36
STRAIGHT amp LEVEL
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by Espie Butch Joyce
This past year for the AntiqueClassic Division of the EAA has been a very successful year Your AntiqueClassic Division membership now stands at apshyproximately 7300 individuals and orshyganizations
1991 found a number of your Ofshyficers Directors Advisors and memshybers more directly involved with EAA activities Our participation with the Pioneer Airport was very rewarding for a number of our members We enlarged the AntiqueClassic Headquarters building on the Convention grounds at Oshkosh and a large portion of this was accomplished with volunteers Your AC Division recognized the need to include a new category of aircraft into our group those airplanes manufacshytured between 1956 and 1960 January 1 1992 was the official recognition date for these aircraft and to all Contemshyporary Aircraft owners we heartily say welcome aboard I have received a number of letters from individuals thanking the Division for taking this step This year we will be parking these aircraft in our show plane area for the first time
We look forward to having you in our area We will not be judging this class of aircraft this year but will be judging them at the 1993 Convention I would
2 JANUARY 1992
like to encourage these people to start working on getting their aircraft up to show plane quality
Another major accomplishment by your Division for the membership is your group insurance program This was achieved through the efforts of EAA Headquarters the AntiqueClasshysic Division ADA Inc and the Home Insurance Company (I got it right this time Tim) This program is tailored for our kind of flying and airplanes It will also make your flying more affordable
All of your officers and directors are glad to have been of service to you this past year Should anyone have any comments for the di vision please do not hesitate to call or write me
Mr John Fogerty who has been an Advisor to the Board of Directors has decided to retire from that post I would like to thank John for his past services and look forward to seeing him at EAA Oshkosh 92
While talking to our Editor HO Frautschy on the phone the other day I felt that the following matter was very important so this month Id like to give a bit of space to HO to explain a recent development between the EAA FAA and the lightplane industry that is important to all of us who fly
In what may prove to be one of the most important initiatives EAA has ever been a part of the FAA and EAA in conjunction with lightplane industry leaders have been working on a new procedure within the existing FARs that will begin to make it possible to economically produce a two-place trainer in the United States again An article detailing the the Small Aircraft Certification Compliance Program written by Jack Cox was published in last months SPORT A VIA TION and a follow-up article will be published in the January magazine Why is this issue important to the owner ofa Classhysic Contemporary or Antique airplane It boils down to one simple fact ofthe marketplace Without a new aircraft manufacturing base to supply parts to the cost per unit for replaceshyment parts like brakes tires propellers engines even nuts and bolts will continue to escalate to the
point where the manufacture of the parts may cease altogether as the price goes out of sight Without ne w airplanes to support our vintage airplanes will become even harder to maintain It is hard enough tofind rare out of production airframe parts but can you imagine how difficult it would be to keep your fa vorite flying machine in the air if you cannot find a replaceshyment prop or some other item that today is widely available albeit expensive One of the areas that can benefit the vintage airplane owner is the use of these new materials and parts under an Supplemental Type Certificate (STC) New engine installations interior materials even seat belts for example may be more easily generated by someshyone holding an STC if the per unit cost can be held down due to an increased volume of sales to the lightplane manufacturers One ofthe highlights of this program has been the FAA s willshyingness and enthusiasm for this effort right up to highest levels and th e cooperation given to the team by many of the lightplane industry leaders J urge you all to review Jack Coxs arshyticles concerning this very important issue As Tom Poberezny explained recently Without trainers there can be no new pilots Eventually civilian aviation as we know it will cease to exist No threat could be more serious and no solution more desperately needed - HG Frautschy
Thanks HO and I agree this issue is critical to the survival of general aviashytion
Well here we are at the start of another year It is not too early to start thinking about Sun n Fun 1992 We will have more on this in a future issue
As a final note Jack McCarthy is Chairman of our AC Photo Contest at the Oshkosh convention Jack dropped me a note the other day asking me to remind those who entered the contest to submit their entry ASAP Send them to Jack McCarthy 14132 South Keeler Crestwood IL 60445 phone 708371shy1290 Thanks Jack
