Vintage Airplane - May 1976

8/12/2019 Vintage Airplane - May 1976

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THE RESTORERS ORNER

CHAIRMAN and CO-CHAIRMAN. f you've ever attended Oshkoshyou have heard these words spoken over and over and also have seen themin print many times and in many places. What do they mean? Why do wehave both a Chairman and a Co-Chairman? Wouldn't just one Chairmanbe sufficient? The answer is really very simple . We all come to Oshkosh toenhance our knowledge of aviation and to have a good time looking, listening, flying and just all around enjoying ourselves. None of us comes just tosit behind a desk, or in a booth, or to just park airplanes, or anyone ofhundreds of other jobs which require full time coverage during the convention . But if we had just a Chairman for each committee, he would have a fulltime job and would not have any opportunity to enjoy the conventionhimself. Therefore, several years ago when the convention started to growto the size which required full time help on so many different committees,it was decided that each committee would have both a Chairman and aCo-Chairman so that these two could divide the working time betweenthem, and each would have to work only half of the time . They could thusspend the other half enjoying the convention and satisfying their specialinterests.

In theory the Chairman and Co-Chairman system should have beena great success, but in practice it has been somewhat less than fantastic.The cause of this less-than-hoped-for result has not been any fault of theChairmen and Co-Chairmen. In fact, they have both been working steadilyand without relief because they do not get sufficient numbers of membersto volunteer to help on their committees. They forego their off-duty periods

by J R NIELANDER, JR

and work one of the unmanned positions on their committee so that youmay have the smooth running convention which you have come to expect.

The Chairmen and Co-Chairmen have the nucleus of their committeeswell organized. For instance, the Antique/Classic Division Parking Committee operates on three hour shifts starting at 7:00 a.m. and continuingto 9:00 p.m. each day with a two hour break in the schedule at air show time.The Division Headquarters Staff Committee also operates on three hourshifts starting at 8:00 a.m. and continuing to 8:00 p.m . daily. The DivisionForums Committee operates from 9:00 a.m. to 5:00 p.m. daily. All othercommittees operate on a when needed basis.

In the April issue you will find the list of Antique/Classic DivisionConvention Committees with their Chairmen and Co-Chairmen. Theyreally do need your help during the convention. They are asking you tofill one of the unmanned positions on their committees. They would like towork alongside you so that they can share with you the pride of a job welldone and the self-satisfaction that goes with it. They would like to get toknow you and to become friends with you. However, they have never hadthe opportunity to make your acquaintance, and they won't be able toenjoy meeting you unless you take the initiative to introduce yourself. Pickout the committee you would like to work on and drop a short note or postcard to its Chairman and volunteer your services . Let him he r know whatday s) or what time s) you can be available. They will sincerely appreciatehearing from you, and you will enjoy the convention more than you everhave in the past.


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EDITORIALSTAFF

Publisher EditorPaul H. Poberezny AI KelchANTIQUE AND CLASSIC DIVISION OFFICERS

PRESIDENT VICE-PRESIDENTJ. R. NIELANDER, JR. MORTON LESTERP. O. BOX 2464 P. O. BOX 3747FT. LAUDERDALE , FL 33303 MARTINSVILLE, VA 24112

SECRETARYRICHARD WAGNERP. O. BOX 181LYONS, WI 53148Evander BrittP. O. Box 458

Lumberton, NC 28358Claude L. Gray, Jr.9635 Sylvia Ave.

Northridge , CA 91324AI Kelch7018 W. Bonniwell Rd .

Mequon , WI 53092William J. EhlenRt. 8, Box 506Tampa, FL 33618

THE VINTAGE AIRPLANE is owned exclusively by Antique Classic Aircraft , Inc. and is published monthlyat Hales C orners, Wisco nsin 53130. Second class Postage paid at Hales Corners Pos t O ffice, Hales Co r-ners , Wisconsin 53130 and Rand om Lake Post Office, Rando m Lake , Wisconsin 53075. Membership ratesfor Antique Classic aircraft. Inc. at $10.00 per 12 month period of wh ich $7.00 is for the publication toTHE VINTAGE AIRPLANE . Membership is open to a ll w ho are interested in aviation.Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc ., Box 229,Hales Corners, Wisconsin 53130

TREASURERE. E. " BUCK" HILBERT8102 LEECH RD .UNION , IL 60180Directors Kelly Viets

RR1.Box 151Stilwell, KS 66085Jack WinthropRt. 1, Box 111Allen , TX 75002

Jim Horne3850 Coronation Rd.Eagan, MN 55122George StubbsRR 18, Box 127Indianapolis, IN 46234

Assistant EditorLois Kelch -Centributing EditorsH. N. " Dusty" RhodesEvander Britt

Jim BartonClaude GrayEd EscallonRod SpanierDale GustafsonHenry Wheeler

Morton LesterKelly VietsBob ElliotJack LanningBill Thumma

AdvisorsW. Brad Thomas, Jr .301 Dodson Mill RoadPilot Mountain, NC 27041

Robert A. White1207 Falcon Dr.Orlando, FL 32803

OFFICIAL MAGAZINEANTIQUE / CLASSIC

DIVISIONofTHE EXPERIMENTAL AIRCRAFT ASSOCIATION

MAY 1976 VOLUME 4 NUMBER 5

The Restorer s Corner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1The Hamilton Metalplane . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . .. 3Vintage Album. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 8The Cub Resurrection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..Test Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . . . . . . . . . . . 15Whistling In The Rigging . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 16The U.s. Mail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . 7Calendar Of Events . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . .. .. 18Dues Increase Notice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

EDITOR S NOTE:

(Back Cover)Business end of Lysdales Hamilton Metalplane. Curtiss Pusher , in its element, a hay field.

Copyright c 1976 An tique C lassic Aircraft , Inc . All Rights Reserved.

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S.o.S.Send Old Stories

PICTURE BOXN THE COVER

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THE

W hen Jack Lysdale brought his Hamilton Metalplane to the Fifth Annual National Fly-In of theAntique Airplane Association and Air Power Museumat Antique Airfield, Blakesburg, Iowa, last August, theevent brought forth nostalgic memories to many oldtimers in attendance. To the uninitiated it resembleda single-engined Ford Trimotor in appearance, butknowledgeable aficionados recognized the rare birdas a real gem out of the pages of history. t became thehit of the Fly-In.

(Photo by Gene Chase)Jack Lysdale's Hamilton Metalplane, Model H-47, tieddown at Antique Airfield Blakesburg Iowa duringthe 1975 AAA National Fly-In.

