

the day on itsstopped by the cabcan tpay you, Jim Bowen told him. We didn't make anyprofit this week because of the rain last Sunday. Ole nod-ded and left.The next morning dawned bright and clear. promisedto be the kind of beautiful summer Sunday memories aremade of Eager passengers began to accumulate at thefield snapping up Bowen's tickets. Ten o'clock passed, then

11 and noon, but Ole was nowhere in sight. n anxiousBowen drove to town and stopped at Ole's rooming house,but found no one. A drive past the restaurant and downmain street proved fruitless. He returned to the field andbegan handing out refunds to the disgruntled passengers.Still, he sold tickets to new arrivals exclaiming The pilotwill be here any minute. But the sun set, and the Swallowhad not turned a wheel. Axel Ruff Swanson and his boss, Jim Bowen.


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Ole and the Swallow. Note paid advertising on fuselage.Ole sauntered down the sidewalk on Monday morning,

hands in pockets. He had just left the restaurant wherehe had enjoyed his usual two-egg breakfast. As he turneda corner, he came face to face with Bowen. With fire inhis eye Bowen bellowed, Where the hell were you yesterday? I can't work for you on your terms, Ole answered.There was a moment of exasperated silence, then Bowensaid, I'll pay you back wages, a bit more quietly. The

With the labor-management issue settled the Swallowwas airborne once more. The silver wings passed over newtowns, and some of the old standbys as well. County fairsand celebrations, where the money flowed freely and thefolks were adventurous, were favorite targets.Ole and the Swallow arrived in Sanish, North Dakotaon the Missouri River, on August 6. t was a celebrationday. There were lots of people, as expected, and businesswas good. The line of waiting passengers grew with eachflight . The crowd's spirits were soaring, and Ole's musthave been too. On about the 20th hop Ole turned towardsthe bridge over the Missouri and dove the Swallow lowover the river. His passengers yelled with delight as theypassed under the bridge. When Ole landed, the crowdcheered their approval of his daring.The bridge stunt was so popular that he did it two moretimes. Then on the next hop, as he passed under the bridge,there was a loud bang, and the airplane began to shake.Ole closed the throttle and the Swallow settled into theriver . The crowd pressed to the shore, and a boat wasrowed out to tow in the floating airplane. Ole and hispassengers , two young ladies, sat on the cockpit coamingduring the rescue, shaken but completely dry.The cause of the mishap was a telephone cable, unseenon the first three passes, and struck nose-on on the fourth .The cable had splintered the prop and bent the cowl, butthe Swallow was otherwise undamaged, though quite wetand muddy. t was towed back to the field where Ole removed the OX-5 and took it to the local Ford dealer, whohad volunteered shop space and tools. He dismantled itthere, dried it out, and the next day continued on hisbarnstorming tour.There are many lessons along the paths of aviation forthose who will heed. The Sanish accident was an expensiveone, fortunately bought cheap. But it was only a shortpause in what had been, and continued to be, a prosperousseason. From June 3rd in Jamestown to August 6th inSanish, Ole flew 633 hops, carried 961 passengers andlogged 63 hrs . 45 min. on the Swallow. Impressive figuresby any measure but, as Ole was to say years later, It was


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The soggy Swallow after it was retrieved from the Missouri River near Sanish, NO.The Swallow served well until the spring of 1928. AtBIG JIM that time Ed Canfield, from nearby Fullerton, stopped byThe office was rather unpretentious. A pleasant butbusinesslike girl greeted Ole from behind a desk. He presented Jim Bowen's check for $2900, and she completedthe paperwork. Ole then signed for Bowen, the purchaser,and the young lady signed for the Travel Air Company.Her name was Miller - Olive Ann Miller, later to become

Jamestown with his new Travel Air 2000. Ole and hisfriends were wide-eyed. As good as the Swallow had lookedthe previous year, the Travel Air was a decided improvement. It had a solid, streamlined look, and the quality ofworkmanship was excellent . The fuselage ,was a rich blue,the wings silver, and it had a very nice paint job. Jim


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I

John, Ole and Ruff and the two Travel ir 2000s.

John Carlson, Ole Anderson and Ruff Swanson at Jamestown, Jim Bowen and passengers. The Travel ir sports advertisingas did the Swallow.


