EAA Vintage Airplane

28 Pages·2010·6.37 MB·English

STRAIGHT AND LEVEL

• •
•
With 1980 we begin a new decade of anxiety, sus­ system, and so on down the line. It is doubtful that
pense, intrigue, political events, world crises, infla­ these circumstances would actually come to pass ­
tion and sport aviation. Where are we headed? What but they could if we do not take affirmative action
are our projections and how will we accomplish our at once.
objectives? Of course we do not attempt to be a Paul Poberez ny has accepted the chairmanship of
prophet, but we can plan and adjust to the many the General Aviation Energy Council (details in the
facets that will affect our sport aviation for the next March '80 issue of SPORT AVIATlON) . The need for base our aircraft. Undoubtedly, if the costs and non­
ten years. such a group is obvious and they are meeting fre­ availability of fuel continues to rise, we may even­
Let us look first at the area ter med general aviation quently and objectively to formulate an approach to tually be able to plan only to attend our annual Inter­
that includes the activities of sport aviation. Corporate the fuel problems which apparently are of little con­ national Convention at Oshkosh. In order to make our
flying has continued to grow through necessity and cern to many. Without fuel we do not operate our air­ EAA Fly-Ins successful, considering these conditions,
has its own status. As airline deregulation bega n, many craft and it has become obvious to many that a single we foresee the value of EAA Regional Fly-Ins, an exam­
corporate executives found themselves unable to all purpose fuel must be developed which will be ple being the creation in 1979 of the first Regional
travel via airlines to many of the cities previously compatible with ALL engines whether they be auto­ EAA Fly-In at Tullahoma, Tennessee.
served. Granted, the formation of new feeder lines mobile, truck, aircraft or whatever. There is no doubt An important part of our Division's purpose is the
has taken up some of this slack, but more often than that within the '1980 decade a single fuel will be devel­ restoration and maintenance of antique and classic
not, the schedules are not compatible with those of oped for all users of gasoline. aircraft. What a thrill we had during Oshkosh '79
the busy executive. As we know, EAA had previously taken the initia­ when we first saw the Stinson Model A Trimotor of
The single engine and light twin business aircraft tive by running its own tests by using auto gas in cer­ Gene Coppock, and the replicas such as Jim Youn­
then enters the picture. Many are located at hub air­ tain types of aircraft. The results were pos itive. The kin's Travel Air Mystery Ship, and the Gee Bee Model
ports in the fringe areas of our larger cities, while EAA Air Museum Foundation has been granted funds Z of Bill Turner. In the near future th e Laird Super
others are based at many smaller airports and run along with matching funds from the Aircraft Owners Solution, being completed by the EAA Air Museum
by a fixed base operation consisting of from one em­ and Pilots Association Foundation to begin research Foundation will be ready. Many other projects are
ployee up through several. Many of these airports toward adapting auto fuel to aircraft use. This project in restoration shops throughout the U.S.A. and other
are home base for sport aviation enthusiasts, private has been started and the results will be forthcoming countries.
aircraft as well as some corporate operations. With­ at the completion of the test. The initiative has been During the next ten years it is apparent that if
out them, basically we could not exist or operate taken by our EAA and we should be proud to be a coming generations are to see and enjoy the antique
effectively; but look what is facing these facilities part of it. EAA and its Divisions are not only a group aircraft of yesterday, we restorers will have to con­
today. of homebuilders for hobby flying, but rather a closely tinu e the ambitious construction of repli cas of these
Fuel is becoming less and less available in many knit group of dedicated enthusiasts who see the im­ fabulous early aircraft. Only a few originals remain,
areas. The prices are climbing upward by leaps and mediate needs of general aviation and are taking the mostly in museums and many of these are not service­
bounds, resulting in student pilot starts becoming initiative to develop and pursue actively, not only the able nor permitted to be exhibited or flown at special
fewer in number. It is not a pretty picture we are cause but the solution. events. The great desires and ambitions typical of
painting but the problems will be solved. We Ameri­ With the cost and availability of fu el being a promi­ some of our members, are the driving forces whi ch
cans have always solved our basic problems with ex­ nent factor that governs our sport flying habits, we result in the creation of these replicas for all to enjoy.
pertise and the drive and knowledge to formulate and must consider the effective use of our available fly­ Our prediction is that many of our early type aircraft
plan an approach that is effective. ing time for the next few years. Specifically, our an­ will appear in the replica category during the '80's.
First, we have to have fuel. Without it we do not tique and classic aircraft are a basic category of sport Even though we have painted a rather dejected
fly, whether it be for business or pleasure. This is flying. Our classics can generally be used more often picture for th e '80's, we firmly believe that the ambi­
a hard fact that apparently many do not want to ac­ and frequently for transportation, whereas most of tion and desire, dedication and expertise among
cept. With no fuel there is no reason to manufacture our antiques are limited to shorter travel distances. EAA'ers and in particular our Antique/Classic Divi­
new aircraft, no need for FAA personnel to be em­ Of course, one of our primary purposes is to be sion membership, will continue to propel us toward
ployed to operate our complicated air traffic control able to fly our aircraft to ily-ins in the area where we our goals.
Editorial
Tt1~ VI~TAt3~ AIl?VLA~~
Staff
OFFICIAL MAGAZINE