METALPLANEBy George Hardie Jr., EAA 50010324 West Ridge RoadHales Corners, Wis. 53130

All Photos From The Author 's Collection Except s Noted.

Evidently the judges shared that feeling, for JackLysdale collected five trophies to take home - MostRare Monoplane , Best Big Plane Award, ColoradoChapter Choice, South Chicago Chapter Choice and,best of all, the 1975 AAA Grand National ChampionAward. This was a fitting climax to Lysdale's long cherished dream of bringing his Hamilton to the AAA National Fly-In. It was also a just award for almost threeyears of dedicated restoration work by Jack Lysdaleand his associates at his hangar at Fleming Field ,

South St. Paul, Minnesota. Long hours of diligenteffort has resulted in a masterpiece of authentic recreation of a very historic design.t all began in 1951 when Captain Harry McKee ofNorthwest Airlines learned of the remains of a Hamil

ton located in Alaska. He purchased it from Don Crossat Deering, and brought it to the St. Paul area forrestoration. McKee enlisted the help of friends andfellow Northwest employees, and work was startedto restore the aircraft as a non-flying exhibit. North

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Hamilton Metalplane Model H-18 being prepared forthe flight to Washington D.C on April 30 1927. JamesMcDonnell above the cockpit Thomas Hamilton stand-ing near the propeller.

west Airlines in the early years had flown Hamiltonson their routes. The project dragged along for severalyears until McKee, discouraged by the lack of progressand mounting expenses, put the aircraft in storage .Jack Lysdale acquired the airplane in December, 1972and decided to restore it to 100 airworthy condition.This required dismantling the comple te airplane tothe basic structure, with the result that the previousrestoration work was nullified. Jim Schumacher wasplaced in charge, with Dick Wille, a local policeman,assisting in his spare time. Dick had previously workedon the plane in 1959-60 when it was a NorthwestAirlines employee project. Noel Allard kept a photographic record of the progress of the restoration andassisted with the necessary research.After taxi tests, the first flight was made on August12,1975. Only minor adjustments were required, attesting to the high quality of workmanship upheld in therestoration process . The airplane is licensed as aStandard Category Aircraft carrying a permanentairworthiness certificate. At the time it arrived atBlakesburg it had been flown a total of 12 hours. Priorto that the plane was last licensed in 1947 and the logsshowed a total time of 5,183 hours.

The Lysdale Hamilton, Serial No. 65, was built in1929 by the Hamilton Metalplane Co., Milwaukee,Wisconsin, a Division of the Boeing Airplane Co . ofSeattle, Washington . Originally licensed as NC-875H,Lysdale had the license number changed to NC-879Hso that he could finish it in authentic Northwest Airways colors and number 27 of an actual Hamilton usedby the airline .This is an H-47 model, powered with a PrattWhitney Hornet engine at 525 hp. t was sold originallyto the Ontario Provincial Air Service in 1930, with Canadian license CF-OAJ, and was used on floats . Afterserving numerous owners it eventually was stored atDeering, Alaska where Harry McKee found it.

The history of the Hamilton Metalplane Co. beganwhen its founder, Thomas F Hamilton, at the age of16 built his first airplane in 1910, powered with a rotaryengine from an Adams-Farwell automobile. His seconddesign, built the following year, was more successful.In 1915 he established the Hamilton Aero Mfg. Co. atVancouver, Canada to manufacture a refined version ofhis biplane for use in training Canadian aviators inWorld War 1 When the U.S. entered the war in 1917,Hamilton moved to Milwaukee, Wisconsin to work for

the Matthews Brothers Woodworking Co. where hewas placed in charge of the propeller department. Atwar's end he purchased the aviation department ofMatthews Brothers and set up his own company, Hamilton Aero Mfg . Co. of Milwaukee, to manufacturepropellers and pontoons using much war-surplus stock.The reputation of Hamilton Propellers of Qualitygrew steadily with their use on Army and Navy aircraft, airmail planes and even on the Navy dirigibleShenandoah .

During the war, Hamilton had built pontoons ofwood at Matthews Brothers. After he established hisown company he developed pontoons of duraluminumfor sale to Canadian buyers. From this experience hedecided in 1926 to build an all-metal airplane. He hiredtwo aeronautical engineers, James S. McDonnell andJames Cowling, Jr., to do the designing . Work wasstarted in a corner of the propeller plant and placedunder the direction of William Werner, sup erintendent.This first design, labeled Model H-18, was a highwing monoplane with a thick cantilever wing andelliptically shaped fuselage. The aluminum skin wasunusual in that evenly spaced V-sections were crimpedinto the flat stock to provide rigidity. This was done by

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Owner Jack Lysdale and the trophies and awards he won at the1975 AAA National Fly-In. Note the smile of satisfaction

Photo by Gene Chase)The crew responsible for the restoration. Left to right are: NoelAllard, Photographer - Researcher; Jack Lysdale, Owner; JimSchumacher and Dick Willie, Restoration Craftsmen.

workmen in the shop on a hand operated roller. Threewing beams carried the load and were fastened tothe fuselage with six chrome vanadium bolts. With thethick section of the wing extending so deeply into thefuselage sides, the cabin windows were mounted inthe lower surface of the wing. Arm rests were providedfor the four passengers enabling them to look downwardin flight. A pilot's compartment provided stick controlsfor a pilot and co-pilot.The airplane was billed as a combination cabin andmail plane, an interesting sidelight on the marketingproblems of that day. First flight was made on April 2,1927 with Lt. Victor Bertrandias as test pilot. Two dayslater the airplane was appropriately christened MaidenMilwaukee by Hamilton's seven-year old daughter.On April 30 Hamilton and his crew flew to Washington ,D.C., where the airplane was exhibited at the PanAmerican Aero Congress . t was entered in the 1927National Reliability Tour sponsored by the Ford MotorCo. With Randolph Page as pilot, it placed second witha prize of 2,000. At the National Air Races at Spokane,Washington on September 23-24, with John H. Milleras pilot, it placed third in speed and first in efficiencyin the Detroit News Air Transport Race, and tenth inspeed and first in efficiency in the race for the Aviation

Town & Country Club of Detroit trophy . Total prizemoney for these wins was 1850.In spite of the publicity generated by these outstanding performances, no buyers appeared at the Hamilton plant. Even mounting the ship on pontoons failedto attract orders. Evidently the cramped cabin arrangements and lack of side windows turned off manyprospects. At any rate the decision was made to redesign the aircraft into a more marketable product.As a first step the airplane business was separated fromthe propeller operations and the Hamilton MetalplaneCo. was incorporated. A building was acquired on Milwaukee's near south side and preparations were underway to launch the new project.