Lets all pull in the same direction for the good of aviation Remember we are better together Join us and have it all
PUBLISHER Tom Poberezny
VICEmiddotPRESIDENT
PUBLICATION STAFF
MARKETING amp COMMUNICATIONS Dick Mott
EDITOR Henry G Frautschy
MANAGING EDITOR Golda Cox
ART DIRECTOR Mike Drucks
ADVERTISING Mary Jones
ASSOCIATE EDITORS Norman Petersen Dick Cavin
FEATURE WRITERS George A Hardie Jr Dennis Parks
EDITORIAL ASSISTANT Isabelle Wiske
STAFF PHOTOGRAPHERS Jim Koepnick Cari Schuppel Donna Bushman Mike Steineke
EAA ANTIQUECLASSIC DIVISION INC
OFFICERS President VicemiddotPresident
Espie Butch Joyce Arthur R Morgan 604 Highway St 3744 North 51st Blvd
Madison NC 27025 Milwaukee WI 53216 919427()216 414442middot3631
Secretory Treasurer steven C Nesse EE Buck Hilbert
2009 Highland Ave PO Box 424 Albert Leo MN 56007 Union IL 60 180
507373middot 1674 815923middot4591
DIRECTORS John Berendt Robert C Bob Brauer
7645 Echo Point Rd 9345 S Hoyne Connon Falls MN 5fiXff Chicago IL 60620
507263middot2414 312779middot2105
Gene Chase John S Copeland 2159 Carlton Rd PO Box 1035
OshkoshWI54904 Westborough MAOI581 414231middot5002 508836middot1911
Philip Coulson George Daubner 28415 Springbrook Dr 2448 Lough Lone
Lawton MI 49065 Hartford WI 53027 616624-6490 414673middot5885
Charles Harris Stan Gomoll 3933 South Peoria 1042 90th Lone NE PO Box 904038 Minneapolis MN 55434 Tulsa OK 74105 612784middot1172 918742middot7311
Dale A Gustafson Jeannie Hill 7724 Shady Hill Drive PO Box 328
Indianapolis IN 46278 HaNord IL 60033 317293middot4430 815943middot 7205
Robert lickteig Robert D Bob Lumley 1708 Boy Oaks Drive 1265 South 124thSt
Albert Leo MN 56007 Brookfield WI 53005 507373middot2922 414782middot2633
Gene Morris George S York 115C Steve Court RR2 181 Sloboda Ave
Roanoke TX 76262 Mansfield OH 44906 817491middot9110 419529middot4378
SH Wes Schmid 2359 Lefeber Avenue Wauwatosa WI 53213
414771middot1545
DIRECTOR EMERITUS SJ Wittman
7200 SE 85th Lone Ocala FL 32672
904245middot7768
ADVISORS Jimmy Rollison
823 Carrion Circle Winters CA 95694middot1 665
916795middot4334
Dean Richardson Geoff Robison 6701 Colony Drive 1521 E MacGregor Dr Madison WI 53717 New Hoven IN 46774
608833middot1291 219493middot4724
January 1992 bull Vol 20 No1
Copyrig ht copy 1992 by the EAA AntiqueClassic Division Inc All rights reserved
Contents
2 Straight amp Levelby Espie Butch Joyce
4 Aeromail
5 AIC News
6 Vintage Literaturefby Dennis Parks
10 Flagship Of The Navion Fleetl by HG Frautschy
14 Child Of The Fiftiesfby Nino Lama
18 Rudy Eskras Stearmanfby Rudy Eskra
24 What Our Members Are Restoring Norm Petersen
26 Pass It To Buckby EE Buck Hilbert
28 Calendar
29 Welcome New Members
30 Vintage Trader
32 Mystery Plane Page 18
FRONT COVER Lorry Woodfin collected two trophies in as many weeks this post summer with his sleek 1949 Ryan Navion nicknamed Woodybird Larrys airplane was awarded the American Nevion Societymiddots Flagship OtThe Nevion Fleet trophy and a week later it was awarded on Outstanding In Type Navion eword at EAA Oshkosh 91 Photo by Cerl Schuppel shot with a Canon EOSmiddotl with on 80middot200 lens I SOOth sec at f56 using Kodachrome 64 Cessna 182 photo plane flown by Buck Hilbert
BACK COVER Chino Clipper is the title of this acrylic on canvas pointing by EM member John Paul Jones John Paul was awarded on Excellence ribbon for his work by the judges of the 1991 Sport Aviation Art Contest He can be contacted at 800 Cessna Drive EI Paso TX 79925 915751middot5021
~~ bull I~ ~~ jt ~ 1
f fl
The words EM ULTRALIGHT FLY WITH THE FIRST TEAM SPORT AVIATION and the logos 01 EXPERIMENTAL AIRCRAFT ASSOCIATION INC EM INTERNATIONAL CONVENTION EM ANTIQUEJCLASSIC DIVISION INC INTERNATIONALAEROBATIC CLUB INC WAR BIRDS OF AMERICA INC are registered trademarks THE EM SKY SHOPPE and logos 01 the EM AVIATION FOUNDATION INC and EM ULTRALIGHT CONVENTION are trademarks 01 the above associations and their use by any person other than the above associations is strictly pltohiMed
Editorial Policy Readers are encouraged to submit stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility lor accuracy in repor1ing rests entirely with the contributor Material should be sent to Editor The VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 4 I 4426-4800
The VINTAGE AIRPLANE (SSN 0091 -6943) is published and owned exclusively by EM AntiqueClassic ovision Inc 01 the Experimental Aircraft Association Inc and is published monthly at EM Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Second Class Postage paid at Oshkosh WI 54901 and additional mailing officesThe membership rate lor EM AntiqueClassic ovisionlnc is $2000 for current EM members for 12 month period 01 which $1200 is for the putJication 01 The VINTAGE AIRPLANE Membership is open to all who are interested in aviation
ADVERTISING - AntiqueClassic Division does not guarantee or endorse any product offered through our advertising We invite constructive criticism and welcome any report of interior merchandise obtained through our advertising so that COfrective measures can be taken