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Ole and the Travel Air. Note downward extension to exhaustpipe. The black book in Ole's shirt pocket is his pilot log. The

sweeping letters, was the name of the soft drink - BIGJIM .John's Travel Air, number 6276, was soon ready, andOle was dispatched for the ferry flight from the factory.This time on the way home he stopped for a visit in Woonsocket, South Dakota. His visit was somewhat longer thanplanned, and it was late afternoon when he was againairborne northward. He flew for about a half an hour, andthen noticed a cloud deck forming ~ n e t h him . It wasgetting dark below, but there was still light up where hewas which lured him on a bit longer. As the sun reachedthe horizon it became obvious that he had stayed up theretoo long. It was darker below than he had realized.A bright spot from city lights appeared on the clouddeck below. Ole circled the brightness, then started a slowlet-down a short distance from its perimeter. The cloudlayer was not very thick, which was fortunate, but thedarkness below was startling. It was virtually impossibleto see which fields were suitable for a landing. As he circled the town hoping for a glimpse of a field he saw thesilhouette of a straw stack against the lighted backgroundof the town. He sighted in on the stack, and lined up fora landing close beside it , surmising that it was positionedin the middle of a stubble field . He was correct, and thenew Travel Air rolled to an unimpeded stop after a smoothlanding. He guessed from his time in the air that he wasin Redfield, South Dakota but after all the circling he hadno idea which side of town he was on. He hailed a ridefrom a passing car, and his first words to the dumbfounded driver were What side of town am Ion? . Hewanted to know which direction to o in the morning tofind his airplaneThe three Swedes often barnstormed together in thetwo Travel Airs during the Summer of 1928. t was aneven more successful season than the previous year. Theyhad learned their craft well, and they flew the best planesavailable . The season ended with not so much as a scratchon either airplane, nor any harrowing tales to remember .But the open-cockpit barnstorming era was drawing toa close even as it came into its own. 1928 was the last year


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HOOK FIELD -THE WEDEKINDS

ND ERONCy Shawnee Lee ulbertson


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(JR Wedekind Collection)One of Pappy Wedekind s first airplanes, photographed in 1924at Middletown, OH. The lower wings of this Curtiss Jenny havebeen replaced with a set of uppers, giving the plane four ailerons and additional wing area. The added area made it possibleto carry two passengers instead of one - an important featurefor barnstormers. Note the three-bay configuration and lack ofking posts.

on the west edge of town, taking the braver folk for Sundayrides. He charged passengers a dollar a minute. Whentimes got tougher the price went down to $5 for a 15-minute ride, and later to $3 per ride. He was as tenacious ashell about aviation."Wedekind scraped and maneuvered to develop publicopinion with flying instruction courses and annual airman's outings," wrote the late Alice Lloyd Lawler of Pappyin a 1940 article in the Middletown Journal, describingthe insistent. way Pappy pursued such t)1ings.

In 1925, the story goes, a group of Middletown civicleaders, bird-dogged too long by a tenacious Pappy andnow filled with grandiose ideas for aviation , organizedMiddletown Airport Park, Inc. Those men - David E.Harlan, president of Crystal Tissue; J. A Aull, presidentofSorg Paper; William O Barnitz, president ofthe Barnitz

sprawling farm , bordered on two sides by the Great MiamiRiver, was little more than a cow pasture . In fact,Farnsworth had operated a ferret farm on the site foryears. Pappy, who had been living in Hamilton, moved tothe Farnsworth farmhouse to begin full-time flying activities. From that time on, things changed fast .

The Wolverton and Smith farms, adjoining theFarnsworth property, were also acquired by the development group. And by 1926, the Palmco Oil Company ofMiddletown was keeping a three-place biplane at the field .By 1928, the Mason-Dixon Airways of Cincinnati, operating a flight from Cincinnati to Toledo and Detroit, wouldpick passengers up in Middletown if a diamond-shapedwood structure - painted yellow on one side and greenon the other, was placed yellow-side-up on the field. Withno radio, the yellow side , visible from the ai r, was the onlymeans of alerting the pilot to stop for passengers.Palmco Oil was the first company to keep its plane onthe field, recalled George "JR" Wedekind, Jr ., Pappy's onlychild. Today, says Wedekind, Armco is the only corporation to have an aviation facility on the field. With twoinstrument landing systems, as well as a visual glide pathsystem (PLAS ), Hook Field is 'just sitting there waitingfor local corporations to operate facilities out of here," addsWedekind.The story continues. Two years after Mason-Dixonbegan its service to Middletown, in 1930, the WedekindSchmidlapp Flying Service was organized to operate theairport property. The group purchased, in 1932, the QueenCity Flying Service, then located at Lunken Airport inCincinnati. Pappy continued to operate the Lunken andMiddletown businesses. (Queen City was sold in 1961, butPappy continued to handle its operations until 1962.) Hisson, JR, took over the Middletown portion of the QueenCity operation. JR continues this job today.

