STRAIGHTAND LEVEL

By Brad Thornas
It is hard to realize that a year has passed since our
1978 International Convention. Looking back it is evi-
dent that the 1978 Convention was a tremendous suc-
cess. Attendance increased, there were more show
aircraft to be judged, exhibits were enlarged, forum
activities increased, the afternoon air shows were fan-
tastic and the evening program were well attended.
The 1979 International Convention promises to be
even larger, offer more to the members, with new im-
provements and facilities available. You can be sure
the programming of events will be outstanding. Ollie's
Park will be the new site for our evening program pre-
viously held in the pavilion north of the tower. Access
to these events will be convenient for those camping
and to the main auto parking areas. A permanent stage
has been constructed among the trees in Ollie's Park
and the surrounding area has been paved. A family
atmosphere will definitely be prevalent and the re-
laxed nature of the setting will be a new pleasure.
Our Division Headquarters will again be centered
at our barn and our forum tent will be adjacent to the
barn. We are adding an Antique/ Classic Division Regis-
tration Booth for use to recruit membership in our
Division. Exposure to our booth at the barn should be
excellent as the flow of traffic from the camping area
will pass directly by it. We invite not only Division
members to visit us at the barn but extend the invi-
tation to all EAA members and guests. Most EAA mem-
bers are aware that antiques, classics and warbirds
are exhibited at Oshkosh, but we feel few of them
know the individual Divisions exist, nor are they aware
of the services available through membershipin one
or more of them. The entire EAA organization is one
tremendous group of dedicated sport aviation enthusi-
asts serving a purpose for the preservation and en-
joyment of sport aviation whether it be custom, an-
tique, classic, warbird, aerobatic, rotorcraft, or pow-
ered hang gliding. Many of us have a specific special
interest in sport aviation and tend to favor an indi-
vidual group such as our Antique/Classic Division. The
basic drive in that singular area of interest will some-
times warp our thoughts to the extent that we for-
get that the basis of our existance is the combined
efforts of every EAA member toward one specific cause.
That cause is the preservation and continued existance
of sport aviation. Obviously, one special interest group
cannot survive alone.
It is the opinion of your Board of Directors that
we are not reaching the many Classic aircraft owners
and restorers. If our Division could reach out and at-
tract these eligible prospects, our potential would
definitely increase and the benefits gained would en-
rich and expand the service of the Division. During
your visit to Oshkosh this year and while camping or
watching the air show or attending a forum of your
choice, introduce yourself to your neighbor. An en-
lightening conversation will probably develop and
the primary subject will eventually turn to sport avia-
tion . During your conversation the subject might move
toward a special interest group in sport aviation and
here you may learn that your new friend's interest lies
possibly with an antique or classic aircraft. Being a
member of our Division, you already know the bene-
fits available and can guide him by explaining the ad-
vantages of membership. Bring your friend by our
Divi sion barn and introduce him to the membership
present . Show him some of the back issues of our
publication , The VINTAGE AIRPLANE, and help him
feel at home. A little fellowship will go a long way
toward bringing continui ty between the prospect and
the membership.
Elsewhere in this issue we have printed the most
up-to-date information available for our fou rm sched-
ules. Daily listings will be posted outside the barn
and a complete list of the daily schedules will be avail-
able inside the barn.
Last year we initiated the Division informal pic-
nic in Ollie's Park and it was thoroughly enjoyed by
all. We have again scheduled the picnic for Tuesday,
July 31, at 6:45 P.M. Tickets will be available at the
barn and we request that you obtain yours as early
as possible.
On Wednesday, August 1, we will again present
our " History of Flight", a chronological continuous
fly-by of antique and classic aircraft present at the Con-
vention. This event will offer an opportune time to
witness and photograph the finest group of antique
and classic aircraft available for a continuous fly-by.
Awards night will again be on Friday evening, August
3, and the presentations will be made from the stage
of our new amphitheater in Ollie's Park. Following the
awards we will again have our social hour in Ollie's
Park directly behind our Division Headquarters barn.
Tickets must be purchased in advance and will be avail-
able at the barn .
Saturday morning at 10:30 A.M . we will hold our
Antique/Classic Division Annual Membership Meet-
ing in the Division forum tent. All members are urged
to attend and guests of members are welcome.
We look forward to seeing each of you at Oshkosh
this year. Fly safely and enjoy your Convention.
Editorial
Staff
Publisher
Paul H. Poberezny
(Phoro by David Gustafson)
Choi ce at Chino in the Warbirds ar ea was this Editor
eaming exampl e of a rar e N3N-3 res tored by Robert
David Gustafson,Ph.D.
an Vranken of Suisan, CA.
Associate Editors: H. Glenn Buffington, Edward D. Williams, Byron
(Fred) Fredericksen
Readers are encouraged to submit stories and photographs. Associate Editorships are assigned
to those writers who submit five or more articles which are published in THE VINTAGE AIR-
PLANE during the current year. Associates receive a bound volume of THE VINTAGE AIR-
PLANE and a free one-year membership in the Division for their efforts. POLICY-Opinions
expressed in articles are solely those of the authors. Responsibility for accuracy in reporting
rests entirely with the contributor.
Directors
PRESIDENT
Claude l.Gray,Jr. AI Kelch
9635 Sylvia Avenue 66 W. 622 N. Madison Avenue
W. BRAD THOMAS, JR.
301 DODSON MILLROAD
Northridge, CA 91324 Cedarburg, WI 53012
414/377-5886 Home
PILOT MOUNTAIN, NC27041
9191368-2875 Home Dale A. Gustafson MortonW. Lester
919/368-2291 Office 7724 Shady Hill Drive P.O. Box 3747
Indianapolis, IN 46274 Martinsville, VA 24112
VICE PRESIDENT
3171293-4430 703/632-4839'Home
JACK C. WINTHROP
703/638-8783 Office
ROUTE 1,BOX111 Richard H.Wagner
ALLEN, TX 75002 P.O. Box 181 ArthurR. Morgan
2141727-5649' Lyons, WI 53148 3744 North51st Bl vd.
414/763-2017 Home Milwaukee,WI 53216
SECRETi\RY
414/763-9588 Office 414/442-3631
M.C. "KELLY" VIETS
George S. York
7745 W. 183RD ST. John S. Copeland
161 Sloboda Ave.
Advisors
STILWELL, KS 66085
9' Joanne Drive
Mansfield. OH 44906
Robert E. Kesel
Westborough. MA01561
BusinessPhone419/755- 1011
913/681-2303 Home 455 Oakridge Drive
617/366-7245
Home Phone419/529- 4376
913/782-6720 Office Rochester. NY14617
Ronald Fritz John R. Turgyan
7161342-3170 Home
1989'Wilson. NW 1530 Kuser Road
TREASURER 7161325-2000. Ext.
Grand Rapids. MI 49504 Trenton. NJ 06619'
E. E. "BUCK" HILBERT 23250/23320 Office
61614537525 609/565-2747
P.O. BOX 145
Stan Gomoll Gene Morris Robert A. White
UNION, IL 60180 1042 90th lane. NE 27 Chandelle Drive P.O. Box 704
815/923-4205
Minneapolis.MN55434 Hampshi re. Il60140 Zellwood. Fl32796
6121764-1172 3121683-3199' 305/866-3180
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, Wisconsi n 53130. and additional mailing offices, Membership
rates for EAA Antique/Classic Division. Inc. are $14,00 per 12 month period of which $10.00 is for the
publication ofTHE VINTAGE AIRPLANE. Membershipis open to all who are interested in aviation.
TIl-=
OFFICIAL MAGAZINE
EAA ANTIQUE/CLASSIC
DIVISION INC.
ofTHE EXPERIMENTAL AIRCRAFT ASSOCIATION
P.O. Box 229, Hales Corners, WI 53130
Copyright
C
1979EAAAntique/Classic Division. Inc..All Rights Reserved
JULY 1979 VOLUME 7 NUMBER 7
(On The Cover , ,.Aerial photograph of An(ique/C/assic area a( Os hkosh 1978, Photo by David Gustafson, )
(On The 8ack Cover . . . Beech Staggerwing (axies across (he runway a ( Oshkosh 1978. Photo by David
Gus(afson.)
TABLE OF CONTENTS
Straight and Level by Brad Thomas ..............._......__ ........... 2
A Curtiss Album by George Hardie, Jr. ................................. 4
To Oshkosh and Back In An Ercoupe byTom Nolan ............._...... 8
The Brazil (Indiana) Lion of1932 by Malcolm MCHargue.................10
CalendarofEvents._..........._..................................... 14
EAA Antique/Classic Division Convention Schedule .....................14
Borden's Aeroplane Posters F.rom The 1930's by Lionel Sali sbury ......... 16
DiscoveringA Ryan byJohn F. Hanson ................................ 18
For The Love ofLuscombe byGeorge S. Bickel._.......................21
Completed Antique/ Classic Aircraft ........._.___ .. . ... ........ ..._... 25
Antique/ Classic Aircraft UnderRestoration .................._...._..... 25
Letters To The Editor ..........................._ .....................26
EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIP
o NON-EAA MEMBER - $22.00. Includes one 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 separate membership cards.
