Vintage Airplane - Dec 1977

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Restorers Corner

$y ~RNIELAIEJERbull JR Once again we come to the end of a year with the

Christmas Season and holiday spirit marking the termination of the old and the beginning of the new It is the time for reflection on our past achievements (or lack thereof) and for looking ahead and making our plans for the future Your AntiqueClassic Division has achieved some noteworthy milestones this year although the ultimate goals are still in the future Our membership roster is at an all time high with a 40 growth over the past two years but it is still only one half of what we need to be able to provide you the members with a larger magazine as well as to provide the add itional member services desired In addition we would like to expand our Divisions part of the EAA Convention at Oshkosh so that you can have even greatshyer enjoyment and satisfaction when you attend This year marked an all time high both in the numbers of antique and classic aircraft displayed and the number of volunteers who helped with Convention duties Howshyever we can accommodate more display aircraft at Oshkosh and we need many more convention volunteers to provide the many convention services to which your Division has committed itself

The end of this year also mark s the end of an era for your magazine THE VINTAGE AIRPLANE Two years ago Director AI Kelch agreed to take on the editorship of THE VINTAGE AIRPLANE for a period of one year Since that time AI and his wife Lois have been

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completely and totally involved in its production AI set aside one complete room which contained only manushyscripts layouts and photographs for the publication His desk was typical of the proverbial editor being piled high with stories and photos The first year slipped by and since we were unable to find a replacement AI and Lois agreed to continue However with this issue AI and Lois bid farewell to their literary endeavors They have asked to be relieved of their editorial duties and the Board of Directors has accepted their resignations Of course AI will continue to serve as a Director of the Division On behalf of the Officers Directors Advisors and each and every member of the EAA AntiqueClassic Division we want to extend our thanks and sincere appreciation to AI and Lois for the wonderful job which they have done and we look forward to seeing more of AIs beautiful restorations on the flight line now that he will have time to complete them

Starting with the January 1978 issue we shall welshycome David Gustafson as the editor of THE VINTAGE AI RPLANE Dave has written many articles for SPORT AV IAT ION his latest being Dave McKGnties Homeshybui It Great Lakes in the October 1977 issue We are sure that you will continue to enjoy your magaLine under Daves editorship

Your Division Officers Directors and Advisors wish to extend to you and your families their most sincere best wishes for a very Merry Christmas a most joyous Holiday Season and a very Happy New Year May 1978 be the year that we are all able to enjoy the sight of many newly restored rare birds again taking to the air

Editors Note The two years that Lois and I have spent on the

magaLine is an experience that we both value very highly The new friends the insight to what goes on in the Division allover the country and the notes of appreshy

clation for the end result which is our only remunerashytion have been most rewarding For those of you who have been contributors we thank you immensely and a special thanks goes to Bob Elliott Ed Williams and Glenn Buffington our three Associate Editors who have pulled us out of a hole so many times when the cupshyboard was bare of articles

Our new editor Dave Gustafson is going to not only need your support but an increased effort is necessary since the magazine is increasing in pages steadily The most seriously needed support is that of the membership themselves We are including two membership blanks in each issue and the alarming thing is that for the last six months we have received only two completed blanks a month in return

I reinstate my original plea and that is for each member to get one new member a year We sincerely need this to even continue as a Division If you appreshyciate the efforts that are being put forth by all you r officers directors and editors it is important that you spend a little time to acquaint new members with our efforts

For those of you who have sent articles into the maga Line everything is catalogued and filed As soon as Lois and I have time we will inventory the total and each of you will receive a letter stating the dispensation of your article

We both will continue to help in any way possible as our complete dedication is to the drawing together of all of the antique and classic restorers into one big happy family Great benefits can be had by all of us in maintaining the Iightto fly in a free airspace Organizashytion on this principal is a must and EAA has done so much for all of us in saving our rights and the future battles wi ll be the bigger ones Help to join in the effort and we will al l profit from it

AI Kelch

ANTIQUE AND CLASSIC DIVISION OFFICERS

PRESIDENT JR NIELANDER JR

PO BOX 2464 FT LAUDERDALE FL 33303

VICEmiddotPRESIDENT JACK WINTHROP

RT 1 BOX 111 ALLEN TX 75002

SECRETARY RICHARD WAGNER

PO BOX 181 LYONS WI 53148

TREASURER EE BUCK HILBERT

8102 LEECH RD UNION IL 60180

Editorial Staff

Editor Assistant Editor AI Kelch Lois Kelch

Assoc iate Editor Associate Editor Robert G Elliott Edward D Williams

1227 Oakwood A ve 713 Eas tman Dr Daytona Beach Fl orid a 32014 Mt Prospect Illinois 60056

Associa te Editors will be identi fied in the tab le of conmiddot tent s on articles they send in and repea ted on the article if they have written i t Asltociate Edi torships wil l be assigned to those who quali fy (5 arti cles in any ca lendar yea r)

Directors

William J Eh len Evander M Br ill Route 8 Box 506 Box 1525

Tampa Florida 336 18 Lumberton North Caroli na 28358

CIlude L Gray Jr AI Kelch 9635 Sylvia Avenue 70 18 W Bonniwell Road

Northridge Cali fornia 91324 Mequon Wisconsin 53092

Dale A Gustafson MorlOn W Lester 7724 Shady Hi ll Drive Box 3747

Indianapolis Indiana 46274 MlItinsville Virginia 241 12

W Brad ThornlS Jf Me Kelly Viets 301 Dodson Mill Road RR 1 Box 151

Pilot Mountain North Carolina 27041 Stilwell Kansas 66085 Advisors

Arthur R Morgan Stan Gomoll 513 North 91 st Street 1042 90th Lane NE

Milwaukee Wi sconsin 53226 Minneapolis Minneso ta 55434

Roger J Sherron Robert E Kesel 446middotC Las Ca si tas 455 Oakr idge Drive

Santa Rosa California 95401 Rochester New York 146 17

Robert A Wh ite 1207 Falcon Drive

Orlando Florida 32803

THE VINTAGE AIRPLANE is owned exclusively by Antique Classic A ircraft Inc and is pub l ished mo nthly at Hales Corners Wisconsin 53130 Secondj class Postage paid at Hales Corners POSt Office Hales Corners Wisconsin 53130 and additional mailing offices Membership rates for Antiqu e Classic Aircra ft Inc at $1400 per 12 m ont h period of which $1000 is for the publication of THE V INTAGE A IRPLANE Membership is open to all who are interested in aviatio n