Land improvements, primarily to solve drainage problems, were accomplished in 1935 with funds provided bythe federal Works Project Administration. Five years laterthe city of Middletown purchased the airpark.Meanwhile, a company known as Aeronautical Corpo


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resentatives to look elsewhere for a company site. Thiswould eventually lead to a permanent tie between HookField and Aeronca. But more about that next month.It was in 1940 that Pappy started a civilian pilot train-ing program in cooperation with Miami University in Oxford, Ohio. This became the War Training Service for theU.S. Navy. During the war years, the Air Transport Command of the U.S Army Corps used the field as a nighttraining facility.In 1948 a master plan was made for controlled development of the airport. The federal government funded 50percent of the cost and increased land area with the construction of three marked sod runways.Middletown Municipal Airport officially became HookField on May 18, 1949, in honor of Armco board chairmanCharles Hook. The name change was announced on theeve of a recognit ion dinner where tribute was paid to Hookfor his 5 th year in the steel business and for his work inMiddletown and the nation.Field lights on the northeast-southwest runway and arotating beacon were installed in 1950 and 1951.Area industries funded a non-directional radio beaconin 1957. This provided an instrument approach facility tobe used in bad weather.Engineering plans for construction of a hangar forArmco were made in 1959 and in 1960, constructionbegan. It was completed in the fall of 1961 at a cost of over$250,000.A 5,100-foot paved northeast-southwest strip was completed in 1961 when the Middletown Area Chamber ofCommerce helped in arranging financing. Armco donated$70,000 and loaned over $100,000, interest free. The run-way was extended to 6,100 feet in 1971.Sometime around 1962, an airport committee wasformed to act as a quasi-airport board. A paved taxiwaywas added that year too. Also about that time, in 1962,JR formed Wedekind Aircraft, Inc. and purchased theMiddletown operations of Queen City Flying Service.For the second time in history, the Middletown operations of Queen City was owned by a Wedekind. In 1966

Pappy died in April of 1982, but JR continues wherehis father left off, managing Hook Field and actively participating in numerous aviation organizations, includinga full-time position as executive director of the DaytonInternational Airshow and Trade Exposition, held annu-ally in Dayton, Ohio.

(Roger L Miller Collection)George Wedekind, Jr., better known as JR, in his Dad s, GeorgePappy Wedekind s Hisso powered Model 7 Waco. JR is themanager of Hook Field Airport, Middletown, Ohio, President ofWedekind Aircraft, Inc., and Executive Director of the DaytonInternational Air Show.

The Hook Field story, says Wedekind, leaning back inhis chair, is not about anyone individual, but the airportas a whole. How it's grown. And the fact that the people


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Part 2 of 2 Parts)y Ed Phillips

E 124038, NC 7505)1125 So 160 E.Wichita, KS 67230urnham and Rawdon were pleased with the completed ship, and propeller calculations were made and theunit ordered. Only two weeks remained before the Cleveland races, and the "R" was being painted while awaitingits propeller.William Hauselman performed the spray paint honors,giving the R-100 a red overall color, with the wings, hori

observers, the press (who were finally able to see the ship,Walter Beech, Herb Rawdon and Walter urnham.Clark adjusted his parachute and climbed into the tinyopen cockpit. He was already famili ar with the location ofinstruments and controls. t was time to go . He signalledthe mechanic to start the Wright.425 hp thundered into life. Nine short, stubby exhauststacks bellowed their song in staccato harmony. The wholeship shuddered. Bracing wires quivered. Even the Kansassod echoed the power of the "R". Clarence taxiied acrossthe field into take-off position. He checked controls, magnetos and was ready to unleash the R-100 at last.Visibility over the nose was poor, but that was to beexpected. Rawdon and urnham had told Clark that thetail would come up quickly and forward vision on take-off