SPORT AVIATION magazine notincluded.
oEAA MEMBER - $14.00. Includes one year membership in the EAA.Antique/Classic
Division, 12 monthly issues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD.
(Applicant must becurrent EAA memberand must give EAA membership number. )
.,.....,... ..'
-- I ,... .;...
:""-\..-,... -
Page 4 Page 8 Page 10
3
A Album
By George Hardie, Jr .
After the successful flights of the Silver Dart, the
Aerial Experiment Association had fulfilled its purpose
and was dissolved on' March 31 , 1909. Meanwhile Glenn
Curtiss had contracted with the Aeronautical Society
of New York to build an airplane and train two mem-
' bers as pilots. This was the first commercial sale of an
airplane in the United States.
Curtiss Airplane No.1, named the Golden Flyer by
the Society due to the color of its fabric, was of dif-
ferent design than the A. E. A. machines. Incorporat-
ing new ideas from Curtiss, its wing span was shorter,
with straight panels and ailerons mounted between
the wings hinged from the front struts . A four-cylinder
20 hp engine powered the craft.
On June 16, 1909 Curti ss made his first flights at
Morris Park in the Bronx to demonstrate this machine.
later moving to Mineola on long Island where the fly-
ing field 'was in better condition , Curtiss flew the
Golden Flyer over a measured course to set a distance
record of 24.1 miles to win the Scientific American
EAA Histori an
Trophy. He then trained Charles F. Willars as the So-
ciety's pilot, who took the Golden Flyer on tour .
Meanwhile Curtiss decided to enter the speed con-
test for the Gordon Bennett Trophy to be held at
Rheims, France in August , 1909. For this contest he
built another airplane similar to the Golden Flyer to
be powered by an eight-cylinder engine of 50 hp. The
race became a battle between Curtiss and louis Bleriot ,
France' s leading aviator . Curtiss won the Trophy with
a speed of 47.09 mph.
Now that his fame had spread worldwide, Curtiss
was in great demand for exhibition flights. In partner-
ship with Augustus Herring, the Herring-Curtiss Co.
had been formed to build airplanes. However, a patent
suit by the Wright Brothers slowed its development and
strained relations between the partners. More de-
tail s on this controversial affair can be found in the
definitive biography, " Glenn Curtiss : Pioneer of Flight "
by C. R. Roseberry.
Louis Pavlhan (left) famous French aviator, and Glenn
Curti ss at the Los Angel es meet, January, 19 10.
The Golden Fl yer at Hammondsport, N. Y. in June, 1909. The Rheims racer at Hammondsport, N. Y. in Jul y, 1909.
4
Glenn Curtiss at the aviation meet at Rheims, France where he won the Gordon Ben-
nett Trophy for greatest speed.
.. .,',' B'.. .
eiiiiil:i!! I-=:::,.... ,. , t. ,.".; "r/ili '10" Y '. <. _.
"" .4 ........ .. .......... ....
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Curtiss had contracted to make a flight during the Hudson-Fulton celebration in Sep-
tember, 1909, but had to default because of bad weather and a contract at St. Louis.
Charles K. Hamilton, Curtiss exhibition aviator, who on June 13, 1910 made a round- Curtiss tried many different ideas to circumvent the Wright patent. These novel ailerons
trip flight between New York City and Philadelphia. were not successful.
1910 was a busy year for Glenn Curtiss. His fame as winner of the Gordon
Bennett Race drew countless offers to appear in exhibition flights. At the great
International Aviation Meet held in Los Angeles in january, 1910 he and his two
fledglings, Charles F. Willard and Charles K. Hamilton, all flying Curtiss air-
planes, took many prizes. On May 27, 1910 Curtiss set a distance record by
flying from Albany, New York to New York City, cinching the Scientific American
Trophy and winning the $10,000 New York World prize. Besides participating in
many other aviation meets during that year and coping with the details of his
expanding manufacturing business, Curtiss found time to train new fliers for
his team, notably j. C. "Bud" Mars and Eugene B. Ely. Ely made headlines on
November 14 when he flew to shore from a Navy cruiser anchored off-shore at
Norfolk, Virginia.
Curtiss had been studying the problem of flying from the water since his
unsuccessful efforts with the Loon in 1908. A later attempt with his airplane
mounted on a skiff on Lake Keuka also was unsuccessful. While attending an
aviation meet in San Francisco in january, 1911 Curtiss arranged to lease a part
of North Island at San Diego and set up his winter camp there to continue his
experiments. He had offered to train an officer from the U. S. Army and the Navy
free of charge if they were detailed to his camp. Thus T. G. Ellyson became the
first Naval aviator. This was the beginning of the Curtiss winter training school
which was eventually taken over by the Army and Navy, and today is the great
Navy North Island Air Station.
The Curtiss airplane is mounted on a skiff for trial off the water of Lake Keuka at Ham-
mondsport, New York.
Curti ss t;Jxis out lor take-off. The skiff did not provide enough floatation.
6
The first float arrangement for the Curtiss hydroplane was this cumbersome combina-
tion. The first successful flight was made on January 26, 797 7.
In a demonstrati on for the Navy Curtiss flew this tractor hydro to a battleship where
he was hoisted aboard. He abandoned the tractor arrangement in favor of the pusher
type.
The single float pusher arrangement proved to be the most sati sfactory and was the
forerunner of later successful designs.
Wheels were added to make the first amphibian. At first trials the wheels were not
retracted. Later refinements added a retra ction mechanism. Glenn Curtiss is a t left.
7






AND BACK
IN AN


(Photo Provided by the Author)
From the left, Fred Sampson and Tom Nolan with Fred's Ercoupe at Oshkosh.
8
By Tom Nolan
445 Elmdale Avenue
Utica, NY 13502
About mid-winter, Fred Sampson and I started a
gentle campaign with our respective families to drive
his 1946 Ercoupe from Frankfort-Highland Airport,
Utica, New York to the EAA Fly-In at Oshkosh, Wis-
consin. The early warning approach seemed to work
so, after a couple evenings of flight planning and glue-
ing maps together, Fred and I departed Highland about
3 p.m., Friday, July 29. A weather front had just passed
through Utica leaving clear visibility, but also, some
low hanging clouds. Our first stop was Flight Service
at Oneida County Airport. Despite a low ceiling report
at Rochester, we departed knowing we'd be flying
into improved weather.
As we moved west along the northern tips of the
Fingerlakes in Western New York, the visibility was
just fine al)d no low ceilings in the Rochester area. In
order to over-fly Canada to Port Huron, Michigan, we
set down at Buffalo Airpark for fuel and continued on.
The evening flight on to Port Huron was beautiful in
smooth air and unlimited visibility.
Fred, who is continually popping his Instamatic,
took us out over Lake Huron to photograph lakers
moored outside the Port Huron harbor. We landed at
St. Claire Airport about 7 p.m.
We fueled the Polish P-58 and started looking for
a free ride to a cheap room. It didn't take long. We got
a ride with a guy who said he's just scared himself on
a touch-and-go and took with full flaps on a Cessna.
We ordered a cab for 6:00 a.m., but due to rain
and low clouds the next morning, we sent him away
and stayed in the rack for a few more hours. Later, we
walked up the road to a gas station to confirm our
course to the airport, whereupon a mechanic said he
was going that way and dropped us off at the mile-
long driveway.
We checked weather and learned the front that
had been west of Wisconsin was now loitering over
most of Michigan. We took off into low ceilings and
possible rain, following highways and railroads. In-
stead of going a direct VOR route, we moved from air-
port to airport, always ready to turn back if needed.
Our first "rest" stop was Browne Airport at Sagi-
naw. The weather wasn't that bad, but worrying a lit-
tle plane through poor visibility in unfamiliar terri-
tory can be fatiguing.
While at Browne, I briefed a young pilot going to
Oshkosh who had no knowledge of the approach pro-
cedures there.
Leaving Saginaw was more of the same until Claire,
Michigan, we were forced to land by rain and limited
visibility. After an hour or so wait, things looked bet-
ter and we pressed onto Ludington on the Eastern
shore of Lake Michigan.
At Ludington, things looked lousy, and were re-
signed to wait and see if the next eastbound high
would allow us to cross the Lake before sundown.