At this point, Dr. John Akerman was brought intothe company as chief engineer. Akerman had worked onthe Ford Trimotor, as had James McDonnell. This mayor may not account for the similarity in design andconstruction of the new Hamilton Metalplane, designated Model H-21, to the Ford product.

This prototype model was a distinct departure indesign configuration from the previous model. Theboxy fuselage accommodated six passengers placed sideby side in three rows . A door on the left side of the fuselage provided access to the two rear seats, while the

door on the right side provided access to the forwardfour seats and the pilots' compartment which accommodated a pilot and co-pilot.

The wing had a center section of constant airfoil formwith the two outer panels tapered in section and plan.The skin was the standard corrugated Alclad aluminumas used on the Ford Trimotor. The landing gear wasof the split-axle type providing a wide tread. Powerwas a Pratt & Whitney Wasp of 425 hp with a Hamiltonmetal adjustable propeller.

The airplane was rushed to completion and exhibited at the All-American Aircraft Show in Detroit onApril 14-21, 1928. t attracted much favorable attention, possibly due to the intense advertising campaignmounted by Hamilton which included large billboarddisplays around the city, noted as the first use of outdoor display advertising by an a irplane manufacturerin the U.S. In later years Hamilton made the statementthat he had invested 300,000 in the design, construction and modification of this prototype before goinginto production. It was sold to Andean National Airlines in Columbia and operated to transport gold frominaccessible areas.One criticism was leveled at the new model byvisitors at the aircraft show. The fuselage was too nar

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row. This was changed on the production version sothat an aisle between the seats provided better accessibility for passengers and pilots. The door on theright sid e was also eliminated.Production records of the Hamilton Metalplane arevery confusing. The new model was advertised as theH-21 Silver Streak landplane, with the seaplaneversion listed as the H-22 Sea-Dan . Power on bothof these models was the Pratt Whitney Wasp of 425hp. Later references show an H-43 landplane and anH-44 seaplane. The Handbook of Instructions furnishedwith each airplane showns an H-45 with a PrattWhitney Wasp of 450 hp and the H-47 with a PrattWhitney Hornet of 525 hp . Actually, the principal difference between these two was the more powerfulengine on the H-47.Just as confusing is the attempt to determineexactly how many Hamiltons were built. Interviewswith several former employees have failed to establishan exact figure. An announcement in the magazineAviation for February 13, 1928 states that metal wasbeing cut and parts for 25 airplanes were to be made atonce, with first delivery scheduled for -March l

An exhaustive search has so far uncovered tentativeidentification, by serial number and license registration,of 27 airplanes. Some sources list 29 airplanes, but thedifficulty is in sorting out those that were sold abroadand those that were returned to the factory for rebuilding and modernization. To illustrate the confusion,Serial No. 58 is listed in the Aircraft Yearbook for 1931as being licensed under Memo 2-125 dated September7, 1929 with a wingspan of 60 ft. 5 in. and gross weight6375 Ibs. This was evidently a special version, since thestandard H-47 had a wingspan of 54 ft . 5 in and weightof 5865 Ibs. No further clues have been located.

The first production models, H-45's, were completedin September, 1928. Two were delivered to UniversalAirlines and two went to Northwest Airways. One wasdelivered to Wien Alaska Airways about the time.Other early buyers were D. W. Norris of Milwaukeeand C. W. Keller, a big game hunter from Detroit.

Scenic Airways in Arizona operated a Hamilton atone time. In May, 1929 Braniff acquired four Hamiltonsfrom Universal Airlines. Isthmian Airways operatedHamiltons in the Panama Canal Zone flying theirtranscontinental route. An H-47 went to the BoeingSchool of Aeronautics in Oakland, Calif. NorthwestAirways eventually acquired a total of nine Hamiltonsfor their fleet. One of these, Serial No. 48, NC-7523,was destroyed in a hangar fire in February, 1933.

Ontario Provincial Air Service in Canada acquiredthree H-47's on floats. A fourth, Serial No . 68, NC-878H,

crashed June 26, 1930 at Port Arthur, Ontario whilebeing flown by Major J O. Leach, pilot for OntarioProvincial Air Service. Another of their Hamiltons,Serial No. 67, registered CF-OAI, was lost on August18, 1931 at Fort Francis, Ontario when the pilot lostspeed in a turn and spun in. .Wien Alaska's Hamilton, Serial No. 53, NC-10002,was purchased by Alaskan Airways, rmed by famedAlaskan bush pilots Carl Ben Eielson and Joe Crosson.On November 9, 1929 Eielson took off from Teller,Alaska with his mechanic Earl Borland on a flight toNorth Cape, Siberia. They were trapped in a snowstorm

Photo by Gene Chase)Rear view of Lysdale s Metalplane at the 1975 AAA NationalFly-In. The Northwest Airways markings and license number arecompletely authentic.

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and crashed. Typical of th e flying fra-ternity in Alaska, a ma ssive sea rch wasorganized to find th e lost fliers. Finallyon January 25 Crosson spotted a reflec-tion in the snow and landed. t was awing of the Hamilton protruding fromthe snow, with the rest of the wr eckagescattered nearby. Eielson and Borlandhad been killed in the crash. In honorof the man credited with establishingreliable commercial flying in Ala s ka,the U.S . Air Force Base at Fairbanks bea rshis name.Probably the most unusual crash in -volving a Hamilton occurred on the nightof November 24, 1928. Pilot Joe Doer-flinger took off from Chicago in a Uni-versal Airlin es Hamilton, bound forCleveland. He had five passenge rsaboard, a lady and four gentlemen. NearSouth Bend, Indiana he ran into a blinding snowstorm. Dropping to 500 ft al-titude he finally located an airway beaconand ducked the clouds all the way toCleveland. Upon landing the station7

agen t ru s hed out exclaimi ng, Jo e,aren ' t you dea d?Doerflinger assured him th a t every-

thin g was alright. Then the age nt ex-plained. Pilot Ed Bassett had taken offfrom Clev e land headed for Chicago.Since there was room, his wife decidedto fly with him . After depositing twopa ssengers at Toledo , Bassett had delay ed take-off waiting for th e weatherto clea r Near Brya n, Ohio he ran into asnows torm and tried to land in a field.Unluckily for him a lone tr ee blockedhis path . The plane hit the tre e squarelywith s uch force that th e en g ine wa sdriven to the rear of th e fuselage. Allaboard were killed instantly. Because itwas not known that Ba sse tt s wife hadaccompanied him, it was supposed thatthe crash was Doerflinge r. There wasa special reason for Mrs. Bassett to ac-company her husband th a t night. t wastheir eighth wedding anniversary.January, 1929 brought a dramaticchange to the fortunes of th e Hamilton