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very fast. Holding about 100 feet altitude, Clarence let theairspeed build higher. Then, to everyone's horror, the "R"pitched down steeply without warning. Nerves went wildClark was going to crashBut the Travel Air's chief test pilot was just dippinglow to "get the feel" of the ship. He quickly recovered fromthe dive, checked full throttle and hauled back on thestick. Such aerial maneuvering showed how much confidence Clark had in the ship, her designers and thecraftsman who built her . Clarence leveled off at the top ofhis climb and proceeded to the flight test area .For over 20 minutes he checked slow flight handling,stalls, turning stability and most important, top speed.Indicated airspeed at full throttle was 185 mph. Rawdonand Burnham had done their homework wellThe "R" handled beautifully. Very little adjustingwould be required to make her perfect in the air. Clarkheaded back for Travel Air Field, and set up his finalapproach to the grass runway. About 90 mph worked wellon final until the field was made, then a slip for goodvisibility and airspeed was reduced to 70 mph. Transitionfrom the slip to landing flare was smooth and easy, thetouchdown graceful.Clark taxied back to the factory hangar area and shutdown the mighty radial. Rawdon, Burnham and Beechwere right there with an avalanche of questions. Clarencejust smiled. That was all the three men needed to know.Walter Beech was so happy that he could hardly restrainhis enthusiasm. No doubt he was already thinking aboutthe glory this ship could garner for the company.Further tests over the next few days continued to verifythe excellent performance expected of the design. 12 to 14test flights were run before departure for Cleveland. Withthe completed cowl in place, Clark recorded 225 mph twas more than Rawdon had hoped for, but there was aproblem. On the speed run aerodynamic forces caused thecowl to impact the propeller blades, and only four fastenersretained the unit as Clarence eased back to the field andlanded I 2. A fix was quickly found by increasing thestrength of the fasteners , and there were no more prob

in Atlanta . Clark gave Davis all the assistance he couldto help him get familiar with the "R". Several flights wereflown and Doug felt very comfortable in the racer .The Travel Air team departed Wichita on Sunday, August 25, 1929, with R614K, R613K (the Chevrolair-powered sister ship flown by Clarence Clark). Rawdon andBeech accompanied the duo in a Model 6000 monoplane.Upon arrival at Cleveland, the two ships were rolledinto a hangar and closely guarded. Both "R"'s were occasionally visible to onlookers, but were roped off to discourage the curious. Very little information was released tothe press by Beech. The public got their first look at the"R" on August 30th, three days before the big race, EventNumber 26 on the race program.The military was there . And they had a hot" ship, too.A Curtiss "Hawk", designated XP-3A had been modifiedby the Army with NACA cowl, large fairing tub along thefuselage and a Pratt & Whitney radial engine of 450 hp .Captain R G. Breene would pilot the XP-3A, while theNavy's Curtiss entry, also slicked up for speed, was flownby Lieutenant Commander J. J . Clark. t looked like themilitary boys were going to have it their way again .just go out there and blast by the competition.The "Goliaths" of speed didn't realize it yet, but little"David" had come to do battle - and he traded hisslingshot for monoplane wings and his five smooth stonesfor 425 hp

At last Event Number 26 was ready to begin. t was a50 mile race around a marked pylon course. By 2 p.m. onLabor Day afternoon all competitors were lined up andready to go. Doug Davis sat in R614K, the Wichita racer'sscarlet scheme catching everyone's eye. The Wright idlednervously . Captain Breene and Lieutenant Clark wereclose by, their eager mounts quivering with power, fourother ships stood ready, too.Suddenly the air was filled with the cacophony of engines at full throttle . The race was on Breene jumped intothe lead. Davis and Clark were very close behind . Thegrandstands were reverberating with cheering crowds.Davis took the pylons high, about 300 feet, and held


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The last "Mystery Ship" built was serial number R-2005, sold toItaly in July, 1931. L G Larsen is shown pilo ting the ship on atest flight. Newman Wadlow also shared flight test duties withLarsen. Given Department of Commerce number 11717 for export purposes, the airplane was accepted by Commander PauloSbernadori for the Italian government. It was disassembled andcrated, then shipped to Italy where it served as a technical specimen for study by the Italians. 300 hp Wright engine showsclearly with one of cowling segments removed in second photograph. Note arrangement of exhaust stacks, paint stripes carried into firewall area. Ultimate fate of the Italian R is unknown.(Courtesy Carl Burnham)MYSTERY SHIP . . .(Continued from Page 18)turers. Even Wall Street recognized the greatness of theTravel Air. I t referred to it as that bullish feature of theTravel Air Company".A total of five Model R-IOO ships were built by Travel Classic owners!


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Vintage Airplane - Apr 1984

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