EAA'S AIRSPACE ACTION PLAN EAA'S AIRSPACE ACTION.

PLAN EAA'S AIRSPACE ACTION PLAN

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AN URGENT MESSAGE FROM THE EXPERIMENTAL
AIRCRAFT ASSOCIATION
ACRISIS EXISTS
SPORT AND GENERAL AVIATION NEEDS YOUR
While invoking safety as acause and citing the San
Diego mid-air collision as astimulus, the Federal Avia-
tion Administration has issued a proposal calling for
radical extensionsofPositi veCont rolof U.S.ai rspace.
Basically theirplan callsfor:
1. 80 newTerminal Radar ServiceAreas;
2. 44 newTerminal Control Areas;
3. a lowering of positive controlled airspace from
18,000 to10,000 feet .
Ifthe FMis successful , you will either have to in-
stall expensive newequipmentthat will have to be re-
placed in a few years or plan to go around large col-
umns ofspace in 230 cities, and eventuall y, a number
ofairways thatwill undoubtedly increase as time goes
by.Atthe moment , use ofTRSA's, orStage Ill ' sis vol-
untary, but that will almost certainly change and be-
come mandatory. In effect the plan wou ld also give
FMallthepowertheyneedtoachievewhatnowclearly
appears to be their goal: total positive control of all
U. S. airspace.
EM firmly bel ieves the FM' s proposal would not
eliminate San Diego type tragedies , northe chance of
human error, nor the fundamental need to see and
be seen. Without a doubt the plan will expand the
government bureaucracy, escalate inflation and un-
fairly discriminate against the majority of airspace
users.
The EAA has a more constructive pl an, one that
would eliminate San Di ego t ype crashes, that would
go much f urther to enhance safety not only for ai r-
l ine passengers, but for general and sport aviators
as well. Itwould allow for growth within theATC sys-
tem and at the same time preserve our airspace f ree-
dom.
HELP
The basic ingredients ofEM'splan include:
1. Restructuring TCA's to a climb-descent corridor
concept ;
2. Creation of reliever airports in major cities with
full electronic faci l ities;
3. Development of alternate facilities for General
Aviation at hubairports;
4. Preservation ofthe see and be seen concept;
5. Revision of FAA Certification standards to sig-
ni f icantly increaseairlinercockpitvisibility.
WHAT CAN YOU
DO ABOUT IT?
WRITE! If you are opposed, send in a personal
response to the FM' s Notice of Proposed Rule Mak-
ing that calls for the 44 new TCA's and lowering of
positive controlled airspace to10,000 feet.
Begin the letter this way:
1. Federal Aviation Administration
Officeof the Chief Counsel
Attention Rules DocketATC-24
800 IndependenceAvenue, S.W.
Washington, D.C. 20591
Regarding : NPRM DocketNumber 18605
Notice Number78-19'
2. Express your opposition to the plan by explaining
EAA'S AIRSPACE

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how it will affect you and offer your own sugges-
tions for improvement. Or if you like, simply state "0
that you agree with EM' s objections to the FAA
plan, that you endorse the EAA's concepts and 0
hope FAA will listen to a complete explanat ion. m
The important thing is: do it now! We only have
untilMarch 5to respond tot he NPRM. 0
3. Then wri te a personal letter to your Congressional :::!
representatives. Ask them for an explanation of 0
the FAA proposal and evidence of how it could Z
have prevented the San Diego crash. If it' s agree- "0
able, stress the fact that EMhas a betterplan,one
that truly will enhance safety and provide more
sensible air traffic control. Insist that the EM be Z
heard out. Enclose acopyofyourNPRM response.
Use this address:
Honorable (Representative)
House Office Building
en
Washington , D.C. 20515

Honorable (Senator) :a
Senate OfficeBuilding en
Washington , D.C. 20510
Please be advised that pet itions and vulgarity have 0
novalue. m

NEED MORE INFORMATION?

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Contact: Experimental AircraftAssociation
Airspace Action Plan
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P.O. Box 229
Hales Corners, WI 53130 "0
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414-425-4860

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2
(Photo by Chris Sorensen)
Editorial
Staff
Publisher
Paul H. Poberezny
The 1935 Kinner Sportwing ofGlenn Pray, Tulsa, Okla-
homa, at the Tri City Airport Fl y-/n near Parsons, Kansas.
The aircraft is the only one left ofthe eight that were built. Editor
This example was restored by Myron Rupprecht.
David Gustafson
Associate Editors: H. Glenn Buffington, Robert G. Elliott , AI Kelch ,
Edward D . Williams, Byron (Fred) Frederi cksen
Readers are encouraged to submit stories and photographs.Associate Editorships are assigned
to those writers who submi t five or more articles which are published in THE VINTAGE AIR-
PLANE during the current year. Associates receive a bound volume of THE VINTAGE AIR-
PLANE and a free one-year membership in the Division for their efforts. POLICY-Opini ons
expressed in articles are solely those of the authors. Responsibi lity for accuracy in reporting
rests enti rely with the contributor.
Directors
ANTIQUE/CLASSIC William J. Ehl en AI Kel ch
DIVISION Rout e 8 Box 506 7018 W. Bonniwell Road
OFFICERS
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PRESIDENT 9635 Syl via Avenue Box 3747
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P.O. BOX 2464
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Indianapolis, Indi ana46274 Milwaukee, Wi sconsin 53216
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Richard Wagner M. C. "Kelly" Vi ets
JACK WINTHROP
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ALLEN,TX75002
Advisors
John 5. Copeland Eugene Morris
SECRETARY
9' loanne Drive 24 Chandele Drive
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Westborough, Massachusells01581 Hampshi re, Illinoi s60140
301DODSON MILL ROAD
Ronald Fr i tz Dani el F. Neuman
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Grand Rapids, Michigan 49504 Minneapolis, Minnesota 55421
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1042 90th Lane, NE 1530 Kuser Road
TREASURER
E. E. "BUCK" HILBERT
Minneapolis, Minnesota 55434 Trenton, New Jersey 08619
8102 LEECH RD.
Robert E. Kessel Robert A. Whit e
UNION,IL60180
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Rochester, New York 14617 Zellwood, Florida32798
THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Antique/Classic Division. Inc.,
and is published monthly at Hales Corners, Wisconsin 53130. Second class Postage paid at Hales
Corners Post Office, Hales Corners, Wisconsin 53130, and additional mail ing offices. Membership
rates for EAA Antique/Classic Di vision, Inc., are $14.00 per 12 month period of which $10.00 is for the
publication of THE VI NTAGE AIRPLANE. Membersh ip isopen to all who are Interested i n aviation.