POSTMASTER Send address changes to EM AntiqueClassic ovision Inc PO Box 3086 Oshkosh WI 54903-3086
VINTAGE AIRPLANE 3
u
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Here are a couple more shots of the Waco 10 that used to belong to Terry Marshs grandfather
Dear Editor As I was looking through my Novemshy
ber 1991 copy ofVINT AGE AIRPLANE I came upon the pictures on page 21 of the 1928 Waco 10 NC6513 It brought tears to my eyes as the bird in the bam was on my familys farm in Weirton West Virginia It resided there my whole life until I sold it to a group of gentlemen who were able to restore it
The Waco 10 was my grandfatherS Lawrence Gullette The Waco was landed in the comfield across from the main house just before Thanksgiving 1935 It snowed that night so he moved the plane to a corn crib where it stayed until the late 1940s My grandfather found some kids playing on it so he moved the plane to the inside of the barn
In 1979 when my grandfather passed away my grandmother titled the airplane to me My grandfather was a licensed inspector since 1927 and had already helped me restore a 1947 Piper PA-II We both had the intention to restore the Waco 10 but as time marched on it took my grandfather away I went through a divorce remarried bought a new home and a new son was soon to be on the way so in 1985 I decided to sell the bird
I dont think I could have sold the plane to a better group of people The care and love they put into the rebuild of the plane makes my heart feel good I am sure my grandfather is smiling as he watches NC6513 bore new holes in the sky
Marv Easter has already promised a ride in the airplane for my Mother and myself We had made several trips over to watch as the plane was being reasshysembled and my Mother shared her memories with Marv of her early flight training in the Waco 10
Please find enclosed $600 for three more copies of the November issue of VINTAGE AIRPLANE for a keepsake for my family
Sincerely Terry L Marsh (EAA 256794 AC 9676)
4 JANUARY 1992
is o c a
NEW CATEGORY FOR HINTS FOR
HOMEBUILDERS Occasionally here in the pages of
VINTAGE AIRPLANE we include one of the winners in SPORT AVIATIONs Hints for Homeshybuilders colullUl Now thanks to the generosity of the John Fluke Company the worlds largest manufacturer of digital voltmeters monthly prize winshyners will have the choice of entering their suggestions for consideration as an electrical innovation or device or a mechanical device Mechanical awards will continue to be sponsored by Snapshyon tools For electrical prizes a Fluke model 23-2 Multimeter with holster will be awarded A Grand prize will also be awarded each year at Oshkosh for the best electronic hint during the last 12 months
Send both your mechanical and electronic hints to EAA Hints For Homebuilders Att Golda Cox EAA Aviation Center PO Box 3086 Osh shykosh WI 54903-3086 Please specify whether your hint is intended for the Snap-on mechanical competition or the John Fluke electronic competition Norshymally one award is given per month
EAA REFERENCE GUIDE Member John Bergeson known to
many for his outstanding work with the Cub Club continues to offer his Refer shyence Guide to EAA Publications A handy guide to all EAA periodicals the basic volume covers the years 1953 shy1989 and costs $1800 Supplements for 1990 and 1991 are $300 each These prices are US funds postpaid at the book rate to the US and Canada
If you need additional information contact John B Bergeson 6438 W Millbrook Road Remus MI 49340 phone 517561-2393 John has copies of all EAA periodicals and will make a copy of any article for 30cent per page with a $5 minimum order
compiled by HG Frautschy
TAIL WHEEL INSTRUCTORS Everyone who owns a tailwheel
airplane knows the value of a good tailwheel instructor Thanks to a note placed in SPORT A VIA TION and EAA EXPERIMENTER we now have a ist of over 60 names of tailwheel instrucshytors all over the country and the list is growing every day If you are interested in tailwheel instruction contact EAA Information Services PO Box 3086 Oshkosh WI 54903-3086 for a copy of the list
1992 EAA ADULT AIR ACADEMY The 1992 session of the EAA Adult
Air Academy is scheduled for February 24-291992 at the EAA Aviation Center in Oshkosh This years theme is Basic Aircraft Maintenance Building and Restoration Skills The $65000 registration fee provides accommodashytions lunches a banquet supplies and materials
For more information and registrashytion materials contact the EAA Educashytion Office 414426-4888 or write EAA Education Office EAA Aviation Founshydation PO Box 3086 Oshkosh WI 54903-3086
STEVE PFISTER In the November 1990 issue of
VINTAGE AIRPLANE we had a news item related to the donation of Beechcraft Staggerwing Serial No 1 by Steve Pfister to the Staggerwing Museum On Wednesday October 2nd 1991 Steve passed away at his home in Santa Paula after a prolonged illness Steves efforts and enthusiasm related to the Staggerwings is being memorialized during the restoration of Serial No 1 by the Staggerwing Museum in Tullahoma Tennessee Steves time on Earth was short (he was only 34 at his passing) but his spirit and attitude will continue to touch those who knew him within the Staggerwing