EAA ANTIQUE/CLASSIC

DIVISION INC.

Publisher

Paul H. Poberezny
of THE EXPERIMENTAL AIRCRAFT ASSOCIATION
Editor
P.O. Box 229, Hales Corners, WI 53130
Gene R. Chase Copyright~ 1980 EAA Antique/Classic Division, Inc., All Rights Reserved:
(Photo by Ted Koston)
APRIL 1980 VOLUME 8 NUMBER 4
Si Meek's replica Star Cavalier in the traffic pattern at
, Osh kosh '79 . (On The Cover . .. Phil Coulson flies his Waco INF over the Michigan countryside.)
Associate Editors: H. Glenn Buffington, Edward D. Williams, Byron (On The Back Cover . . . Rare and beautiful Curtiss A-22 Falcon owned by Richard Durand, Albuquerque,
New Mexico. Photo by Ted Koston.)
(Fred) Fredericksen, Lionel Salisbury
Readers are encouraged to submit stories and photographs. Associate Editorships are assigned
TABLE OF CONTENTS
to those writers who submit five or more articles which are published in THE VINTAGE AIR­
PLANE during the current year. Associates receive a bound volume of THE VINTAGE AIR­
PLANE and a free one-year membership in the Division for their efforts. POLICY-Opinions Straight and Level by Brad Thomas ............ , . , , , , . , , .. , ................• , , . , .. 2

expressed in articles are solely those of the authors. Responsibility for accuracy in reporting A/C Hot line by Gene Chase , ... ......... ... ... . . . ... , . . " .. ,"",............ . . 4

rests entirely with the contributor. Directors The Restoration Of Waco INF, NC644Y by Thomas A. Gray, Ph.D .. ...... .. , .. ,.".. 5

Claude L. Gray, Jr. Morton W. Lester Matty laird Honored By Embry-Riddle by Robert G. Elliott . .. . ...... . . . . . , .. , , . , . " 8

PRESIDENT 9635 Sylvia Avenue P.O, Box 3747 Claude Flagg, Pilot/Engineer by Ted Businger ...... , .. .. , .. ,',." ........... " .. ,. 9

Northridge, CA 91324 Martinsville, VA 2411 2
' W. BRAD THOMAS, JR. The Roy Russell Collection by George Hardie, Jr. , ......... .. .... .. "."'., .. , . ... 14

301 DODSON MILL ROAD Who Brings The Royal Mail? by lionel Salisbury .. . . . . . .... .. , . , , . , , . , .. ........... 16

PILOT MOUNTAIN, NC 27041 77D24a leS hAa.d Gy uHsitlal fDsorinv e Arthur R. Morgan How To Build The "longster" by les long. , . , , , , . , , , , . .................. ..... , , " 20

919/368-2875 Home Indianapolis, IN 46274 3744 North 51st Blvd. Borden's Aeroplane Posters From The 1930's by lionel Salisbury , .. " .... .......... 24

919/368-2291 Office Milwaukee, WI 53216 letters ............................. , , , . , , , , . , .. , .................... , .. , . , ,'. , .. 26

Calendar Of Events .. , , , ...... , .... ...... .......... , . , , . , ....................... 27