'VIetalplane Co . Eastern financiers hadbeen busy putting together giant corporations to combine the man ufact uringand opera tions of air transports and air-lines by merging se lected companies. InConnecticut the Pratt Whitney Air-craft Co. was joined with Sikorsky Mfg .Co., Chance Vought Aviation Corp. andthe Boeing Airplane Co. of Seattle toform a part of the Un ited AircraftTr a nsport Corp. The Hamilton AeroMfg. Co. and the Hamilton MetalplaneCo . were acquir ed by this group to complete the manufacturing syndicate. Theairplane company then became known asthe Hamilton Meta lpl ane Division ofthe Boeing Airplane Co., a Division ofUnited Aircraf t Transport Corp. InJanuary, 1930 a further move was madewhen the Hamilton Aero Mfg. Co. wasconsolidated with the Standard SteelPropeller Corp. of Pittsburgh, also ac-quired by the merger. Shortly afterward

The first four Hamiltons lined up at Milwaukee County Airport,September, 1928. Model H-18 is in the rear, three Model H-45 s in front .Hamilton Metalplanes under construction at the Park Street plantMilwaukee Wis. Fuselages are in the foreground wing spars in the rightrear, assembly left rear.


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Control wheel and instrument panel ina Northwest Airways Hamilton . Turnand bank indicator in the center tachometer to the right.

H MILTON MET lPl NEMilwaukee Wisconsin

PRICE LIST COMPLETE JANUARY 1, 193HAMILTON METALPLANE LAND CRAFT

Model H-45 Landplane . Wasp 425 HP .Model H-47 Landplane, Hornet 525 HP . $24.500.0026.000.00

HAMILTON METALPLANE SEA CRAFTModel H-45 Seaplane. Wasp 425 HP motor, includingpontoons and all special equipment used in Seaplane

operation, no land gear .Model H-47 Seaplane, Hornet 525 HP motor, includingpontoons gears and all special equipment used in

Seaplane operation .Special equipment referred to above as follows :

$29,300.00

$31,800.00Seaplane Floats G with float Gear $4 ,000.00Eclipse Electric Starter , complete with Generator 900.00Additonal charge in exchange of standard two-blade

propeller for three-blade propeller . 200.00Charge for coating of Bitumastic covering forprotection of Dural against corrosion where planeis used on salt water . 500.00

Total cost special equipment complete $5,600.00In figuring delivered price of Seaplane use following:List Price Model H-47 Hornet (landplane) $26.000.00Deduct credit for landing gear 800.00Price Landplane less landing gear. $25,200.00Plus special equipment as shown above 5600.00

$3t ,800.00

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H MILTON MET lPl NEMilwaukee Wisconsin

SPECIFICATIONS AND PERFORMANCEApproved Type Certificate 85 94Model H-45 H-47 H-47SeaplaneMotor P & W Wasp 420 HP Hornet Hornet525 HP 525 HPWeight Empty 3,639Ibs. 3,699Ibs . 4,318 Ibs.Useful Load 2,226 Ibs. 2,166Ibs. 2,133Ibs.Total Gross Weight 5,865Ibs. 5,865 Ibs. 6,45t Ibs.Seating Capacity 8 Incl. Pilot 8 Incl. Pilot 7 Inc . PilotHigh Speed t35 MPH 145 MPH 137 MPHCruising Speed lt MPH t25 MPH t t7 MPHLanding Speed 50 MPH 55 MPH 55 MPHCruising Range 675 Miles 600 Miles 550 MilesClimb At Sea Level 850 FPM 900 FPM 800 FPMService Ceiling t3 ,000 ft . t5 ,000 ft . t5 ,000 ft .Take Off Run 550 ft. 450 ft. 800 ft .Take Off Time t5 sec. 1 sec. 30 sec .Wing Loading t4 .5Ibs. 14.5Ibs . t6 .6Ibs.Interior of a factory-built HamiltonMetalplane looking forward to the pilot s per sq. ft. per sq . It. per sq. ft.Power Loading 13.6Ibs. to .9Ibs . t2 .2Ibs .per HP per HP per HPcompartment. This one has the standardartificial leather upholstery. Length Overall 34 It. 8 in. 34 ft. 8 in . 34 It. 8 in .Height Overall 9 ft. 6 in. 9 ft. 6 in . It. 1 in.Span 54 It. 5 in. 54 ft. 5 in . 54 ft. 5 in.the Milwaukee plant was closed and operation of the Width At Cabin 4 ft. 4 It . 4 It.new Hamilton-Standard Propeller Corp, was concen- Cabin Length 100 in. tOO in. 100 in.Cabin Width 44 in. 44 in. in .Cabin Height 57 in. 57 in. 57 in.trated at Pittsburgh. Continuing decline in sales forcedclosing of the Pittsburgh plant and removal to East Hartford, Connecticut.

Meanwhile the Hamilton Metalplane Division was plants at Seattle and Wichita. Thus ended the manuexperiencing economic difficulties. Parts for five a ir- facture of Hamilton Metalplanes.planes of the original production batch remained to be The record of service left by these aircraft is comparaassembled and sold. On October 11, 1930 the Park Street tively unknown, but to the pilots who flew them,plant was closed and operations were moved to the especially in Alaska and Canada, the Hamiltons were anew hangar at Milwaukee County Airport. The re- rugged, reliable airplane of great endurance, We aremaining aircraft were serviced here, as well as others indeed fortunate to have Jack Lysdale s beautifullybrought in for repair or modification, In April, 1932 this restored example to remind us that good airplanes wereoperation was closed out and dispersed to the Boeing built in the old days too

The employees of Hamilton Metalplane Division Boeing Airplane Co. Milwaukee County Airport 1930.
http:///reader/full/4,000.00http:///reader/full/4,000.00http:///reader/full/4,000.00http:///reader/full/4,000.00http:///reader/full/4,000.00http:///reader/full/5,600.00http:///reader/full/5,600.00http:///reader/full/5,600.00http:///reader/full/5,600.00http:///reader/full/5,600.00http:///reader/full/26.000.00http:///reader/full/25,200.00http:///reader/full/25,200.00http:///reader/full/25,200.00http:///reader/full/5,600.00http:///reader/full/5,600.00http:///reader/full/5,600.00http:///reader/full/4,000.00http:///reader/full/5,600.00http:///reader/full/26.000.00http:///reader/full/25,200.00http:///reader/full/5,600.00


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AlbumVintage Machines ~ t : ic ..... -- - -Rl J ......