community Our condolences to Steves wife Stacy and daughter Sara as well as his many friends
Serial No 1 Beechcratt Staggerwing is now nearing the completion of its restorashytion in member Jim Younkins shop
AIC PHOTO CONTEST Jack McCarthy AC Photo Contest
Chariman has asked me to remind all of you who signed up for the contest at the Red Bam during EAA OSHKOSH 91 to get your contest submissions in as soon as possible As of early Decemshyber only two packages had been received by Jack a response behind that of last year Judging for the contest will take place in February Please send in your contest submissions right away to
AC Photo Contest co Jack McCarthy 14132 South Keeler
Crestwood IL 60445
ZIP GLITCH If you tried to send a SASE to me here
at HQ for the Salvage Dealer Info Reshyquest and you used the address listed in Bucks colullUl you most likely got your letter back with the notation Unshydeliverable no such Zip code Sorry about that Here is the correct address and Zip code
HG Frautschy Editor EAA Aviation Center
PO Box 3086 Oshkosh WI 54903-3086
Send your request again and this time just send a Self Addressed Enshyvelope - Ill pick up the postage
VINTAGE AIRPLANE 5
VI~TAf3~ LIT~l2ATUl2~ by ()ennis Varks
IAA LibraryArchives ()irect()r
Jackie Cochrans new Seversky racer is shown having its compass compensated at Floyd Bennett Field prior to leaving for the West Coast
THE NATIONAL AIR RACES THE GOLDEN AGE (Pt 12)
END OF AN ERA The 1939 National Air Races were
scheduled for September 2-4 in Cleveland again under the tutelage of the Henderson brothers Clifford and Philip The advertisement for the races that appeared in the August 15 1939 issue of SPORTSMAN PILOT promised A cavalcade of aeronautical progress - Everything from pulseshythrobbing high speed classics to quiet yet daring aerobatic exhibitions shyConcentrated into three days of intense activity - amid pomp and spendor shyparade and pagentry
No doubt there was a lot of pagentry in 1939 There were great demonstrashytions by military flyers including the 27th Pursuit Squadron from Selfridge Field and the Fighting Four the U S Navy fighter squadron from the aircraft carrier RANGER Sunday of the show also saw the arrival of the huge Boeing XB-15 bomber
There were many aerobatic perforshymances including Mike Murphy in his upside-down airplane Leonard Petershy6 JANUARY 1992
son and Beverly Howard The pagentry also included mass parachute jumps shyCount em - and cavalcade of American commercial aircraft
As for Aeronautical progress there were no new racers for 1939 With a few exceptions most of the racers at Cleveland were the same that flew the previous two years Also the technology of production aircraft was surpassing that of the racers with all metal construction retractable landing gear flaps and variable pitch propellers
Though for a decade the Thompson racers had been the fastest aircraft in the United States now production U S fighters were faster than the racers Also the Bendix competition had beshycome an arena for production aircraft
In 1939 there may have been pulseshythrobbing high speed classics But unfortunately in 1939 there were only two such closed course races for the public to see The Greve Trophy race scheduled for Sunday 3 September and the Thompson scheduled for Monday Labor Day which was postponed by weather till Tuesday All of the stock
type races had been eliminated by 1936 and the lower displacement races were last run in 1937
Besides the lack of races money and new aircraft the National Air Races faced a worse crisis in 1939 On Sepshytember 1 the last day of practice before the event began Poland was invaded when the war clouds gathering in Europe erupted into a true storm that would overshadow all civilian aviation activities in the United States for the next six years
THE PILOTS TALK In 1939 three pilots gave their stories
of air racing to POPULAR A VIA TION These were Air Racing is Hell in September by Roscoe Turner Im Through With Closed Course Racing in October by Earl Ortman and Stop Picking On Us Racers by Art Chester in December
Roscoe Turners article about winshyning the 1938 Thompson Trophy was similar to the article he had written in the November 1938 issue of AIR TRAILS which was recounted in the last installment of this series
EARL ORTMAN Earl Ortman in his article tells of his
decision to quit racing and become an airline pilot Now - to get back to the original idea of this yam Why did I quit this tremendously fascinating and alshylegedly profitable business of closed course racing for the salary and uniform of a first officer for Canadian Colonial Airways
Comes a time as the storybooks say in every young mans life when security looks attractive I have made a lot of money Ive spent more Prize money at air races looks big when it is in the catalog and probably you have envied the winner of the Bendix or Thompson for the big purse he took home But listen to one who knows