As we waited, other planes bound for Oshkosh
arrived and we made plans to cross the Lake in a flight
of four. A fifth arrived who had gone out over the Lake
and said unlimited ceiling and visibility would soon
be along.
We left Ludington along with a Cherokee 140 which
I propped due to a defective alternator, a 150, and
anbther Ercoupe from Oswego, New York. We had
agreed to stay together, but the 150 and the Chero-
kee left us in their dust. Soon after lift off, the Mani-
towoc VOR came in strong and, with the Oswego Er-
coupe in trail, we crossed the Lake in ever-improving
weather. By mid-Lake, it was clear blue with the far
shore in sight. We flew over the VOR and took up a
heading for Fond du Lac. No point in going to Oshkosh
because, by now, the field would be closed for the
air show.
The southern tip of Lake Winnebago pointed our
way to the Fond du Lac Airport where we landed in a
continuous flow of traffic doing the same thing we
were.
We waited 'til about 7:00 when there was no wait-
ing line for take-off and headed west for the Ripon
approach check point.
At Ripon, I called the approach frequency with no
answer, and we continued on in an orderly line of traf-
fic to Fisk. About over Fisk, a voice came on asking
an Ercoupe to rock its wings. We did so and received
instructions for our approach and landing at Oshkosh.
We were asked to rock our wings again, confirming
receipt of the instructions, and on we went to the blue
water tower. We turned downwind over the four lane
for Runway 36 and followed our traffic in with some
extra power to maintain spacing, landed and rode into
the grass - there was a twin behind us.
While Fred got out the ropes, I went for a per-
suader to pound i n the stakes. Two weekend pilots
had worried another little plane into Oshkosh for the
biggest aviation event in the world. Our fatigue disap-
peared and we proceeded to take in the works til well
after sundown.
After four days at Oshkosh, becoming well sun-
burned, it was time to head home. With a 5 a.m. ris-
ing, we hitch-hiked to the airport from the University
dorms via one early rising farmer and an FAA controller.
With little traffic; we took off on the runway next to
our parking place and, with a right turn, put the nose
up for altitude and Manitowoc. At Manitowoc, we took
up an out-bound heading on the VOR for Ludington
across the Lake. About mid-Lake, the generator oil
seal decided to drop some oil on the muffler. Not know-
ing just what the smell was, we looked for lake boats,
but maintained our heading. At Ludington, we learned
about the oil leak, but I think Fred would agree that
the smell of something burning over Lake Michigan
In an Ercoupe - we can do without.
The friendly airport manager loaned us a car to go
for breakfast, after which we headed confidently east.
The weather was perfect. Flight Service, the night be-
fore, had said the northeast would be no problem. The
front was by now, to be off the east coast. We went this
time across Michigan in a straight line. At Port Huron
we got our surprise. Flight Service said the front was
stalled and Buffalo was IFR, along with most of New
York State.
We filed a flight plan for London, Ontario and flew
on in clear skies. The Canadian weather advisors at
London said NO on getting to Buffalo, but we filed
anyway with the intent of going as far as we could and
then cancel the fl ight plan.
We got as far as Weiland, only because the airport
is next to the railroad tracks. With clouds nearly on the
ground, we commenced a 3 hour wait for Buffalo In-
ternational to go VFR. At Weiland Airport, we met a
true pilot's friend - Mike Daniels, the owner. We came
in tired and glad to be on the ground. We told him
we'd like to make Buffalo where we had friends that
might put us up for the night. Without our asking, he
dialed St. Catherines so we could cancel our Buffalo
flight plan and then, as weather improved, sent his
pilot up and over toward Buffalo, 40 miles away, for
a PI REP. When his pilot called back with 2000 and 6,
he asked him to radio Buffalo approach control on
VFR possibilities. He radioed back they just went VFR.
We waited another half hour, hoping for a little
better conditions for us weekend pilots, and took off
in haze and 2000 foot ceiling.
With what altitude we could justify over Weiland,
I called St. Catherines tower to open our flight plan
and, as Fred had by now picked up our rail tracks east,
it was time to upset the radarman. We called approach
control 2 miles east of Weiland, some 35 miles from
Buffalo. After two turns for identification (no trans-
ponder), we were in radar contact for vectors to Buf-
falo International. As the city came into view and Fred
held our ,!ssigned heading perfectly, I got nervous, not
having talked to the ground for awhile. I squeezed the
mike button and said we were unfamiliar with the area,
and would appreciate headings right on into the air-
port . The radarman was a perfect gentleman and put
us on right base for runway 23 before saying goodbye.
The tower cleared our little bug to land on a huge
piece of concrete and turned us off in the direction
of Customs. We parked between a Lear Jet and a Con-
vair Prop Jet.
As soon as Customs did their thing, we excused
ourselves 5 miles south to Buffalo Airpark. This time,
the navigator screwed up. With Buffalo Airpark 5 miles
away, who needs a heading, but in three miles visi-
bility, you sure do. Fred picked up the slack and took a
heading off the runway, and we got there by the time
I got the map out.
Fred called friends who took us to a motel and body
fuel (food). Buffalo Flight Service said we couldn't
leave VFR before noon, so we sacked in for late rising
the next morning.
Low and behold, the stalled front moved in the
night, and morning broke clear and blue, but Fred had
agreed to treat his friends to a ride.
After a leisurely breakfast and the rides, we flew
straight to Highland with a nice tail wind.
CONCLUSION: Taking a light plane VFR any dis-
tance can be work, and it can be frustrating, but it' s
also a challenge and fun. If you do it, know your
weather, know where you're at, and know where the
airport is - ahead and behind.
Control
WH! Bliltis
rail WH<l
Automatic Pibl
Ekdn.: Starter

OF
1932
the (INDIANA) LiOn
Nest led in the rolling hills of Western Indiana is the
small city of Brazil. Back in the early 1930's, Brazil was
By Malcolm McHargue
somewhat of a railroad center. Not only was the city
Route One
located in the mining region, but it also had several
Carbon, IN 47837
canneries. Its industries produced paint , varnish, floor
wax, clay products, cigars, br icks, and tile.
Those of us who remember the year 1932, can at-
test to the uncertainty and anxiety of the times, The
This photo of Lion aircraft #12074 is from Smithsonian
Instituti on negative # 78-935 1.
depression had shaken many in high places and had
reduced great numbers of comfortable people to a very
meager living. Hunger was no stranger.
When an inventor and would-be businessman came
to Brazil early that year, it is not surprising that he
found an eager and hopeful audience. He told the
townspeople that the age of the airplane was upon us.
Soon small planes would be nearly as common as auto-
10
mobiles. Ifthecityof Braz:il gotin thefield early, with
a superior product, it would surely become a center
inthe newindustry. Hehad justthatsuperiorproduct
and was considering Brazil as his base of operations.
The January 9, 1932 issue of the Brazil Times con-
tained an importantarticle on the subject. It repQrted
thatthe Industrial CommitteeoftheChamberofCom-
merce was negotiating with the inventor and builder
of the plane. One of the planes had been erected at
the Car-Na-Var-Plant and had been taken to Dresser
Field at nearbyTerre Haute fortrials.
On January 11, the local newspaper reported that
the demonstration of the new plane was an unquali-
fied success.The publicwould be offered a chance to
buy shares in the new plane manufacturing plant at
$100 per share. Interested parties were invited to see-
atest ofthe planeatthe Campbell farm which is one-
half mile north of National Road on the Knightsville
Road on Sunday morning. These plans were cancelled
due to the fact thatthefield was too muddy. The new
plane was equipped with a number of new features,
some of which were used only on high priced trans-
port planes. These included shock absorbers, and an
automatic stabilizer. The plane would sell for about
$1, 500. Itwas placed on displayattheStitzleand Hyde
automobile sales.
Aboutthreedayslater,moreexcitementdeveloped.
The city might have an airplane engine plant come to
town to work in conjunction with the aircraft plant.
The Szekely engine reportedly gave frequent trouble.
An inventor in Kansas City had spent years develop-
ing a new reliable three cylinder engine which had
won both the altitude and speed records for this type
ofengine. This engine was notyet in production. The
inventor ofthe engine, Mr. Poyer, agreed to consider
building his engine in Brazil.
Before the month was out, the inventors of both
the plane and the engine had faced public question-
ing; the head of Continental Car-Na-Var had offered
to letthe newventure use oneoftheirbuildings, rent
free, in orderto set upshop and to begin operations;
and a committee had been set up to finance the proj-
ect. The public was asked to buy 60 shares at $100.
This would givethem halfinterestinthe newLion Air-
craft Corporation. In order to attract attention, the
inventor had attached a siren to the plane and had
flown itoverthe city.
On the 11th of March, came the announcement
thatthefirstplanefromtheLionshopwasaboutready.
Itwas an improvedversion ofthe Chicago builtplane.