-0. . . . . . . . ~ ~ ..~ ~ ~ ' ~ ~ t : : : . ~ ~ ~Thummaavid airplanearly 1920s.res for many a pic page.page 17.

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4. Dudley Kelly 's DeHavilland Gypsy Moth withWright Gypsy Engine a perennial favorite at fly-ins.

5. 1918 Sopwith Snipe at Air Force Museum, Dayton ,Ohio . Wouldn ' t it be fun out of the cage?


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By Chet Peek1410 Brookdale

Norman, Oklahoma 73069In the fall of 1970, I decided it couldn't be put off

any longer. My pride and joy, E-2 Cub 97 needed acomplete restoration. This is the story of that five yearproject.

I'd purchased old 97" in 1953 for $100.00. Afterpartially restoring it in the patch-up way we did backin those days , I'd flown it for 16 years. Some antiquersmay remember seeing it at the Ottumwa fly-in a coupleof times in the fifties. t was really a fun airplane andquite a conversation piece . But now the fabric was bad,the engine was weak, and there were some suspiciouslooking rust spots on the bottom of the fuselage. tneeded lots of work, and this time I was determined itwould be restored to AUTHENTIC and FACTORY NEWcondition.

The E-2 Cub is one of the most historically interestingaircraft in the world. It's the direct ancestor of all thePiper series; the Super Cub coming off the Lock Havenassembly line today still has essentially the same dimensions and framework pattern as the E-2 . Fewer thantwenty of these old planes remain; most of these aremodified with later model parts. I believe half the funin this sort of hobby is the study and research requiredto bring an old plane back to factory new condition;thus my insistance on authenticity.

Two factors helped me in this regard. First, I had


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another E-2, No . 84 . While nearly a basket cas e, it s till was in original conditionwith some of the fabric intact. Second, Irec eived immeas urable help from Mr.Walter Jamouneau, Vice President ofPiper Aircraft. H e not only an swe rednumerous mail inquiries, but he grantedme a most interesting two hour interview in hi s offic e at th e Lock Havenfactory . He actually remembered bothof my E-2's and could recount storiesabout th e first owners! What a memoryand what a grand gentleman.

Here are some random examples ofmy efforts to obtain authenticity .

Color scheme The original productionbook stated "standard paint job, silverfuse lage and wings with red trim . Bitsof fabric salvaged from No . 84 indicatedan arrow shaped, black bordered, redstripe which ended at the door hinge.The exact color of maroon red was selected by matching the inside of the bootcowl. Presumably it had not faded. Thecockpit area was completely red also,as indicated by the remains of No. 84.

Instruments. Only four were originallyinstalled . By matching up those fromboth No. 84 and No. 97 ended up with :a Stewart-Warner tach, a 41 2 inch diamheight meter (WWI surplus) and a U.S.Guage Co . oil pressure and temp. Isearched high and low for a switch thatonly read off-on instead of bothand finally found one.

Cowling The existing cowling hadtwist fasteners , but the old pictures allshowed a wire lacing arrangement.After asking all over town, I finallybought some antique shoemakers equipment and was able to install the boathooks properly . More on the sheetmetalwork later.

Chet Peek and old 97. Summer of 75.Ed. Note : Somehow he just looks likean E driver.

Finished Job The day so long cominghas arrived al/ is worth it

List price of E-2 Cub . . .. $1425 .00Dealer cost (less 15%) . . .. . . 1211 .25A-40 engine cost . .. .. . . .. . 400.00Prop . . 8.00Tire . .. .. . .. . .. . . . . . . 10.00Wheel . . . . . 6.00Instruments, set . . . . . . . 15.00Fabric, Yd .. . .. . . . . .20Dope, gal . . .. . .. . . . . . . . .80Steel tube , ft . . . .. .. . . . . .10Man hrs to make one plane . 350

CUB insignia. As luck would haveit , I'd saved the cover of the fin andrudder from No . 84 with the N-C numberas well as the legend THE CUB, TaylorAircraft Co ., Bradford, PA. I cut a stencilfor the Cub logo and after searching invain for a stencil cutter with the rightsized letters, I cut the rest by hand too.This added up to several weeks of parttime work but now my plane carriesauthentic markings .

Accessories: The original Cubs hadneither carb heat or primer. I didn't install any, and after a year of flying, I'mglad I didn't. They are just extra weightand trouble.

While engaged in this research, I received some pricing data that may beinteresting to antique fans . These arefrom the Taylor factory in 1933.

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37 of Continentals best horses.Cowl and new A-40 for SIN 8 WB (Note laced cowl .

But before you restorers a ll start wishing for the goodold days , here is th e factory wage rate 22c per hr

So much for th e research, now back to the story ofthe restoration. Disassembly at th e airport was easy.My wife (of 30 plus years) helped put the wings on topof the car, we bolted the tail spring to the bumper hitchand off we went. In no time the Cub was back home inthe garage ready for work to commence. By spring, Ithought, it will be back in the air agai n . But it didn'twork out that wa y. We moved four times in the nextthree years. All I did with the Cub was load it up andmove it Finally, in 1973, we finished building our present home, complete with shop, and the project couldget under way again.

Repairs First the fuselage was stripped of about 10coats of old primer, and sanded clean . During this process, I noticed some suspicious looking rust pits on thelower longerons. Out came the old ice pick, the poorman's tube tester, and sure enough, they were rustedout, from the inside . This necessitated the replacementof the lower longerons, tail post and assorted othertubing with new 4130.

Actually, this was almost as easy as trying to cleanup the old rusty tubes. I made a plywood jig to holdeverything in place, cut out the old tubing with a discgrinder, and tack welded in the new. And replacingthat old 1025 tubing with new 4130 gives you a lot moreconfidence in the airframe on rough days and roughlandings .

After finishing the fuselage, I looked over the pileof tail feathers (three sets) and chose the least bent andrusty set for restoration . These, from No . 84, were sandblasted and primed and I'd almost started to cover themwhen some guardian angel suggested I try to fit themto the fuselage. You guessed it, they didn ' t fit. Evidently,in those early day s of production , the attachment holeswe re not jig drilled, thus each may be a little differentdi mension. No pr ob lem though, I picked th e originalparts for No. 97 out of th e pile, did a little we lding,sand ing and straig ht en ing, and they fit.