OFFICIAL MAGAZINE

ANTIQUE CLASSIC DIVISION

of THE EXPERIMENTAL AIRCRAFT ASSOCIATION

PO Box 229 Hales Corners Wis 53130

DECEMBER 1977 VOLUME 5 NUMBER 12

Restorels Corner 1 Orville Hickman Aircraft Designer 3 TRANSCON Ed Wil liams 10

Vintage Albu~ss~c ~~ 11 Carl Swanson Restorer 13 Sopwith Camel 14 Otto Graser and His Gnome Jenn y 21

EAA ANTIQUECLASSIC DIVISION MEMBERSHIP

o NONmiddotEAA MEMaER - $3400 Includes one year membership in the EAA AntiqueClassic Division 12 monthly issues of THE VINTAGE AIRPLANE one year membership in the Experimental Aircraft Associashytion 12 monthly issues of SPORT AVIATION and separate membership cards

o NON-EAA MEMBER - $2000 Includes one year membership in the EAA AntiqueClassic Division 12 monthly issues o f THE VINTAGE AIRPLANE cne year membership in the Experimental Aircraft Associashytion and separate membership cards SPORT AVIATION nol included

o EAA MEMBER - $1400 Includes one year membership in the EAA AntiqueClassic Division 12 monthly issues o f THE VINTAGE AIRPLANE and membersh ip card (Applieant must be current EAA member and must give EAA membership number

PICTURE BOX ON THE COVER (Back Cover)

To 01Merry Christmas a good night to 01

Photo by Dick BayleyPhoto by Dick Bay ley

Copyright copy 1977 Antique Classic Aircraft Inc All Rights Reserved

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AIRCRAfT DESIGNER

By AI Kelch Editor

Orville Hickman a farm boy from the area betwee n Rodium and Steward Kansas hiked himself up by his bootstraps as the sayi ng went in those days left th e farm and accumulated quite a few laurels for himself in the aircraft design field He has been credited with deshysigning 16 airplanes The ruts of his activity were not cut deep enough to stand the trodding of time and with a year and a half effort only the main airplanes that he designed became evident

This story started with the presence of a Pheasant airplane being located in the State of Wisconsin Being such a rare airplane many of us were interested in acshyquiring and restoring it After many years of lying falshylow EAA acquired the airplane for its museum It has been restored to original condition and stands as a handshysome exhibit in the museum

AIR KING bullPHEASANT STARLING

This event was my first contact with an airplane that was designed by Orville Hickman however I was not aware of who had designed it at th at time At a later date while doing some hangar flying to pass the time on a cold winter day Bill Koelling a visitor from Kansas spoke of the Air King an airplane that was a complete stranger to me He mentioned havi ng a beautiful printed brochure by the company that built the airplane called Nat ional Airways Systems of Lomax Illinois He very kindly offered the brochure to use in the magazine A letter that accompanied the brochure sta ted that Orvill e Hick man had designed the airplane and had also deshysigned the Pheasant and possibly the Star ling My curishyosi ty was great ly aroused and I started on a research program I wrote Bill Koelling who offered to start the prooject by locating Orville Hickman s widow and getting what he could from her His trip to see her proved sucshycessful enough to get the project started Her memories gave us an outline of his life to start from Most of his material had been lost through negli ge nce at the time that Orvill e had died She came up with three excellent pictures - one each of the Air King Ph easant and Starshyling I then contacted Art Morgan who spent some time with George Hardie in his fabulous collection and they ca me up with many references in earl y magazines from

which this art icle is composed The story though fragmentary gives an incite to one

of our earo ly designers whose woroks Me (0 be apprecishyated but were never lucky enough to (ravel on the har-d road to success The era through which Orvilles life was spent in design was a rough road including the stock market crash and the complete co ll apse of the aircraft indu stry for a period of time

Orvilles next stop from the farm was to attend Ottawa University in 1920 one of the few schools that obvious ly had an aeronautical engineer ing cou rse After leaving school one of his first jobs was with Loening Engineering makers of the Loening Amphibian Airshyplanes This part of his career also is lost and from what we have the assumption is he was an und er ling in the Engineering Dept Probab ly thi s was one of the first bricks to be mortared into the structure of his career forming a good foundation

Hi s next job was in the Engineering Dept of th e Swallow Aircraft Company which would be a second solid brick in that foundation He was now rubbing elshybows with the original greats of aviatio n In Matty Lairds co mpany the likes of Ll oyd Stearman and Walter Beech were to be found in the shop Forever seeki ng a way up the ladder Orvill e answered an advershyti se ment run by a group of businessmen from Lomax Illinoi s who had formed a company cal led National Airshyways Systems and were putting together the engineering team to design an airplane The contact Mr Hickman had was a man named Tanner whose principal business was reported to be an iron works It was through thi s association that the Air King was bom The fact that Orville now had established a flare for design is evident in some of the features which he instiga ted on this airshyplane It was fairly large airpl ane for its time being a 33 span with a 26 length 300 sq f1 of wing area and a empty weight of 1095 Ibs the usefu l load being 850 Ib s these are quite hand some figures for this era conshyside rin g that an OX 5 engine was pulling it around The lightness ca n be accounted for by Orvilles use of Duralushymin which is stated in advertisements as having the strength of steel with only 13 the weight The design of th e tail gro up used Duralumin throughout and the total tail assem bly empennage weigh ed only 30 Ib s He had al ready graduated to using a tru st tube fuselage with no wires and was quite daring by using aluminum tube for all struts and landing gear the two being faired to shape in streamline form by bal sa wood wrapped and doped

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AIR-KnNG

The Air King was advertised as a 4 place having a wide bulky fuselage The lower wing was longer than the top giving it a odd look With no stagger it probably had an upside down look to those who first saw it

with cloth It sported an oleo type landing gear having done away with the shock cord system with the purpose of defeating parasite drag The tail skid had been modernized to a leaf spring from wood and shock cord The result was an airplane that they counted as having quick take-offs and fast climb and very slow landings The Air King progressed through several models the next being a model 27 headlined as a light commercial four place biplane with an OX 5 engine The publicity states that rCcent addition to the light commercial plane has been entered by National Airways System as the Air King Four Place An entirely new under carriage but one taking a step backwards was the split axle type with

shock cords no doubt a price oriented substitute For the heavier loads they also deserted the aluminum tail surfaces for those of tubular steel The stagger was inshycreased to 16 increasing stability and the range of vision Better climb and lower landing speeds are touted as features of this new model 27 They are now offering the airplane with a Hisso or Wright Whirlwind at addishytional cost Cockpits are deluxe being finished with leather and provided with full length windshields a Hartshyze ll propeller being provided with a spinner fitting into the streamlining of the engine inspection doors having been added for easy access to cdlburetorand other parts The radiator was maintained as a honeycomb radishy

ator located ju st below the upper wing The wings now have graduated to spruce box spars with ash ribs the ribs being placed quite close in increment of 9 apart near the fuselage The airplane struts have dropped the aluminum and gone to steel tube of a streamline form and upda tshying to the N type strut eliminating all incidents bracing wires An innovation were small windows in the lower wing to permit inspection of the aileron controls on norshymal preflight walk arounds This plus a lever controlled stabilizer trim adjustment were its principal improveshyment features

