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fiJ1/.J.R. NlELAI\nEH. Sl
Over the past three years your Division has had
standing committees which have been working very hard
at the monumental task of putting together a Judging
Manual. This manual will contain guidelines which will
have the two-fold purpose of pointing out to restorers or
replica builders how they should do the job if they
would like to win trophies as well as giving the judges a
standardized judging system with which to work, thus
improving the quality and consistency of aircraft
judging, not to mention making the job much easier for
many a judge of limited experience. When completed,
copies of this Judging Manual will be available to all, but
at this time completion is still many, many months in
the future . Its availability will be appropriately
announced in this column when the time comes.
Much thanks is due the original committee consisting
of AI Kelch, Dick Wagner, and Gar Williams; the present
committee consisting of Brad Thomas, Claude Gray and
George York; and, in addition, to Bob Taylor and other
members of the Antique Airplane Association who
supplied much valuable input in the early and basic
stages of development.
Of greatest importance to the membership, as indi-
cated by letters received, is the defining of what is an
antique, what is a classic, and what is a replica. The
following are the definitions which have finally evolved
through all of this joint effort. An ANTIQUE aircraft
shall be defined as an aircraft constructed by the original
manufacturer, or his licensee, on or before December 31,
1945. A CLASSIC aircraft shall be defined as an aircraft
constructed by the original manufacturer, or his licensee,
on or after January 1, 1946, up to and including Decem-
ber 31, 1955. Of course, there have to be a few excep-
tions to the above, and they are as follows. Pre-World
War II aircraft models which had only a small post-war
production run shall be defined as antique aircraft.
Examples are Beechcraft Staggerwing, Fairchild 24 and
Monocoupe. Civilian aircraft manufactured in the last
four months of 1945, which were actually 1946 models,
shall be defined as classic aircraft. Examples are
Aeronca, Piper and Taylorcraft. A REPLICA aircraft
shall be defined as an aircraft constructed exactly to
original manufacturer's plans, full size in scale, but not
constructed by the original manufacturer or his licensee.
For those who prefer jazzing up the old bird rather
than going the route to original authenticity, a CUSTO-
MIZED aircraft classification in both the antique and
classic categories has been established . I n this classifica-
tion the fine craftsmanship of those restorers can be
appreciated, recognized and rewarded even though their
restorations would not score very highly on the authenti-
city scale.
The judges will be using these categories and classifi-
cations at Oshkosh this year and hereafter, and this
should, over a period of time, improve the standardiza-
tion and eliminate some of the confusion which has been
apparent in the past. We think that the committees have
done a great job thus far. We are particularly pleased
with the classic aircraft category. This category was of
much concern to us for several years due to various
problems and realities of life which were dictating
different upper limits. The solution arrived at by the
committee, that is, December 31,1955, is an excellent
compromise. This was the year which, for all practical
purposes, averages out as the demise of the taildragger.
Piper brought out the Tripacer in 1953. Cessna had al-
ready terminated the 140A in 1951. The 190/195 ceased
in 1955. Only a few 170B's were built in 1956. The 310
had come out in 1953. Beechcraft had their Bonanza
through several mod ifications by 1955 and were making
plans to phaze out their big H-18 twin. Aeronca and
Taylorcraft were out of production as were Luscombe
and Stinson. With the exception of the Piper Super Cub,
the Cessna 180, and a couple more hangers-on, the
industry had capitulated completely to the tricycle
drivers and their training wheels, and most production
designs have been essentially frozen ever since. Over
12,000 personal aircraft manufactured during this ten
year post-war period are still on the FAA register. That's
a lot of classics. Frankly, we believe that we can live
with this ten year limit to the classic category until the
personal family aircraft becomes a four-place single-
engine jet. This does not mean that we are turning our
backs on those of you members who own fifteen or
twenty year old aircraft. Quite the contrary. Not all of
us can or want to own an antique or a classic, but we can
all appreciate their beauty and support the movement
which encourages their preservation and restoration.
And, speaking of restoration, the problems and solutions
of restoration are the same regardless of whether your
aircraft is twenty years old or thirty. Our Division
foru ms on maintenance and restoration held at the
Oshkosh convention are just as valuable to the owner of
a not-quite-classic as they are to the owner of a classic or
an antique. So, if your aircraft is newer than 1955, we
can still be of help to you in many ways, and we shall
still appreciate your support. (cont. on page 20)
Paul H.Poberezny
AI Kel ch
H. BUffihgt on
818W.CrockettSt . No. 201
Associate Editor
Robert G. Elliott
1227Oakwood Ave.
Daytona Beach, Florida 32014
Associate Editors will be identified in the table of con-
tents on articl es they send in and repeated on thearticl e
if they have written it. Associate Editorshi ps wi ll be
assigned to those who qualify (5 articles in any calendar
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RT.l ,BOXl l1
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i nterested i n aviation.
Assistant Editor
Lois Kelch
Associate Editor
Edward D. Will iams
713 Eastman Dr.
Mt. Prospect, Illinoi s60056
Claude L. Gray, Jr. AI Kelch
9635Syl via Avenue 7018W. Bonniwell Road
Northri dge. California91324 Mequon,Wisconsi n 53092
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Restorer'sCorner .. .. . . . . . . . ..... . ....... . .. ..... . ... ... .... . . . . .1
007 Contact . ... . ... . ... . ... . . .... . .... . .. ..... ..... . . . ... . ... .,3
Gee Bee Sportster. . . . . . ... . . ... . .. . .. .,.. ... .. . .... . .... . . . . . .,..7
Vintage Album, (Glenn Buffington, Assoc. Ed.). ..... . ... . .. . . ... .. . ...13
Freddie's Folly! . ... .. . . ............ ... . . .,...,. . ." . .,.. . ... ...15
Notice ofElection . .. . .... . ... . ... . . . . ... . .. . ... ... .. . ... .... . ..20
Air Mail . ...... .. .. .. . . ... ... . ... . . . ... . .... . .. .. . .... . .. .,.. .21
oNON-EAA MEMBER - $34.00. Includes one year membership in the EMAntique/Classic Division, 12
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ONTHE COVER (bckCover)
007 Stearman. See story on page 3 Piper photo, note 50 hp up exhaust
by Byron Fredericksen. Cant., tail skid, split windshield and
3 masted Schooner sailing on water
belo w.
Copyright 1977 AntiqueClassic Aircraft, Inc. All Rights Reserved.

By: Byron (Fred) Fredericksen
7364 Breezewood Lane
Neenah, WI. 54956
(Photos by Author)
There exists much open countryside and farm land
even today on this crowded old earth. Not a great deal
of harm would happen as a result of a tornado roaring
across an open field. But this particular tornado overflew
the unpopulated area south west of St. Charles, Illinois
and touched down on the DuPage County Airport leav-
ing behind a sad state of affairs for airplane owners and
insurance companies. It was the summer of 1974.
One of the casualties of th is storm was parked in a
large block hangar on the north east side of th e airport.
It was a good airworthy 1941 Stearman done up in WW
II U.S. Army colors and owned by a couple of local
fellows. During the storm the hangar collapsed in on top
of this Stearman. The owners had the Stearman
(N55626) insured and the company considered it a total
loss. My partner, Chuck Andreas, and I submitted a sal-
vage bid without viewing the remains. We were busy
building up another Stearman at the time and we could
always use parts. Our bid was accepted and we dismantl -
ed the bird and trucked it home in July '74.
Lower Left: Chuck cranks 007 for first time after
Upper Left: Owners enjoy first flight in 007 (Photo
by Bill Brennand)'
Chuck was pretty well along on a new set of Stear-
man wings and center section he was building from
scratch from new spruce supplied by B&F Aircraft of
Chicago. Our project at the time had been an ex-sprayer
with metal ribs on the lower wings and metal cover on
the fuselage, which we discarded. We have many Stear-
man wings, however, we use only the metal parts, fit-
tings, drag, anti-drag wires and compression ribs and
burn the rest. Trying to rebuild thirty-five year old wood
wings is almost more work than building new ones.
Besides, Stearman wings are easy to build, plus we know
then what we are riding on in flight, and also know what
we are selling to someone else some day. The following
may be a rare situation indeed, however, we recently
purchased a set of newly "rebuilt" and recovered Stear-
man wings and upon removal of some cover for a look-
see found so much rot we salvaged only the metal
components and the balance went up in smoke, as it
should have.