VICE-PRESIDENT Ri chard H. Wagner
P.O. Box 181 John R. Turgyan
JACK C. WINTHROP Lyons, WI 53148 1530 Kuser Road
ROUTE 1, BOX 111 Trenton, NJ 08619 EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIP
AllEN, TX 75002 o NON-EAA MEMBER - $22.00. Includes one year membership in the EAA Antique/
2141727-5649' AI Kelch
66 W. 622 N. Madison Avenue Classic Division, 12 monthly issues of THE VINTAGE AIRPLANE; one year mem­
SECRETARY Cedarburg, WI 53012 bership in the Experimental Aircraft Association and separate membership cards.
M. C. "KEllY" VIETS SPORT AVIATION magazine not included.
Advisors
7745 W . 183RD ST. o EAA MEMBER - $14.00. Includes one year membership in the EAA Antique/Classic
STilWEll, KS 66085
913/681-2303 Home John S. Copeland Stan Gomoll Gene Morris Division, 12 monthly issues of THE VINTAGE AIRPLANE AND MEMBERSHIP CARD.
9 Joa nn e Drive 1042 90th Lane, NE 27 Chandelle Drive (Applicant must be current EAA member and must give EAA membership number.)
913/782-6720 Office
Westborough, MA 01581 MinneaD..Qlj~1 MN 55434 Hampshire, IL 60140
TREASURER
E. E. " BUCK" HILBERT Ronald Fritz Robert E. Kesel George S. York
P.O. BOX 145 1989 Wilson, NW 455 Oakridge Drive 181 Sloboda Ave.
Grand Rapids, MI 49504 Rochester, NY 14617 Mansfield, OH 44906
UNION, IL 60180
815/923-4205
THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Antique/Classic Division, Inc.,
and is published monthly at Hales Corners, Wisconsin 53130. Second class Postage paid at Hales
Corners Post Office, Hales Corners, Wisconsin 53130, and additional mailing offices. Membership
rates for EAA Antique/Classic Division, Inc" are $14.00 per 12 month period of which $10.00 is for the
publication of THE VINTAGE AIRPLANE. Membership is open to ali who are interested in aviation.
Page 5 Page 9 Page 16 3
TRUST FUND INCREASES A
Il()T
QUARTER BILLION DOllARS IN ONE MONTH
4fe
LI~~ In December, 1979, the Airport and Airways Trust
Fund grew $243.7 million, bringing the fund total to
$4.78 billion at year's end. Expenses during December
were $85.1 million; including $59.3 million in air­
by Gene Chase port grants, $18.4 million in facilities and equipment,
and $7.4 million for research and development. FAA
Administrator Langhorne Bond recently admitted to
Congress that the great difference between fund in­
come and Administration spending is creating a dis­
AVIATION FUEL SUPPLIES
trust between FAA and user groups.
As mentioned in recent reports, the fire and ex­
plosion at the Phillips Petroleum Refinery at Borger,
Texas has seriously disrupted the supply of aviation
gasoline. The middle and southwest states are par­
ticularly affected. It will take about 6 months to get
the refinery back in full production so gasoline stocks
will be particularly low during the height of the recrea­ Mr. RObert StrOhecker

tional flying season, spring and early summer. 817 Campbell Drive

January 30, 1980
Grand Forks, NO 58201
Dear Mr. StrOhecker:
GASOHOL
One of the arguments used against increased use Th;, ;, ;n 'e'pon'e 10 You, leite, of Deee"'be, 23
of gasohol is that it takes more energy to produce a eonee'nong Ihe f'onl 'e'lk., ".b;';ze, .It'eh OWn
on You, [u'Co"'be 8E ';'pl.ne, g
gallon of alcohol than the alcohol will give out when
it is consumed. The customary method of producing cA.;"' WO"h;ne" D;'eer;'e lAD) 79-25'05 w" ;"ued
alcohol is to prepare a mash and then distill the mash 10 fo, • 'epel;r;'e ;n,pect;on 'nd, if neeeI"e"."y,,
to get alcohol. Both processes require heat. • 'epl.ee"'enl of Ihe f'ont On .It'eh"'enl OWng
At the Ames Laboratory at Iowa State University C'nOg")' bP~I N ,'8444 0, '8453 on Ihe MOdel 8 'e';e, [u"
two scientists have claimed a breakthrough in the '''pl'ne" You, ';'PI'ne h" • d;ffe'enl On
economic production of alcohol. Instead of a second 'nd f'n .It'eh "'e"'bly, '0 we "e enelo';ng fo,
distillation process the alcohol is extracted from the You, ;nfo'''''';on, Ihe P"I, e""o P'ge wh;eh' ap,
g
mash without heat by absorbing the alcohol with a P"ently ,,"ply 10 You, ·;'PI.ne, We h"e h.d 'epO'I,
silica based substance. The alcohol can then be re~ of Ihe Iwo d'ffe'enl Iype f'onl fin Olt;ng, on bOlh
moved from the silica and the latter recycled for addi­ Ihe 'ound 1", 'nd Ihe 'qu"e 1.;1 "'odel, of Ihe [u"
tional use. The developers of this process claim that eO"'be, '0 we had 10 "'.ke Ihe AD 'PPly 10 Ihe WhOle
alcohol can be produced at greatly reduced costs. If MOdel 8 [u,eo"'be 'e';e" You h"e ''';,f'cto,l/y
these claims are accurate this could be a big boost eO"'pl'ed W'lh Ihe AD on dele'''';n;ng Ih" You do nOI
for more gasohol production within the reasonably h"e Ihe e''''ng, PN', 28444 0' 28453, ;n You, ';'pl. ,
near future. We hope Ih" .n'We" You,c .q"U e,r;on" If We ""y
ne
be of .ny SfUinC"heere, lyh,e lp, ple"e u, " 4041763'7407,
keith I. Blythe
ATTENTION ALL SQUARE TAIL
MODEL 8 LUSCOMBE OWNERS ChBireafn, cEhn g;nee';ng 'nd M'nUf'elu,;ng
Previous word about the AD calling for the in­ FAA -SOuthern Region