However most of th e early Cub parts are interchangeable. The door I used came off No. 320 wh ichwas built two years lat er th an No . 97, and it fit perfec tly. The sa me holds true of th e landing gear and

wings.The little plywood seats were quite a challenge.

They are built up of do ze ns of pie ces of 1 4 inch marineplywood , and must be accurately made since th e controls bolt onto them as well as the fuselage. Here again,a jig to hold things in line was the answer. When done,these sea ts only weigh about 6 pounds , th ey ar e builtultra light like everything else on the early Cubs . Youhave to keep remembering that the whole plane wei ghsonly 530 pounds empty

Covering This was more of a learning process thanactual work. I decided to use Stits Poly-fibre and purchased the necessary supplies from fellow antiquerDon Sharp at Paul's Valley. Spent an evening or tworeading the instructions, then confidently waded in .Putting on the dacron was a breeze. No sewing involved , just cementing. To shrink it you just use a hotiron or a hair dryer . I had some trouble getting theright mix of dope and adjustment of the spray rig, butonce that was solved, I ended up with a nice smoothcoat of aluminum, which was the original final coat.After lots of masking and spraying, the red trim wason, edged with pencil-wide black stripe.

Engine I just plain lucked out on the engine. Forseveral years I had been corresponding with RobertThompson of Dayton, Ohio, (Mr. A-40). He finallyagreed to overhaul an engine for me so I picked a fairlooking one out of the pile and sent it to Dayton. Hedoesn't overhaul an engine - he builds a new one twould take a book to tell the story of his overhauls, soI'll save that for another tim e. But when he is do ne, theengine is better than new, and looks it. A new nameplate, even He even hung it in th e fuselage of his HeathRacer and ran it for four hours to break it in. (see pic).

Odds and ends Through th e winter of '74-'75 Ifinish ed all th e sma ll parts, in struments , wheels, landinggear, and shee t metal. The shee t metal work alone tooksevera l months with a chronology something like thi s:

1. Locate correct .025 alumin u m. None locally, sohad some sh ipped in from Tu lsa.

2. Cu t patterns from old cowling and boot cowl. Mybatting average was about 500 on this job; one goodpiece for every ba d piece.


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3. Locate an edge bead machine. Found one throughthe want ads, bought it and edged all the parts .

4. Find crimper and deep throat beader for firewall. Canvassed all the local tin shops and finallyfound one who had the old style bench tools. He didn'twant to do the work, but he let me use the tools. Afterthree tries, I had a perfect firewall, and felt like aqualified tinsmith

5 Fit cowl to fuselage. This involved taking it offand on at least ten times, adjusting the fit with poorman's Clecos (stove bolts) and trying it on again.

6 Buy rivet gun and rivet up.7 Prime and paint.A embly and inspection The restoration was

eventually finished and assembly only awaited thefirst warm spring day. One Saturday in March, '75several EAA friends came over and the plane was movedto a hangar at the Norman airport. Same format,wings on top of car, tail wheel tied to bumper hitch.While I had the help, we hung the wings and Old 97began to look like an airplane again.

Still, plenty of work remained. The windshieldcouldn't be fitted until after the wings were on, the tailfeathers had to be installed and of course all struts, wiresand turnbuckles had to be adjusted and safetied. Whenthis was done I started that pretty, new A-40. t ranjust as well as Bob said it would. After I had inspectedand double checked all controls and fastenings, everything was ready for my friendly LA., fellow antiquerWarren Smith.

Actually, Warren, who has a pristine J-2 Cub of hisown, had been a willing and invaluable helper sincethe start of the project. As each process was completed,he would carefully inspect the parts before allowingthe work to continue. When the aircraft welder I hadhired failed to show, Warren stepped in and welded theentire fuselage. He insisted on perfection, but so did L

On May 3,1975 everything was done. The Cub stoodwithout cowling or inspection covers waiting for Warren's final scrutiny. After a complete look over hesaid Well, Chet, I think it's ready to go. It took meonly a few minutes to snap on the cowling and coversand taxi to the end of the runway.

Flying theE 2. I didn't bother to check anythingother than to wiggle the controls, because what can youcheck on a single ignition engine in a plane withoutbrakes? As I opened the throttle the tail came right upas always and we slowly gained speed. After about a100 foot run we were off the ground and climbing at afair rate. I'd intended to fly down the runway and landat the end, but everything was working so well I decidedto go around the patch. Had 400 feet at the end of the'runway. Probably would have had more, but withoutan airspeed I don't like to bring the nose up too far. Thelittle A-40 was purring like a kitten at 2350 rpm and inno time we had made the circuit. t had been years sinceI had landed the Cub, but no problem. Those incrediblyslow, soft, tailwheel first landings are easy.

So the restoration was done and Old 97 was backin the air. During the next several weeks there wereenough calm days for several more flights. I determinedthat the new Fahlin prop that I was so proud of must be acruise model, because 2350 was all the rpm I could twistout of the little engine. Back on went my Sensenich6923 and the engine turned 2500 as it should.

How does an E-2 fly? I'd say lots better than you'dexpect. With one person aboard it will act a lot like a 65hp J-3. t takes off in 100 feet or so, climbs at perhaps 800fpm and feels light and quick. With a passenger alongit's a bit sluggish, but still gets off in a couple of hundred feet and climbs adequately. I've hauled 180 lb.passengers on fairly warm days, and while it wasn'texactly a skyrocket, we had no trouble getting 1000 ft.in a fairly wide pattern. Cruise is discouragingly slow,between 60 and 65 mph, so you don't take many longcross-country flights. The performance is quite different fro,m that reported by Gene Smith in the Feb. 76Air Progress. I'm afraid his one short exposure to theE-2 was not typical.

The E-2 now resides in my new hangar on a co-opgrass strip near here, it can fly whenever it wants to.This has worked out to about one ten minute flight permonth this winter; but the spring fly-ins are coming andwe'll be there.

I've started the restoration of No. 84; how will amatched pair of E-2's look at Oshkosh?