Featuresincludedaweldedsteeltubefuselage,awider
pilot seat, wheel brakes, a tail wheel, control cables
and linkage under the floor away from the pilot and
\
From Smithsonian Institution # 78-9352.
Photographs furnished by
Indiana. Taken in 1936of
11
passenger area, and the center section of the wing
built into the framewo.rk . The plane was being pre-
pared for the Detroit National Air Show. It was dolled
up with an apple green fuselage, ivory wings, and a
black and nickle landing gear.
The Brazil Times printed several thousand colored
circulars. On April 2, interested parties took the Lion
to the Detroit Aircraft Show. With hopes running high
at Detroit, a rather ominous note was struck at home.
On April 5, two strangers from Chicago were caught
borrowing tools from the Lion shop. They turned out
to be former employees of the inventor and claimed
that he had given them permission to borrow the tools.
The Lion had an advantageous location near the
front door and received a fine reception at the Detroit
Aircraft Show. Prospective agents from all over the
United States and from foreign countries stopped by
to take data and to take first steps to represent the
Lion Company. Established aircraft company engineers
thought well enough of the plane to take extensive
measurements, data, notes, drawings, and photo-
graphs. Representatives said that twenty orders could
have been taken. The Type Certificate had to be re-
ceived before they could begin to fill orders, however.
When the plane returned home, it was displayed at
the high school gym for a time, then it was moved to
Rose Polytechnic Institute for the same purpose.
While at the show, the trim monoplane attracted
the attention of B. P. Vlast. He volunteered to test the
plane free of charge. Mr. Vlast had been a test pilot
for Fairchild Aircraft, a transport pilot, and was an ex-
army pilot. Tests began in late April . They were to
continue until the plane had met government require-
ments and received its Type Certificate. A new 5 cylin-
der Velie engine was tried on the Lion and found to
improve the performance considerably. Some ground
was leased near the plant and plans were made to con-
struct runways on what was to be called Parkins Field .
Future plans called for paving of the strips, erecting
hangars, and for lights to be installed.
It is uncertain just what took place during the next
few weeks, however, the inventor of the plane, an auto-
mobile, and a trailer with an airplane on it, seems to
have disappeared. The July 30, 1932 issue of the Brazil
Times reported that he had " hid it (the plane) in an
abandoned hou!? e for two weeks. Later he took the
plane to a garage in Bedford and proceeded to set it
up and tried to interest Bedford businessmen in financ-
ing the manufacture of the plane. " He was charged
with automobile banditry and petty larceny_ Later, a
jury aquitted him of the charges. The local newspaper
quoted officers of the Brazil Aircraft Corporation as
12
alcolm McHargue as a young pilot in Curtiss JN4 -
1920's. (Ad is for Flint automobile.)
Lion Safety Plane #12074 taken in 1936 by Floyd Hen-
derson. Three cylinder Szekely engine. " The Gray Ghost".
saying that this problem would have no effect on the
futureofthe local plant. Apparently, itdid.
Manypilots from Terre Hauteas well as local pilots
thatflewtheLionfeltthatthepotentialreallywas there.
This was an advanced design and could well have put
Brazil into a profitable aircraft business. In a 1968 is-
sue of Antique Airplane Association News, Robert
McDaniels, an airplane pilot from Naperville, Illinois,
recalled having flown the plane. At this time, 1936, it
was owned byan autodealerin Muncie, Indiana. Mc-
Daniels says that itwas agoodflyingairplane butwith
a high sink rate. Floyd Henderson of LaPorte, Indiana
who is still flying, flew the Chicago builtLion X12074.
Hehas kindwordsfortheairplanebutwas notthrilled
with the performa'nce of the engine. The 3 cylinder
Szekely treated him to his first forced landing. He re-
callsthattheplanewas referredtoas "theGrayGhost".
Itwas painted whiteand with littleadvance notice the
engine would give up the ghost. Sadly enough, the
Lionaircraftproject, that held such great promise, be-
camea great disappointment.
NOTES:
1. The Brazil built Lion #12810 was sold by Bob
Shank, President of Hoosier Airport, Inc., who acted
as agent for the Brazil Company. The newowner was
Ray Hernly of Parker, Indiana. In 1935, the plane was
sold to Lee Chamness, an auto dealer in Muncie, In-
diana. The following year , it was resold to the Mid-
west Aviation Corporation of Seymour, Indiana. They
used the aircraft to test their propellers. It was not
licensed after June 1, 1937. The original engine was
an Aeromarine. Within a month, a Velie M5 was in-
stalled. By Juneof1932,a65 horsepowerLambertpow-
ered the Lion. The propellerwas a Fahlin. By Septem-
ber, the 65 horsepower Velie was back in service and
apparently remained.
2. To clarify seccession of engines installed, the
Szekely was used in the Chicago prototype of the
Lion. Next the Aeromarine was used, then the Velie
MS. The Velie M5 was made by Velie Motors Corp.,
Moline, Illinois, a subSidiary of the automotive com-
panywhich built Velie cars. Following this the Lam-
bert Aircraft Corp., Robertson, Missouri picked up
the manufacturing rights and parts supplies for the
Velie M5 and established a subsidiary, the Lambert
Engine and Machine Co., Moline, Illinois.
3. Thisfootnoteis tostatethatthetwopeoplemen-
tioned in this article, namelyMr. Poyer and Mr. Vlast,
were not implicated in any of the litigation relative to
any supposed or implied wrong-dOing and it should
be noted also that the inventor and the defendent ,
wasalsoacquitted byapanelofjurors. Ihaverefrained
from using any of the names of the principals in this
case in order not to embarrass any who might still
be living or any of their living relatives. Personally it
wouldhavepleasedmeverymuchifthisventurecould
have prospered and been fruitful , because I believe
the time, place, and potential, was such that it could
have been successful, ifobstacles and differences had
been resolved .
Dimensions:
Length .... .. . .. .. . ... . .......... . .. . . . ... 19 ft.
Span .. . . .... . .... ..... . .... .. ..... .... ... 31 ft.
Height ... .. ... ... . ...... . . . . ... . ... ...... 7ft.
Performance:
Take-off .. . ... . .... ... . .... .. ..... .... .... 65 ft .
Climb . ........ . .... ..... . . .... ... . . 850 ft . min .
Cruising Speed ......................... 85 mph
Top Speed ............................ 105 mph
Cruising Radius ....................... 275 miles
Landing Speed.. .... .. . .. . . . . . . . . . ...... 32 mph
Gas Consumption .. .. ...... .. ..... .. . 3gals.lhr.
Engine H.P.. ................................ 55
Cost . . .... . .. ... . . . . ... .... ... . .. ... .... . $1795.00
(Photo by Bill Thumma)
Malcolm McHargue with propeller from Standard ]1 .
13
CALENDAROFEVENTS
JULY H - ALEXANDRIA, MINNESOTA - First Annual Bellanca Fly-In
for U.S. and Canadian Bellanca owners at Olandler Field. Breakfast
Saturday, July 7 from 7 a.m. and air show later in the day. For further
information, contact John Hall, Vice President - Marketing, Bellanca
Aircraft Corporation, P. O. Box 69, Alexandria, Minnesota 56308 - 6121
762-1501 .
JULY. - EASTON, PENNSYLVANIA - Third Annual Aeronca Fly-In at
the Easton Airport. Any and all Aeroncas invited. 10 a.m. to 2:30 p.m.
Rain date July 15. Contact Jim Polles, 2151759-3713 nights and weekends.
JULY 14-15 - ROMEOVILLE, ILLINOIS - Nineteenth Annual Midwest
Fly-In "and Air Show at Lewis University Airport. Show's theme and
feature will be WIN I ai rcraft. Airport will be renamed to add to the
illusion of the era. Sponsored by Olapters 15 and 86. For further in-
formation, contact J. P. Fish, P. O. Box 411, Lemont, Illinois 60439.
JULY 21-29 - q EER PARK, WASHINGTON - Parade, contests, displays,
trophies, camping. Saturday and Sunday there will be a P!lncake break-
fast. Friday night party. Saturday night awards banquet with enter-
tainment. For further information, contact Otto Hartman, 5091276-
5114. ...
JULY 28 - AUGUST 4 - OSHKOSH, WISCONSIN - Twenty-seventh An
nual EAA Fly-In. Plan now - it's the greatest show on earth.
AUGUST 19 - WEEDSPORT, NEW YORK - AntiqueJClassidHomebuilt
Fly-In. Sponsored by EAA Chapter 486, Whitfords Air Show -
field closeQ 1:00 p.m. until 5:00 p.m. Intermission for early departures.