Anyway we put 55626 in the shop and took stock of
what we had. We found extensive damage in that both
left wings, left aileron, left elevator, rudder, tail wheel
assembly, both windshields, two cabane struts, two
interplane struts, fuel lines, and top fuselage cowling
were beyond repair. The fuel tank, center section, front
instrument panel bulkhead, fuselage basket and stabilizer
were pretty badly damaged. Most of the landing and
flying wires were broke or badly twisted. The prop how-
ever only had a slight bend and scratches on one blade.
More evidence of how hard a blow the airplane received
was that we found the half inch gear bolts were bent. In
spite of all this damage, we decided this fuselage could
be rebuilt in less time than restoring the sprayer back to
stock two place again.
We started in August '74 working mostly nights and
week-ends with the usual rebuild process. Strip and clean
the air frame, straighten and dye check fittings, tubing
and attach fittings where necessary and applying epoxy
primer to same. 55626 did not have wing or fuselage
inspection doors, center section mirror, nor the original
instrument panel foam crash pads, which we made and
added. We ordered many parts from Dusters and Spray-
Upper: Cover and cowling completed and painted.
Lower: Newly built center section ready for tank installa-
L to R, owners Chuck Andreas and Byron Fredericksen.
ers Co. and scrounged parts from places as far away as
Florida. Chuck and. I were surrounded, of course, by the
usual "airport bums" all of whom are grand guys. Guys
like Albert Ziebell, Glen Derber, Harold Everson, Windy
Glaser, J ack Tucker, Bob Murray, John Geiger and
others who were pros at welding, tin bending, stencil
cutting, and all were EAA members with a desire to help
us make 'Oshkosh 75'. We did not have our own shop at
the time, and space for our project was rented from Bill
Brennand's Airport Shop and the work was supervised
by Bill, who is an IA.
After the fuselage was complete, except for covering,
we completed and installed the new uncovered wings
and center section, and rigged the airplane per the Stear-
man Manual. This was an interesting process and voices
walked by that said "don't use the manual, that doesn't
work,", but their comments never included any other
method. We completed the process by the book, and
disassembl.ed again for covering.
We used "Ceconite" fabric and with the help of
mechanic, Jack Wojahn, sewed up the envelopes. Two
coats of clear nitrate were brushed on, followed by the
rib stitching and tapes. Two more coats of nitrate with
the silver added were then brushed on. Chuck is a good
"mechanic" and wood man, but I happen to be the
"official painter." We next sprayed eight coats of nitrate
silver, wet sanding the complete airplane twice with 320
paper during this process. (The only time our helpers
showed up missing was during all this sanding.) By now
it was the middle of winter, and I am sure Bill spent
more money for heat in his shop than he collected from
us for rent. We sprayed ten coats of A&N orange yellow
butyrate next, many nights finishing up at three or four
o'clock in the morning. After all these coats of dope, the
weave in the cover was just barely visible, which is the
way it should be. This means the dope penetrated. We
did not try to "bury" the tapes, as they are part of the
airplane and should be seen just as they were in 1941. I
really do not like to see an antique airplane covered with
the new fiberglass products, but, of course, due to the
cost these days of doing or hiring recover work, we
chose this "permanent" type covering. I also believe
one's antique airplane should lose a couple points in a
judging contest if covered with anything but material of
its day. And I can't imagine covering already thirty-five
year old wood with the thought that this is permanent. I
want this old wood uncovered for an inspection every
ten years if I have to fly or ride in it or on it. These old
airplanes are fun until someone gets hurt. All metal parts
were primed with epoxy and painted with Super Flite
matching enamel.
Next came the markings and the acquaintance of a
remarkable fellow. Chuck and myself are members of
SRA (Stearman Restorers Association) and were in
possession of a SRA "Outfit" publication which contain-
ed a very detailed drawing of the U.5. Navy N2S-3
submitted by SRA member, Kenneth D. Wilson of
Evansville, Indiana. Ken is a student of the Stearman
Airplane and I am sure has done as much research on
Stearman markings as anyone in the country. We du-
plicated Ken's drawing to the letter, except that this
drawing showed a squadron number 317. I called Ken
and asked him about this. He advised 317 was not
official and we could use any number as long as the
symbols were eighteen inches high, the width one half of
the height and the stroke one sixth of the height. We
thought about this and decided we would use our tel-
ephone area code of 414 or maybe 720 or 747, as this
was a Boeing Stearman. Someone came along about then
and remarked this all sounded very mysterious; thus
came the 007. Those that have gone through this know
hours and hours are spent masking. We installed the 007
on fuselage and cowl, thirty inch diameter stars and
meat balls on the lower wings and forty five inch on the
top wings. Four foot red bands went on all wings and
the fuselage, U.S. Navy on fuselage sides are eight inch
block. Each fabric airplane component had the part
number, dope code, date, airplane model number doped
on in half inch black symbols. Each also had the inspect-
or's initials in black on a one inch white square after
each code. The landing gear fairings were Navy gray with
a two and five eighth diameter lemon colored circle on
wheel covers. The tail wheel cover had a five eighths
circle. Each wing strut had to be numbered in one inch
black numbers as well as the fabric next to each strut
fitting. The center section and wing hand holds had to
be doped black in the exact manner the Navy specified
way back when. The oil dip stick cap had to be lemon
colored with half inch black numbers 4.4 U.S. Gal. And
then the prop - natural metal on front side except tips
which required four inches dark blue next to four inches
lemon yellow next to four inches insignia red. The prop
diameter and blade setting had to be half black symbols
on the natural metal. The back side of the prop had
twenty eight inches of dark blue with the remainder
painted black. Fuel grade on the side cowl, gallons on
the center section, designation on the rudder, no step
here, jack there, etc. This is how you get awards with
your airplane, if in fact awards interest you. We really
just wanted our Stearman to be just like it was when it
came from the factory. If folks like Ken Wilson can do
the time and effort to research these airplanes for the
benefit of others, we can certainly do him the honor of
in fact marking the airplane the way it should be. The
only snag we hit was that the number N55626 was to be
in three inch block letters on the fin . The FAA, FARS
spell out that no other markings this size shall appear on
Rigging process before covering. Note abundance of
sidewalk engineers.
the airplane that began with the same letter, and our
airplane was an N2S-3. We ignored this and installed
N2S-3 in three inch block letters on the rudder. And as
of this date no one has shot us down.
We had the prop repaired and the AD done at Whirl-
wind Prop Shop at Chicagoland Airport. The 220 Cont.
engine had only 250 SMOH and it checked out perfect.
Chrome rocker box covers and push rod tubes are
pretty, I guess, but they were not that way in '41. With
all the color the military required, it seems strange the
engine had to be plain old black and gray. I suppose the
black matches the oil that blows around.
By April the airplane had been covered six weeks, and
we rubbed the entire thing with a fine compound and
then applied a coat of wax. We had a very good-
looking bird if we do say so ourselves. Finally on April
25, nine months after hauling it home, we cranked the
inertia starter and after three tries all the smoke and
noise happened. After a couple taxi runs and, of course,
pictures, we took off and were very pleased to find it
flew straight and level hands off with only the minor
effect of engine torque. The manual was right. There are
no tabs on any control surfaces except the trim tab. No
rigging changes were necessary.
Our homes and shop are ten miles north of Oshkosh
and we made the big trip for the '75 EAA Convention.
We also gave many folks their first airplane ride where
they were sitting outside. 007 had 6800 hours on the air
Fuselage cover completed with newly built wings rigged and ready for cover.
frame when we bought it and now it has 200 more. The
engine has been perfect. We, at this date, have four other
Stearmans, one of wh ich we are restoring to portray the
PT-27 Canadian version. Again Ken Wilson has provided
an exact detail drawing with all the correct Canadian
markings of that era. We now have aluminum rib jigs and
our own shop with all the necessary equipment, and can
do a Stearman rebuild in about 2000 hours including
building all new wood parts. We have a couple of engines
being overhauled by Bill Bohannan of Columbus, Ohio.
Bill just finished a Stearman rebuild and for the informa-
tion of anyone wishing to contact a good round engine
overhaul shop, Bill's address is - Bohannan Aviation Serv-
ice, 2294 Onandaga Drive, Columbus, Ohio 43221. Bill
is an EAA and SRA Member also.
For the record, 007 has to date received awards as
Dacy AAA Fly In - 1975 - Best Stearman
EAA Oshkosh Fly In -1975 - Blood, Sweat and Tears
4th National Stearman Fly In - Galesburg - SRA Best
5th National Stearman Fly In - Galesburg - SRA Best
Wisconsin Chapter AAA Clear Water Fly In - 1975 .