Atlanta, GA 30320

spection and possible replacement of the front fin
attach fitting implied that only the round tail models
were affected. THIS IS NOT SO. Read the following
letter sent to us by Robert Strohecker, EAA # 59403:
4
8 H l o r u t l 0 . 01
8
Phil and Ruth Coulson reliving Sport Aviation of the '30s.
Even in its noseless state, with its engine spread Story and Photos
After that, with the first thrill of flight still tingling
out over several workbenches, the old biplane in by Thomas A. Gray, Ph.D.
in the seat of his pants,. Phil became an inveterate
the repair hangar at Marks Field in Lawton, Michigan 756 '12 Worden Street
"airport bum", absorbing the lore of aircraft, of fly­
looked good. It had the unmistakable look of dis­ Kalamazoo, MI 49004
ing, and of Waco airplanes.
tinction that good design and quality construction It was at the air show put on by Art Davis at the
gi~e any machine. Even to the people who had not local airport one day in 1948 that Phil remembers mak­
seen biplanes before (except those that masqueraded ing his first positive identification of a Waco. In the
in films as Spads and Sopwith Camels of World War I told him that the ship was an INF model, one of a very show, Davis was flying a Waco ATO Taperwing, noted
fame) the plane communicated something of its iden­ few still around in flying condition. then, and now, as the first production plane in the
tity as a "classic" aircraft. And right then Phil knew that it was the plane that United States capable of performing an outside loop.
To those well-versed in aviation history the lean he had always wanted to own. "That's mine," he More fuel for young Philip's dreams.
design of the biplane being overhauled in Harold thought, "but I can't buy it now." There before his Every day he was becoming more expert at dis­
Owens' shop was unmistakably a Waco, the name eyes at last was a tangible form to fit the images that tinguishing among various makes and models of air­
that dominated the world of flying for a quarter of a had flown through his night and day dreams for twenty planes. But for Phil, the term "airplane" and Waco
century. It set standards of design and workmanship years. Ever since his young boyhood, when his father were still synonymous.
against which all other aircraft were judged. Few ob­ would identify any aircraft passing over their farm as He had wanted to fly for a long time, but now that
servers would have been able to identify the model, a "Waco", Phil had wanted to fly and own a Waco. wasn't all. Now he knew that he wanted to fly one of
and to grasp the final significance of the three-place Fueling his desire through his early boyhood and those strong, fast, highly maneuverable and graceful
open-cockpit ship bearing NC644Y. When Phil Coul­ teenage years were the 1j10urs he spent after school biplanes like Art Davis' Waco.
son, EAA #71350, AIC #572, of Lawton , Michigan and on weekends, hanging around the local airports, Sixteen years were to pass before he could come
dropped in one day in 1965 to visit his friend Harold a fascinated spectator for every activity, including his close to realizing his dream, but in 1962 Phil was at
and saw the plane, he instantly knew what it was and brother's flight lessons. The climax to those years of last able to start a foundation for it by beginning fly­
what it meant in the history of American aviation. anticipation came at last in 1946 when he had his first ing lessons. The next year he soloed in a Piper )-5.
The five-cylinder Kinner with its five-ported star-swirl flight, in a Fairchild PT-23, with a veteran pilot-mechanic But the soon-mastered )-5's, and the Taylorcraft and
shaped front collector ring propped up against a bench named Horace Sackett. the Piper Tri-Pacer, into which he subsequently put
5
early morning flighl, Ruth guards the
throttle while Phil swings the prop\'),_
/' beside his 1300 foot airstrip near Brandywine Lake
in Gobles, Michigan.
If something very fine and valuable needs repair,
you look for an equally fine repairman. So, when
Phil had accomplished as much of the work as he
could by himself at home, he loaded the Waco's
stripped fuselage, wings, engine, landing gear and
other loose parts onto a trailer and towed them over
to Sackett's shop for the next phase of the restora­
tion project. Waco INF NC644Y, that had held to­
gether so well for so long, was temporarily, a near­
basket case as it waited for repair and reassembly.
After Sackett cut out all the rust damaged seg­
ments of the longerons and welded in replacements,
he and Phil went on to renew the wood formers of
the fuselage, and restoring the wing rib curvature
many hours aloft, were only way-stations to the Waco ter of applying new fabric and refinishing it - some­ that had been warped by fabric shrinkage. They in­
goal. And that explains both Phil's excitement over thing that he could do at home in his garage. stalled new cockpit cowlings; made new windshields