The biggest purse I ever won in one days racing was $14000 Quite a sizable sum for a few minutes work you say Well yes but consider the initial cost of the ship I flew - a mere matter of $50000 To this for this parshyticular race I added $7500 cash for preparation Now how much did I get out of that $14000
As first officer for Canadian Colonial I can see a definite future for myself in the industry I love My exshyperience as a racing pilot has made me if anything more conservative and less inclined to gamble and take unnecesshysary chances When I flew my own ship I went over it carefully for flaws in the works as a pilot for a great airline this is done for me Im satisfied to take the word of the competent mechanics of the line I never took anybodys word but my own
Tm not alone in deciding to become an airline pilot Harold Neumann oneshytime Thompson Trophy winner beat me to it by several years when he joined TWA Shortly after that Roger Don Rae joined the same outfit and young Bob Buck who although he wasnt a race pilot was a nationally known record flyer decided he too would sit in the ri ght-hand seat of a transport cockpit
Even the resplendent Roscoe has beshycome a businessman - a vice president in charge of something or other for Porterfield planes Hes going to race again of course but hes building up to a future
My interests in experimentation will never cease Ill always be interested in new aviation developments My enshygineering training and an inquisitive mind make that imperative But my guinea pig days are over Myoid Mar-
Art Chester and his mechanic Lynn Coffold seem pleased with the Goons propshypects
coux-Bromberg racer bless it will be on the starting line at the 1939 Nationals in Cleveland and I honestly think it will win the Thompson this year But my interests will be purely platonic Ill be in the cockpit in spirit helping whoever flies it with my subconscious support
But me - if I m not in th e grandstand Ill be somewhere between Newark and Montreal in the right-hand seat of a Canadian Colonial Airways DC-3
Ortmans announcement of this retirement from air racing was premashyture as he did take his place in the cockshypit of the Marcoux-Bromberg and placed third in the Thompson Race
ART CHESTER In his article Art Chester discussed
the antagonism towards air racing First of all why all this antagonism
towards air racing Is it true that the CAA looks with disfavor on racing If so why We race pilots try hard to stay within the CAA rules and to my knowledge there have been no flagrant
or intentional violations of these rules There has not been a single spectator hurt by a civilian racing plane in years of racing
Why are the commercial interests in aviation bucking racing We are told that the manufacturers and espec ially the airlines would like to see air races abolished apparently because of the unshyfavorable effect a crash in full view of the public would have on their business
It is my contention that the public is not so unthinking as to let a racing plane crash scare it out of flying the airlines If seeing big headlines and pictures in the papers of an airliner splattered against a mountain top does not scare the layman from flying the lines have nothing to fear from racing even if all the race ships pile up in front of the grandstands
Why must air racing just ify its existshyence by contributing something to comshymercial aviation Why can it not be conducted as an attraction or amuseshyment the same as horse racing speedshyboat auto or yacht racing Many
VINTAGE AIRPLANE 7
19th ANNUAL WORLDS PREMIER
AIR CLASSIC A cavalcade of aeronauticaJ proqreSl bullbullbull Presentinq in dramatic f4lllhion rythinq hom pu1se-throbbinq hiqh peed classiCi to quiet yet darlnq acrobatic exhibi tions bullbull Conltellt14telti into thre day of Inten actinty bull amid pomp ADd splendor parade and paqeantry drama 4Dd qaiety Featurinq tb 3QO mil ThOIttptOD Trophy Race annual hiqb peed land plane cluaic 01 the world The Bendix Trophy Race
~~~atio~ ~~~G~~- T~~oR~~n~=a~ international 2OOmU closedmiddot couts freemiddotfor-all Service puticipatiOD bullbull Man parachute jumpinq Thrillinq ltunt flyinq and every conceivable phase of ariation Here as at no other time Of place the nation foreshy
==~~~ti~~~ve~ r~ocri~r~~hIidnmiddot= minimum of
$85000 CASH PRIZES
BY All Ml4NS PURCHAS YOUR nCJ(rn IN ADVANn fOR A BmtR (HOln Of mrs All SfATS INDIVIDUAUY RfS[RVID
For dcoUbullbullnd tkke1 In(OT1TUI(ion wrlre Of wire Olford W Hcndcoon Man_tina OirrCor Nadon Air Raca
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Sattl~d III N lfo Affo uit Au oll tlo Hld du Iu 01 till dciOl Auoq1I lI llo I
AMERICAS GREATEH SPORTS EVENT
thousands of dollars are spent in buildshying yachts for instance to compete in annual yacht races and although I fail to see where it contributes anything to cornmerical navigation or is of public benefit it is looked upon as a perfectly good and sensible sport - which it is