Favorite Airplane
National AAA Convention Fly In - Blakesburg - 1976
- SRA Best N2S
Chuck Andreas and myself extend an invitation to
anyone wishing to visit us ~ our shop. We are located
adjacent to the runway on the Brennand Airport,
Neenah, Wisconsin. Our old airplanes are just a hobby
with us and we enjoy meeting antique enthusiasts.
By: Robert H. Granville
R.F.D. 4- Box 776
V" ~ ~ Skowhegan, Maine 04976
-- (Photos furnished by
~ .NCIID4"
\ 6 q " ' i ~ B,os ""i{r Inc
S",,"'Qi"0 'oc\
'*... ~
Warner powered Sportster owned by Skip Tibert. Same
as NC 46 V flown by Bayles in the Ford Reliability Tour.
Perhapst he best way Ican tell youabout t heGee Bee
Sportster is to quote fro m a broc hure written by Z. D.
"Grannie" Granvill eback in 1931. It reads as foll ows:
"Hop off in thi s tr im litt le Gee Bee Sportster. Up
5000 fee t in less than five minut es. Speed along at 125
mph. Gi ve her the gu n to 150 if you wish.Cut thegun,
drop t hecont rols-she'sin a60 mil e per hourgli de.Open
t he thrott le. Level fli ght aga in . Speed . Stabilit y. You
never knew such fun . You' ll marve l at her maneuver-
abilit y. And does she sta nd upl Thi s littl e ship came in
second in the great All Amer ican Air Derby--first ofall
thestock pl anes.
Note her trim strea mline beaut y. Admire her sturdy
safe constructi on. Here's t he airpl ane you would loveto
own. Idea ll y adaptabl e for Sport, Speed, Business, or
Pl easure. Consider the many exclusive fea tu res of t he
new Gee Bee Sport ster. The careful engin eer ing and
workmanship which make it so fast and safe. Note its
extremely low price for such abea uti full y builtairplane.
Here is the speed ship that will give you the greatest
thrill in fl ying. "
The brochure went on to tell about the race some
thinglike t hi s:
"Overcoming all sorts of hardships in the long dan-
gerous grind over mount ai ns and deserts of t he wes t,
pil ot Lowell R. Bayles ofSpringfield, Mass. brought in
hi s stock Gee Bee Sportster to win second pl ace in thi s
nat ional cl assic. The Gee Bee Sportster was the first
stockship to fini sh.
This great vi ctory of the Gee Bee Sportster over 18
famous ships and famous pil ots ist he best recommend a
tion fo r the many unusual characteri sti cs of speed and
endurancedescribed within thi sfo ld er."
The brochure has photos of a Model E built under
A TC 398 and a Model D buil t under ATC 404. It al so
goesontodescr ibe the ship.
The Monasco Pi rateC-4, 125 H.P.orWarner 110H. P.
or Fa irchild 6-390 130 H.P. or Cirrus Hi -Dri ve 95 H. P.
engines are used in all stock Gee Bee Sportsters. Other
engines will be furni shed on speci al order. Engine
mount s built espec iall y st iff, reducing vibr ati on to a
With anaspect rat io of6.9 t he wings oftheSportsters
are tapered to such a degree as to give unheard of
maneuverabili ty. The structure is built to wi t hstand the
strain ofany known maneuver. Rateofclimb in inverted
fli ght is nearly eq ual to that of normalfli ght. Loadfac-
tors of 6 inverted and 8.6 in nor mal fli ght are main-
tained throughout with wide margin of safety at all
highl ystressed points.
Spars and ribs are madefrom carefull y seasoned Sitka
spruce . Du ra l compressi on tubes impart great torsional
st iffness . Note t he design and striki ngly ru gged appear-
Hydraulic shock struts wit h sixin ch Ol eo travel and
rubber for taxiing, combined with full air wheels, size 20
x 9 or 650 x 10 make the very roughest field s easily
navigabl e. The whole landing structure is enclosed in
streamlined " pant s" reducing drag to a minimum.
Brakes opti onal$100extra.
The gasoline is carri ed in t wo wing tanks and one
cowl tank, the contents ofthe wings beingpumped bya
hand wobbl e pump to the cowl tank where it is fed to
the motor bygravity . Aspec iallineand jet isinstall ed to
su ppl y fuel to t he engi ne auto maticall y when upside
All controls are extremely li ght and are effective far
below stalling speeds. The load onthestick is ex tremely
li ght in any maneuver.Comfo rtabl erudder pedalsofthe
hanging type.
All control bearing are oversize with many ball
bearings to prevent wear. Push pull tubes and straight
cabl es eliminate pull eys.
The fuse lage const ructi on is of welded chrome-
molydenum steel tubing throughout, making the struc-
tu re, extremely compact, li ght and ri gid . There are no
welds in tension members. A detachabl e motor mount
all owsthe use ofany inverted, inl ineor radi alengines.
An inverted jet is buil t into carburator wit h gravi ty
feed from eit her wing tank. A wobble pump brings the
gas from wingtank to fuselage tank. Abaggage compart-
ment of 2 cubi c feet capac ity and pockets for logs and
maps add greatcomfo rt and unusualstorage fac ilities for
such a small pl ane. The inside of the cockpit is attrac-
t ively upholstered. A hand start er ca n be install ed ifde-
The instrument board is of burl ed dural with a com
pl ete set of Consolidated instr ument s including an air
speed indi cator, bank indi cator, compass, alt imeter,
tachometer, oil pressureand temperature gauges, switch,
choke, alt itude cont rol and booster. A turn and bank
and rate of climb indi catormay be install edont hesame
instrument board atadditionalcost.
The fa bric is t he finest grade Dartmouth-tex f ini shed
wit h 9 coats of Berryloid pigmented dope. Ear ly orders
all owa choiceofcolorcombinati on.
Thi s brochurealso has achartshowing lotsofdataon
all model sports ters which reads as foll ows. The first
group off iguresistypi calofall models.
Span 25 f t. Wingarea 95 square feet. Lengt h17 feet
3 inches. Height 6 feet. Fuel capac it y 40 gall ons. Oil
capacit y 3gallons.
Models Fi gures. LandingCrui singTop
ModelMotor H.P. Weight Speed Speed Speed
B CirrusHi Drive 95 900 50 120 140
C Menasco B-4 95 900 50 120 140
D Menasco C-4 125 922 50 130 159
E WarnerScarab 110 912 50 128 148
F Fairchild 6-390 135 960 52 135 160
Model Climb to 5000fromstandingstart Pri ce
B 6 minutes $4680
C 6 minutes $4780
D 4 minutes $4980
E 4Y:o minut es $5230
F 3 minutes 48 seconds $5580
Granvill e Brothers Aircraft Inco had hardl y gotten
start ed atSpringfi eld, Mass. whenthestoc kmarketcrash
came in 1929. Nine two pl ace side by sid e bipl ane had
bee n fini shed and nearly all sold. Anothergroup ofnine
had been started. It soon became apparent that thesal e
of thi s t ype airpl anewas goneand mi ght neverreturn. A
pl easure ship fo r around $4200 was just out ofreachof
theaverage pil ot .
At thetime,thecompany had over twent yempl oyees
and many ofthese had to be laid off,leavingonl yafe w
key men.
Ameri can Cirrus Engine Co. ofMarysvill e,Mi ch. , in a
bol d att empt to sell aircraft engines, dec ided tosponser
a long point to poin t race, to pwve the reli abilit y of
their products. All entering ships would have to be
powered by Cirrusengines eitherhi dri ve orupri ght.The
race would stan and end in Detroit and cover a major
pan of the United States. Buildcls were flee to usc any
number of engines and there were no restr ictions on
Granville Bros., inspired by chief engineel Robert L.
Hall decided to participate. It would kee p our small
work force toget hel for a while and the pliLe money was
very good. And so the first Gee Bee Sponster was born.
It was to be a big change for us, a clea n low wing
monopl ane, wire braced wings, rigid landing gear with
full air wheels and would be si ngle place.
Air wheels were new and the manufacturer thought
that there would be no need of shocks with their usc.
However shocks were used on all other Gee Bees except
this first Sportster. Fuel capacity would be 40 gal lons
and the inverted CilTus was very economical on gas.
Springfield Airport had a really fine pilot at th e field
named Lowell R. Bayl es. He offered to fly the Sportster
and the company was very pleased to have him, as his
reputation was excellent.