finding NC644Y at Marks Field and his disappointment But after removing the wings, putting the ship from original Waco patterns; and faired in the land­
and frustration at the owner's refu sal to sell it then. under cover in the garage, and stripping off the fab­ ing gear struts. Inspection of the gear had revealed
But he had at least managed to meet the owner, ric, Phil discovered that making the Waco airworthy that th e axles were deeply burled by th eir original
Bob Beller, of Marshall, Michigan. Over the next would be a considerably bigger and longer job than straight roller-bearings, so the INF got a new set of
three years, Phil kept track of NC644Y through the he had anticipated. Checking over the stripped air­ axles as well.
grapevine. And he put in more hard work towards frame, he had found rust damage in the rudder post; From the Fall of 1972, when NC644Y went into the
th e dream of owning the Waco. So that when, in 1969, and further close inspection and punch testing of the shop, Phil worked on it virtually everyone of the three­
he heard that Bob Beller had put the plane up for lower longerons at one-inch intervals revealed addi­ day weekends that his job then permitted. Phil was
sale, Phil was ready to talk to him with money in his tional rust damage in the tubing. Though, like every fortunate in another way. His wife, Ruth, had been
hand. other Waco ever produced, this INF had undergone from the first, extremely tolerant of the time and
On a clear fall day he flew with Owen Marks and the usual factory rustproofing in which all tubing had spirit that he put into this second love of his. She was
Harold Owen in Marks' Tri-Pacer to Marshall, came had hot linseed oil run through it after it was welded, also great at forgiving the household space that the
to terms with Mr. Beller; and, with Harold observing the years of use and storage in various climates, and plane monopolized during the first months of th e
from the rear cockpit, Phil fl ew his Waco home through occasional exposure to the elements, had given rust rebuild. So, in addition to the direct help of Horace
a beautiful September aftern oon to Marks Field in a head start on the airframe. Much of the original tub­ and other friends, Phil could count on enormous in­
Lawton. ing would have to be cut out and replaced and that direct help from Ruth.
The 125 horses of the 38-year-old Kinner engine wou ld requ ire both special equ ipment and expert Though Horace suffered an onslaught of arthritis,
thrummed along through the clear light of a beautiful welding skills. and had to devote some attention to other inspection
autumn afternoon reliably and responsively. The trip But in the meantime, Phil did what he could in work or repair jobs, he was able to work on the Waco
was uneventful except for the landing, in which Phil, the garage, so that by 1972 he had in his spare hours almost continuously. After he had finished the re­
completely unfamiliar with the rapid deceleration of managed to disassemble the airplane completely and pairs to the airframe, he was always present in the
biplanes, dropped her in when he still had about ten strip its finish down to the bare metal, a necessary role of chief supervisor, guiding spirit and inspector.
feet of altitude. first step for major airframe repairs. In the Fall of 1974, the Waco was clearly showing
Flyable the old ship certainly was; though it was With the INF restoration project mushrooming into the hours that had been expended on it. Its Kinner
also far from certifiable in her present condition. It something a lot bigger than his garage could con­ 125 had had a major overhaul in 1964, and was pre­
was an extraordinary find, far indeed from some of tain and demanding the highest mechanical skills, sumably in good shape. The final coat of dope on the
the "basket cases" that so many antique buffs have Phil began consulting with Horace Sackett, a pilot, new fabric signaled completion of the work. Sitting
to start with. The airframe would have to be com­ mechanic, aircraft designer and builder. He was also there in the shop, the INF looked as if it had just
pletely recovered. That was obvious. None of the the man who had given Phil his first plane ride back flown in from the factory.
fabric would pass punch testing. in '1946. Having served as a flight-line crew chief in A few days later, when they fired up the Kinner,
But even with nearly forty years of use in several the U.S. Army Air Corps, and th en as a full time air­ it caught promptly and revved smoothly. After a last
different climates and despite having been stored for craft mechanic after leaving the military at the end series of meticulous inspections, Horace signed the
ten years, 1949 to 1959, in a vacant chicken house, of World War II, Sackett had gained a reputation as ship off, officially certifying it airworthy.