Old o r from SIN 84Co kp it area


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rrrr;p1illJtest flight

1908 Glenn Curtiss - June Bug

A roar went up from the crowd as the engine sputtered and then took hold. It had been a long, coldmorning for the more than 500 persons assembled especially Joseph Meade , Jr. , Pre sident of Mercury Aircraft, and the mechanics and oth er workers who wereanxiou s to ground test their reproduction of GlennCurtiss' June Bu g.The bright - but crisp - 20 de gree wea ther onJanuary 10, 1976 proved an enigma for the 1929 model115 hor sepower engine on loan from the Glenn CurtissMuseum in Hammondsport, New York. Heaters andblankets warmed the engine sufficiently so that finallyit could be started. Guided to the 1,800 foot airstrip ofthe Bath-Hammondpsort, New York Airfield, Meadepiloted the craft down and back the snowcovered runway at speeds up to 20 miles per hour.In its first ground test last September, the June Bugtested at over 40 mph as it was manipulated aroundthe Bath, New York Fairgrounds track. It had beenhoped to more than match that speed in the latesttesting.The testing did disclose several points that will beremedied, and in that the testing wa s deemed successful.Although the wings are still uncovered , constructionof the June Bug to date has been approved by the FederalAviation Administration and fabric will soon be added .Plans are being made to fly this craft during Hammondsport's Bicentennial Celebration June 23-27, 1976.It is a reproduction of the airplane in which GlennCurtiss made the first pre-announced, public, poweredairplane flight in the United States on July 4, 1908, inHammondsport , New York.

The original was the third of four planes built bythe Aerial Experiment Association of which Curtisswas a member, along with Dr. Alexander Graham Bell.Piloting the plane this summer will be Cole Palenof Rhinebeck, internationally known builder and pilotof early aircraft, who owns and operates the Old Rhinebeck Aerodrome.

By William M. Fox Hammondsport, NY

,..

.. .

BELOW: A ground test of the June Bug IABOVE: Joseph Meade, Jr . talks with well-replica was successfully held in Hammondsport, Iwishers after ground testing the replica of GlennNew York. At the controls was Joseph ,H. Curtiss ' June Bug. The replica will beMeade, Jr ., President of Mercury Aircraft, Inc. flown June 23-27, 1976 at the Bath-where the replica was built. Hammondsport, New York Airfield.

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5f- ~ ~ - . . . . - - ; , ;

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WHISTLIN IN TH RI INTom Poberezny1976 EAA Convention Chairman

This year when you attend one of the many localor regional fly-ins or your national Convention inOshkosh, you will see row after row of beautifullyrestored antiques, classics, warbirds or a "build-ityourse lf" custom built aircraft. Thousands of painstaking hours hav e gone into these labors of love so theycan sit proudly on the line or be viewed by many asthey participate in the fly-bys. Each year, people saythe quality of workmanship can't get any better andeach year it does

An integral part of any fly-in event is the recognition of this hard work by the owner/builder through theawards program. The awards program , and the judgesassociated with it, can be the most appreciated or mostmaligned people in the world, depending on what theresults are!This past year, your Antique/Classic Judging Committee and Chairman have worked hard in refiningthe rules and regulations developed in early 1975 toinsure the best pos sible avenues in making the correctselections. An outline of the judging standards appeared in the April issue of the Vintage Airplane andthe May issue of SPORT AVI TlON . Please be sure toread this information whether you have an airplane ornot. t will provide some insight and background intothe work that ha s been done to insure that award winners are not "picked out of the hat!" 1976 will see a fewchanges regarding who will be eligible to compete forawards at the Annual EAA Convention in Oshkosh:

1. Only EAA and/or AntiquelCiassic members willbe eligible for awards.2. Only those aircraft who indicate on their aircraft registration form that they wish to be judged,will be judged.You will note in the May Hotline of SPORT AVIA-TION that only EAA members will be allowed toregister their aircraft. This action has been necessitatedby the fact that there were individuals attending theConvention, using valuable display parking space andin some cases winning awards, who did not join yourorganization and support it.The men and women of the judging committee willspend long hours this year inspecting many fine aircraft. They will make every effort possible to make thebest selection in each category. Give them your support.In fact, if you wish to help, I am sure they will be happyto hear from you.Speaking of help, a list of your Convention Chairmen appears on page 11 of the April issue of VintageAirplane. You have heard this before and no doubt youwill hear it again - f you are going to attend the 1976Convention, please offer your services to one of thesefine committee chairman. They put in long hours onyour behalf, not only at the Convention, but prior to itwhen much of the planning and coordinating is accomplished. You can make their job easier and everyone's visit more enjoyable by helping and I thinkyou will find the 1976 Convention more meaningfulwhen you are an active part of making it all happen.Enough said.Thus far two successful Regional Chapter OfficersMeetings have been held in Greenville, South Caro

lina (Region 4) and Hartford, Connecticut (Region 5).Your Headquarters staff has had the opportunity tomake personal contact with officers and directors ofover 50 EAA Chapters in addition to hundreds of members. These sessions have been found to be quitemeaningful for they have provided a great deal of inputfrom the "field" in addition to answering questionsand providing valuable information to EAA'ers whoare heading up activities on t chapter level. On May15th, the Region 6 meeting will be hosted in Chicago.In the fall, EAA Headquarters will be visiting the remaining three regions. .One closing note . Over the past few years I have hadthe opportunity to attend or participate in a numberof fly-ins, air shows and chapter banquets and meetings.I have found that EAA'ers, whether their interests liein homebuilts, antiques, classics, warbirds, aerobaticsor just plain " fun flying", are the greatest people in theworld. I"have seen them pitch in at an air show or fly-inand help someone a long way from home. They haveoffered food, housing, mechanical assistance and moneyto a fellow pilot in need.This is the "Spirit of '76". This is EAA. Don't eversell yourself short.See you at Oshkosh.

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DUES INCREASE NOTICEalendar o EventsMay 1-2 - Corona, California - Southern CaliforniaRegional EAA Fl y-In sponso red by EAA

Chapters 1, 7 11 , 92, , 448 and 494. For information contact Terry Davis, 13905 Envoy Ave.,Corona, Ca. 91720. Phone 714-735-8639.May 2 - Ellington, Conneticut - Ellington Airpor t.Sponsored by Rockville Rotary Club .Aerobatics, Ground Di splays, Trophies forAntiques and Homebuilts. Entranceapplications available. Call or write jos. E.Shinn, 159 Union St., Rockville, Ct. 06066.Phone : 203-875-8000. (Raindate May 9th)May 15-16 - EAA 14th Annual Fl y- In , Ram ona ,Ca. Airport. Contac t: R. Borden, 2279East Pasto St., Ramona , Ca. 92065. 714-789-0459.No Aerobatic contes t \pis yea r.May 15-16 - Conroe, Texas - 2nd Annual Fly In atMon tgo mery, Texas Airport (40 miles north ofHouston) , sponsored by EAA Antiqueand Classic Chapter 2, EAA Chapter 12 and EAAChapter 345. For information contactDo ug Scott, 626 Lakeview Drive, Sugarland,TX 74088. Ph . (713) 494-3791 or Ed Pru ss,6327 Tall Willow Drive, Ho usto n, TX 77088 Ph.(713) 466-4490 .May 22-23 - Cambridge, Maryland - 9thAnn ual Potomac Antique Aero SquadronAntique Fly-In, Horn Point Ae rodrome.May 28, 29, 30 - Watsonville, California 12th Annual Antiquer Fly-In Air Show.