An interesting advancement was the use of push-pull tubes for the ailerons as a safety measure It was pointed

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out that by this method the ailerons work independent of each other giving control should one aileron fail It is stated that contro l of the plane is possible with either the right or the left hand pair of ai lerons working The upper and the lower wings are identical on each side and are interchangable Since there is no center se(tion the lower wings are longer due to the width of the fuselage

It is interesting to note that the name of the plane was obtained by a remark made by a casual observer during intial trials the remark was made to the test pilot On landing the observer stated that certainly the grace with which the machine went through its maneushyvers made it King of the Air The name was reversed and Air King was thus adapted

The records are incomplete but through the magashyzines we have traced the improvements in models of the Air King through four stages which we have illustrated in th is artic le

The next model that we could find was a Wright Whirlwind model carrying a J5 and was called the big brother of the Air King The first of this model was built up specially to take part in a Dole race as the City of Peoria It was stated that this ship created a great intershyest when flown to the Pacific Coast and supposedly created somewhat of a sensation at the Oakland Airmiddotport As will be seen in the illustration it was a large boxy fuselage with an extremely large vertical stabil iter and rudder The wing area is now 342 S4uJre feet using the

NACAM-12 wing section Natural progression of the Air King was towards the complete ly enc losed passenger plane and how far the effort went is questionable They did however make at least a prototype which was adshyvertised in late November of 1928 called The Air King MonoA We were unable to locate any specifications on it but it i~ obvious from the picture that it is very simishylar to the Ryan and other airplanes of this era It was supposedly plushly upholstered finished inside with the luxuries of an automobile in both site and comfort inshycluding roll-up windows They stress in their advertisements that there is ample space for arms and legs and easy access through four doors It is not apparshyent why the airplane failed or what happened to the

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StarbIg4ircra It The Starling was a very good looking design with sharp lines The top half of fuselage was dark blue and the bottom a lightmiddotblue-green

company The history is not clear but it is reported that Orville moved on to Memphis Missouri where he deshysigned the Pheasant airplane

The ATe number for the airplane was 36 granted in 1928 From the sli ck appearance of the Ph easa nt it is obvious that Orvi ll es engineering instincts are more sharpely honed in the classic lines of the air plane

Unfortunate ly the airpl ane was born at the wrong time and enjoyed a very brief historyThrough advert iseshyments the name beca me well known but there were very few airplanes to follow up the good pUblicity

To quote US Civil Aircraft memory can sti ll recall vividly how we were so thoroughly impressed with our first good look at a Pheasant biplane It s lines were

catchy and its performance was impressive in the numershyous flights that afternoon Pilots who were for tunate enough to fly it th at day were very enthusiasti c

One of its dist inctive fea tures was placing the radiator in the nose of the airpl ane in a nea tl y designed cowl that reminded one of the classic automobiles of the day hav ing numerous louvers on the side to provid e for ample airflow out of the engine compartment Th e landshying gear was a long legged affair giving the airplane quite a dapper attitude when sitting on the ground Eleven Pheasants were built in 1927 by the Pheasa nt Company managed by Lee R Briggs who also operated a local airport and flying sc hool just ouside of Memphi s Missouri Orvilles boss Lee Briggs was reported killed in

a test flight short ly thereafter In one of Bill Koellings in terviews with Orvi ll e s wife

the following quote appears Things were going pretty good until the main financial backer Lee Briggs was killed in an airpl ane acc ident He and his students fell out of an airplane they were flying Mrs Hickman stated the they were a little careless and didnt fasten their seat belts The main financial backer and manager gone the company was obviously in dire trouble with no means of continuing

One of the di stributors of the Pheasant working in Wi sco nsin was Steve Wittman Lee Briggs attorney knowing Steves familiarity with the airplane called on him to help (A phone ca ll to Steve revealed a littl e side

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light on the story at this point He stated that he went down to give assistance and was asked to take over the company It was obvious to him it was a hopeless situshyation due to the lack of financing at this time He ofmiddot fered his help and evidently returned several times to give the attorney a hand in the management of Mr Briggs affairs Things went steadily down hill and when Steve Wittman was approached by a local business group from Fond du Lac who had plans for designing and building a single place airplane of a new design Steve advised them they would be better off buying a going company due to th e ex tensive costs of design development and type certification He suggested that the Pheasant Aircraft Company might be available Nemiddot gotiations were obviously completed and the Pheasant Aircraft Company of Fond du Lac Wisconsin was formed Steve Wittman became part of that organishyzation (That is another story which Steve has promised us for some future date of publication)

To quote Orville Hickman in a 1929 art icle in Modern Mechanic at present there arc disadvantages to the professio n of aircraft design ing Once the engineering is complete and a ship is put into product ion most commiddot

Orville and his race plane

panies are too small to continue hiring an engineer which makes for frequent job changes in the proshyfession This is obviously a cue for his next change and to quote Mrs Hickman after Mr Briggs was killed the company did not last too much longer and Orville went to Minneapolis where he stayed until after World War 11 There was little information available as to who the Starling Aircraft Co was started by but we found some information in a copy of Aviation for 1928 The article stated the Starling Aircraft Comapny was the second aircraft company in Minneapolis going into quantity proshyduction the first one being the Mohawk Pinto In going through the specifications for the Starling Aircraft Comshypanys new product it is obvious Orvill e was merely conshytinuing his line of effort rath er than depart from a good thing