TheVINTAGEAI!1PLANE
OFFICIAL MAGAZINE
EAA ANTIQUE/CLASSIC
DIVISION INC.
ofTHE EXPERIMENTAL AIRCRAFT ASSOCIATION
P.O. Box 229, Hales Corners, WI 53130
Copyright
Cl
1979 EAA Antique/Classic Division,Inc., All Rights Reserved.
FEBRUARY 1979 VOLUME 7 NUMBER 2
(On The Cover . ..Steve Wittman stands beside Bonzo after winning still another race at Oshk0sh 78.
Photo by David Gustafson.)
TABLE OFCONTENTS
EM'sAirspaceAction Plan ............................................ 2
A Pictorial Historyofthe FirstGoodyearTrophyRace
by Byron (Fred) Fredericksen....................................... 4
VintageAlbum ....................................................... 14
The Long (And Unfini shed)StoryofStinson SR-5A NC13848
by C. R. Near ..................................................... 16
Aeroplane PostersFrom The 1930' s ..... . ........... .... . .......... . ... 20
The Restorer's Cornerby J. R. Nielander, Jr. .. ....... . ........ .... . . ... 23
Dr. Goodlad's Swiftby Jim Monfague................ ..................25
Letters ToThe Editor ................................................. 26
CalendarOfEvents..... ..;......... .... . ........ . ...... .......... .... 26
EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIP
o NON-EAA MEMBER - $20.00. Includes o ne year membership in the EAA Antique/
Classic Division, 12 monthly issues of THE VINTAGE AIRPLANE; one year mem-
bership in the Experimental Aircraft Association and sepa rate membership cards.
SPORT AVIATION magazine notincluded.
oEAA MEMBER - $14.00. Includes one year membership in the EAA Antique/ Classic
Divi sion, 12 monthly issues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD.
(Applicant must be current EAA memberand must give EAA membership number .)
Page4 Page16 Page 20
3
APICTORIAL
History of
the First
GOODrEAR
Trophy Race
By Byron (Fred) Fredericksen
3240 W. Breezewood Lane
Neenah, Wisconsin 54956
(Photo Provided by the Author)
To some readers the following pages will offer lit-
tle in terms of news concerning aviation history. Most
of the photographs contained herein were published
over three decades ago by the magazines and news-
papers of the day. All photos are courtesy of William
F. Brennand and Kenneth D. Wilson.
It was my thought that many of the newspaper
photos are not the quality collectors wish for and
many of the magazines that carried these stories are
not handy reference items anymore. I consider maga-
zines of the 1940's a prize whenever I find one now.
Perhaps what I have compiled her will be something
interesting for air race fans of the midget era.
These race planes are classics now, and some still
exist. "Buster" is in the air at the Smithsonian, "Bonzo"
is still active at Oshkosh and this month the Trade-A-
Plane has a '49 Tony LeVier "Cosmic Wind" for sale.
The spirit of the golden age of ra cing was caught by Charles Hubbell in this painting owned by Thompson
Products, Inc.
Some of the others are gone along with their pilots
while seeking the fastest time to the finish line. It is
all past history now, there is not much one can add,
however, it should not be forgotten .
By the year 1947 air racing already had a forty year
background . Historians had recorded the world' s
fastest airplanes and pilots in their volumes . The
critics were there also asking "what good is air rac-
ing? " , "What does it prove?" noting the crashes and
details of same. The racing and record flights was
something that had to be done. As long as man will
make things with wings, wheels, motors or sails, some-
body is going to want to race and that means some-
body is going to get hurt.
Some of the critics' comments did need answers,
especially right after WWII. It would be interesting
and an education to see a list of the ex-military iron
and pilots that destroyed themselves attempting new
speeds and records by modifying these powerful
fighters to a point where the best pilots in the world
could not handle them in a tight turn or high speed
stall. This was not so much the case with t ~ midgets.
Right after the "big war" the National Air Races
were on again . The famous Bendix "R", the Timmer-
man Trophy, the Sohio and the most destructive of
all the Thompson "R" were held at Cleveland in 1947.
4
I e
APRIL 1950
25 CENTS AIRIRAI!lS

1947 GOODYEAR TROPHY RACE PRIZE WINNERS AND SPEEDS
Fastest Heat
Plane Entrant Pilot (mph)
Buster S. j. Wittman Bill Brennand 165.857
Swee'Pea Air Race Corp. Paul Penrose 165.393
Little Minnow LeVier Assoc. Herman Salman 159:109'
Little Toni LeVier Assoc. Tony LeVier 157.851
Loose Special Chester Loose Warren Siem 154.020
Brown-Modified B. F. Robinson B. F. Robinson 144.185
jeep W. F. Falck W. F. Falck 142.519'
Fliteways Special Fliteways Inc. Charles W. Bing 141.052
Californian E. F. Allenbaugh Dwight Dempster 143.430
Francis-Angeli Spec. F. Angell Bill Taylor 134.351
Deer Fly 1 Rodney Nimmo Mike Argandar 132.302
Hurlburt Hurricane Caldwell Logan joe Smith 129:280
The Corsairs, the P-51's, 38' s, 36's, 40's and so on were
clocked at speeds between 400 and 500 mph in con-
trast to pre-war speeds of 200 to 300 mph. And the
first Allison jet Races produced even greater speeds
but they were not as exciting to watch as the big pis-
ton war bi rds.
To "encourage the design of the light plane" the
Goodyear Tire and Rubber Company in 1947 offered
a three year trophy for midget race planes. Their de-
sign had to include an empty weight no less than 500
pounds, have fixed gear and prop and be powered
with no more than a 190 cu. in. engine. Some ob-
servers maintained these midget racers and the Good-
year event m ~ e the most sense.
The engineering incorporated by the builders en-
abled them t o ~ come up with speeds approaching 200
mph with 85 hp engines . These designs involved
streamlining, low aspect ratio, and balanced engines
which could and would some day be standard engi-
neering on modern store bought airplanes. And the
midget races were fun to watch as they flew a low 15
lap 2.2 mile course right out where the crowd could
see them. The Professional Race Pilots Association
was on top of it all with their regulations and test-
ing of the pilots and their airplanes. Art Chester was
President of the association at the first Goodyear Race.
(There were accidents also with the midgets. Chester
was killed in his famous "Swee Pea 11" in a pylon race
at San Diego in 1949:)
Whenever the subject of air racing comes up so
does the name Steve Wittman, builder of "Chief Osh-
kosh " , "Bonzo", "Buster" (redesigned Chief Osh-
kosh) among other designs. His racing protege, Bill
Brennand, flew in all three Goodyear events winning
first place in 1947, fourth in 1948 and first in 1949'all
in the number 20 " Buster". The Goodyear race con-
sisted of eight races, four elimination heats, two semi-
finals, one consolation race and then the final event.