Air racing is certainly more specshytacular and thrilling and with ever inshycreasing speeds obtained and with more ships competing it will be even more so If racing ship owners and pilots were not so harassed there would be more of them competition would be keener and the races better
BENDIX TROPHY All the entries for the 1939 Bendix
had been entrants the previous year and
8 JANUARY 1992
thanks to the rule that Bendix racers couldnt compete in the Thompson none of the privately produced racers such as the Marcoux-Bromberg were in the Bendix All of the aircraft entered in 1939 were factory production aircraft
Racing were a Beech D-17W pilot Max Constant another Staggerwing flown by William Maycock the Bellanshyca 28-92 Trimotor flown by Arthur Bussy a Lockheed Orion flown by Paul Mantz a Seversky SEV -S2 flown by Frank Fuller and another flown by Jacshyqueline Cochran and finally a Spartan 7W flown by Arlene Davis
Departure was from the Union Air Terminal at Burbank on September 2 Frank Fuller was the first away at 3 AM his goal to become the first twoshytime winner Weather was marginal all that early morning but all got away exshycept for Jackie Cochran who declined to take off into the 800 foot ceiling
With Cochran out it would be a close race for second place as no one expected to best Frank Fuller in the Seversky Fuller did arrive first at Cleveland after a fuel stop in Goodland Kansas for an elapsed time of 7 hours 14 minutes knocking 40 minutes off his 1937 record This was good for a new Bendix record speed of 2821 mph
Second place went to Bussys trimotored Bellanca which nosed out Mantzs Orion by eight minutes Max Constant came in fourth in Cochrans Stagshygerwing Beech Arlene Davis finished fifth but was disqualified for the $2500 bonus for being the fLrSt woman finisher because her passenger in the Spartan Dale Meyers was a licensed pilot
Fuller flying on to Bendix New Jershysey set a new transcontinental Bendix Race record of 8 hours 58 minutes 846 seconds averaging 273 miles per hour
GREVE TROPHY RACE In what Cy Caldwell called the irshy
reducible minimum of racing three days at Cleveland - Saturday Sunday and Monday - saw only one pilot in one airplane finish one closed course race That race was the Greve Trophy Race on Sunday as on Monday the Thompson was called off because of weather
Though there were no new aircraft entered in the Greve there were some exciting aircraft Art Chesters Goon LeViers Firecracker and the all metal Crosby racer all powered by six-cylinder C-65 Menasco engines With a few exceptions the Menascos were the only engines in the 550 cubic inch class that had finished any Greve Races since their inception in 1934 the major exception being Michael Detroyats Renault in 1936 The Menasco engine powered aircraft had seen a constant increase in speed since the 213 mph finish by Roy Minor in 1934 In 1938 LeVier in the Firecrackshyer ran a speed of 250886 mph
Five racers were at the starting line for the 1939 Greve George Byars in the Keith Rider Eight Ball failed to start Lee Williams in the Brown B-2 stalled at the scattering plylon spun in and was killed in the crash Tony LeVier in the Firecracker led for 11 laps but was forced out by engine trouble and Harry Crosby unable to retract his landing gear was flagged out after 13 laps That left Art Chester in his Goon to fly alone for the rest of the race The loss of competition didnt slow him down and he continued on and set a new record of 263390 mph
THOMPSON TROPHY There were seven Thompson entries
for the start of the 1939 race Roscoe Turner last years winner in his
Roscoe Turners Twin Row Wasp-powered Turner-Laird Special
Meteor Earl Ortman in the MarcouxshyBromberg (nee Rider R-3) Steve Wittman in Bonzo Art Chester in the Goon Harry Crosby in his all metal CR-4 and the ancient by racing standards 1932 Wedell Williams of Joe Mackey owned by Roscoe Turner
Reportedly pumping out 2000 horseshypower Turners Meteor was the class of the act and if Roscoe didnt miss a pylon a continual problem he should have had an easy victory Earl Ortman as stated above from his article in POPULAR A VIA nON believed the Marcoux Bromberg could win and with an all-up weight 1500 pounds less than Turners that was a possibility The Firecracker had shown great potential in 1938 having won the Greve at a speed of over 250 miles per hour
Steve Wittman won the race to the scatter pylon and was still in the lead at the end of the first lap with Mackeys Wedell Williams incredibly in second place However Tony LeVier was burning up the field and took over the lead on the fifth lap Roscoe having cut
Roscoe polishes one of the pylons on his way to an unprecedented third win of the Thompson Trophy race
a pylon again but for the last time Having reflown the pylon Roscoe
put on an amazing show reeling in the other competitors one by one at speeds of over 300 mph until taking over the lead in the ninth lap His lap speeds dropped a little after that but by the end of the race he had managed to lap everyone again Roscoe Turner had won the Thompson for the third and last time
END OFAN ERA More than the start of the war in