NC644Y seemed remarkably well-preserved. Res tora­ one of the region's best and most reliable aircraft There it was. The dream at last. Tangible and fly­
tion, Phil thought, would be a relatively simple mat­ mechanics. Since 1949 he had operated a repair shop able. Nothing left to do, but go prove how tangible
6
and flyable it was. from the cockpit, it was nice to be able to shake hands
Sackett's ink on the certificate was still very fresh with all his friends, and to pose with them for the
on that October day that Phil had chosen for the test­ news photographer.
flight. He had wanted to do it by himself, with just As soon as they could, Phil and Horace rolled the
Horace there and nobody else. Waco back into the shop to correct the wing heavi­
Phil's brother had wanted to see the test flight. ness. By " washing out" the left wing slightly, they
Phil said, " No". Ruth wanted to be there. The answer easily eliminated the problem, and Phil found him­
was, "No". Just himself and the Waco, with Horace self with a highly responsive, yet stable aircraft that
observing, that was the way he wanted it. can be flown "hands off" at practically any throttle
But Phil should have broadcas t his preference, setting. By the time they completed the adjustments
or made it a lot stronger, because when he arrived and the retesting, the Michigan open-cockpit flying
at the strip on the day for the test, all those who either season was ending. It was Spring, 1975 before Phil
hadn't heard of his wish to do it solo, or hadn't obeyed could give Ruth her first flight in the rebuilt Waco.
if they had heard, had staged an impromptu fly-in. He had taken her up just after he'd brought the plane
Many of the people were friends who had had a hand home from Marshall with its weathered fabric, but
in the restoration. They'd lined their planes up in now, with the original strength and lines restored,
an aeronautical honor guard flanking both sides of and a glossy new orange and blue finish, the excite­
the small lakeside strip. ment of flying in a vintage aircraft was renewed and
Their well-wishing presence brought good luck. transformed for both of them.
The restored ship's performance in running up, take­ Fly-ins, in which they had regularly participated
off, and climb-out was perfect. The only flaw was a ever since Phil had obtained his license, also became
slight wing heaviness that became noticeable as Phil a new kind of experience. The early morning flights
circled the strip, buzzed it, and touched down. Phil they'd made in the )-5, the Taylorcraft, and the Tri­
relates that was his only anxiety. "Some of th ese Pacer had always been much more than just mere tra­
Waco's get a little owly on roll-out, and I was worried verses of distance and now they took on an even richer
about making it straight into the corridor created by significance. These days, with Ruth manning the throt­
the planes parked up and down the runway," Phil tle an<;l Phil swinging the long metal prop of the Kin­
rem embers; but dropping in softly and smoothly ner, they begin passage into another time, where they
proved no problem at all, and when he climed down enjoy a freedom not accessible to most of us.
WACO INF, NC644Y
FOOTNOTE 3-place, open cockpit land biplane
Manufactured in the Spring of 1931 (4116131) in Troy, Power: Kinner B5, 125 hp
Ohio and bearing Waco Serial 3382, NC644Y is one of Top Speed: 105 mph
only seven INF models now in existence, out of the original Cru ise Speed: 90 mph
46 turned out by the Waco Aircraft Company. Besides Landing Speed: 41 mph
his own, Phil knows of two other INF's currently licensed Landing Run: 265 ft. (no braking)
and flying; one in Texas and one in Canada. A third one, Climb: 950 ft., first minute
in Nebraska, is now being restored. Service Ceiling: 14,000 ft.
His knowledge of his own plane's history of owner­ Fuel Consumption: 8 gal. per hour
ship is incomplete, but he knows that the first owner was Fuel Capacity: 32 gal.
Paul Garde of 734 East 17th Street, San Francisco, Cali­ O il Capacity: 3 gal. Their 1931 Waco INF biplane completely restored and
fornia, who purchased the ship from Mayse Air Service Length, Overall: 20 ft., 9Y2 in. in mint condition, owners Phil and Ruth Coulson enjoy
of Tucson, Arizona for $4,460.00. The second owner Height: 8 ft., 9 in. an entirely new dimension in sport flying.
was Marshall A. Woos ter, of 504 South Bonnie Brae, Los Span: 29 ft., 6 in.
Angeles; and the third was Aircraft Associates, Inc., of Landing Gear Tread : 72 in.
Long Beach, California. Besides these the plane has had Empty Weight: 1167 Ibs.
owners, all unknown to Phil in Ohio, West Virginia and Gross Weight: 1938 Ibs.
Colorado. Price: $4,450.00
For other Waco lovers, the following INF specifica­ Color: Vermilion or Insignia Blue
tions may be of interest: Silver wings and tail surfaces
7
MATTY LAIRD HONORED BY