Brennand, Wittman, "Buster" and " Bonzo" were the
ones to beat in those days of midget racing.
I wish to express my sincere thanks to Bill Bren-
nand for the time spent during an interview and a
look through the "trunk" and boxes of goodies from
which most of the photos herein were selected.
For the past twenty odd years Bill has operated a
flight school and aircraft sales business on the Bren-
nand Airport just north of Oshkosh, Wisconsin.
I was 15 years young in 1947, knew someday I would
learn to fly and have always felt fortunate that years
later I was to have the two-time winner of the Good-
year Races as my teacher.
5
"Littl e Toni " , piloted by Tony LeVier, was one of five light
Sister ship of "Litt le Toni" was Herman "Fish" Salman's
racers built by LeVier and Associates in Southern California.
"Cosmic Wind".
Green and yellow " Swee' Pea ", built by Art Chester, " Banger Bill", built and flown by Bill F. Robinson of
flown by Paul Penrose, North Hollywood, California. Burbank, California.
Winner Bill Brennand and " Buster". Next year they would "Loose Special", built by Chester Loose, flown by War-
take fourth place and the year after return to once again ren Siem. Both from Davenport, Iowa.
earn the top prize money and the Goodyear Trophy.
No. 70 was " Fliteways Special" built by Fliteways Inc.
Rodney Minno's " Pfttt " flown by Mike Argandar, o ~ pf Milwaukee, Wisconsin, flown by Charles Bing, Lynch-
Angeles, California. burg, Virginia.
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Winner of the consolation ra ce William F. Falck of War-
Francis-Angeli Special " Th e Whistler" flown by Bill Tay-
wick, New York with his " Jeep" was originally built by
l or, Wichita, Kansas.
Art Chester in 1932, rebui lt for the '47 Goodyear by Fa lck.
Number 95 the " Californi an" built by Ed F. Allenbaugh,
flown by Dwight Dempster both from North Hollywood,
" Hurlburt Hurricane" owned by Anna Logan and Mildred
Ca l ifornia .
Caldwell of Cleveland. Pilot was Eugene "Joe" Smith.
.>
Owner-builder R. S. Hopkins of Reidsville, North Caro-
Harry Raack and E. P. "Slim" Honroth, on wing, almost
lina stands beside his "Falcon Special" which lost a wing
lost their airplane when the wing failed in a pullout but
in qualifying. C. P. Smith in cockpit bailed out in time.
was landedsafely.
Owner-builder Harold Koehlerspins the prop on his entry
only 10 have the engine develop serious trouble just after
this photo was taken. Pilot Bob Gaffney was on take-off
Racing engines heat during taxiing, are towed by auto-
at the time butwas not injured.
mobile.
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Before final race the six fastest airplanes are brought by
Last minute details are checked at starting line.
for crowd inspection.
Starter holds the red flag until everyone is ready. Art
Finalists taxi to starting line.
Chester talks to Paul Penrose in foreground.
Starter's flag comes down and the race begins. Wittman Special and a happy guy!
Paul W. Litchfield, Goodyear Board Chairman; Bill Bren-
nand, Winning Pilot; E. J. Thomas, Goodyear President;
You make it or break it on turns like this. and Steve Wittman, Builder-Owner of the plane.
Benny Howard, Chairman of the Goodyear Race Com- Chief Counselor at the First Goodyear Trophy J-<ace was
mittee and Clarence Bell, Committee member and Man- Benny Howard accompanied by wife " Mike" . Ed Allen-
ager of Flight Operations at Goodyear chat with " Miss baugh, owner of the Californian talks things over with
Ohio" behind the scenes at the air race. the " boss".
Goodyear K-type airship, " Puritan", Goodyear Doubl e
Eagle tires on official car, Goodyear wheels and brakes
on Lockheed P-80 and Goodyear Hard Rock Lug Tires
on caterpillar. Need anything be said?
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Race committee members are congratulated for their work
by Goodyear Board Chairman, P. W. Litchfield. Left to
right - Art Chester, President of the Professional Race
Pilots Association, jacqueline Cochran, famous woman
pilot, Mr. Litchfield and Benny Howard, Advisor to Don-
ald Douglas of Douglas Aircraft.
Distinguished guests at the Goodyear Trophy Race din-
ner included left to right: Governor Thomas}. Herbert
of Ohio, jacqueline Cochran, P. W. Litchfield, Mrs. Litch-
field, Sir Hubert Wilkins, British Explorer, Mrs. Nathan
Twining, Lt. General Nathan Twining, Fred C. Crawford,
President of the Air Foundation and Governor R. F. Gates
of Indiana.
More distinguished guests (clockwise) E. }. Thomas, Good-
year President, Mrs. "Mike" Howard, Benny Howard,
Brigadier General Buck Anderson, Commander of the
jet Units that performed at the races, Mrs. Fred C. Craw-
ford, Harry A. Bruno, Allen Lowe, Director of the Pick
Hotels, Mrs. A. C. Chester, Art Chester, and Mrs. E. }.
Thomas.
(Photo Courtesy Kenneth D. Wi/son)
Pilot Bob Porter flew " Buster" to third place in its last
race at Dansville, New York on july 4, 1954. S. j . Witt-
man retired the racer after this race and it is now part of
the aircraft collection of the National Air and Space
Museum, Smithsonian Institution.

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Why did you ever start a project like that?
I expect all aircraft restorers ask themselves that
question while they sit there in the shop, on an up-
turned box, drinking another cup of coffee and star-
ing at that skeleton of a once-proud bird. I also ex-
pect the answer consists of many parts, events, and
experiences adding up over a period of years and
culminating, at last, in the start of a project.
Looking back through the years, to find the
reasons why I caught the "old airplane disease", I
feel it must have started with exposure to the stick
and paper models of the 30's and early 40's which re-
ally gave a Kansas farm boy a feel of the basics of air-
craft construction.
Then too, "Air Trails", "Flying Aces", and all the
other adventure magazines of the time, did nothing
The
Long
(AND UNFINISHED)
~ t r v
01
to decrease an interest in aircraft. Even, "Phineas Pin-
kham' s" adventures must have had some influence!
All this reading and daydreaming started to turn to
reality when I had the opportunity to take flying les-
sons at a small field east of Mankato, Kansas with an
instructor named Verlie Heddon. Verlie was one per-
son who could really instill love of old aircraft in a
student who could only afford an hour or two a
month in an Aeronca Chief.
Days when the weather turned bad were spent
around an oil-burning heater in the office, learning
the fine art of hangar flying and tall-tale telling. If you
do not think of it as a fine art , you have never heard
the real pros tell tall flying tales. When it got so deep
in the office that no one could stand it, or some out-
rageous story had just been told, we could retire to
the hangar-shop combination and assist Verlie with
maintenance work on the Chiefs and a Waco QDC,
which was used for charter. Several times I have
wished I had more photos of that field, but I have a
hunch that the memories are much better than the
photo would be. How many of you remember a place
where there were 2 Wacos and 3 Travel-Airs sitting
along the fence, in various stages of disrepair, any of
which you could have purchased for 75 dollars?