Europe cast a pall over the National Air Races that led to the end of the Golden Age Many announcements at Cleveland also put the stamp on the end of an age Roscoe Turner announced his retirement Earl Ortman announced his retirement from racing to become an airline pilot and after 12 years of effishycient management Clifford and Philip Henderson the driving forces behind the National Air Races announced their retirement
Cy Caldwell in the October 1939 issue of AERO DIGEST stated that the races had lost their meaning In past years the National Air Races have unshydoubtedly performed a valuable funcshytion they were truly the proving ground of aviation The production of such ships as the Gee Bees and Mystery S Travel Air for instance showed our
(Continued on page 28)
Roscoe recieves the Thompson Trophy from Fred Crawford for the last time-Roscoe would immediately announce his retirement from air racing after his third win of the Thompson
VINTAGE AIRPLANE 9
by HG Frautschy
Type club members are as a rule enthusiastic proponents of their respecshytive aircraft and amopg the most enershygetic are those who call themselves Navioneers The American Navion Society (ANS) is one of the oldest Type Clubs in existence today and within their ranks are some individuals who have become experts at modifying older aircraft The Navion is one classic that
with at least a few
Larry Woodfin of Jarrettsville Marylandis one of the nthusiasticANS members who travelled to Appleton Wisconsin the week prior to the EAA Convention this past summer 79 N a vions and their owners arrived to take part in the American Navion Society Annual Fly-In Enjoying each others c(IlmplitlJy and flying Navions kept the
mfJ-cfi8J~im~~roit si~~lt1~Nmiddot(ncent1~lt~IDetllbci=tSJt)uSy with an ice cr~dJ$Oclal
arrival With the distance between Oshshyklt$h ~ndAppleton only 18 miles as the fustaircraft were landing at Oshkosh a
_~~~i Olaquo NAvitlnll were waiting for slot at Appleton The
Navioneers who made the trip to Oshshykosh from Appleton His Navion N222LW was on its first trip to the Midwest since it bad been totally resshytored over a 4 year peliod Larry fomid
his home field the ~ quit He hacL run out of gas An ul1le~enttll~)antillng on themiddotmiddotailpoi~middot~~middotn)a~r~it~~ Navjonwas ~Wt$~JQfgt~~ ~~
mass in-trail flight down to EAA OSHshyKOSH 91 Don Shoemaker Co-Chairshyman gtUhis years Navion Fly-n said it was a lot of fun - the weather was great so we just slipped right on in Don was quite complementary concernshying the job the Oshkosh contollers did briefing and tben handling the groups
coordination between the two facilities was outstanding according t~on
Once the Navions had arrived they werlt all parked in e same section of the south end of the AntiqueClassic aircraft camping area For lovers of the marque it was a sight to see
Larry Woodfm was one of the 49
the airplane in Pittstown New Jersey The previous owner had been working on the big Ryan for a year when he passed away only 3 days prior to its maiden flight The airplane then beshycame a burden upon the owners widow and her son an airline pilot had no desire for the big hulk so he counselled his mother to sell it Larry dealing through the owners son struck a deal to purchase the Navion He was pleased with the planes structure having detershymined that it was one of the straightest Navions that he had seen since his search began Larry tnivelled to New Jersey to close the deal When he arshyrived and the paperwork was to be signed the widow simply couldnt bear to part with the airplane and so Larry went home empty-handed The widows son however contacted Larry again and told him that the deal could be closed So Larry headed up to New Jersey to retrieve the languishing Navion only to have the same course of
action repeat again Larry patiently went home empty
handed one more time This would happen two more times There was one additional item
that added to the anxiety of the situation - the airport that the airplane resided
on was scheduled to be closed and the land
used for part of an Interstate highway
Finally with 4 days
to spare the deal was closed the aircraft preflighted and -Larry headed for home in what he felt was a basically airworthy airplane that still had quite a few items to be fixed or at least cleaned up before a major restorashytion would commence As fate would have it he did not have the luxury of a few extra hours to aquaint himself with the Navion after he got it home After arriving over his local area ~ PQJl-o tiu~ tbi Ql arg~ akit w~ fHf new prize He was iickied to deaffitha~ e~1lIIIt fIIhad been fortunate enough to buy the airplane and he was enjoying himself Then the bubble burst On short fmal to
Navions Navions everywhere Navions 49 Navions of one type or another came to EAA Oshkosh 91 from the American Navion Society Convention in Appleton Wisconsin A few others arrived swelling the total on the ground in this photo to 56