There was soon a long list of top pilots entered in the
race, flying all kinds of airpl anes. One of the bes t, and a
man who would later be well known as a Gee Bee racing
pilot was to fly a tiny racer built by Command-aire. Hi s
name was Lee Gelbach and his ship was the Little
Lee and Lowell dueled it out, holding down fir st and
second place every day, and Lee won. Bay les was sport
enough to furn ish Gelbach with some badl y needed ove r-
head parts one evening which of course was a great help
towards the win.
The Sportster handled very well so Bay les made a
point of giving the crowds a few moments of aerobatics
at each landing field. Thi s gave the ship a lot of good
publ icity.
It was finally ovel and Bayles flew back to Springfi eld
with second place honors and prize money.
He was escorted in by most of the airplanes on the
field to Ieceive a hero 's welcome. The city turn ed out
for a big parade, speeches and a testimonial dinner.
Lowell Bayles imm ed iate ly bought the airplane and
he and Roscoe Brint on formed a flying service and
started barnstorming tours. They had five or six ships
including a bat h tub New Standard and flown by a man
many of you know. He is Len Povey. Bayles would pull
in ahead of the others, put on an acrobat ic show to draw
a crowd and then everyone would haul passengels.
Back at our shop, we knew that we had a rea ll y suc-
cessfu l pl ane and GIannie began to wonder who would
bu y it. He reaso ned that th ere were st ill a few bright
young men who had enough money to buy a Sportster
and would really love this kind of a ship. Complete
drawings wele made and it was deci ded to try fOI an
approved type certificate as soo n as poss ible.
Adveni sing went out calling the Gee Bee Sport ster
"The fastest and most maneuverable li censed airpl ane
for its horse power in the United States."
Two of th e first customers for Sportsters were Ham id
Moon and George Rand. Both had been members of the
Harvald F,yi'1 g Club at Boston and knew Grannie very
Moon ordered a CilTus Hi Drive job fini shed in a two
tone brown. Rand's ship was to be Menasco C-4 powered
and finished in bri ght Ied and whit e. The new ships were
nearly th e sa me as the original, about the only change
being in the landing geM.
Harold Moon' s ship was built first and he stayed right
with the ship through most of the constructi on so he
would know it from inside out. As soon as it was ready
to fly, he was very anxious to make the first flight. How-
ever Granni e refu sed to let him fly it until he had given
it a thomugh test himself. Harold was an excellent
acrobatic pilot and as soon as he got to fly it a few
times, he decided to take it to Phil adelphia and show it
to his fri ends. GIannie suggested that he bring it bac k in
a few days for a final check, and he took off.
It was abo ut fo ur days later, just as we were coming
out for lunch , that we saw him boring in over the city
probably at full throttle. He crossed the field, did a very
tight and vertical 180 and made one beautiful slow roll
back across the airport so low that he was blowing the
grass with his prop blast. One more tight turn and he cut
th e gun and landed . It was a beautiful performance but a
mi ght y dangerous one.
When he taxiied in, we noticed that hi s bottom
engine cowl was missing. He explained that he had made
a dive from 10,000 feet, somet hing had uashed and he
didn't know what had happe ned until he landed.
Except for t hat piece of cowling, Haro ld Moon never
put a scratch on hi s ship as long as he owned it. However
this kind of fl ying proved fatal to a couple of oth er
Sportster pil ots. As it is always the fa ul t of the ship
when the story is written up, th ese ships began to get a
bad name which was hard to live down. Actually they
were just too much fun fo r stlaight flying, and every
pil ot is not an acrobatic pilot.
After a few Sport sters were made, anot her change
was made in thc landing gear and a lalgcr rudder and fin
was put on. George Rand brought hi s ship back and had
these changes made so that it coul d calTY an NC li ce nse
after the A TC was gra nt ed.
All the necessary engin eel ing, load testing etc. was
finally finished and it ship powered by a Warner Scarab
was flight tested fo r an approved type certificate.
Engineering Inspectol John L. Moran, a qui et, tough,
honest man and an excellent pilot did th e job. He as ked
fOl" a fcw small changes which didn't take long and we
were granted ATC 398.
Shortl y thereafter, flight tes ts were run on a Menasco
C-4 powered Sportster and A TC 404 was issued to cover
this model. As far as I know, these were thc only cert ifi -
cates ever issued for a small single pl ace hi gh perfo r-
mance sport plan e.
During 1931 and 1932, Grannie flew one or another
of these ships all over this country usually looking for
customers. He also did sky writing with one, at the De-
troit show in 1931.
In 1931 the company entered a Warner job in the
Ford Reliability Tour with Lowell Bayles aga in behind
the stick. He had to win his points on performance alone
as he could not make points on load. The records show
stick time to be 8.1 seconds, his unstick time to be 10.7
seconds and hi s average speed to be 140.78. He finished
in fourth pl ace but was the winner of the Great Lakes
At the National Air Races in 1931 and 1932 while
the big Gee Bees were maki ng the headlines, Sporlsters
also picked up quite a lot of money in their classes. We
had three there and Maud Tait and Mae Haizlip flew
them in some of th e women's races. Grannie flew o ne in
from California in a handicap race but finished out of
the money. Monocoupes gave him some tough competi -
ti on. Bayles also flew one in aerobatic competit ion and
took top money. Bay les' model X Sportster lasted until
October 1931. The Cirrus engi ne had been removed and
it was now powered with a six cy lind er Fairchild. It
proved to be a hard sta rting engine in cold weather and
Balyes had put a loose hand uank boostel on the floor
of th e sh ip to aid in starting. Roscoe Brinton took the
ship to a meet in Vermont on a nice fall Sunday, as
Bayles was busy fl yi ng the "City of Springfi eld" . OWing
an acrobatic maneuver, the booster and booster wires
becdtne entangled with the stick and Roscoe bailed out.
He was soon back at the mike to say a few words to the
crowd. He had a big grin on his face and told them "You
people arc real lucky to sec a show like this for 75 cents.
It costs a lot more at Cleveland."
One fine Sportstel which had a remarkable and varied
life was the Menasco powered Model D NC11043. Parts
of it arc still in existance today and it is undergoing a
Iebuild. Painted light blue and cream, with a black
panther head on each side of fuselage and solid pilate
emblem on top of the nose cowl, it was a beauty.
Grannie used it for a demonstrator and skywriter for
quite a while and finally sold it to Bill Raush. Bill made
a living with it, Iacing and doing ae robatics and also
raced it at the Nationals in 1932.
Clem Whittenback, who is pl"Obably one of the
gleatest acrobatic pilots who ever lived was the next
owner. I did not know about this until last year when
the story about Clem appealed in Vintage Ailplane. I
had never met him but I wrote to him and asked him to
tell me his opinion of the ship either good or bad, and if
he considered it to be a killer. He wrote right back and
here is part of what he told me. Quote: "I flew it at
many major air shows and it always stole the show
where ever I went. It had positive control throughout all
aerobatic maneuvers and I enjoyed flying it very much.
It was a wonderful performing plane and it was the first
plane I ever flew that I could do a vertical triple snap roll
and on positive recovery still be pointed straight up. To
me it was an airplane built years ahead of its time. I do
not consider the Gee Bee a killer pl ane, all it takes is a
pilot to fly it."
Clem had been flying the Sponster for the Woods
Flying Aces, Mrs. Woods being J essie Woods, very well
known by members in the southeast and also the north-
west. After Whittenback sold the ship, the Woods
bought it back and hired another great pilot to fly it for
them in the air show.
I wrote to Jessie Woods for information and here is a
littl e of what she told me. Quote: "Dannie Fowlie was
the only person who flew the plane for us. He was a
wonderful pilot and could fly anything well. He loved
aerobatics and his performance with the Gee Bee was
beautiful and exc iting, but scary."
After the Woods fina ll y so ld the ship, it was cracked
Bayles Model X nears Springfield as he returns from the American Cirrus Race.
up. I never did find out who was fly in g it or any details.
Anyway in another year or so the o ld model D will be
back in the sky where she belongs.
Now for those of you who have read those many wild
reports about Gee Bee airp lanes, I came across a new one
I hadn't read before just last week. It sa id in part. "They
were wild S.O.B.'s, seven were built, and seve n crashed."
As this is pure hog wash I will end this artic le with the
flight test report from the Dept. of Commerce for
Approved Type Certificate No. 404. The test was run on
ship 11043, the same airplane later owned by Clem
Whit te nback. In my opinion this is an excell ent report
and can hardly be disputed. Note particularly the six
turn spin test report.
Above: Harold Moon's Cirrus powered
Upper Right: Three sections ofthe flight tests
performed by Department ofCommerce, from CONTROLLABILITY - LONGITUDINAL: GOOD V FAIR
which typecertificate No. 404wasissued.