In the pictures we have published both airplanes being taken from approximately the same angle it is obvious that the Starling is merely a continuation and refi nement of the Pheasantmiddot same frontal radiato r is used the fuselage has lost a little of its heft and things look a little more streamlined The tail surfaces have changed shape and cha rac ter and there were mi nor reshy

finements such as chrome plating on all struts and exshyternal fittings to add some pizzaz to th e new plane A full length head rest was added which enhances the apshypearance somewhat and a two tone blue color scheme adapted for the fuselage the lower section being light blue and the upper dark blue with silver wings and tail Having seen the Pheasant it is obvious that the Starling is a handsome machine Going through th e specifications of the two airplanes there were very minor inch differshyences and the same design feature of using two air foils is used in both airplanes The Starling and the Pheasant both using the aero marine section for the lower wing which is intended to contribute to the fast takemiddotoff and slow landing while a Clark Y modified section is used for the upper wing to give it better maneuverability in high er top speed I somehow think their wires got crossed in this statement since the Clark Y section can hardly be considered a good air foil for top speed The aeromarine being better suited for speed Construction of both pl anes arc very si mil ar and straight forward throughout using conventional truss ribs Iouted spars Duralumin lead ing edges on the wings strea mlined wires with interiors completely uphol stered in leather as was

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Like the later Staggerwing Beach first glance tells you the plane is flying upside down The lower long wing looks strange

Mr Hichman is an old hand in the aviation engineering game having designed some 76 successful ships Above is the last of his efforts the Starling Imperial monoplane a five place Wright Whirlwind cabin ship To the right is shown the beautishyfully engineered Starling OX5 com shy

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Mr Hickman is shown below with the last of his works done for the Starling Aircraft Co of which he is also Viceshy

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mercial biplane Air King Mono Four has a resemblance to the Ryan

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Below Model 27 Air King U S Department of Comshy ----shymerce Approved Type CeIJif~-gt---

icate No 29 ~

Right Big brother of the Air-Kflflrl-_ 27 Identical to the Air-King enshy

tered in the Dole Race

Orvilles previous method of customer appeal The airplane was officially test flown around June 4

1928 and Gene Shank the test pilot flew it from the Wold Chamberlin Airport and stated that it took off after a comparatively short run and climbed at about 800 ft in the first minute It was put through its tests in serious fashion to simulate the most severe conditions He states that the Starling was perfectly controllable at all times and was very light on the controls It is stated that Orville Hickman was pleased that the airplane met his design goals

The following figures were submitted after the test flights and are actually so close that they are applicable for both the Pheasant and the Starling Minor differences were top speed stated at 104 for the Starli ng and 100 for the Pheasant with a cruise range of 500 miles for the Pheasant and 400 for the Starling In the figures there was evidence of very minor fine tuning such as minimal changes in incidents and the lowering of dihedral which would of course increase the speed The Starling has

picked up about 100 Ibs in gross weight with payload remaining about constant

The company evidently stayed in business and proshygressed long enough to have made a prototype of a closed cabin plane again following a very similar pattern to the one of Pheasant Aircraft Starling Imperial monoshyplane was a 5 place airplane with four in the cabin and the pilot up front using the Wright J 5 engine There is very little information on this airplane or what happened to it but Bill Koelling in his research states through a Minneapolis source that the same test pilot Gene Shank who ran the Robindale Airport said the plane was evidently not very long lived and was wrecked before much testing was done He reported that it struck a snow drift at the side of the runway and was deshymolished

Another bit of information was offered to Bill by Ken Moxlow regarding the method that they took proshymotional pictures of the monoplane He stated that they set the airplane up on oil drums to get an in flight

appearance loaded the plane with people who are wavshying from the windows then strategically placed a couple of airplanes in front and ran them up static in order to create a wind so that the people looked like they were flying

It is very probable that the monoplane wreck coupled with the depression put the Starling Aircraft Co out of business There was also some report of hard luck in that a hangar burned

Evidently Orville had some racing tendancies to satisshyfy During the time at Minneapolis he built and raced a

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monoplane We were lucky enough to come across one picture of the plane with Orville standing beside it during construction This venture too was ill fated in that it was wrecked in Kentucky in a forced landing on the way to a race

From this point on there was very little information on Orvilles activities except that he was a civilian pilot instructor at Wold Chamberl in during World War II After the war Orville moved back to his home territory at Stafford Kansas where he ran the airport and was very active in the cAP

It is sad that Orvilles efforts as so many others were thwarted by wrong timing and the Great Depression causing them to lose all identity and their rightful place in the history of aviation being deemed too unimporshytant to keep track of

It is a shame that these small bits of history are lost as each thread helps to make up the whole cloth of history Do a good deed and save some history that is around you then see that it gets into print for safe keeping

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By Ed Williams (Associate Editor EAA No 57070) 77 3 Eastman Drive Mt Prosoect III Photos Courtesy of United Airlines

This year the airline industry is celebrating the 50th anniversary of transcontinental air service and the difshyferences between coast-to-coast service 50 years ago and today illustrates the great advances in aviation in that time

I t was on Sept 1 1927 that a Boeing 40A of Boeing Air Transport and a Douglas M-4 of National Air Transshyport linked up at Maywood Field Chicago giving travshyelers the opportunity for the first time to go ocean-toshyocean on scheduled airlines

Boeing Air Transport (BAT) flew between San Francisco and Chicago starting on July 1 1927 on Conshytract Air Mail route 18 When National Air Transport (NAT) got a Contract for Air Mail route 17 from the Post Office De partment and began operating between

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Lell General Iliew of coc~pil area showiny machineshygun right middle wing mounting to cabane strut and instrument installation Compass I wo mag switches watch single needle airspeed and alt imeters are seen Fuel level gauge next 10 altimeter can also be seen Spade grip with firing button for machine gun is readily discernible

Below 730 HP Rotary Clerget engine as cleaned up and ready for installation on aircralt Engine was received (rom England in original crating from 7979 The engine log showed iust four hours running time before being crated Propeller shown is not of proper siLe and dimension for this engine but is typical of rotary engine propellers and Vas set in place to check out engine mOllements

Vintag( Mell alld The

For yedrs the stories were going around that there was a fabled resto rer and builder of WW I planes in Sycamore III who iud a bunch of elves working for him turning out Sopwith Camels Nieuports Spads and the like that just had to be made out of candy and gingershybread they were so wonderful I never found time to venture to his airport land and verify the rumor and was not real sure he existed having never seen any of his

BLACK MARIA (On the line and ready to fly)

Album lfJgc MJchilll~

planes at the fly-ins I have attended over the years I finally met CARL SWANSON at Oshkosh 77 fly in

he was for real even if none of his works were on display

Dick Stouffer supplied the pictorial proof which we display in the artic le commencing on the following page