Pancake breakfast. For further information, contact Herb Livingston,
1257 Gallager Road, Baldwinsville, New York 13027.
SEPTEMBER 5-9 - GALESBURG, ILLINOIS - Nineth Annual Stearman
Fly-In. Anyone with any i nterest in Stearmans is cordially invited. For
further information, contact Stearman Restorers A'; sociation, Inc.,
823 Kingston Lane, Crystal Lake, Illinois 60014.
SEPTEMBER 14-16 - KERRVILLE, TEXAS - Fifteenth Annual Southwest
Regional Fly-In. Friday night hangar party, Saturday ai rcraft j udging
. and air show from 3 to 6 p.m. ; Saturday night banquet and entertain-
ment. Plenty of homebuilts, antiques and warbirds. Sponsored by the
Texas Chapters of EAA. For further information, contact Dave Beckett,
President, 5103 Village Row, San Antonio, Texas 78218, 5121653-4710.
SEPTEMBER 27-38 - TULLAHOMA, TENNESSEE - First Annual Fly-In.
Plan now - for the greatest show on earth.
OCTOBER 1214 - CAMDEN, SOUTH CAROLINA - The Fall Fly-In spon-
sored by EAA Antique Classic Chapter #3, will welcome all antiques,
classics, warbirds, and homebuilts. Awards to be presented in many
categories. For further information, contact Geneva McKiernan, 5301
Finsbury Place, Charlotte, North Carolina 28211 .
,EM ANTIQUE/CLASSIC DIVISION CONVENTION SCHEDULE
ANTIQUE/CLASSIC FORUMSTENT #3
OSHKOSH, WISCONSIN
SATURDAY - JULY 28,1979
9:00 A.M . - 10:15 A.M. Antique Chapters: Their Importance and Acti viti es - Ronald Fritz, A/C
Divi sion Advi sor
10: 30 A.M. - 11 : 45 A.M. Fail -Safe Instrumentation - J. R. Ni elander, Past Presi dent NC Divi si on
12: 00 Noon - 1: 15 P.M. DH Moth - Dr. Gary Lu st - Chairman , John Bright - Newsl etter Editor ,
DH Moth Club
1 :30 P.M. - 2: 45 P.M. Aeronca " K" and Older M odel s and En gines - Edward Schubert - Chair-
man , Aeronca Club
3: 00 P.M. - 4:1 5 P.M . (Open) No Desire
SUNDAY - JULY 29,1979
9: 00 A.M. - 10:15 A.M. Cess na 120/140 - Frank Hancock - SecretarylTreasurer, Tom Norton -
Presi dent , Cessna 12011 40 As sociation
10:30 A.M . - 11 :45 A.M . Cess na 170 - George M. Mock - Past President , International Cessna 170
Association
12: 00 Noon - 1:15 P.M . (Open)
1 :30 P.M. - 2: 45 P.M. Piper Cub: Bu i lding and Restorat ion - Clyde Smith , Jr., Piper Co rp . Tech-
nical Instru ctor
3: 00 P.M . - 4:1 5 P.M. (Open)
MONDAY - JULY 30,1979
9: 00 A.M. - 10: 15 A.M . M eyers Aircraft - Ri chard K. Mart in, Owner/ Rest orer of OTW
10:30 A.M. - 11 :45 A.M. Howard Airplanes - Richard K. Mart in, DGA-15 Owner/ Restorer
12: 00Noon- 1: 15 P.M . Carburetor Overhaul and Repair of Small Bendi x Models - Bill Haselton,
Ant i que Restorer
1 : 30 P.M . - 2: 45 P.M. Waco Ai rcraft - Ray Brandl y - President, Nati onal Waco Club
3: 00 P.M . - 4:15 P.M . (Open)
TUESDAY - JULY 31,1979
9:00 A. M . - 10: 15 A. M . Bucker BU-1 31 Jungmann - Jose V. M arti n, Jungmann Speciali st
10:30 A.M . - 11 : 45 A.M . Aeronca: Keepi ng Champs and Chi efs Fl ying - C. L. " Buzz" Wag ner ,
Di versif ied Rebu i lder and STC Developer
12:00 Noon - 1:15 P.M . Cess na 170 - Ted Dobri ck, W isconsin Representat ive, Intern at ional 170
Associ at ion
1:30 P.M. - 2:45 P.M . Fairchi ld - Do nald L. Coleman, M .D., Secretary and News Editor , Fairchild
Club
3: 00 P.M . - 4: 15 P.M . (Open)
6: 45 P.M. - 8: 00 P.M. Pi cni c Dinner, O lli e's Park. (Ti cket s M UST be purchased in adva nce at
Antique/Classic barn. )
14
9:00- 10:15A.M.
10:30A.M. - 11:45A.M.
12:00Noon- 1:15 P.M.
1:30P.M. - 2:45 P.M.
3:00 P.M. - 4:15 P.M.
4:00 P.M. - 6:30 P.M.
9:00A.M. - 10:15A.M.
10:30A.M.- 11:45 A.M.
12:00Noon - 1:15 P.M.
1:30P.M. - 2:45 P.M.
3:00 P.M. - 4:15 P.M.
9:00A.M. - 10:15A.M.
10:30A.M. - 11:45A.M.
12:00Noon- 1:15P.M.
1:30P.M. - 2:45 P.M.
3:00 P.M. - 4:15 P.M.
8:00 P.M.
10:00 P.M.
9:00A.M. - 10:15A.M.
10: 30 A.M. - 11:45A.M.
12:00Noon- 1:15P.M.
10:30A.M.
WEDNESDAY - AUGUST 1,1979
Vagabonds PA-15 and 17 - Cecil Ogles - Editor, "Vagabond News"
Vintage Cessnas - GarWilliams, AirmasterAuthority
Prewar Aeronca Chiefs - George York, Classic Aircraft Judge Chairman
and Restorer
Beech Staggerwing - Jim Gorman - President, George York - Secretary/
Treasurer, Staggerwing Club
(Open)
"Historyof Flight"air show
THURSDAY - AUGUST 2,1979
Ercoupe - M. C. "Kelly" Viets, Chairman, International Ercoupe Associa-
tion - Fred Weick, Renowned Designer
Little Round Engines and Porterfields - Ken Williams, Editor, Little Round
Engine Flyer - Charles Lebreckt, Porterfield Club
Rearwings and Commonwealth Skyrangers - George T. Williams - Chair-
man, Rearwin Club
Cessna 195 - Cliff Crabs and Bill Terrell, Eastern Cessna 195 Association
Cessna 195 (Continued)
FRIDAY - AUGUST 3, 1979
InterstateAirplanes Maintenanceand Restoration - TimothyTalen, West-
ern Coordinator, Interstate Club
Restoring The Post-War Aeronca - Charles Lasher - President, Aeronca
Owners Club
Swifts - Charles Nelson - President, International SwiftAssociation
Ryans - Dorr Carpenter (may have.differentspeaker here)
30 cu. in. Bourke Engine Performance Testing (May Be Actual Running
Engine) - David Kirk, Bourke Experimenter
Antique/ClassicAwards,Amphitheater, Ollie' sPark. *Timemayvary. Check
bulletin board at barn.
Social Hour. Ollie's Park. (Tickets MUSTbe purchased in ac;lvance at Divi-
sion barn.)
SATURDAY - AUGUST 4,1979
Antique/Classic Aircraft Juding; The New Standard Procedure - Claude
Gray, ChiefAntique/Classic Division Judge
Antique/Classic Division Business Meeting - Brad Thomas - President,
Presiding
Newsletter Editing; For Type Clubs. A Discussion On Why, How and Its
Rewards - Cecil Ogles - Editor, "Vagabond News"
Antique/Classic Division Annual Membership Meeting. Division Forum
Tent.
ANDTHAT'S ALL FOR 1979 AT OSHKOSH
SEE YOU INTULLAHOMA IN SEPTEMBER
(Photo by Dick Stouffer)
Dean CritesofWaukesha, Wisconsin flies by in his Waco
.ASO, a familiar sight at Waukesha Airport on Sundays.
(Photo by Ted Koston)
CarlSwanson' s 7913 Spad VII repli ca.
15
BORDEN'S AEROPLANE POSTERS
FROM THE 1930'S
-

~
I i." r - -. H
__ _ JeW! --.
Articl e Number 6, Poster Number 6, Seri es Number 1 Does anybody recognize thi s airport ?
Ford Tri -Motor Sorry, I don' t know the answer to that one. If any-
By Lionel Salisbury one does, I would like to hear from you .