EMBRY-RIDDLE

by Robert C. Elliott
Matty was the second aviation pioneer to have his
EAA # 85145, AIC # 3296
name inscribed on the " Eagles of Aviation " trophy,
1227 Oakwood Avenue
Max Conrad havi ng been the first.
Daytona Beach, FL 32014
Before the assembled graduating class and many
friends from the Florida Sport Aviation, Antique and
All Photographs Courtesy of Robert C. Elliott,
Classic Association, Matty was presented the trophy
Daytona Beach, Florida - FSAACA
by Robert L. Hansen, Regional Manager of Eastern
Airlines, Daytona Beach, Florida.
Matty and Elsie were guests of Embry-Riddle be­
At their December 15, 1979 commencement exer­ fore the ceremony at the beachside President's resi­
cises, Embry-Riddle Aeronautical University honored dence in Ormond Beach.
E. M. "Matty" Laird, EAA #10118, for his pioneering The permanent trophy will remain at Embry-Riddle,
work in the development of outstanding aircraft dur­ while a smaller engraved copy now occupies a place
ing the 1920's and 30's. of honor in the Laird home at Boca Raton, Florida.
Matty accepts the applause of Hansen and the graduates,
moments after having been presented the trophy.
FSAACA friends pose with the Laird's shortly after the
awards ceremony. Left to right are Ed Escallon, John and
Judy Shinn, Pat Q uinn, Lyle Flagg, Robert L. Hansen, Matty
and Elsie Laird, Fred Quinn, Mrs. Frank Balcar, Billy
Henderson, Betty Jones, Don a'nd Donna Morris and Frank
Balcar.
e
\a.ude. 'ila.
•
by Ted Businger (fAA 93833, AIC 2333)
Rt. 2, Box 2 70