Below: Model X Sportster flown by Bayles in
Lower Right:Clem Whittenbeck'sMenosco C-4
theover5,000mile American Cirrus Derby. DIRECTIONAL: GOOD V-- FAIR
powered Sportster. Used for professionalaero-

\ I

\ I
l I

(e) SPIN TEST - POWER OFF - (Recovery controls neutral - no power).
2 TURN SPIN - Recovery turns: lbs. back pressure
4 TURN SPIN - Recovery .turns: lbs. back pressure
6 TURN SPIN - Recovery L
turns: -II('.;JL)
lbs. back pressure

(e) WIND

Above: Margaret Perry (Cooper Manser) License No.
4049, and the Tulsa-built Spartan /-6-5 she entered in
the '29 Derby, operated the Culver City, Calif Air-
port. Margaret was the first Southwest Governor and
second Ninety-Nines' President. Was elected NY-N/
Governor in 7936 alld was one of the first two Per-
manent Trustees of the Amelia Earhart Memorial
Scholarship Fund, Alma Harwood, Rye, New Yorl?,
was the other.
Below Left: Blanche Wilcox Noyes (License No.
6540) extols for Cleve/and where she lived at the time
of the '29 Derby. She flew the /-5 Travel Air to
fourth place in the race, and the former International
99 President now resides in Washington, D.C. Retired
after long service as Chief of Air Marl?ing program.
Men <Inti Their
By: Glenn
878 W.
Below Right: Phyllis Goddard, License No. 5487, by
the Kinner Fleet of the Palo Alto School of Aviation
on Stanrord University Campus, circa 7930. (Might
be the aircraft used by Paul Mantz for his outside
loop record). *Phyllis is now Mrs. Thomas Penfield
and lives at Santa Maria, Calif Photo from: Lesley N.
* - 46 outside loops, / uly 6, 7930.
Vintage Machines
....-----c:::... 2--_ .
. ~ ;
Buffington, Assoc. Editor
Crocl?ett Street
WA. 98779
Below Left: Laura Ingalls, License No. 9330, and her Lockheed
Orion-9D, "Auto-de-Fe", NR74222 at Floyd Bennett Field.
Laura made a couple of impressive record-breaking non-stop
trans-continental flights with the Orion. July 77, 7935, Floyd
Bennett Field to Burbank, 78 hrs. 79 min., and September 72,
7935, West-to-East, 73 hrs. 34 min. She also placed second in the
'36 Bendix Trophy Race, NY to LA that year, 75 hrs. 39 min.
Photo from: Richard S. Allen.
Above: Nellie Zabel Willhite (License No. 8242) with
"Pard ", her OX-Eaglerock, named for her Dad, on a
windy Dakota day at Renner Air Service. Nellie still
hails from Sioux Falls, So. Dak. The Eaglerock is now
owned by George Epps of Harvest, Alabama.
Below Right: Edith Foltz Stearns (License No. 5600
poses by her Alexander Eaglerock Bullet at the '2
Derby start. One of the first stock jobs with retract
able landing gear, she finished second in the light-
plane category behind Phoebe Omlie. Edith flew wit.
the Air Transport Auxiliary during WWII and entere
the '52 and '53 A WTAR with Pauline Glasson.

. --'
.. . .. .. ..
.."." .
By: Byron Fredericksen
7364 Breezewood Lane
Neenah, WI. 54956
(Photos by Author)
I think perhaps I have come upon no truer words
than those I read in THE VINTAGE AIRPLANE, name-
ly The Restorer's Corner by J. R. N ielander, Jr. in the
October, 1976 issue. I have never met this writer nor the
man he quotes, Mr. Roy Redman of Minneapolis; how-
ever, they sure hit home with this editorial. Without
taking a shot at anyone, I would add to their comments
of "doers" and "intenders" by saying I have always felt
there are three types of folks about; those that make
things happen, those that watch things happen and those
that don't know what is happening. Everybody I know
fits into one of these three categories. I do not wish to
be the "old philosopher" here; however, I urge those
that have not, to read aforementioned editorial as it may
spur someone who is holding back togo ahead with his,
hers or their old airplane proj ect and in fact become a
"doer". I offer the following tale ofan exampleofwhat
onecan make happen.
A year and a half before I was born, in fact, March -
1931 thedoorsopened oneday atthe Stinson factory in
Wayne, Michigan, and a beautiful huge (for the times)
three motored airplane emerged. It was manufactured
under ATC number 420 and its designation was model
SM-6000B. This high wing tri-motor was also known as
the model "T". It bore serial number 5023 and registra-
tion NCll170 had been assigned to it. I t was one of
fifty three of these models built. Two ofthe Lycoming
model R-680 engines were fitted to mounts under each
wing and thethird was mounted on thefuselage nose for
a total of 645 H.P. with Hamilton Standard adjustable
props. Itwas42' 10" long, had a wing span of60',stood
12' high and had a gear tread of 204". Its maximum
gross wei ght was 8,600pounds. In my opinion it was not
the prettiest airplane The Stinson Company ever built.
However, the full retail selling price was just under
$26,000.00, quite a modest sumfor an airlinerequipped
with 10 passenger seats, baggage space, windowcurtains
and the lu xury ofa chemical toiletcompartment. It was
licensed fora crewofone.
The new ship was inspected, tested and approved for
commercail use March 13, 1931. On March 17th it was
delivered to Century Air Lines, Inc., 105 West Adams
Street, Chicago, Illinois. The uses and events this Model
"T" encountered from this point in time, until in fact,
the year 1965, one can only speculate on. It is known,
however, that the ship was damaged in an accident in
Chicago less than a month after its arrival there.
The damage was repaired and on January 13, 1932 it
was back in service; this time licensed as a cargo version
with the passenger seats removed. It was, however, on
January 27, 1932 converted back to the passenger
Perhaps some reader somewhere for whatever reason
will remember this airplane and for this purpose I note
the recordsofits ownersovera 34year period.
April 3, 1932 - sold to American Airways, Inc., 122
East 42nd Street, New York, New York.
October 13, 1934 - sold to J. A. Hammer, W. J.
Hunter, J. P. Bittner, 4848 West 63rd
Street,Chicago, Illinois.
November 15, 1934- sold to American Airways, Inc.,
4848 West 63rd Street, Chicago, Illinois.

Opposite Page Top : Typical gas
station on the Alaska Highway.
Above: Stinson SM-6000B,
NCI II70 as it appeared in late
1960's in Alaska. (Courtesy J.D.
Opposite Page Bottom: Due to
much snow and rain we en-
countered several hundred miles
of mud and potholes along the
Alcan Highway.
April 15, 1935 - sold to Leon D. Sherrick, 1937 West
TuscarawasStreet, Canton, Ohio.
June 22, 1935 - sold to Hugh Stevens, RFD 6,
Newark, Ohio.
February 26, 1936 - sold to O. W. Nichols, 818 Mt.
Vernon Rd., Newark, Ohio.
February 15, 1937 - sold to Inex E. Nichols, 818 Mt.
Vernon Rd., Newark, Ohio.
May 5, 1939 - sold to Leslie G. Mulzer, Port
Columbus, Columbus, Ohio.
July 28; 1939 - 'Sold 'to'Alton H. Walker, Monterey
Airport, Monterey, California.
July 21, 1942 - sold to Los Angeles Aviation School,
Van Nuys, California.
June 9, 1942 - sold to Roy R. Taylor, Meacham
Field, FortWorth, Texas.
July 4, 1942 - sold to Wien Alaska Airlines, Inc.,
Fairbanks, Alaska.
I have written to the COC at Wayne, Michigan, seek-
ing help in securingnamesofformer Stinsonfactory and
office employees, but never received any reply to my
inquiries. I would especially like to have old photos of
NCll170.'l am were taken ofthis airplane
many timesthrough the years as well as when it was new
at thefactory.
Records indicate Wien Alaska Airlines operated the
"T" between Fairbanks, Kotzebue and Nome in the
early 40's. Sometime in late 1944 it was acquired by one
Lon Brennan of Manley Hot Springs, Alaska, which is 80
miles downstream from Fairbanks on the Tanana River.
It was operated for a short time by Brennan Airlines
when it was parked alongside the runway at Manley Hot
Springs after being replaced with more modern equip-
ment such as Wi en Airlines had done. I understand Mr.
Lon Brennan passed away a few years later. NCll170
never flew again.
My story now picks up the name of Mr. Jerome D.