7 Harper Road As the notes on the back of the poster indicate,
Brampton, Ontari o however, this parti cular aircraft was well known . This
Canada L6W 2W3 is poster number six in the series. They are reprinted
courtesy of the Borden Company. NEXT MONTH - The Savoia Marchetti Amphi bian
16
FOlD TRI.MOTOItED TRANSPOIT
II
HI
AERO DIGEST
DESCRIPTION OFTHE FORDTRIMOTOREDTRANSPORT
The Ford transport is probably thE' best known of Wing area (including ailerons), 835 square feet. Power The fuselage is of duralumin bars and sheets. Cov-
all airplanes. The achievement of a Ford tri-motor in loading 10.70 pounds per horsepower. Wing loading, ering of fuselage, cont rol surfaces and wings is of cor-
safely carrying Rear-Admi ral Richard E. Byrd and hi s 16,18 pounds per square feet. Three Pratt and Whit- rugated duralumin. Landing gear supporting tubes,
crew from his Little America base on the Ross Sea to ney Wasp engines at 420 horsepower. Weight empty, motor mounts and braces are of chromemolybdenum
the South Pole and back was enough to give the Ford 7,840 pounds . Disposabl e load, 5,660 pounds . Pay- steel. The wing is of cantilever construction. Three
plane worldwide recognition . Its reputation as an load, 3,403 pounds. Gross weight, 13,500 pounds. main spars are inter-connected with nine rib trusses
aerial passenger carrier , however, is founded rather Performance: High speed, 150 miles per hour. on each side. Five auxiliary spars are located trans-
on its long record of reliable operation on passenger Cruising speed, 122 miles per hour. Stall ing speed, 64 versely between the main spars. The location of the
transport routes in North America and the freight and miles per hour. Rate of climb, 1,050 feet per minute. mail compartments is such that when drawn back into
express routes of the Ford Motor Company. Climb in 10 minutes, 8,000 feet. Service ceili ng, 18,500 the wing they serve to strengthen the wing structure
Specifications: Span 77 feet 10 inches. Length over- feet. Radius, 560 miles. Gasoline capacity, 277 to 355 by virtue of their girder-type trusses. Ailerons are
all, 50 feet 3 inches. Height overall, 12 feet 8 inches . gallons. fitted on the wing tips.
17

ISettvERING
A
t \ ~ ;
By John F. Hanson
2984 Whittier Court
Ann Arbor, MI 48 104
There's a wonderful little yellow tabloid that's a
very large part of my life. It's a newspaper-sized pub-
lication that is full of dreams and fantasties . I can sit
for hours and look at all the marvelous toys in it and
drift away in thought: " If only I owned that one . . . "
Yes, it's " Trade-A-Plane". I remember one issue more
than others.
It was May, 1978, and I was settling down with the
latest issue, dreaming. I checked out my favorite col-
umns: Antiques, Experimentals, Stearmans , Wacos,
Ryans. Wait a minute! Look there, under Ryan (for
sale). That one was close to home, one hundred miles
away. A Ryan ST3KR, PT-22 in original military, in great
shape. I've always thought the Ryan ST series is one
of the most classically appealing open cockpit air-
planes of all time, and this ad really sparked my fancy.
One hundred miles away - I could easily jump over
to look at it in my Cessna 120. A quick phone call in-
troduced me to Mr. John Brower, who told me all
about the machine, and yes, I could see it the next
afternoon.
All the way from Ann Arbor to Holland, Michigan,
the little Cessna felt and handled like its usual won-
derful self. I asked myself questions: do I really want
to change planes? I've never owned an open cockpit
airplane - how will I like not flying in the Michigan
winters? Or would the Ryan be so fantastic in the sum-
mer I wouldn' t mind locking it up when the snow flew?
Would the airplane be as great to fly as it looked? As
I gently handled the controls of the 120, I wondered
about the different sensations of open cockpit flight.
Holland showed up right on schedule, and I quickly
landed and taxied in. There it was, rolled out and
cleaned up, waiting for me. I had to wait for John, so
John Hanson (rear cockpit) and Joe Arcure making the
most of a warm Michigan summer afternoon. Photo taken
from James Arcure's Bucker Jungmann.
I busied myself looking the Ryan over. It was abso-
lutely gorgeous on the outSide, but I forced myself
to " not get excited" until I looked a little deeper. John
arrived in a light twin, and after initial amenities we
started pulling plates and covers, looking for grem-
lins. I couldn' t believe it - the ship was cleaner in-
side than out!
Time for a ride. I did my best to conceal my pound-
ing pulse, and tried not to appear too unfamiliar with
open cockpits by putting my helmet on backwards,
18
getting in head first, or asking questions like, "What
happens if I fall out . .. " All thoughts of keeping
my cool were lost , however, as we broke ground and
I felt the same feelings and sensations enjoyed by the
pilots of old. What can I say? It was fabulous. The Ryan
handl ed like a dream. The wind (and exhaust!) in my
face was fantastic. I had to have that airplane.
Back at the field, we began to talk turkey. Would
john be willing to take my Cessna 120 in trade? Yes!?
(Not too excited now, keep your cool. ) Okay, let's
talk money .. . After an hour of haggling, we agreed
on a deal that was more his terms than mine, but I
didn' t care - I had a Ryan!
The next twenty-four hours were spent cleaning
up small details, like getting my hands on the cash,
insurance, title search, etc. I showed up on schedule
with the Cessna and a check, and we closed the deal.
All that was left was the checkout. john filled me in on
operational details, and we climbed in.
I've got a lot of taildragger time, but this was yet
a new frontier for me. The open cockpit was at first
so fascinating but at the same time distracting, so that
I had to force myself to concentrate on the flying. My
f irst take-off was fine. Downwind, remember the
speeds, give yourself plenty of room, flaps down, yes
the wind feels great but watch what you're doing,
turn base, more flaps , whoops I guess that flap handle
takes some getting used to, turn final, boy this thing
is sure blind with that big radial engine, here comes
the runway, wheel landing, watch out, boy is she ever
sensitive, watch that runway light , brakes, brakes, roll
to an uncomfortable stop. The engine was patiently
idling, ready for more, but my heart was still up doing
aerobatics somewhere. john gave me a few more hints,
This photo was taken late in the Michigan October, just
before the author reluctantl y put his pride and joy away
for the long cold winter.
and we did a couple more landings until I could keep it
on the runway with an acceptable degree of consis-
tency. I taxied in to let him out and refuel (something
you do with su rprisi ng regu larity with a Ryan: twenty-
fou r gallon tank, twelve gallons per hou r! ).
After many thanks and promising him I would take
care of his baby (now my baby!), I walked over to "say
goodbye" to myoid Cessna. I poked my head in for
a last look, and got all misty-eyed as I remembered
all the good hours ... well , on to new adventures.
The hundred miles home was spent . in reflection,
getting to know my new ship, getting familiar with the
feel of the controls, the sensations of wind and noise
and the smell of exhaust. It was wonderful. The trip
19
~ dd
_ ...,J._ to. _ ..' __
The author poses with his " new" Ryan ST3 KR.
was marred only by a line of thunderstorms, which I
paralleled until I found a hole to go through. Coming
out the other side into the clear, with the windshield
still streaming fresh water droplets, it felt like it was
once again 1941, and the plane was new and flying
was new. Fantastic. I smiled and laughed, answered
by roar of the Kinner engine and the shouting wind.
Ann Arbor showed up all too soon, and I landed.
I have since come to know my Ryan well. She has
taught me the thrill of open cockpit flying as she taught
many before me. The wonderful feeling of aerobatics
has begun to become familiar, with the Ryan always
willing to reward me with exhilaration when I do it
right, and scold me when I do it wrong. Somehow,
you feel closer to the airplane, closer to nature, closer
to flying in an open cockpit. The wind and sound sur-
round you , and you feel the same things felt in the
earliest days of aviation, by the earliest aviators . It's
what flying vintage aircraft is all about.
There's an interesting side note to readers of The
VINTAGE AIRPLANE magazine. This particular Ryan
was the cover story for the November 1973 issue, right
after it was restored to its present condition . As I' m
sure its other owners since then will attest , it was in-
deed an excellent restoration. This airplane will be
with me for a long time, and half the fun will be keep-
ing it " mint". The other half, of course, will be the
flying!
A rear shot of those unmistakable Ryan lines.
FORTHE
uscom
By George S. Bickel
Stormville, NY 12582
(Photos Provided bythe Author)
I am sorry that I cannot begin my story by stating
that I have since my childhood'; loved and desired to
own a Luscombe. As a matter of fact , quite the con-
trary is true. Itwasn't until a couple ofyears ago that
IhadevengivenLuscombesmorethanapassingglance
and then onlybecause theyweretaildraggers.
Myfirstplanewas a7AC Champwhich Icompletely
restored and thoroughly enjoyed, but the yearn for
most flyers for something bigger , something better,
had brought me to my present plane, a Citabria. This
represented a 300 hour rebuild effort, all the money
from the sale ofmyChamp, mypiggy bank and every
dime I could scrape up. The result of all this was a
brightshiny creature with sunbursts, wheel pants and
awild bigbad green paintjob.To say that Iwas proud
ofitwould be an understatement.