Willow Springs, MO 65793

!Pilot
•
\ue.e.t

~'Illi .£J!l , C. Claude Flagg, fAA 19904
The initial contact with Claude Flagg was intended long friends with Walter Barling and jimmy jamieson,
solely to document the various racing planes he had two men we will hear about later. Late in 1923, Flagg
built. As the discussion progressed it became evi­ was reassigned to Kelly Field, Texas for advanced
dent that there was a great deal more to this man's flight training, completing his tour of military duty
list of accomplishments which had never been re­ in 1926 as an instructor.
(Photo from Ray Cocking Collection) corded, and should have been. Flagg had an "EAA The next eight years were difficult times for all
attitude" in the late 1920's. aviation businesses. All employers in the industry
Let us meet the gentleman, then proceed to his were hard pressed to meet even the meager payrolls
work. Claude was a small man in both stature and involved . Factory backlogs of two to twelve ships were
weight; a giant in mental process with a keen, per­ all that existed. The best selling products were those
EDITOR'S NOTE: When author Ted Businger lived in ceptive ability to get to the root of a problem with­ made by Travel Air, Waco and Eaglerock, who had to
California, before moving recently to Missouri, he out fanfare. He was also very kind, and gentle to all compete with the glut of war surplus jennies, Can­
had the opportunity to meet Mr. C. Claude Flagg and of us who knew him. There were those who caused nucks and Standards. The lesser known builders had
his wife, Dorothy. A close friendship developed and mental anguish by taking credit for his work , yet to lure potential customers away from the leaders by
Ted was to learn that Claude Flagg had a colorful and not once did he complain or even mention the fact. providing some feature or " gimmick" to catch the
noteworthy career in aviation. Flagg was one of those Friend, Ray Cocking said it best, " He could explain eye long enough to loosen the purse strings. The great
quiet achievers whose accomplishments have been the most complicated theories so that even I could Lindbergh boom soon fizzled out, aided in no small
partially documented over the years in various publi­ understand them." part by the great depression starting in November,
cations, but never summarized. The following account His introduction to flight came in 1920 with his 1929. Against this backdrop, Claude made his entry
is the first installment of a two part documentary pre­ entry into the U. S. Air Service with an assignment into the world of commercial aviation .
sented by Ted. to McCook Field, Dayton , Ohio as part of the engine In the year 1926, American Eagle, under the able
- Gene Chase test section. He was in intimate contact with most of direction of Ed Porterfield, was doing reasonably well
the pioneers of aviation, and working with all of the and looking forward to improving its position in the
leading exponents of powerplant design. He was im­ aviation world. The Flagg family journeyed to Kansas
pressed with the theories and reasoning used to 're­ City with high hopes, and Claude was doing his share
solve the complex issues of that era. He made life­ of getting the Eagles out of their nest.
9
In time, Flagg sold Mr. Porterfield on the idea of The prototype Flaggship was a three-place open pany. This time only two backers were solicited, to
producing a ship much smaller in size, with a lower biplane with a welded tube fuselage with double spar preclude a repetition of the Flaggship fiasco. This de­
horsepower engine. The design was completed and wings. Wing span was 29' with a 60" chord, resulting sign was a high wing, closed cabin job with side-by­
some assembly work had commenced by that day in in 290 sq . ft. of area. Length was 21 ', empty weight side seating for two people and titled LaSalle Coupe.
May, 1927, when Charles Lindbergh made his epic 1135 Ibs., gross weight 1825 Ibs., power was a 90 hp The powerplant could be either a 55 hp Velie, or a
flight. The spiralling backlog of orders due to this Curtiss OX-5. Top speed 97 mph, landing speed ap­ LeBlond. Five airframes were completed when astute
event, forced the shelving of this new project. It was proximately 40 mph. The upper wing teatured an aero­ Mr. Alexander, the group banker, noticed the signs
to surface at a later date in modified form to be mar­ marine 2-A airfoil, while the lower was a Clark " Y" . of the country's impending financial crisis. The ships
keted as the " Flyabout". Another lifelong friendship This mixed airfoil set-up gave the same results we were hurriedly sold at a near cost figure and the plant
evolved here between Flagg and the company test now get with "wash-out". closed in October, 1929. One month later, the de­
pilot, Danny Fowlie, a dynamo in the air and no slouch Everything should have been smooth sailing ex­ pression began .
on the ground. cept that the backers were in complete dissension The American Cirrus Derby was announced in
At this time Flagg thought that he could produce over the marketing methods to be used. October, late 1929, to promote the sale of American Cirrus en­
a superior aircraft to those currently on the mar­ 1928 marked the end of Claude's contract period, so gines over the venerable and plentiful OX-5's and
ket. He formed the Flaggship Company, in December, the plant was closed due to the old axiom of " too Hispano-Suiza's that were war surplus and could be
1927, by the prevailing method at that time of com­ many cooks" . The one and only Flaggship was in bought for extremely low prices. The lengthy entry
pleting a design and then securing financial backing. Keokuk, Iowa as late as 1955. list was a formidable array of the most talented de­
This usually meant selling the machine (and aviation) The Flagg family made a trek to Joliet, Illinois to signers and pilots on the American scene.
to non-flying, but well-to-do people. start a new organization called LaSalle Aircraft Com­
(Ph oto by Claude Flagg)
Th e prototype Fl aggs hip built in 7927 and powered with
a Curtiss OX-5 .
..
10
"