Berry who will always retain a special place in my mind
and thoughts. I do not wish to become dramatic here or
imply that the retrieving of this old airplane changed the
shape of the world, however, Mr. Berry is responsible for
causing this airplane to be anything but battered bones
today. I have not sought permission to quote him, write
of him or cause his private life to become public
information. I last spoke to Mr. Berry when he visited
my home during the 1975 EAA Convention at Oshkosh,
wh ich he attended.
Stinson SM-6000B, NCB74-W, date and location un-
known, however note vintage of autos in background.
(Courtesy Arch Dixon)
It is a matter of public record really that Mr. Berry
acquired NCll170 from Brennan Airlines, February 24,
1965. The story of how he single-handed dismantled the
tri-motor and moved it to a safe place is his to do with as
he wishes. He is a really true "doer".
Manley Hot Springs, Alaska is approximately 200
miles below the Artic Circle, which is the only good
thing the old tri-motor had going for it for some years
after being abandoned. The air, of course, was not
always dry but there is no salt such as near an ocean, nor
the constant high humidity like that of the jungle, and
she faired pretty well. She retained much of her fabric
covering and really only suffered minor surface rust on
the fuselage tubing. The engines were even left in place
all through the years. Local Indians and whites alike,
however, had cut some tubing from the fuselage to use
on their river boats, at their gold mines and around their
cabins. Relic seekers did remove the control column and
instruments. Even after these happenings the airplane
was 90% complete and intact when Mr. Berry came
along to save her in 1965. He did this and the records
show he advised the FAA the ship would not be restored
to airworthy condition, but would be put on display at
the Alaska Centenial Celebration in 1967, after which
time would probably be donated to a local museum. In
any event Mr. Berry ran an ad in the T rade-A-Plane
offering this airplane for sale in July of 1970. I respond-
ed to this ad with a telephone call and was advised of the
condition and whereabouts of the airplane. A purchase
price was agreed upon and I mailed a deposit for same.
Now all I had to do was simply run up the road almost
4000 miles and get it. All I needed was a truck, trailer ,
help, time off from work , understanding from my wife,
Dorothy, and money!
The truck came in the form of a 1966 3/4 ton
I nternational pickup. Tom Bongert of Bongert Aviation,
Neenah, Wisconsin had recently purchased this truck and
was doing necessary repairs on it before putting it to
work in his salvage business. It was agreed that if I help-
ed pay for some of the repairs I could use it. Had he
known what his truck was to be subjected to on this
Alaska trip, he would have declined the offer. I would
not have blamed him. We had the truck made ready at
Lee Truck Sales of Oshkosh. Lee being a supporter of
EAA and after learning of the purpose of our trip
provided a spare generator, carburetor, coil, plugs, fuel
pump and other items for the truck should we break
down. We were to pay for only the parts we needed
upon our return.
Bill Brennand of Brennand Aviation, Neenah, had a
24 foot tandem axle trailer and after a rebuilding job on
same provided it for our trip. It had lights and electric
brakes. Our "semi-rig" was taking form.
Everyone I talked to about accompanying me on this
Alaska adventure got excited about it. I learned a long
time ago; however, you have to line up ten people on a
deal like this in order to in fact have two of them show
up the day the truck leaves. I did come up with three
good guys. All were pilots and understood my interest in
old airplanes and wished to be a part of it.
Bill Olson of Olson Paper Company, Neenah wanterl
to see Alaska, plus an old army buddy of his lived in
Fairbanks. Mike Wuest of Oshkosh, on vacation at the
time, agreed to go along. (Mike has been serving as an
auxiliary policeman at EAA Conventions at Oshkosh the
past years). He also owned and knew how to use a big
1000 pound AC/DC welder which we used to rebuild the
trailer and then bolted same onto the trailer bed and
took it along with us. It proved to be invaluable and
then Harold Wolff, owner of Wolff's I nn, our favorite
watering hole located across the road from the Brennand
Airport announced he would come along. Harold was
also an ex semi-truck driver.
Time off from work and understanding from my wife
was no problem. I was employed by Bill Brennand at the
time and he nor my wife gave no objections as they both
knew I was going to go anyway. The next thing to take
care of was money matters. I had and still have a part-
ner, Chuck Andreas, in other airplanes. Chuck and Bill
Brennand were most interested in this old Stinson also.
The three of us got together, formed a little company,
touched our personal funds and those of a friendly bank-
er and that little item was out of the way.
The only thing I had not given much thought to was
the weather in the North during the fall season. We were
busy preparing our truck and trailer. We made up four-
teen 2 inch diameter eight foot long poles with which we
would make a wing rack upon arrival at the Stinson
sight. These were laid on the floor of the pickup box.
Over these poles we installed a half inch plywood floor.
On this we secured an old easy chair in which one could
rest while away from his turn at the wheel. A mattress
and sleeping sack was also provided along side in which
one could sleep. It was our plan to go to Fairbanks
non-stop except for gas and food, each man resting after
two hours of driving. At the rear end of the pickup box
a huge tool box was fastened down and filled with all
sorts of tools we might need. Then from plywood we
built three sides and a roof over the pickup box and
there was our home away from home. I t even had win-
I might mention I had made a deal to deliver a 1946
Aeronca 7 AC Champion to Alaska so it was loaded on
the trailer. An auxiliary fuel tank and pump was mount-
ed on the truck and a guard built under the existing tank
to protect it on the gravel Alcan. Eight new tires and
tubes were purchased and loaded on the trailer. On
September 18th we finally loaded the last item, which
was a large cooler full of beer.
I f I had known at that ti me what sort of weather and
roads we were to encounter, I would have postponed the
trip until the next summer. At any rate September 18th
found us on our way and Bill Olson started a log of the
trip, which he called "Freddie's Folly", thus the title for
my story here.
After three days and three and a half nights of steady
forward motion we found ourselves at Dawson Creek,
2000 miles from Neenah, tired, cold (When it was your
turn in the box) and in need of a shower and then we
came upon the Alcan Highway gravel, and mud, and
dust, and potholes. The gravel portion of the Alcan
extends for 1281 miles, and never, or seldom at best,
receives any kind of maintenance. Also, hardly a mile is
made without going up a hill, down a hill or around a
corner with no guard rails and deep ravines alongside in
which to drop into in the night. It was impossible to
sleep in the back, what with those fourteen poles bang-
ing up and down as we pounded through the potholes
and when it rained the road was so greasy you could
hardly walk on the stuff. When it was dry the dust seep-
ed into the box so bad you looked like you had worked
in a feed mill all day when you came up front for your
Above: Checking the load and having a beer on the
A lean, in the Yukon. Champ was delivered to new
owner in Alaska.
Above: Final loading process at Fairbanks.
Below: NCll 1 70 being unloaded at Wisconsin. Note
white canvas toilet compartment. It needs a little
Owners of NC7 7 7 70 upon its arrival at Wisconsin. L
to R, Chuck Andreas, B. Fredericksen, Bell Brennand.
turn at steering. By the time we reached the Yukon it
started to snow, and then it began to snow hard. A
garage owner at Watson Lake, where we purchased tire
chains, said in his 24 years there he had not seen it snow
like this so early in the season. The Alcan was so bad
going North from Watson Lake we averaged 100 miles in
24 hours of steady driving. I forgot how many times we
crawled under the truck in the mud putting the tire
chains on and off. Ourselves, the truck, trailer and the
Champ were all covered with mud, and then the tem-
perature dipped below the freezing mark. We figured we
had half a ton of frozen mud hanging on and under our
rig, but I thought about how other folks do, and have
lived in this country for years. It sure wasn't going to kill
us to simply drive through if we were careful.
We finally got back onto blacktop, through United
States Customs and into Fairbanks, after a total of seven
days and nights which amounted to 3600 miles traveled
in 170 hours. We were tired, dirty and thirsty. We went
out to the Stinson sight, met Mr. Berry, looked at the
tri-motor and wondered if it would all fit on the trailer.
We then got a couple of hotel rooms and showered for a
long time. Fairbanks in no way suffers for lack of
refreshment stands and we proceeded to take care of our
parched throats.
Mr. Berry had the tri-motor pretty well disassembled.