AI Kelch

Above Carl Swanson in the cockpit and Walt Addems go ova the Iflle points and techniques or startillg rotary engines bdore they start the engine on Black Maria for the irst time since 7979

Right I nterior viCw of cockpit showing instrumentashytion mag switches spade grip and firing hUllon lor machine gun Rudder Bar may be seen on the floor forward of control column Oil pereolaler may be seln on left side 01 picture under the RPM gaug~

Below Rear guarllring view of finished aircraft on Ihe flight line Aircraft ready lor delivery to Canadian Air Museum

Center section strut and upper wing panel details Wind driven air pump to pressurize fuel tank on right strut Oil tank above fuel tank with filler nozzle built through oil tank for fuel tank Vickers machine gun mounted on cowl top

Carl Swanson Sycamore Illino is completed the Billy Bishop N ieuport 17 in the Spring of 1964 for the Canashydian Air Museum of Ottawa Canada At the time Mr Moulson expressed a desire for a Sopwith Triplane to be flown at the Canadian Expos ition and later to be housed in the Canadian Museum This was to be BLACK MARIA for anoth er Canadian Ace Co lli shaw

Work was started on the Triplane and I first saw the fuselage in an uncovered condition in December of 1964 where th e first pictures were taken of the construction and other details A rotary 130 HP Clerget engine was procured from England The engine had been crated in 1919 and remained unopened until Carl opened it in his shop The original engine log showed that the engine had been removed from an airframe and crated for later use Tota l time on the engine was about 4 hours actual runshyning time The engine was well protec ted in cosmoline and was ind eed in good shape Carl overhauled the engine and it later ran on the first pull through of the propeller

The wings were constructed by October 1965 and I aga in saw the airplane at this point Details of construcshytion were recorded with respect to construction of the wings and center section of the upper wing I n Novemshyber of 1965 the wings were trial rigged to the fuselage and pictures were taken Measurements were made for the rigging cables for flying and landing wires and drag and anti-drag wires were fitted at this time

In late February 1966 the Triplane was completed and ready for the trial running of the engine Walt Adshydams a retired United Air Lines pilot with long exper ishyence with engines was present to help with the starting of the engine Carl and Walt discussed clearances tolershyances and techniques of running and operating the enshygi ne Walt gave the engine several tugs and pulls whil e the plane was sti ll in the hangar listening for any unshyusual clanks puffs and hisses Car l and Walt seemed satisfied that the engine was in good shape and I helped wheel the airframe out to the flight line where the tail was tied to a good stout stake driven in the gcound The main gear and wheels were well chocked and all was ready for the first attempt Carl climbed into the cockpit while Walt and I primed the eng ine I pulled the engi ne through nine cy lind ers while Walt primed each cyli nd er with three sq ui rts from a pressure oi ler fi ll ed with fue l Walt pulled each intake valve open and squirted the fuel inside Wh en all was primed Walt ca ll ed Contact and gave one good pull through on the propeller and the eng ine started smoothly acce lerat ing to about 1200 rpm and ran as though there had not bee n 48 year-s since the last t ime it had been run My on ly regret in getting pictures for posterity was that I did not have a tape recorder to record the sounds of the engine starting and procedures The next time I wi ll have a comp lete set of so und and pictures ~

Above Black Maria beiny chocked and blocked prior to starting the engine for the first time since 7979 Aircraft ready for delivery 10

Canadian Air Museum at this time

Below View of uncovered fuselage frame wor in level attitude Machine gun on floor will later be installed on cowl

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SOPWITH CAMEL By Dick Stouffer Lake Zurick III

Towards the end of the completion time for the Sopshy struction and rebuilding of the aircraft since it was with Triplane Carl received word from Mr Moulson of wanted also for the Exposition in Canada and would be the Canadian Air Museum that they had an original Sopshy flown at that time with Camel 2F1 that they would like to have restored I first saw the Camel in April of 1966 Carl had for flight and in original configuration Apparently the already stripped the fabric from the fuselage and had Camel had flown last in the late Forties or early Fifties made an assessment of the work to be done I wanted to and was in sorry shape I n addition the cockpit area had photograph th is Camel in the condition that it was when been butchered and was not right I n the early Spring of received by Carl Many of the joints would have to be 1966 a RAF C-130 Hercules arrived at Rockford airport reglued Much of the wood needed to be replaced The to pick up the Triplane and to leave the Camel for Carl cockpit area had to be rebuilt The original small cockpit to work on He was given just one year for the recon- and characteristic hump had been enlarged and the

Below Side view of Restored Sop with Camel 2F 7 by Car Swanson All the pictures in these 2 articles were taken by Dick Stouffer the author of this article

Above This is a good view of the condition of the aircraft as it was received by Carl In this picture Car is beginning the disassembly of the engine There were a number of parts missing from the engine and these had to be searched out and replaced

hump removed Many of the engine parts were missing and would have to be replaced Magnetos needed to be reworked Trailing edges of the wings looked like pieces of moist spaghetti

Fortunately the main structural members of the airshyframe were reusable The wing spars were good The longerons in the fuselage were good but fairing strips and stringers and some formers would have to be reshyplaced Some wing ribs needed new cap strips and some needed to be rebuilt Trailing edges were also reworked

The RNAS 2F1 had a floation system in the aft fuselage area behind the fuel tank This was removed and the plumbing for the inflation of the floatation bags was also removed in the renovation of the airframe There

ii 0+ was much work to be done

Above Fuselage ofaircraft with fabric stripped off as Carl received the plane from the Canashydian Air Museum This shows the condition of the airframe prior to any restoration work being accomplished on the plane Car Swanson is seen here starting to disassemble the rotary engine in his shop for rebuilding and majoring Engine was received with many missing parts and push rods

By the end of November 1966 Carl had the fuselage put back together with new wood where needed I twas true and ready for covering The landing gear had lost its rickety configuration and stood ready to do a proper job of supporting the aircraft on the ground The hump was back in place and new plywood was installed on the cockpit turtledeck forward The airframe had a new fireshywall All in all Carl had done a very remarkable job with the restoration A real taut ship was ready to go

On February 3 1967 the wings were on the covered fuselage and rigged but uncovered Essentially the job was complete except for covering and final rigging

One thing of note about this 2F1 is the fact that it is a break apart fuselage at a station just aft of the cockpit There are four external turnbuckles and the ends of the fuselage longerons are keyed to fit together at this point There are quick release fasteners to the rudder and elevashytor cables at this point such that the fuselage could be readily broken down for shipboard storage or just as quickly assembled for flight There were special tie down rings in the aft fuselage to aid in tie down on shipboard