Any young airplane nut in those days could find
someone who could help with studies for the CAA
written tests and I was fortunate enough to meet Paul
and Elaine Crider , in Phillipsburg, Kansas. There was
no airport near Phillipsburg at that time, but a good
grass area, near the Rodeo grounds, furnished a place
to land any of the light aircraft. If you ever wanted to
instill old airplane fever in a young enthusiast, all you
had to do was expose him to Paul Crider's stories of
flying the Swallows , Eaglerocks, and even a Butler
Blackhawk. Conversation, then , certainly had nothing
to do with radio procedure, EL1's Transponders or
" Who had the most radio equipment in their air-
craft. "
All of this enthusiasm was brought to an abrupt
halt by a couple of years service in the U. S. Navy,
and the delay was then prolonged by college, mar-
riage, children, and the associated need to earn a liv-
ing. I had two things happen which really helped me
along with the " old airplane hobby". The best thing
that could have happened to anyone happened to
me, when I met and was fortunate enough to marry a
girl who feels that " old airplanes" are a pretty good
hobby to have a husband involved in . The second
not-so-pleasant happening was a recall to join Navy
16
Fighter Squadron VF-884, for a tour of duty with the
fleet off Korea. Two years of work on F4U-4's kept me
up on round engines and gave me good experience
in maintenance.
My search for a rebuildable antique began in ear-
nest in 1966. I had always wanted to rebuild a
Travel-Air "4000" and my search started with that air-
craft in mind. I soon became aware that there is a lot
to learn about old aircraft buying. "Buyer Beware"
gets to be a watch-word in a hurry when you find the
"Basket Case" and "Restorable Airplane" mean the
same to some owners.
One day, I was sitting in the coffee shop at the
Ottumwa, Iowa Municipal Airport having a cup of
coffee with Bob Taylor, president of the Antique
Airplane Association, and was grumbling about the
difficulty of finding the aircraft I wanted, and Bob
came up with a good piece of advice: "Start rebuild-
ing something, AJ-3, any old aircraft, but get started.
Then you will have more contact, and will be able to
find what you want, and learn at the same time." Bob
was certainly correct. When you fix your mind on one
plane only, you pass up some rare aircraft.
In September of 1968, I made a trip up to Dazey,
North Dakota, where I had heard that Peter Bryn had
several old aircraft, stored in a barn. I had certainly
heard correctly! When Mr. Bryn opened that barn
door, I felt like a kid in a candy store! There was just
what I had been looking for, a Travel-Air
"4000"! We started talking price and my "Old
Airplane Budget" would not stand the strain. Looking
back now I know Peter's asking price was more than
fair, but that is now hindsight. While we were looking
at the Travel-Air, I noticed a massive set of wings
leaning against one wall of the barn and asked about
them. Peter said they were from a Stinson SR-SA and
the fuselage was outside in a machinery lot, and that
it also was for sale.
Only a crazy antique airplane nut would have fal-
len in love with that aircraft, but I sure was bitten by
the bug. In about 30 minutes, we had come to terms
and Peter Bryn had my check. I didn't even imagine,
at that time, that I had just opened a "can of worms'
and to this day, I haven't gotten the lid back on that
can!
The filst problem was getting that fuselage and all
the parts back to my garage, 500 miles away. I was
fortunate that the company I work for had a truck,
with a 40 foot flatbed trailer, in that area and I could
arrange to have the driver swing by and we could
load the plane in a couple of hours and be on our
way. The "couple of hours" stretched into two days,
but we finally did get it all on and tied down, ready
for the trip.
I was a little self-conscious about bringing the
airplane, in that condition, into a nice neighborhood.
The truck driver and I had a brillian idea; we would
wait until after dark, about 8:30, and he would drive
quietly up to my house, back up the drive, and we
would get unloaded before anyone found out. Did
you ever realize the amount of noise, confusion, and


Re13B4B
By C. R. Near
Box 607
Hastings, Nebraska 68901
flashing lights that appear, when a 40 foot semi-
tractor-trailer outfit drives into a quite, residential
neighborhood? We couldn't have attracted a larger
crowd if we had hired the Blue Angeles to fly cover.
Needless to say, we had many willing hands. Too
many! I think more damage was done to the aircraft
17
from loading and unloading, without proper equip-
ment and planning, than was ever done in all its years
of flight operation and neglect.
The next evening, after the great moving event, I
found myself perched on a stool in the garage, suffer-
ing from a bad case of "buyer's remorse". All sales
training programs mention the existence of this dis-
ease, and I sure had it! However, I was too involved
then to back out. Already the "When are you going
to fly it?" and " You aren't really going to fly that , are
you?" questions were starting to be heard.
Probably the slowest part of any restoration must
be the teardown of the aircraft, to determine damage,
locate corrosion, and decide on what defective parts
are worth saving for patterns. As I moved through
this process, I made a point to photograph everything
with Tri-X film, to keep a record , and I have been
amazed how often I have referred to those photos,
during the reassembly process. Drawings of the old
aircraft of the 20's and 30's seem to change with each
aircraft, and the best reference you have is the one
sitting in front of you, no matter how rough it may
appear.
If I were going to make up a list of rules to follow
for restoration , number one would have to be, "don' t
throw anything away". Time and time again, you will
dig into those old rotten wood parts and pieces of
tubing to check hole spacings, covering locations,
and many other points of needed reference. It is
hard to believe how much dirt, oil, and rotten wood
you can find in an old airplane. When I removed the
leading edge of the wings, I was able to fill one and
one-half 30 gallon trash cans with old mouse nests!
It took several weeks of working, in the evenings,
to get the parts all removed from the fuselage,
labeled, and stored. By the way, small price tags, 1" X
2", with a string attached sure helps identify parts for
future reference .
When the parts were all removed , it was time to
get down through all the surface primer, surface rust,
and clean all the welds, so a thorough inspection
could be made to determine how much tubing would
have to be replaced. It was evident that some tubing
would have to be replaced , since some 4 feet of the
aft end of the fuselage was completely broken off!