We measured the wings, made attach fittings and spent a
day welding same to the eight foot poles we had install-
ed in pre-drilled holes in the trailer bed. The fuselage was
cut into two sections. The front section was fitted
between the wings and the rear section, with the toilet
compartment, was loaded on a platform we built on top
of the truck. The four engines were strapped to the
trailer bed and the ten seats were wired to the top of the
front of the fuselage. The balance of the parts were load-
Byron Fredericksen is a partner with Chuck
Andreas in a company called Airway Coin, Inc. As
a gigantic hobby, they also collect and rebuild old
airplanes. They are adjacent to the Brennand Air-
port, Neenah, Wisc. just north of Oshkosh. Byron
is an active member of EAA (No. 99807) and AIC
Division (No. 02054). The work that these fellows
accomplish make them Super-doers.
AI Kelch
ed where they would fit and the job was completed in
three days. Only then did I realize what a big load we
had for a little pickup truck to handle.
The highlight of this adventure, so far for me, was on
our second day of the loading process, Mr. Noel Wien
appeared with his son, Merrill. Mr. Berry introduced
them to us and we had a very interesting talk. I was
impressed and pleased to have tal ked to the man who
became a legend in the North in his lifetime. Noel Wien is
known as "The Dean of Alaska Bush Pilots". I, of
course, wanted to take some photos of this man and the
airplane. His son advised me the family was under con-
tract by a publishing firm in connection with a book
being written about the Wiens. However, after learni ng
of the distance we had traveled and our intentions to
rebuild the tri-motor, Mr. Wien allowed me to take a
picture of himself standing by the airplane. I am proud
of this photo. I hope to acquire some good photos of the
tri-motor as it appeared in 1942 and 43, as we would
like to duplicate the color and markings of Wien Alaska
Airlines, Inc. of that period.
On our fourth day in Fairbanks we said our good byes
to Mr. Berry and departed for Neenah, which turned out
to be an adventure about which one could write a book.
The roads were snow covered and slippery out of Fair-
banks and we put the tire chains on and off twice before
we got to Delta Junction, a hundred miles South. We
also found that 42 MPH was top speed we could travel,
as after that the heavy high load on the trailer caused us
to weave and sway all over the road. Also, the little
pickup would not pull the load in high gear, so we ran
almost wide out in second gear. I knew the transmission
was going to blow up as well as the engine with it. On
the second day we slid backwards down two hills after
spinning our way up with the chains on. We sanded our
Mr. Noel Wien and NC7 7 7 70 at Fairbanks, Alaska,
Sept. 27, 7970.
way back up again with one man driving, one holding
the shift lever in crawler gear, as the transmission was
jumping around so badly, and the other two riding on
the trailer in case we slid off the road and rolled over.
Due to blow-outs with our heavy load, we used all the
new tires by the time we reached Whitehorse. The scale
ticket at Customs showed we weighed 16,400 pounds!
We ruined eight wheels and 16 tires on the trip home.
One trailer hub, wheel, and tire came off the trailer one
night and we never did find it. The trailer springs also
broke and the hitch cracked, which Mike welded up with
iron we got from a junkyard. All this happened on the
gravel portion of the Alcan, which was really in very bad
condition because of the weather. We heard on the radio
it snowed 10 inches in Whitehorse the day after we went
Things did improve by the time we got to the black-
top and we made our only stop, other than for fuel, at
Edmonton one night, where we had a party and a
shower and shave. While there, some local EAA enthu-
siasts noticed our rig and its contents at the hotel park-
ing lot and made it a point to find us. They did, and we
spent several enjoyable hours, when they took us to
their airport to view some of their old airplanes ~ n
projects. The roads were good from Edmonton South
and we arrived home 10 days after leaving Fairbanks,
and the pickup was still in one piece.
As of this writing, the tri-motor is awaiting its turn in
our rebuilding shop. Many parts have been cleaned and
primed and it is stored inside. We have acquired the
original CAA certification drawings, and we feel that if
this airplane could be built with the tools and know-how
of the 1920's, we can certainly rebuild it today with no
insurmountable problems. You just have to DO it!
Restorer's Corner (cont. from page 1)
Again this year we are inviting all type
clubs to make t he EAA Silver Anniver-
sary Convention one of their annual f ly-in
act ivities. Because of limited parking
space available in the Di splay Aircraft
Parking Area and even more limited man-
power, we do not plan to provide special
parking rows for each type aircraft. How-
ever, if any type clubs do want to park
together, we shall be happy to supply the
aircraft signs to mark the row{s), but it
will be necessary for the type cl ubs to
continuall y police t heir own row{s) with
their own members starti ng on Thursday,
Jul y 28th, and continuing through the
entire convention peirod. It will also be
necessary for an officer of the type club
to make advance arrangements directly
with the Antique/Classic Parki ng Chair-
man, Arthur R. Morgan, 513 North 91 st
Street, Milwaukee, Wisconsin 53226, be-
fore the fifteenth of Jul y.
Included with this issue you will find
your ballot for the election of Vice-
-President, Treasurer and four Directors
for the succeeding two year term. Bl ank
spaces have been provided on the ballot
for the insertion of the names of write-in
candidates of your choice for each office.
Please feel free to exercise your voting
privilege as a member of the Division and
express your preference, whether it be for
the candidate nominat e d by the
nominating committee or for your own
write-in candidate. Those elected will be
your representatives. Please help them to
serve you better by participating in this
election and by lett ing them know your
thoughts, feelings and ideas.
Old Airport Boys Don 't Grow Up-
They Just Get Gray Hair
Ti m e wa s turned back for me
yesterday, as it has never been before.
Hanging around a great old pl ane, wishi ng
the pil ot would notice me and say " Hey
boy - wanna ride?" He did
I did! It was
like 1927 all over agai n.
It all came about quite suddenly.
Yesterday was one of those emerald
green, warm days in Wisconsin. The air, if
it could be bottled , would rival Chanel
No.5. I was, however, ignoring it and
staying at my desk. I phoned Head-
quarters to get some information from
Gene Chase, and found he was not there.
A smart remark by me " I suppose he' s
out flying", brought a positive answer. In-
deed he was out flying - flying the Spirit
of St. Louis at Burlington, acq uainting
one of the pil ots who will f ly it on the
Commemorative Tour this summer. I had
call ed to tell him I had the 10 Lindbergh
helmets for the 10 pilots who will be
flying the Spirit. An ingeni ous id ea hit
me - I could deli ver them in perso n, and
just maybe I would get a ride. I quickly
cra nked up my Cub, flew to Burlington
and took a reclining position in the sun,
with my head perched on a Cub wheel. It
worked! He not iced me ! He did, I did,
and that o ld feeling was great. I even got a
hand at the st ick (that is another story) .
All you old boys now do n't give up -
hang around - it st ill works.
AI Kelc h,
Notice is hereby given.. that an annual blJ,siness meeting
of the rrtembers of the EM Antique/Classic Division will
be held on Saturday, August 6, 1977, at 10:30 A.M.
(Central Daylight Time) at-the 25th Annual Convention of
the Experimental Aircraft Association, Inc., Wittman
Field, Oshkosh, Wisconsin.
Notice is hereby further given that the annual election
of officers and directors of the EAA Antique/Classic Divi-
sion will be conducted by ballot distributed to the mem-
bers along with this June issue of THE VINTAGE AIR-
PLANE. Said ballot must be returned properly marked to
the Ballot Tally Committee, EAA Antique/Classic Divi-
sion, Box 229, Hales Corners, Wisconsin 53130, and re-
ceived no later than August 3, 1977.
(Signed) Arthur R. Morgan, Chairman
Nominating Committee

Richard H. Wagner, Secretary
EAA Antique/Classic Division
Dear AI:
Just received the April 1977 issue of
"Vintage Airplane" but Tsk! Tsk! noted a
couple of errors. The Taperwing on back
cover, obviously has a J 5 Wright engine,
either 200 or 225. Think this was J5, J5X
or J 5B, don't know if there were any
other models or not. Also, page 5 No.
NC-721 E is a plain 01 Waco GXE, with
OX-5. The D50 was easy to distinguish, as
cylinder banks were very visible, through
upper cowl.
Don't mean to be picky, as the
pictures are great, but should be correct if
we are giving a lesson in identifying
Wacos - No!!!!
PS. Thought you might like the enclosed
picture of JWM with Art Davis flying it.
Shelby Hagberg
Gillett Grove, IA. 51341
Dear Shelby:
Tsk! Tsk! You're right - I have egg on
my face. You are certainly correct about
both of the airplanes, and I'm so sorry.
We tried so hard to be absolutely accurate
in this article, and it was proof read many
times, it was twice sent to Ray I3randley
for final OK, and the final proof of the
magazine, before publishing, was sent to
him and returned with his signature"OK
for publishing". We all goofed - sort of
like a baseball game - a line drive goes
through the pitcher, the short stop, the
first baseman, the left fielder and the
final backstop of the center fielder, then
the throw to first gets missed and the guy
makes a home run. All the yelling from
the stands in the world won't change it .