The fully restored and as factory built Camel was

Above Close up of fuel control section of Above General wide angle view of entire airshycockpit shoWing throttle mixture and fuel craft as it existed during this stage of the resshyvalves as restored to factory specifications by toration process for the Canadian Air Museum Car Swanson for the Canadian Air Museum The fuselage is leveled for rigging of the wings Old and new wood can be seen here in fuselage that will be removed for covering before final members and new plywood former and stringshyassembly and checking ers on outside of fuselage

Below Sop with Camel 2F7 restoration Close up view of restored cockpit with original instruments installed as from the factory Spadegrip stick and firing button for machine gun are seen as well as the two magneto switches on the lower left portion of the instrument panel The large silver like tube behind the spadegrip is the air intake manifold for the engine

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Above View along the right side of fuselage just aft of roundel External elevator horns and the locking turnbuckle for the fuseage juncture can be seen here The characteristic Hump is seen well in this view

ready by early May 1967 Almost one year to the day that Carl received the delapidated airframe I t was a very business like machine that was rolled from the hangar for pictures on th at great day Carl seemed justifiably proud of his work and well he might be Certainly the standards he had set for his previous projects had been well carried out in this restoration More than words call tell the pictures must and do tell the complete story of all the hard work that was put into this airframe

When last I visted Carl many years back he had a welded fuselage for a Fokker Triplane and was now in the midst of a Sopwith Pup for a client according to a recent letter Surely there will be many more tales to tell from the work shop at Sycamore Airport Sycamore Illinois~

Above Close up of engine section center section and landing gear details of completed project

Upper Right Restoration work by Carl Swanson on WW I Sop with Camel 2F7 for Canadian Air Mushyseum View shows ammunition cartridge pipe for spent cartridges Original motor mounts und truss This is the original condition as received by Carl Swanson

Lower Right View along upper cowl of completed restoration showing Vick ers machine gun and ring and bead sight Cables from upper Lewis gun enter the cockpit and go to charging and firing handle loshycated under the crash pad of the cockpit

Calendar of Events January 23 - 29 1978 - Sun N Fun Fly-In Lakeland Florida Oshkosh 78 - Jul y 29 - August 5 1978 -Oshkosh Wi sconsin

Heres your chance climb into this cockpit of a Boeing 40A at San Francisco check your two passengers and mail give her the gun and climb for your life to clear the mountains then make all the stops Oakland Sacramento Reno Elk 0 Salt Lake City Rock Springs Cheyenne North Platte Omaha Des Moines Iowa City and Chicagolts 22 hours later how do you feel

(Continued from page 70)

Chicago and Hadley Field New Brunswick N] two months later transcontinental air service was born

The service left a lot to be desired however The combined routes of BAT and NAT served 17 cities with 1 5 intermediate stops The segment between San Francisco and Chicago included scheduled stops at Oakshyland Sacramento Reno Elko Salt Lake City Rock Springs Cheyenne North Platte Omaha Des Moines and Iowa City The segment between Chicago and New Brunswick included intermediate stops at Bryan (OH) Cleveland and Bellefonte (PA)

The 105-mile-an-hour Boeing 40A -- a new airplane -shyflew the 1846 miles in the western segment in 22 hours including time on the ground The 110-mile an hour Douglas M-4 -- a modified mail plane used by Post Office Department pilots and then sold to NAT -- took 10)12 hours to fly the 731-mile eastern segment

Airline passengers today who fly at 550 miles-an-hour

at 43000 feet might find it difficult to put themselves in the role of passengers in September 1927 The pioneer passengers were adventurous and hardy and flew in noisy and uncomfortab Ie byplanes

The modern air passenger flying coast to coast in a Boeing 747 McDonnell Douglas DC-10 or Lockheed L-1011 makes the trip in less than five hours nonstop and has all the comforts found in a fine restaurant

Passengers in 1927 flew in the cramp led two-person cabin of the Boeing 40A and were treated to a box lunch of one cheese sandwich two ham sandwiches some shoestring potatoes and a thermos of coffee The lone passenger in the M-4 front cargo compartment got nothing In both cases the pilot flew in an open cockpit behind the passengers

Because this was still the era when the mail and not the passenger was ki ng the passenger in the M-4 had to sit atop mail bags and had to wear a flying suit over his

or her clothes and then wear a parachute And the NAT passenger bought his ticket with the understanding that mail had priority and that he would go only if there was room after the mail was put aboard

The early airliners flew at 8000 to 10000 feet and were at the mercy of the weather which sometimes made their passengers quite ill indeed

To top it off the 1927 coast-to-coast passenger paid $404 for his one-way ticket compared to about half that for the one-way coach fare charged by the airlines today And the present cost can be as low as less than one-third the 1927 fare if a discount fare is used

But the 1927 air passenger had one important consoshylation for the rigors of his travels He still made the coast-to-coast trip in 40 hours less than the fastest transshycontinental train of that time

To operate its CAM No 18 BAT put its new plane into service The Boeing 40A cost $24500 from the

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factory and BAT used 24 of the 25 40As built Manushyfactured by the Boeing Airplane Co at Seattle it was given Approved Type Certificate No2 and went into service July 1 1927

The 40A was powered by a Pratt amp Whitney Wasp A with 420 horsepower giving it a top speed of 128 miles an hour and a range of 560 miles It carried a payload of 1600 pounds including the two passengers The 40A had a wingspan of 442 and a length of 333 It was a fine plane not only for that day but also for some years to come when it was given greater power and evolved into the 40B-4 with a four-passenger cabin

In 1928 the same BAT planes were given Pratt amp Whitney Hornet A engines with 525 horsepower and were re-designated Boeing 40B aircraft Except for the engines the As and Bs were the same aircraft and the 40Bs were given ATC No 27 to reflect the modification

The Boeing 40B-4 with ATC No 183 was a followshyon design and came off the assembly line in 1929

The Douglas M-4 used by NAT was not a first line aircraft Built by the Douglas Co of Santa Monica it originally came off the assembly line as the Army 0-2 and was re-manufactured as the M-2 costing $12900 It was further modified as the M-3 for Post Office Departshyment air mail operations The department used the M-3 as a replacement for its aging war surplus de Havilland DH-4s