I felt the best way to accomplish the cleaning of
the tubing was sandblasting, but I was not about to
trust my fuselage to a commercial sandb laster! I
made a container from a 5 gallon oil can, a funnel, a
1/2" copper elbow, and 6 feet of old garden hose. All
of this with a discarded sandblasting gun , got me
started . It didn' t take long for me to find out an im-
portant fact. You cannot, I repeat, CANNOT get along
without at least a 12-1/2 hp twin piston air compres-
sor. After I corrected that situation, the cleaning went
quite well, using fine silica sand and 45 pounds of air
pressure. This was a slow process, but did not dam-
age the tubing, and cleaned small crevices better than
beads. While cleaning the fuselage, I found that sev-
eral pairs of soft, white cotton gloves keep finger-
prints away from the cleaning tubing, and that an
arc-welding helmet with only the coverplate in place
makes a cool helmet and protects your eyes, while
giving much better vision than a conventional
sandblasting hood.
As the cleaning of the tubing progressed at a slow
pace, it was rather simple to check closely for internal
cor rosion by tapping along the lower portions of each
tube with a small ball pien hammer. Checking each
tube after only 2 or 3 feet had been cleaned, enabled
me to concentrate my attention much better than if I
would have attempted to check the whole aircraft at
one time.
The airframe required in excess of 30 feet of new
tubing to replace defective sections and areas I felt
might be questionable. The main thing in my mind
was to be certain that the "equal to or better" rule
was never broken. As soon as all repairs were com-
pleted and checked, the airframe was given a spray
coat of epoxy primer and the appearance promptly
improved.
Thi!i same process of clean, sandblast, inspect , re-
pair, and prime, was carried out on all the control
surfaces and then everything but the fuselage and the
wings were suspended from the garage ceiling, while
I too k stock of the situation and embarked on the
next step.
It became apparent to me that a 22' X 24' garage
was not going to be large enough to continue this
project. My wife and I discussed the problem, drew
up a set of prints, and hired a contractor to tear up
the patio, pour footings, install a foundation, and
pour a floor.
When this work had been scheduled, we loaded
up the family and too off for Oshkosh for the EAA
Fly-In. Upon our return, everything was completed
just as we had planned. Instead of working on the
SR-5A that fall and winter, I extended the garage
another 20 feet and installed a heating system and a
very good lighting system.
The shop had just been completed when my two
sons decided I could assist them in restoring a 1956
Triumph TR-3. Between our car restoration and the
garage construction, the Stinson took a back seat for
almost a year.
The next phase, after I was able to get back on the
SR-5, was to start replacing wood. Over half the for-
mers were completely missing and those that were
left were not even good enough for patterns. Lee
Brown, from Independence, Mi sso uri , not only
loaned me an old set to use for patterns, but he
drove clear up to Hastings one day to deliver them.
Old airplane builders are a great class of people!
I used the old formers as patterns for new tem-
porary formers which were cut out of 1/8 inch Maso-
nite. These were clamped to the airframe and the
new stringers installed. By cutting, wedging, and the
use of many discouraging words, the final shape of
the formers was arrived at, and they were then cut
out of the correct plywood and varnished prior to
final installation.
This same procedure was followed for all wood-
work. First a cardboard or paper pattern, then the
final construction in wood.
Due to my crowded shop situation, I tried to
schedule woodwork and sandblasting work in the
warm months, and engine and welding work in cold
months. This type of schedule also determined the
selection of a covering material. My employment dic-
tated that at any time, I might have to stop work for
two or three weeks. Therefore, a search was started
for a covering material which could adapt to these
conditions.
I found that if you want to start a major debate
within the "old airplane fraternity" all you have to do
is say, " 1 am going to cover with . ... ", and stand
back! After hearing good advicefor several years, I
decided that I was the one who had to coger the air-
plane and was going to have to make the decsion
and live with it.
By far, the best way to study the various materials
and techniques is to attend the EAA Convention at
Oshkosh and work in the covering workshops. This
doesn' t mean you should just stand and watch, it
means you should get in there and work all day long
and really cover an aircraft. It sure beats learning on
your own, at your own expense.
After spending the better part of two Oshkosh
trips in the covering tents, it was finally decided that
Razorback fabric suited my working conditions better
than any other . I also found that Sam Macre and
Robilyn Henry of Razorback, were able to give more
accurate information, and knew their product much
better than any of the other commerical supplier 's
representatives in attendance.
The fuselage and all control surfaces are now co-
18
~ ~
. \ "
vered and I have certainly not regretted my choice of
covering material. It is light weight, uses butyrate
dope for all finish coats, and is not subject to rot or
deterioration, when exposed to sunlight.
Acceptable doping and covering weather is now
over until spring, but the wings are sitting there wait-
ing for me. Most of the ribs have to be rebuilt using
5/16" X 5/16" square tubing which had to be specially
manufactured, but they should be finished by next
spring.
In drawing this first chapter of "an old Stinson's 4. Do all of the work yourself, if at all possible.
rebuilder" to a close, I would like to conclude with a Paying someone else may be faster, but then it really
few hints for the person who is contemplating a re- isn' t your airplane anymore, is it?
building project:
1. Join a type club for the aircraft you are restor-
ing.
5. Shut off the TV and START!!
2. Purchase good tools and be sure they are large
enough.
3. Become acquainted with an AI who likes old
aircraft and wants to see them restored.
19
AEROplANE POSTERS fROM
Article number one, poster numberone,
Lindbergh's Lockheed- Sirius
By Lionel Salisbury
7 Harper Road
Brampton Ontario
Canada L6W2W3
Several weeks ago, my fifteen-year-old son, David,
came home- with some real treasures. He had been
given a total of eighteen airplane posters, all of them
in excellent condition, printed in black and white,
and each with a dynamic photo of aircraft that were
either from the late 1920's or the early 1930's. They
had exciting titles too - "Captain Frank Hawk's
Northrop-Gamma - The Texaco Sky Chief", the
" New Stinson Reliant ", the " New 15 Passenger
Curtiss-Wright Condor Transport ".
We spread them out on the floor for a better look.
The posters were all printed on a fairly stiff card, each
was 19/1 across by 11" high, each had a photo that
covered all of the front, and on the back, each had
three-view line drawings of the aeroplane and a de-
scription and specifications. The back of the posters
had been published by the Borden Company limited
of Toronto, Canada. When you bought a 16 ounce
can of Borden's Chocolate Flavored Malted Milk, you
would find a paper band pasted around the outside
20
TANK FILLER
- ~
GASOLINE
BATTERY / \
COMPASS )
RADIO TRANSt.4ITTER
226 TO 900 METERS
I I
:- - - - - ~ - - :
)
2S- POUND ANCHOR
WATER RUDDER
INTO ~
WRIGHT C.YC.LONE ENGINE
680 H.P. AT 2100 R.P. M.
DOOR FOR ACCESS TO
LUGGAGE SPACE
TRANSPARENT
SLIDING HATCHES
EARTH INDUCTOR COMPASS
GENERATING UNIT
METAL
VENTURI
ENGINE COWL
\
RADIO RECEIVER
20 TO 1050 METERS
I MAPS, ETC.