This brings me to the pointin my lifewhen it hap-
pened, I was exposed to a highly contagious disease
(which I jokingly call , Luscombitis) . Sitting beside my
plane in the next tie down was a little ragwing Lus-
combe, not bright or shiny, not anything, just a Lus-
combe, however, its owner was as proud of it as I
was of mine.
After several offers from the owner I agreed to
trade rides with him, I accepted partially out of cour-
tesy and partially outofcuriosityas I had heard many
Preassembly athome.
hangartales aboutthese"pilotkillers": theLuscombes
and Swifts. I realize now, those who tell these yarns
probably have never flown these planes and couldn' t
puta full hour in a link trainer without ground loop-
ingit.
First we went in the.Citabria and after thirty min-
utes orso Iwas sure hewould be readyto run outand
buya Citabria. We then untied the Luscombe, I hand
proppedthe65 horsepowerenginetolife,climbedinto
the leftseat forwhat I expected to be a ho-hum ride,
much likeonewouldexpectfrom aCherokeeorCess-
na 150. As we taxied the owner shouted instructions
into my right ear as the noise level was somewhat
higher than the average construction site. When we
finished the runups he issued one lastbitofwarning:
"Remember, she's twitchy on the ground and next
to impossibletowheel land."
Taking all precautions in stride I pulled onto the
active, tookadeep breath, firewalled itand waited for
something violent to happen. In an instant the tail
came up, a little back pressure and we were airborne
and climbing at a rate comparable to my Citabria and
on fifty horsepower less. My heavy handed, heavy
footed Citabria techniques sent the little Luscombe
slipping and skidding through the turns with the little
ball slamming from side toside notat all unlikea pin-
ball machine. After a few minutes, I lightened up on
control pressures and was absolutely delighted at the
handling of this thirty year old lady. After three ef-
fortless wheel landings, I reluctantly gotoutand gave
the man back his airplane. As I walked back to my
plane I remembered saying to myself, I think I'd like
to have oneofthose littlecritters some day- soon.
I began buying all available literature on Lus-
combes, joined the Luscombe Association and set
about to find a basket case Luscombe. I had neither
the funds nor the inclination to buy a nice one as I
really enjoy working on a rebuild project. The next
iss'ue ofTrade-A-Plane produced justwhat I was look-
ingfor : awind-damaged8F inPittsburgh,Pennsylvania.
Aftersomephonecalls, Iboughttheplaneless theen-
gine which I couldn' t quite afford at the time. Most
thirty-year old planes have had more owners than
I've had hotmeals butsomehow I was to become the
fourthownerof2725K. Thepreviousownerhadowned
and loved it for twenty years. I purchased a second
Luscombe for parts and set about to build myself a
Luscombe.
I will admit that from the very beginning I had no
intentions of ending up with just another Luscombe.
I wanted an exceptional Luscombe that would com-
mand more than passing glances from any taildragger
pilot.
21
N272K ready to take to the airport.
By this time I had learned of Moody Larsen's 150
horsepower Lycoming powered Luscombe and the
McKinzie Conversions around the country. These are
nice machines but not what I had in mind as they re-
quired major sheet metal changes and utilize a heavier
and more gas hungry engine. With the ever increas-
ing gas prices I elected not to go that way. What I was
looking for was an engine that would cause the mini-
mum effect on the outward appearance of the air-
plane, that would provide an engine driven vacuum
and electrical system and use less gas than the Ly-
comings. I had a fuel capacity of only twenty-five gal-
lons and wanted to keep as much range capability as
possible.
All of my requirements left me with only one ac-
ceptable choice, the Continental 0-200 - 100 horse-
power used widely in Cessna 150's. Unfortunately, the
meager increase of ten horsepower was never enough
incentive for anyone to go through the effort required
to obtain an STC for this conversion, hence there is
none available. There are however, other Luscombes
flying with this engine and the means used to accom-
plish this was not always entirely legitimate and I had
no intention of risking my newly acquired A & P li-
cense by trying any such method.
I was determined to use this engine and do so
legally, so I spent the next month and nearly a hundred
dollars in phone calls locating a Luscombe with this
conversion done legally. My search led me to a very
nice lady in New Orleans who had such a plane and
who was willi-ng to let me copy her paperwork, log
book entries, 337 forms, etc.
I felt I now had what was required to make this
conversion on a one time STC, on a likeness basis to
the New Orleans plane. I immediately bought a
wrecked Cessna 150 with a nice mid time chromed
Beginning final assembly.
0-200 engine. I now had what was needed to bring my
dream to fruition - right?? - wrong!!
I buried myself in the conversion, reupholstering
the interior , installing a new panel, etc. not ever dream-
ing that I had overlooked one very significant detail
- the FAA.
It seems that all my efforts obtaining the paper-
work, both physical and financial was to be for noth-
ing, for when I approached the GADO Field Engi-
neering Officer from the GADO Office for my area,
I was in for a great disappointment.
After researching my paperwork, the Aircraft Spe-
cifications, Factory service bulletins on accepted en-
gi ne and model conversions, all of which I furnished,
I was informed that he could not make a decision on
the matter and would have to refer it to the engineer-
ing people in New York. I have since determined that
that meant he was neither competent nor interested
22
Installing wings - 3 man job.
enough to handle this enormous task. The disposition
came down from the Engineering group through this
same individual that my request was denied because
my plane was an 8F and the New Orleans plane was
an 8E and the rules state to be eligible for a likeness
basis conversion, it has to be exact make and model .
I produced factory docu ments to show that an 8E
can be converted to an 8F by installing the 90 horse-
power engine and propeller in place of the 85 horse-
power engine and propeller , hence the airplane is in
fact the same make and model. Needless to say all of
this fell on death ears and I left feeling that the FAA
recognized no one less than wealthy individuals with
Lear jets as the general aviation whose taxes pay their
salaries.
I spent the next weeks crying a lot, and plotting
to send nasty letters to Congressmen, Senators, and
other bureaucrats, but then how can you complain
to a bureaucrat about bureaucrats . Then when I was
seriously considering abandoning the project I heard
of another GADO Office in another district that had
the reputation of actually getting out and working with
the little guy. Although it would mean moving the proj-
ect into the next district , I felt it was at least worth a try.
I first telephoned these people and was shocked
to find that they would talk to me and they actually
seemed interested in furthering all aviation. I then
sent my entire package of paper work and details to
them and sat back and waited for another disappoint-
ment.
Within a week I received a letter of reply and I was
overjoyed to read that after reviewing my proposal
that they considered it to be a safe and sensible in-
stallation and that they would be happy to provide me
with a list of requirements and tests. I was informed
that the plane would be placed in the experimental
category with certain restrictions until they were satis-
Second wing on.
fied that the plane had proven compliance.
Once again my goal appeared to be achievable
and I turned all my efforts back to finishing the plane.
The Cessna 150 provided much for the project , such
as seats, instruments, and many small items, the re-
mainder was sold or bartered off to offset some of
the cost. I had long since sold my Citabria to provide
funds for the project and had it not been for a friend
who allowed me to fly his ragwing Luscombe I would
have been a long time with nothing to fly. The project
progressed well but tended to become more involved
as my renewed enthusiasm made me want to make it
even better. I went for an all new interior, hand made,
and alumigrip poly paint job which was time consum-
ing and required costly materials, but produced re-
warding results , all this pushed the flying date out
fu rther and fu rther.
23
But fly it did, nearly twenty months after begin-
ning. The preflight inspection went well and the ex-
perimental certificate was issued, so now the flight
test began. The first flight was ample reward for all
the months of work, aggravation and money spent. I
was overjoyed with the plane and its performance.
Finally the testing was completed, the restrictions were
lifted and the standard airworthiness certificate was
issued.
The plane now offers increased performance, a
vacuum system for the gyros, a 60 amp electrical sys-
tem and it's still retained its original outward appear-
ance and performance characteristics, all this on about
5.3 gallons per hour not much more than the 90 horse-
power version.
You might ask if it was all worth it? YES ... and for
several reaons. First, I'm convinced that I have made
a great airplane a little better, a little safer and more
in keeping with modern technical advances. Second,
I have a unique ai rplane that is truly a joy to fly and
that's appreciated by all those who know and love air-
planes. Third, and pOSSibly most significant, I have
learned through this experience that in the FAA, like
all other bureaucratic organizations, there still exist
good people who are willing to do the job for which
they are paid. It is indeed unfortunate that they are
too generally labeled as lazy, incompetent deadwood
along with the multitude of those who are, just that.
The Albany GADa Office, particularly, Reese Mitchell
and Paul Masker are to be commended for their ef-
forts and exceptional attitude toward all phases of
aviation.