NAT bought 18 of these surplus M-3 airplanes and after some modifications of its own the company reshydesignated them M-4s although they actually were still M-3s (New M-4s ATC No6 came off the assembly line in mid-1927) The plane was powered with a Liberty 12 engine with 400 horsepower It had a wingspan of 398 and a length of 293 It carried a payload of 1000 pounds at a top speed of 142 miles an hour at a maxishymum range of 700 miles

Although NAT continued to operate the M-4 with the Liberty engine it did modify one of its 18 planes by installing a 525 horse power Pratt amp Whitney Hornet engine but it was not for regular scheduled purposes

The fact that the continent was spanned from coast to coast by air service drew little public attention in 1927 In a way Col Charles A Lindberghs historic New York - Paris flight a few months before was partially reshysponsible for this lack of interest because newpapers were full of stories about other fliers trying to duplicate or even exceed Lindberghs three-month-old ach ieveshymen

Above Douglas M-4 note the long tail pipe Passenger had to sit on top of the mail middot in hole iust in front of pilots cockpit

Below This is eVidently a M-3 reworked to M-4 Exhaust is on the right and dig that neat silencer on the end Would like to be in his

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Now the passenger is recognized as important and taken in out of the cold but he still is the small part of the load Pilots are dispensible so they sit out in the cold rain and snow The one door heading to the two seats that are sandwiched between the two mail compartments is readily visable

The New York Times of Sept 2 1927 did devote appeared over the Atlantic-shortly before his flight almost a column on page three to the transcontinental Sharing news accounts with Givon and Corbu were linking but headline news was dominated by more glam- two pairs of Canadian fliers who took off Sept 11927 orous aviation events on city to city adventure CA (Duke) Schiller and

The lead story reported the ill-fated departure from Phil Wood left from Windsor Ont for Windsor Eng Le Bourget Field of the Leon Givon and Pierre Corbu but their Stinson monoplane was forced down in fog at St which marked the second French attempt to fly from Johns Que Lt William V Medcalf and Capt Terrence Paris to New York The first by Nungesser and Coli who Tully bound from London Ont to London Eng ran posed a threat to Lindberghs first until they dis- into a similiar problem and landed in a field ncar

Boeing 40 Models under construction Strange Two passengers could be carried in snug cabin plane in center unidentified more often mailbags rode in the seats

Caribou Maine Three earlier flights also commanded considerable

space that day Concern was mounting for the safety of British pilots

Capt Leslie Hamilton and Col Frederick F Minchin who had departed from London on August 31 1927 bound for Newfoundland and Ottawa They had hoped to make the first eastward crossing of the Atlantic Also in the Fokker monoplane St Raphael was their 62shyyear old financial backer Princess Lowenstein-Wertheim who was the first woman to start a transatlantic flight The St Raphael was last seen passing over Galway Bay on the Irish coast

The Pride of Detroit piloted by Americans Edward F Schlee and William S Brock was luckier having just landed at Constantinople The stop in the Turkish city came just five days aftel- they had left Newfoundland bent on setting an around the wOI-ld speed record

But Paul Redfern was less fortunate as he had been missing for seven days since taking off from Brunswick Ga bound nonstop for Brazi I

In fact for the next three weeks the New York Times devoted page one space to the various exploits of these and other transoceanic aviators And the coverage continued through the fall as this phase of aviation conshytinued to be of considerable interest to its readers

The optimism of the young airline industry was reshypeated in NATs company publication the Bulletin Board Commenting on passenger service in 1927 the magaLine reported that

Passenger service must have picled up the Model 40 B-4 had two cabins and 4 seats

The recol-d sett les any question concerning th e reception of air passenge r serv ice by the pUblic

A very sat isfactory phase of the passenger business so far is that the people using the service instead of being ce leb rities seeki ng publicity have a very definit e object in view in making trip s by air namely the saving of time

Air freight also was seen to have a bright fut ure by the company Commenting in the same issu e th e Bulleshytin Board noted th at

Prospects for an exte nsive air express system throughout the United States are exceed in gly bright judging from the heavy demand for schedshyul es and rates

The first express fli ght fro m Chicago to New York carr ied the fo ll owing items li sted by the magazine

Radio loud speake rs clothes for New York ers tailored in Chicago Paris garte rs news reels X-ray reflectors machinery parts advertising copy cuts and electrotypes specialties railroad ti ckets trade journals and candies

In 1934 BAT and NAT co mbined with two other pioneer airlin e co mpani es -- Varney Airlines and Pac ific Air Transport -- to form United Airlines which se t last month asid e to com memora te th e 50 yea rs of transcon-

Loading the front mail co mpartment note the neat foldout platform the man is standing on

tinental air service begu n by two of its predecesso r comshypanies Passe nge rs flyi ng coast to coast during the first week in SePtember rece ived a spec ial cer ti ficate attest ing to their flight o n the 50th annive rsa ry of the inaugural

As today th ere were various views about av iat io n in 1 927 as ill ustra ted by two separa te events

A speaker at an Eastern business conference in 1927 predicted that getting the airplane out of the country and into th e cit y will bring success to commercial avishyat ion in the coun tr y But on that same day a resident of a Boston suburb sign ed an in surance poli cy protec ting him aga in st falling airp lanes

Loading the rear mail compartment which is large enough for the man to walk around in Boeing built 24 of these

The 40 B-4 was a large ship the man working 40-A planes in six months to serve on the western route on the lower wing had to reach starting July 7 7927

TT GRASER ald

His Gl()IVe jellY By Ray Cocking

3468 Barnaby Ct Riverside Calif 92504

In 1910 Otto Graser of Riverside Calif a native and the younger of two brothers suddenly found himself the first aviator in Riverside at the ripe old age of 15

It all began Otto says as a resuli of laziness He and his older brother both in their teens would work in their fathers field shocking hay and daydreaming and we didnt like work

But on one such occasion his brother came up with an idea LETS BUI LD A FLYING MACHINE

That was all it took After that the two arose early every morning to work on a glider before going to school

When the craft was finished the brothers along with

their friends carried it to the top of a hill just back of where the Community hospital now stands

Only one problem faced th is pioneer band ---- Who was to have the honor of being the pilot

Otto recalls they were all scared -- so just to be smart I volunteered --- I took a run planning to stop at the edge but I was over the edge before I knew it

But it flew I didnt know a thing about controlling it and was wondering if Id get down in one piece

But after flying about an eighth of a mile to the corner of Fourteenth and Brockton it hit and broke into pieces

It was several years later before Otto became actively

Otto Grasers Gnome jenny about 7928 Note upper wing has been clipped Hangar has now Otto Graser and wife HaLel 7926 been built on Arlinton Airport