~
NR-211
METAl FLOAT DIVIDED
WATER-TIGHT COMPARTIIAENTS
which could be sent in for another of "these Marvel-
ous Pictures". We could not help but marvel at the
gentility of a time when you could put a coupon on
the outside of a product.
The promotion must have been quite successful.
The first poster had a list of a total of fourteen pic-
tures in the series. A fifteenth was added later and il-
lustrated the Sikorsky " Clipper Ship of the Air". It
appears that this was not sufficient for the demand,
so a second series was brought out. There were ten
FUEL TANKS IN BOTH FLOATS
TOTAL 300 GALLONS
posters in the second series but an examination of
the second list reveals that only four new posters
were added. The rest were repeats and a re-
numbering of pictures from th first group. In all, 19'
photos of aircraft were published by the Borden
Company, we're missing only one from the complete
set, only one had slight tears, and the balance had
weathered some forty odd years of storage, in fine
shape.
My initial contact with the Borden Company in To-
LOOP FOR RADIO DIRECTION FINDER
600-t.4ILE RANt;E
COL. LINDBERGH'S
LOCKHEED "SIRIUS"
SEAPLANE
AfRO DICES T . NEW YORK
ronto gave rise to some surprise on their part, that
the company had never been involved in a promotion
of this nature. In fact, even the address on the poster
was strange. At first, no one could recall the "Yardley
House" address. Some inquiries of older members of
the staff revealed that in the 1930's, the company' s
head office had been on Spadina Road in Toronto.
Apparentl y, Yardley House had been used for extra
office space for awhile, because it was near the main
offices of the company. Yardley House had been
21
used for that purpose from 1932 to 1938, and this was
my first indication of the age ofthe posters. Mr. Dale
Tulloch, the Manager of Industry and Government
Relations for the Borden Companyvery kindlyhas ex-
tended the permission of the company to reprint the
posters in The VINTAGE AIRPLANE, but was unable to
obtain any further background information on the
series. To my knowledge, this collection of posters is
the only one know to exist , from the Borden collec-
tion.
These posters were a gift from Heather Inch of
Brampton. Her father, Glenn, was the original collec-
tor of the series, and he was able to pin-point the
date the series came out as 1936. He recalls being a
teen-ager at the time, living in the town of Alliston,
Ontario, near the Camp Borden Air Base. The local
young men ofthe town were naturallyvery interested
in airplanes, but it appears that the product you had
to buy to get the posters was pretty expensive in
comparison to the money they had available. Collect-
ing a full set was quite a chore. Some of the fellows
would go together to buyacan of the malted milk so
they could getaposter.
The poster reproduced here is the first one of the
first series . The line drawing of the side view of the
"Sirius" is full size from the back of the poster. The
description reproduced is also taken from the back of
the item.
NEXT MONTH - Poster number two of seri es number
one - Th e New 15 Pa ss enger Curti ss -Wright Condor
Transport.
DESCRIPTION OF LOCKHEED SIRIUS
Specifications: Span, 42 feet 10 inches. Length over-
all, 27 feet 6 inches. Height overall, 9 feet 2 inches.
Wing area (including ailerons) , 275 square feet.
Motor , Wright "Cyclone" 680 horsepower at 2100
rpm. Power loading 8.83 pounds per horsepower.
Wing loadings, 21.8 pounds per square foot. Weight
2,978 pounds. Gross weights, 4,600 pounds. With
pontoonsand extraequipment6,000 pounds.
Perfonnance: High speed, 175 miles per hour. Cruis-
ing speed, 145 miles per hour. Rate of climb, 1,200
feet per minute. Service ceiling, 20,000 feet. Radius,
2,000 miles. Gasoline capacity 225 gallons, plus spe-
cial 300 gallon in pontoons.
The is monocoque. The fuselage is wood
laminated and glued, covered with glued plywood.
Ailerons and tail surfaces are conventional, plywood
covered. The wings are conventional low wing. Air
foil section is Clark Y. Covering is ofplywood.
Equipment includes Hamilton-Standard propeller , Ec-
lipse electric starter. N.A.C.A. cowling. Standard in-
struments are provided. Also rate-of-climb and ice-
warning indicators.
Cockpits are tandem. Controls are dual.
Ha l Showerman of62 17 Ca nobie Avenue, Whittier, Cali -
forni a, sent i n these two shots ofa Fleet 2, NC775V which
he soloed i n 1935 . Hal reports he has other photos he's
wi lli ng to send i n. We hope he wi ll . . we hope others
wi ll also.
How to Get Free Set of Aeroplane P'1Cbns, DN,r....and 0..
1
LOCKHEED-SIRIUS 8BOEING BONIIEIl It BOEING PUaSUJT c.o.ofBordca'1 <laooDIIIe ......Mi1k lAWLIa.oM
Actual plaoc use<! by Coloocl lindbCTsb. (Bi8 Brocbnand Liule Brocbcr) .
bafta paper bald J.-.I.... die_- NINTYOta N.- AIm__
ft NEW PASSENGEIl 0JRTIS&-WRIGHT 9FAIRCHIlD "22" side. lemoYetIUabald.mepIKe..bd
CONDOll. TII.A)I;SPOIlT. ModemEconotll;' 2-oa.cr. H.... and 011 die ..is a
TheBorden Co. Limited
Yardlcy Ho.oc - - T_.o. Ont.
3
CAPT HANK HAWKS' NORTHltOP coupoo which briDssJOD-acrof tbae
10
SIKORSKY AMPHIBION
GAMMA-THE TEXACO SKY-<:HIEF. iii
NarYeloQS Picnua. PriDt you..meand
PleueICDd meAaopbDePicrIIKNo. 8 A4O-..-uscr-oneaI.t.. lars...in A-nca.

... PlTCAIJlN CABIN AlTIOGlltO adcIl'CIIclcarl.,011 adlCOUpaDandiDIliare
40< paNCDSU.
11
NEW STINSONaJ!UANT
by oambers the pictuc WUIICII. Nail
TOM SMITH
A4-puoenSUcabin plane. N...,
5
NEW BOI!lNG Tll.ANSI'OI.TModelNo.247. coupoo ro:
A Ircmcodoas puoenscr Ihip in DOC by.t.. 1ftCHANCE VOUGHT CORSAIR .
MILK
"IJitlOWIn4
12 ,..IIST AVE.W.
c:...ln 5UGo" Smd Uoi.ed Air Lion. As Iaaoched by ca.apule from beul..b.", .
THE BORDEN CO. UMITED
. ,
6
R)RO Tll.ANSPOItT . 13NEW MARTIN BOMBER - "My..cry Ship" YARDLEY HOUSf: - TOI.ONTO. <>NT e,l] OTTAWA, ,.....OMT
Famous 'n-motor .haook AdmU'al Byrd F hArm

.0Sou.b Pole. 0<' e y.