June 4-6 - Merced, California - Merced WestCoast Antique Fly-ln. For information conta ctjim Morr, a Director, Bo x 2312, Merced, CA95340 or call 209-723-0929 .

June 16-20 - 1976 StaggerwingrrravelAir Int e rn a tion a l Convention, s p onso red byStaggerwing Mu seum Foundation andStaggerwing Club, Tullahoma, Tenn . Conta ctJohn Pa ri sh, c/o Staggerwing MuseumFoundation , P .O . Box 550, Tullahoma, Tenn.37388. Phone: 615-455-0691 (business) or615-455-2190 (home).

June 18-20 - Pauls Valley Oklahoma Greater Oklahoma City AntiqueAirplane Ass n. Fl y- ln. Contact Alan Brakefield,Rt. 3, Box 301A, Okla. City, OK 73127.

June 23-27 - Hammond sport , New York Flight of t he jun e Bug, a replica ofthe 1908 aircraft built and flown by G lenn H .Curtiss, in conjunction with BicentennialCelebration. Contact Bill Fox, Pl easan t ValleyWin e Co., Hammond sport, New York14840. Phone: 607-569-212l.

June 26-27 - Wisconsin Chapter AAAGrass Roots Fly-In, Cl ea rwater Reso rt ,Clearwater, WI.June 26-27 - We llsville Aviation Cl ub,Inc ., Great Well sville Air Show Poker Rall y AirRa ce. Spot Landing Contests, FlourBombing, Bes t in Class Aircraft prizes and

trophi es. Well sv ille Municipal Airpor t,Wellsville, NY. (Raind ate july 10).July 3-4 - Gainesville, Georgia - 9th An nu alCracker Fly-ln . S pon sored by NorthGeorgia Chapter of AAA , Antiques, Classics,Homebuilts and Warbirds welcome.Contact Bill Davis, 2202 Willivee Pl ace,Decatur , GA 30033.July 10-11 - Annual EAA Chapter 62 Fly-In,Hollis ter, CA. Con tact D. Borg, 6948Burning Tree, San jose, CA 95119.July 10-11 - 17th Annual AAA Fly-In, DuPageCounty Airport, West Chicago, Illinois.Phone 312-763-7114.July 31 - August 8 - O shkos h, Wi sconsin 24th Annual EAA International Fly -InConvention . Start making your plan s NOWAugust 29 -September 6 - Blakesburg, Iowa 6th Annual Invita tional AAA-APM Fly-ln.August 30 - September 3 - Fond du Lac,Wisconsin - 11th Annual EAAIIACInt ernational Aerobatic Championship s. Spo nso red by Interna tional Aerobatic Club.September 17-19 - George town , SouthCarolina - Second An nual Spirit of '76 Fl y-In atGeo rgetown County Airport, South Carolina.Sponsored by Chapter 543 AntiquelClassics, Warbirds and Homebuilt s. For information con tact Herb Ba iley , P.O. Box619, Georgetown, SC 29440. (803) 546-2525days; (803) 54 6-3357 night s a nd weekend s.

Back Issues Of The Vintage Airplane1973 - MARCH, APRIL, MAY, JUNE, JULY, AUGUST, SETPEMBER, OCTOBER, NOVEMBER,DECEMBER,1974 - JANUARY, FEBRUARY, MARCH, APRIL, MAY, JUNE, JULY, AUGUST, SEPTEMBER,OCTOBER, NOVEMBER, DECEMBER1975 - JANUARY, FEBRUARY, MARCH, APRIL, MAY, JUNE, JULY-AUGUST, STEMPBEROCTOBER, NOVEMBER-DECEMBER1976 - JANUARY, FEBRUARY, MARCH, APRIL

At its April meeting the Board of Directors of theAntique-Classic Division voted to change the duesstructure as indicated below. The changes becomeeffective June 1, 1976.EAA $14.00 annually. All rights and pr ivi leges asMEMBER a full member of the Antique-Classic Division . Receives 12 issues of the off icialAntique-Classic publication, The VintageAirplane_NON-EAA (a $20.00 annually. All rights and privilegesMEMBER as full member of EAA and Antique-Classic

Division. Receives 12 issues of the offic ialAntique-Classic publication , The VintageAirplane.(b) $34.00 annually. All rights and pr ivilegesas a full member of EAA and Antique-ClassicDivision . Re .ceives 12 issues of The VintageAirplane and 12 issues of Sport Aviation.

Passing of a Great Member: GROVER LO NINGSeptember 12, 1888 - March 1, 1976

. Th ere is a feel ing in aviation that it has all been do ne, but it has n ' t beendone. You yo un g men and wo men mu s t rei oak the things that are tatlght and question whether they should be accepted."Thi s morning March 1, 1976, I r ece ived word over the teleph one th a t our greataviation pioneer a nd close fri e nd Grover Loen ing departed on his las t flight.Grover had been ho spit a lized in mid-January as a res ult of a cerebra l hemorrhageand an operation was performed.All of us had heard of Grover's co ndition and were ho peful he migh t successfully survive, until the sad news came thi s morning.It was my great pleasure alo ng with my wife Elsie, as guests of EAA and FSAA& CA to attend th eir banquet, Decembe r 6th, during the Hom es tead Fly-In, whereG rover gave a very int eresting lec tur e with illustrated slides coverin g the work ofProfessor Langley and the developmen t of his sca le models an d man carrying airplane, including its sub sequ ent removal from the Smithsonian Ins titution and sh ip men t to Ha mmondspor t, NY, Curtiss Com pa ny Plant, where revisions were madeto th e stru ctur e.Gr over Loening's out sta nding aviation caree r is one of un end ing accomplishments and he will be m issed bv a ll who knew him , but his contributions to theadvancement of th e science will live on forever.

E M. Ma tty) Lai rd

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Documents

Vintage Airplane - May 1976