I would like to pass along the following advice for
my fellow aviators. Make every attempt to use an exist-
ing STC for any changes you may want. If none exists,
seek out a good FAA man and get complete agree-
ment before starting the project and finally, if you
have never taken a second look at a Luscombe or flown
one ... DON'T. That is, if you don't want to contract
Luscombitis and run the risk of never being happy
with your present airplane again .
High speed taxi test.
Finished project.
3000 feet and grinning from ea r to ear.
24
COMPLETEDANTIQUE/CLASSIC AIRCRAFT
AERONCA CHIEF
James D. Smith, Rt . 1, Box 24, Shelbina, MO63468
AERONCA7AC
Marc A. Fruchter, P. O. Box 1682, Reading, PA 19603
AERONCA L-3B
Paul F. Shinsky, 5123 Allum Rd., Houston, TX 77045
BELLANCA 14-13
Fred Bauer, Jr., Rt. 3, Winona, MN 55987
BELLANCA CRUISAIR 14-9
Paul E. Owen, 5108 Downy Lane, Apt. 201, Richmond,
VA 23228
CURTISS A-22 FALCOM
Richard Durand, P. O. Box 9127 AMF, Albuquerque,
NM 87119
FAIRCHILD24
Robert Lingerfelter, 861 Tucson,Aurord, CO 80011
GLOBE SWIFT GC-1B
R. H. Prukiser, 3211 San Gabriel Avenue, Glendale,
CA 91208
LUSCOMBE 8A
Mike Thern, 750 West Burns Valley Rd., Winona, MN
55987
PIPER J-3C
Elvin D. Thiessen , Rt. 1, Box 63, Butterfield , MN 56120
D. L. Moore, 9 Fourth Street, Belpre, OH 45714
PIPER J-3 C-6S CUB
Charles Downer , Jr., 840 Promise Court , Reynolds-
burg, OH 43068
PIPER J-3 L-6S
John Conley, 1674 Sunset,Ahran, OH 44301
PIPERPA 16 CLIPPER
William D. Parrish, 4444 Lark Ellen, Covina, CA 91722
ANTIQUE/CLASSIC AIRCRAFT UNDER RESTORATION
ACE-LOW WING MONOPLANE
Norman J. Kapson, 174 Mill Box 208, Ortonville, MI
48462
AERONCATL-65
ScottCarnegie,51 HuntingCreek,St. Peters ,MO63376
AUSTER MKVII
Robert N. James, 3220 Cedarille Drive, SW, Calgary,
Alberta, CanadaT2W 2H2
CESSNA 140
David W. Stewart, 128 Watson, Bryan,TX 77801
CESSNA 195
George Class, 2223 W. State Street, Olean, NY 14760
CULVER CADET LCA
Glenn& Carol Bell, 2255 NE Cornell Rd., Hillsboro, OR
97123
FUNKB85
Frank J. Beletz & Harold L. Carter, 3636 Oxford Blvd.,
Maple, MO 63143
FUNK
Rodney D. MCKay, 617 S. Shelton St., Apt. D., Bur-
bank, CA 91506
MEYERS OTW
David c. Lau , 4860 Hewitts Point Rd ., Oconomowoc,
WI 53066
PIPER J-3C
John & Sue Hammons, Rt . 2, Box 179, Grapeland , TX
75844
CoryKramer ,1704KimberlyDrive,Sunnyvale,CA94087
PIPERPA-12
Dr. John A. Lockhart, Bath, N.B., Canada EOJ 1EO
PIPER PA-22 TRI PACER
WalterR. Beyer, 69 Ward Rd., N.Tonawanda, NY 14120
PIPER TRI PACER
James & Rebecca Olson, Box 223, Alma Center, WI
54615
STEARMAN
Wayne Beyer, 16201 South 76 Str., Chandler, AZ 85224
PIPER PACER
A. Lee Jensen, 7809 San Francisco, NE, Albuquerque,
NM 87109
REPUBLIC RC-3
John A. Lockhart, M.D., Bath, N.B. Canada EOJ 1EO
RYAN PT22 TRAINER
Robert J. Tuinstra, 2051 Osceola, Grand Rapids , MI
49506
TAYLORCRAFT BC 12-0
Neill L. Ray, Jr., 3125 Brechin Road, Fayetteville, NC
28303
Classic owners!
:/)(Ut't tJ).4

\ l (o!! yJ j
DRESS
ITUP

WITH A NEW
-IIaka INTERIOR!
All Items READY-MADE for Easy
DO-IT -YOURSELF INSTALLATION
Seat Upholstery - Wall Panels
Headliners - Carpets - etc.
Ceconite Envelopes and Dopes
Send $1.00 for Catalog and Fabrics Selection Guide

259-15Lower Morrisville Rd_
Follsington, Po. 19054
(215) 295-4115
25
LETTERS
Dear David:
The Western Canada Aviation Museum has
in its collection Canada' s first helicopter, a
homebuilt aircraft that was constructed in the
late 30' s, and was successfully flown prior
to the 40's. This aircraft incorporated a num-
ber of parts from D.H.60 - Gypsy Moth and
Barling aircraft. The original wheels accom-
modated a Goodyear Air Wheel , 16 x 7.3 size,
smooth tire. The original tires are badly
cracked, and will therefore not stand any in-
flation.
We would be pleased to know if through
EAA' s sources, 3 tires and tubes of the above
specificationscould befound for the Museum.
Any assistance you could render the Western
Canada Aviation Museum would be appreci-
ated .
Sincerely,
Gordon C. Emberley
Executive Director
DearDavid:
It was most gratifying to receive the fol-
lowing two letters in response to our series
on the "Borden Posters from the 1930's".
The poster that is missing from the set in
our possession was entitled the "New Mar-
tin Bomber - Myster Ship fortheArmy" .This
item was listed as poster#13 in the first series
that was issued in Canada. It was renumbered
and included in the second series as poster
#7.
The interesting thing about Mr. Galloway's
letter is that his list includes three posters
that were not included in either series pub-
lished in Canada. I have written to him and
asked him to forward them. When they are re-
ceived, I will send them on to you for inclu-
sion in the series.
Yours truly,
L. J . Salisbury
The lettersare as follows:
Mr.Lionel Salisbury
Dear Lionel:
When I read your interesting article in The
VINTAGE AIRPLANE, it took me back in time,
46 years to be exact. I too collected the Bor-
den Airplane pictures when Iwas a kid. I went
right out to the back room and started going
through a few old boxes until I found my col-
lection.
My collection is not complete, I only have
13 of the pictures, but they are all in real good
condition. On a few of them I have written the
date that I received them and they all were ob-
tained in 1933and 1934.
There are two different addresses shown
for mailing in the coupons. Some have the
address, The Borden Company, 350 Madison
Avenue, New York, New York. The others had
this address : Thompson' s Malted Milk Com-
pany, Waukesha, Wisconsin. If you would like
to mention those addresses in any of your
future articles it would probably be of interest
toyour readers, and is okaywith me.
You didn't mention which one oftheset was
missing from your son' s collection, it might
be possible that I might have the one you are
missing. So here is the list ofthe picturesthat
I have: Lockheed Sirius, Capt . Frank Hawks
NorthropGamma,PitcairnCabinAutogiro,New
Boeing Transport Model 247, Savoia - Mar-
chetta Flying Boat , Sikorsky Amphibion, New
Stinson Reliant, Chance Vought Corsair, Cur-
tiss " Shrike", Curtiss - Wright Falcon, Boe-
ing Tri-motored Transport , Curtiss "Sparrow
Hawk", and the Consolidated Fleetster Model
17.
And believe it or not but I still have one of
the Borden Thompson' s "Double Malted " Milk
16 ounce cans. I thought you would be inter-
ested in knowing that there was at least a par-
tial collection ofpictures still in existance.
Sincerely,
Cedric Galloway
14624 WillowStreet
Hesperia,CA 92345
Mr. Lionel Salisbury:
Noticed your article on Borden' s Airplane
posters. My brothers and I had a collection -
should say still have. If I have the one you
are missing I would be happy to give it to you.
Some of ours have small holes as they were
tacked to a brickbasement wall.
Sincerely,
Mariou McClure
(No Address Given)
ORIGINAL "ANZANI " 3 CYLINDER AERO ENGINE
25 HORSEPOWER
An engineofabovemake,yearofmanufacture1908-09,
all parts and components ofwhich are original is avail-
able for sale to the highest bidder. This engine, two
pictures ofwhichare attached hereto, is completeand
in running condition.
This type was installed in the first models
Bleriot monoplane.
Your bids ex Salzburg/Austria are invited.
Franz Achleitner
OFAG-Flugdienst
Airport, POB 16
A-5035 Salzburg, Austria
26
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