7
SAVOIA-MARCHETTI AMPHIBION
14
CURTISS "SHRIKE" ATTACK PLANE
Twin-bull . 14 Puscnscr. "Terrorof .he Ski.....

Order by Number-Always Usc Coupon

22
THE RESTORER'S CORNER
By}. R. Nielander, Jr.
Perhaps some of you noticed my absence from this
page for the past couple of months. I sincerely apol-
ogize for not being here, but my employer on my other
occupation (the one which pays me), Pan American
World Airways, saw fit to provide me with the train-
ing necessary to put me in the left seat of the world's
largest and most un-antique airliner, the Boeing 747.
I just couldn't turn down the opportunity. I spent over
two months in training (ground school, simulator and
aircraft) in order to qualify to command the "Queen
Mary of the Skies". I am again back to the normal rou-
tine (or rut, depending on how you look at it) , so it
should be business as usual from now on.
During my absence our editor, Dave Gustafson,
and our publisher , Paul Poberezny, brought to your
attention our need for more articles to be published.
I, too, want to ask you to send us the stories of your
restorations, your experiences while flying antiques
or classics, as well as stories of historical significance
about aircraft or the people who built or flew them.
With this thought in mind, I think that it might be ap-
propriate for me to repeat what I call my short cou rse
in writing for publication as it first appeared in the
February, 1976 issue of The Vintage Airplane.
" Writing for publication is easy. Just tell the story
in your own words exactly as it happened. Don't worry
about punctuation, misspelled words or grammar.
Most of the time your natural instincts in these matters
will be correct. For the few times that you may make
a mistake, your editor will assume the role of your
English teacher and make corrections.
"What is most important in writing for publication
is the mechanics, not the grammar or punctuation.
If you write for publication and do not LIse a type-
writer, it is best to use lined 8Vz" x 11 " notebook or
tablet paper and to write only on every other line. If
you do type, you should set your typewriter to type 54
characters per line and double or triple space your
lines.
" Whether you type or write longhand, there are
a few more procedures which are considered practice
when writing for publication. First, you should start
typing or writing you story in the middle of the first
page so that the top half can be used for titling, your
byline, and for editor' s notes. The title which you give
to the story and your name should be all that appears
on the upper half of this "first page". Second, you
should use one side of the paper only. Third, you
should number the top of each page and also restate
your title so that if the editor should happen to mix
your story with other papers on his desk, he will not
have any trouble identifying the individual pages and
putting you story back together. (Editors are notorious
for having large piles of papers on their desks.) Fourth,
at the bottom of each page except the last one, you
should write " more" or "continued" to let the editor
know that the page he holds is not the last one in case
they have become separated . Fifth, at the bottom of the
last page of your story you should write "end" or "-30-"
as it is done in the newspaper world to let your editor
know that he has the whole story and has not lost any
of it.
" Well, that wasn' t as hard as you thought it would
be, wat it? Just a few simple rules of mechanics and
layout , and you are a professional writer already.
"The only other points of importance concerning
stories for publication have to do with the submission
of photographs with the stories. All photographs in-
tended to be used along with the context of the article
should be glossy prints. These prints can be almost
any size, but generally editors like to get 5" x 7" or
larger photographs. However, clarity and sharpness
of detail are most important and should never be sac-
rificed just to increase size. For color a 35 millimeter
transparency is' not too small as long as it is sharp.
"Now with the completion of this short course in
magazine writing your editor will expect to be deluged
with pictures and stories of your experiences and your
restorations. Please don't let him down. "
In accordance with the Division By-Laws, as amend-
ed, the terms of two officers and four directors will
expire at the 1979'EAA Antique/Classic Division Annual
Business Meeting to be held on August 4, 1979; at Osh-
kosh , Wisconsin, during the 27th EAA International
Fly-In Convention. Those offices which will expire
are:
VICE-PRES IDENT
TREASURER
DIRECTORS (FOUR)
Nominations for these offices shall be made on
official nomination forms obtainable from the head-
quarters of the Experimental Aircraft Association, Inc.,
P.O. Box 229; Hales Corners, Wisconsin 53130. The
nominating petition shall include a recent photograph
of the cadidate and shall contain a brief resume of his
background and experience. Candidates must have
been members of the Antique/Classic Division in good
standing for the previous two consecutive years. Each
petition requires a minimum of ten (10) signatures of
EAA Antique/Classic Division members in good stand-
ing with their Division membership number and ex-
piration date.
Nominating petitions must be submitted to the
Chairman of the Nominating Committee, EAA Antique/
Classic Division, c/o EAA Headquarters no later then
March 7, 1979: Voting instructions and procedures
will be published in a later issue of The Vintage Air-
plane.
23
Dear David,
Enclosed are a few photos that I think you might find
interesting. The aircraft as you' ll no doubt recognize
is a DH87 and has recently been rebuilt by the Royal
Newcastle Aero Club. This aeroplane is basically a 978
total rebuild as the original wreckage that I hoped to
use as a basis was found on close examination to be
completely unusable.
It is a spectacular machine and it draws crowds
wherever it appears. As you know, the 87 was first
produced in England in 1936, the design was well be-
fore its time.
My particular machine runs on 80 avgas, burns 6 gal-
lons per hour at a cruising speed of 95 knots, carrying
2 passengers and about 25 pounds of luggage. Tank
capacity is 30 gallons plus an oil tank that takes 3 gal-
lons, so it has a safe range of approximately 500
miles.
We have also added to the Olde Bowral Airfield col-
lection a Sopwith Pup and it will be my pleasure to
send you some photographs of this just as soon as
we take them-probably within the next week or so.
Cheers and best wishes,
Neil Cottee
PACIFIC FILM LABORATORIES PLY LIMITED
298 Railway Parade
Carlton NSW
P. O. Box 292
Hurstville NSW 2220, Australia
Dr. Goodlad's Swift
Story andPhotos
By Jim Moniague
3360 Klondike
Lake Elmo, Minnesota 55042
Among the arrivals midweek at this year's
Oshkosh Fly-In, was a nice looking, but unobtrusive
Swift , owned by Dr. Bill Goodlad, of St. Paul, Min-
nesota. A close inspection will reveal a Continental
10-360 engine, where the old C-125 once resided, a
neat interior, Buckaroo wing tips and a polished ex-
terior. The real unusual thing about Doc's airplane,
however, is the fact that it exists at all ; for on July 8,
1971, after an engine failure at altitude, N80613 was
force landed in Minnesota's north woods.
The retrieval adventure alone could fill pages .