The error is done, and the score is on the
board .
Thanks for the Waco picture - that's
an interesting one. It' s too bad it isn't
sharp, I would like to publish it. I wonder
- are all the water spots on the negative
I thi nk about you every time I read
the 1931 Detroit Air Show issue, of Aero
Digest that you rounded up for me - I've
practically worn the pages off of it.
Hope to see you at Oshkosh and/or
AI Kelch, Editor
Antique Division
Dear Mr. Nielander:
I can't understand with all the officers,
directors and advisors there are on your
staff, all of which seem to be of the old-
timers, who should know a 365HP Wright
from a 220HP J 5.
On the back cover (Picture Box) of the
April 77 issue of Vintage Plane, that is a
J5 Wright 220HP on the Taperwing Waco.
Yours truly,
Tom Crowder
Editor's note:
How come you didn't notice the GXE
mistake on page 5? Tsk! Tsk!
The enclosed check is to cover cost of
gift membership to Mr. John W. Houser.
John is the service engineer with Aeronca,
Inco and for many years has been a vital
source of information to those of us who
have delved into the Aeronca heritage.
Aeronca is still a vibrant company and
today deal s in aerospace research, aer-
ospace hardware, and subcontract work
to other ai rcraft firms. Naturally, they are
interested in a profitabl e operation in
today's business market and simply do
not have the time to dig through old
musty files and records for the benefit of
the many "airknocker" buffs.
John has very graciously helped every-
one who has approached Aeronca in
reference to information of ships built in
years past. With the cooperation of
Aeronca, Inc., all such inquiries are
referred to John, and he has never failed
to answer a letter or provide requested
information, and I might add, most of it
on his own time. He is indeed an inspira-
tion to all antiquers.
Many thanks for your attention to the
above, and I extend to you my every
good wish.
Morton W. Lester
Dear Mr. Buffington:
I was absol utely enchanted with the
copy of VINTAGE AIRPLANE you so
thoughtfully sent me. Not only were
Franny and I in the center fold, with
those really great women pilots, but there
was an article on Frank Clark and Frank
Tomick whom we met at Clover Field .
World War I pictures were the fad at
that time and MGM would rent the trusty
Swallows with OX-5 motors that were
our training planes, paint German
Swastikas on them, then fly them back to
Clover, ferried by the two Franks.
Life has never been so glamorous as it
was then - - back when the world was
young. Thank you, Glenn, VERY much.
Josephine Wallingford
Classified Ads
Storie s and anecdotes related to
rebuilding of Piper .pA22 aircraft, for a
book - "The Tri-Pacer" book. Please con-
tact Professor James Lamalfa, EAA No.
80404, University of Wisconsin Center,
Marinette, WI. 54143
June 3- 5
Annual Vintage Sailplane Regatta, spon-
sored by the Vintage Sailplane Associa-
Contact J an Scott
Scott Airpark
Lovettsville, V A. 22080
June 3-5
South Annual Fly-In. Woodward Field.
Early Bird party, banquet and trophies.
Contact Leon Strock
June 4-5
Annual London I nternational Air Show.
Contact T. J. Walsh
57 Dunwich Drive
St. Thomas, Ontario N5R 4T7
June 5
nual Beef Barbeque Fly-I n/Drive-I n, spon-
sored by EAA Chapter 431. Serving at
June 5
Fly-I n sponsored by EAA Chapter 18. 8
A.M. until 3 P.M.
June 10-12
Mid-Eastern Regional Fly-I n. On airport
camping, air show awards. (Original
MERF1 (12th Annual)} will still be at
Marion, Ohio in September.
Contact Myrna Lewis
241 Bassett Drive
Springfield, OH. 45506
June 10-12
DENTON, TEXAS - 15th Annual
Texas Chapter Antique Airplane Associa-
tion Fly-In.
Contact Bob Landrum
Dallas, TX. 75211
nual Fly-In and Air Show, sponsored by
NortheastTexas Aviation Association.
ContactJim Mason
124W. 2nd Street
Mt. Pleasant, TX. 75455
June 12
ALLENTOWN, PA. - 5th Annual EAA
Chapter 70 Fly-In. Queen City Airport.
Warbirds, Homebuilts, Antiques and
Classics. Rain date June19.
ContactJoe Tarafas
June 18-19
ifornia National Air Races.
Contact Air Race Management, Inc.
16644 Roscoe Blvd.
Van Nuys Airport
Van Nuys, CA. 91406
10th Annual Antique Aircraft Fly-In,
Shannon Airport. Awards.
ContactAir Shannon
P. O. Box 509
Fredericksburg, VA. 22401
June 19
Father's Day Fun Fly-In. Sponsored by
EAA Chapter 250.Aero Park Airport.
June 24-26 HAMILTON. OHIO -
WACO Reunion Fly-In.
Contact Ray Brandly
2650W. Alex Bellbrook Road
Dayton, OH. 45459
June 25-26
Annual Great Lakes Company Fly-In,
Patty Field (near EI Dorado, KS.)
ContactGreat Lakes AircraftCo.
Box 11132
Wichita, KS. 67202
June 26 thru July 4
Antique Airfield, BLAKESBURG,
IOWA - 50th Anniversary Commemora-
tive Fly-In of Lindbergh's Trans-Atlantic
July 3
1st Alberta Air Show. Canadian Forces
Base (CFB), Cold Lake. "Aviation
July 9-10
OREGON - 1977 Round Robin Fly-In,
sponsored by Oregon EAA Chapters,
hosted by EAA Chapter 292. Lebanon
State Airport, Lebanon, Oregon.
ContactCharlie Girsberger
4722 Carolina N.E.
Salem, OR. 97303
Ken Elwood
2595 S. Hill
Albany, OR. 97321 (or)
Tim Lunceford
1630Airways Avenue
Lebanon,OR. 97355
July 9-10
Taylorcraft Club Fly-In, Barber Field,
Contact Merton Meade
5906Sumner Lane
Oxon Hill, MD. 20021
July 10
SHOW sponsored by Wellsville Aviation
Club. (rain date July 17th) Balloon Rally,
FIy-In Breakfast, Air Show Aerobat ics,
Sky Divers, Gyrocopters, Warbirds,
Antiques. Antique Auto Show.
Contact Ray Stevens
41 Early Street
Wellsville, NY. 14895
July 10
Fly-In and Air Show. Antique cardisplay.
Griffing-Sandusky Airport.
Larry Zepp
214Napoleon Road 90A
Bowling Green, OH. 43402
July 15- 17
tional Fly-In.
Contact Ed Ryburn
Route 3
Tri City Airport
Cherryvale, KS. 67335
July 16-17
Antique Airplane Club ofGreater New
York - 15th Annual Fly-In for Antiques,
Classics, Homebuilts, Ex-Military and
Models. Trophy Awards. Brookhaven Air-
Contact John Schlie
533 18th Street
West Babylon, NY. 11704
July 16- 17
University 17th Annual EAA Chicago
Area Fly-In. Breakfast and Air Show,
Antiques, Classics, Warbirds and Standard
ContactG. J. Linkis
9143 W. 93rd Street
Hickory Hills, IL. 60457
July 17-18
EAAC Convention sponsored by EAA
Chapters 41, 144and 189,Land/sea facil-
ities, camping $5.00, Lake St. John Air-
port, 75 miles north ofToronto.
ContactGeorge Jones
246 Renfarth Drive
Etabicoke, Ontario Canada M9C 2K9
July 30thru August 6
August 21
Antique/Classic/Homebuilt Fly-In. Spon-
sored by EAA Chapter 486. Whitfords
Airport. Air Show. Field closed 1:00P.M.
until 5:00 P.M. Intermission for early
departures. Pancake breakfast.
Contact Herb Livingston
1257 Gallagher Road
Baldwinsville, NY. 13027
August 28thru September5
7th Annual AAA-APM Fly-In, Antique
National AAA Convention and Fly-In.
Open to members and quests only. No
public day.
Cleveland National Air Show. Sept. 2
will be a nationwide Fly-In at Burke
ContactSam Abrams
Burke Lakefront Airport
Cleveland, OH. 44114
area) - 4th Annual Heart of America
Sport Aviation Fly-In, sponsored by EAA
91-200, AAA, IACIS. Contests, Awards,
Banquet. Campingavailable.
ContactPat Brown
January 23-29,1978
Sun IN' Fun Fly-In.