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interested in flying I n the meantime he served in the army during World War I and it was there that he fell in love with the sound of a Gnome Rotary engine and learned all the secrets of the famous rotary engines from the French mechanics

Later after the war he worked for the Curtiss Airshyplane company at March Field (now March Air Force Base) and by watch ing the pilots he learned to fl y h imshyself This led to his buying a new surplus J N4D but Otto didnt think an OX-5 was going to give him the performance he wanted --- so the logical engine was a 165 HP Gnome rotary So back to Clarence Prest (a close friend and owner of Prest Aviation Co) where he had purchased the Jenny and bought a new 165 H P Gnome to hang in the nose

Around 1926 the finished product was ready to fly shyfly - and fly it did she was a real performer

With the lighter engine and more than double the HP it lifted at a terrific rate it would take off in about two lengths of the airplane and had a top speed near one hundred MPH

One day three Consolidated PT-1 s dove down beshyside him to see what they were looking at and it was all they could do to keep up with the Jenny

Some years later in the middle of the depression Otto sold the Gnome Jenny to Joe Mays who flew it from the Shandin Hills Airport in San Bernardino Calif for about a year then it was sold to Paul Mantz the famous movie stunt man for many years

Paul Mantz (chuckling) told me a couple ot years before he died that he used the Gnome Jenny for one day in a movie sequence and charged them $150000 When they complained about the price Paul said Well Ive been paying hangar rent for X number ot years

hank Clark also flew it in a movie during the time Otto still owned it

To the best of my knowledge the wings were used on a Curtiss pusher of Mantzs and the fuselage was stored in the back lot till it was completely ruined

I was fortunate enough to have a ride in the Gnome Jenny and that rotary was the smoothest engine Ive ever sat behind And to those who have never heard a Gnome howling in the sky have just never lived ----Ill never forshyget that airplane and the beautiful sound

Otto Graser still lives here in Riverside where he has spent almost all of his life and is st ill going strong at 83 years young ~

Above Paul Mantzs pusher at Burbank about Below Gnome 765 HP installation in Curtis 7940 note the clipped upper wing identical to j N4D note narrow and higher landing gear also upper wing of Gnome jenny prop driven air pump

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ANTIQUE AND CLASSIC DIVISION OFFICERS

PRESIDENT JR NIELANDER JR

PO BOX 2464 FT LAUDERDALE FL 33303

VICEmiddotPRESIDENT JACK WINTHROP

RT 1 BOX 111 ALLEN TX 75002

SECRETARY RICHARD WAGNER

PO BOX 181 LYONS WI 53148

TREASURER EE BUCK HILBERT

8102 LEECH RD UNION IL 60180

Editorial Staff

Editor Assistant Editor AI Kelch Lois Kelch

Assoc iate Editor Associate Editor Robert G Elliott Edward D Williams

1227 Oakwood A ve 713 Eas tman Dr Daytona Beach Fl orid a 32014 Mt Prospect Illinois 60056

Associa te Editors will be identi fied in the tab le of conmiddot tent s on articles they send in and repea ted on the article if they have written i t Asltociate Edi torships wil l be assigned to those who quali fy (5 arti cles in any ca lendar yea r)

Directors

William J Eh len Evander M Br ill Route 8 Box 506 Box 1525

Tampa Florida 336 18 Lumberton North Caroli na 28358

CIlude L Gray Jr AI Kelch 9635 Sylvia Avenue 70 18 W Bonniwell Road

Northridge Cali fornia 91324 Mequon Wisconsin 53092

Dale A Gustafson MorlOn W Lester 7724 Shady Hi ll Drive Box 3747

Indianapolis Indiana 46274 MlItinsville Virginia 241 12

W Brad ThornlS Jf Me Kelly Viets 301 Dodson Mill Road RR 1 Box 151

Pilot Mountain North Carolina 27041 Stilwell Kansas 66085 Advisors

Arthur R Morgan Stan Gomoll 513 North 91 st Street 1042 90th Lane NE

Milwaukee Wi sconsin 53226 Minneapolis Minneso ta 55434

Roger J Sherron Robert E Kesel 446middotC Las Ca si tas 455 Oakr idge Drive

Santa Rosa California 95401 Rochester New York 146 17

Robert A Wh ite 1207 Falcon Drive

Orlando Florida 32803

THE VINTAGE AIRPLANE is owned exclusively by Antique Classic A ircraft Inc and is pub l ished mo nthly at Hales Corners Wisconsin 53130 Secondj class Postage paid at Hales Corners POSt Office Hales Corners Wisconsin 53130 and additional mailing offices Membership rates for Antiqu e Classic Aircra ft Inc at $1400 per 12 m ont h period of which $1000 is for the publication of THE V INTAGE A IRPLANE Membership is open to all who are interested in aviatio n

OFFICIAL MAGAZINE

ANTIQUE CLASSIC DIVISION

of THE EXPERIMENTAL AIRCRAFT ASSOCIATION

PO Box 229 Hales Corners Wis 53130

DECEMBER 1977 VOLUME 5 NUMBER 12

Restorels Corner 1 Orville Hickman Aircraft Designer 3 TRANSCON Ed Wil liams 10

Vintage Albu~ss~c ~~ 11 Carl Swanson Restorer 13 Sopwith Camel 14 Otto Graser and His Gnome Jenn y 21

EAA ANTIQUECLASSIC DIVISION MEMBERSHIP

o NONmiddotEAA MEMaER - $3400 Includes one year membership in the EAA AntiqueClassic Division 12 monthly issues of THE VINTAGE AIRPLANE one year membership in the Experimental Aircraft Associashytion 12 monthly issues of SPORT AVIATION and separate membership cards

o NON-EAA MEMBER - $2000 Includes one year membership in the EAA AntiqueClassic Division 12 monthly issues o f THE VINTAGE AIRPLANE cne year membership in the Experimental Aircraft Associashytion and separate membership cards SPORT AVIATION nol included

o EAA MEMBER - $1400 Includes one year membership in the EAA AntiqueClassic Division 12 monthly issues o f THE VINTAGE AIRPLANE and membersh ip card (Applieant must be current EAA member and must give EAA membership number

PICTURE BOX ON THE COVER (Back Cover)

To 01Merry Christmas a good night to 01

Photo by Dick BayleyPhoto by Dick Bay ley

Copyright copy 1977 Antique Classic Aircraft Inc All Rights Reserved

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Vintage Airplane - Dec 1977

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