Doc, his partners and friends, dismantled the craft,
and with the aid of a Department of Conservation
ATV, brought the remains out to civilization . The
wreckage was trailered to New Brighton, Minnesota,
and surveyed. The entire tail group and rear half of
the fuselage was junk. The right wing and all the con-
trol surfaces were damaged . Just about every part of
the plane had at least some damage. Friends
suggested the Swift be scrapped. Doc, however, was
determined to rebuild the plane, he had formerly
owned another Swift and sold it, and always regretted
it. At this time, three partners owned the plane and
they slowly began the rebuilding. While removing the
rocker covers from the C-125, the cause of the 'engine
failure was discovered: a broken rocker arm! The en-
gine had popped and caught before quitting, then fi-
nally quit completely, probably due to carburetor ice,
brought on by the broken rocker arm. The single
most fortunate item aiding the rebuilding, was the
acquisition of another damaged Swift, N11HR, which
had made a forced landing in 1970, while returning
from the Oshkosh Convention.
It was at this point that I became involved in the
restoration of N80613. None of the owners had an A
& P ticket, and I did, so I became the advisor and in-
spector for the project. By the fall of 1974, the various
parts were brought out to the Lake Elmo Airport and
final assembly was begun. All the "little things" took
several months to accomplish and it was early 1975
before all the pieces were together and the paper-
work completed. The first flight was uneventful and
the owners began enjoying the fruits of all their
labor.
Doc eventually became the sole owner of N80613
and after a year or so, he contracted a bad case of
"big engine-itis", so he started scouting every
crashed Cessna 337 for miles around. Finally, he lo-
cated an 10-360 Continental, for a reasonable price,
and the plane was out of service again for five
months, while we installed the big engine. Another
"first flight " and Doc had his long-wished for dream
come true, a Swift that performed just as good as it
looked.
Today, Doc has an airplane that will perform with
anything being manufactured and he has a classic to
boot. Was it all worth it? The big smile on his face
when that question is asked is answer enough.
25
Letters Classifieds
December 3,1978
Mr. David Gustafson:
In response to your letter to me dated June
9, 1978. I have my Monocoupe torn down now
for complete rebuild or restoration and a't pre-
sent am reworking the wing. I am taking pic-
tures of the project as I go and should have
some to furnish you in the future. In the
meantime if you know of anyone or source
that may have one or two Warner 145 cylinder
assemblies that I can purchase for my Mono-
coupe engine please let me know.
Sincerely,
Walter J. Driggers
3849 Neptune Dr., S.E.
SI. Petersburg, Florida 33705
Dear Dave,
Your story on the Curtiss Robin was a good
job of research, except for a few items.
I know you were a very young boy when
Curtiss Robins were produced. Even some of
Jos. Juptner's thinking is not kosher. But any-
how, first off, ATC' s were issued for Curtiss
Robin's equipped with first , the Curtiss OX5,
Hisso 150, Curtiss Challenger and Wrig'ht
R540 165 hp J6-5 5 cyl.
You mention that Corrigan' s Robin had a J5
in it, not so! A Curtiss Robin never had a
Wright J5 installed, not even in Corrigan 's
ship. Of course, it may have been a misprint ; a
J5 is a 9 cyl. 220 hp.
I saw Corrigan ' s Robin when he came
through Chicago years ago, and had a chance
to speak with him. He was quite i;l clever fel-
low, a heck of a good mechanic, welder, and
pilot.
He originally was a welder for Ryan on Ml ' so
He welded up almost all of lindbergH' s NYf:>
job. That's where he got the inspiration to do
the same thing himself at that time though he
did not know how to fly.
As time went on, he did learn to fly and
some years later he bought an OX5 Robin and
chose a five cyl. Wright R540 for his ocean
flight as the Wright was the most reliable of
all the engines legal in a Robin. He could not
afford a new one so he bought a used one
and overhauled it himself ; in fact, he knew the
bug' s in the early Wrighl. If you see his en-
gine, the whole engine is an early Wright 540
except #1 cyl. breaking at the cyl. flange.
He took his Robin home and cut the fusel-
age in half. Welded up a fuel tank to give him
capacity, put it in, and welded the fuselages
back up around the tank.
He flew the Robin to SI. Louis non-stop to
check himself on his navigation. He also took
a quick course in celestial navigation.
When he got to New York and applied for a Cessna UC-781T-50 rudder - excellent condition, ready
permit from the Department of Commerce, to cover. Gilbert K. Hausler, '6546 W. Devonshire Ave .,
they told him he was nuts to try to fly the
Phoenix, Arizona 85033. 602/846-2016.
ocean in an airplanewith a 160 hp engine and
was refused. There was a fellow who tried it
with a 90 hp Monocoupe: he made fish food. Wanted : ' 3-D, 35mm slide projector or viewer. Con-
But Corrigan was not to be defeated. He tact David Gustafson , EAA Headquarters, Box 229;
hung around for a few more days til the
Hales Corners, WI 53130 (414/425,4860).
weather over the pond was favorable, bought
a load of gas, took off , and the rest is history.
He not only made it but landed at the air- WACO UPF-7 T-Shirts. Blue polylcotton with WACO
port where he intended. Some navigation with and logo. 5, M, L, X-L. $6.00. USAAC, 6 Roosevelt
a magnetic compass.
Dr., Newtown, CT 06470.
When he landed, he knew he had to have an
answer for the authorities. He told them his
compass swung 180
0
on him. 1941 Stinson 10-1 restoration project, wings ready for
You can bet your boots he knew exactly cover, 90 hp Franklin disassembled for O.H. Good
where he was going.
winter prpject. $1,800 or best offer. (216) 823-8298.
But Dave, his airplane had a 5 cyl. J6-5 in-
stalled . In fact , speaking of Dohn' s, the Key
Bros., of Miss. , held and broke the world en-
durance record with a Curtiss Robin with a
Wright J6-5. This was before Forest O' Brien
and Dale Jackson. Calendar OfEvents
So much for Robin History.
Regards, JUNE 23 - The 22nd Annual Merced West Coast Antique Fly-In. An-
Mike Kezick tiques and Homebuilts welcome. Early Bird Reception Friday, June 1.
For further information contact: Fly-In Committee, P.O. Box 2312,
Merced, CA 95340 or F. M. McRae, Fly-In Director, Telephone (209)
529'3894.
AI Wheeler, 72 Bishop Pine Lane, EI Sobrante, California,
sent in this nice shot of a Barkley-Grow NC78388, serial
number 7. Are there any left out there?
26
N2430B
Owner: Donald H. Barth, RR #3, Pekin, IIlil)ois 61554
1949 Temco Swift With 145 hp Continental engine.
It also has been fitted with an aero/matic prop. Painting
scheme is that of a British Spitfire flown by famed Doug-
las Batter in WW II.