bell on the fuel pump stopped dinging far too early The pump registered only 20 gallons and the fuel was at the top of the filler neck Something was dreadshyfully wrong here The normal fuel capacity was twice that amount An investigation into the problem revealed the reason The Navion had not been flown for 7 years prior to Larrys purshychase having gone down in a forced landing At that time it was surmised the fuel vent system had been plugged so that as fuel was being drawn out of the fuel tanks by the engine driven pump the tanks were collapsing The fix for the fuel system problem was simple - the wing must come off Right then and there the serious restoration of the Navion began in ernest The entire airframe would come under close scrutiny as Larry wanted the safest posshysible airplane he could restore His thoughts on the effort required to restore an airplane could apply to anyone The devotion you put into them obviously you deprive a lot of family responshysibilities to do this and a lot of grass cutting on Saturday to come up with one of this caliber but it has been worth it
Compare the Navion in the photos with these two views from the 1947 Aircraft Yearbook You can readily see the chanshyges from the mod work done through the years
its been a very nice airplane a very safe airplane and I think thats what we like about it Larry has two teenage daughters Erin and Tara and his wife Debbie as cabinmates in the limousineshysized cockpit of the Navion It will carry literally anything that you can get into it and with three females at home thats usually what happens They want to bring everything but the kitchen sink
With his family his primary passhysengers Larry wanted an airplane that was as safe as he could reasonably exshypect it to be He likes the rugged build of the Navion (after all it was designed by the same folks at North American Aviation who brought us the P-51) and the reputation the plane has for being very strong Aerodynamics seems to always be a series of forces in comshypromise and the Navion is no excepshytion All that strength comes at a cost With a maximum gross weight of 2750 pounds the Navion is not the fastest retractable 225 hp airplane around The Woodybird II as Larry has named the Navion will cruise at a reasonable 132 knots while burning about 12 gallons of
A vgas per hour A little history on the Navion First
concei ved in the fertile mind of Dutch Kindelberger at North American A viashytion the NA-143 was to be North Americans entry into the what was exshypected to be the booming post-war civilian aviation market When the first production NA-145 Navions hit the ramps in 1946 they were touted in ads as having been manufactured by the Creators of P-51 Mustang and Advanced Army and Navy Aircraft Hoping to capitalize on name recognishytion by the military pilots who flew in combat the Navion would remain in production at North American until April 15 1947 With 280 of the 1109 produced still unsold the manufacturshying rights to the Navion were sold to Ryan Aeronautical in San Diego California They produced the airplane from 1948 until 1951 manufacturing 1265 Navions before shutting down the line Later versions of the plane were the D E and F models essentially remanufactured Navions with revised engine installations In the 1960s and 70s a version of the airplane known
as the Rangemaster appeared Sporting a full cabin instead of the bubble slidshying canopy the Rangemaster looks markedly different than its older brother Fewer than 300 of the
12 JANUARY 1992
o u
With just a bit of a crosswind Larry with his brother Jerry flying co-pilot breaks ground with the immaculate Woodybird II from runway 18 at Oshkosh
Rangemasters have ever been built Many have noted that the Meyers 200 bears a passing resemblance to the Ranshygem aster The type certificate for the Navion is now owned by the American Navion Society
The Woodybird is one of the aircraft produced by Ryan in 1949 Like most of its breathern Larrys Navion boasts a logbook full of modifications including a new oneshypiece windshield that features a sleeker profile The windows have been changed also The side windows feashyture a sleek flush mounting and the side windows are expanded in area as well as being one piece It really allows sushyperb visibility out of the cockpit The other modifications include the Palo Alto Tail a revision to the incidence of the horizontal tail The Navion originally had excessive incidence that caused too much drag during cruise flight Aileron balance kits have been added removing the goose egg balshyances from the ailerons and replacing them with an internal balance One of the most noticeable changes to anyone who had seen the Navion when it was new is the revised cowling
on the Woodybird The first Navions sported a rather ineffective updraft cooling system with a prominent chin grille below the prop Many early Navion owners would not have their engines reach TBO because of high oil temperatures Most of these have now been changed to the standard pressure cowl seen on this Navion About the only modification that he has not been able to add is an outside bagshygage door Unless you own the papershywork for one of these doors they simply are not available The latest addition to the airframe Larry plans is the addition of a rear step to make it a bit easier to climb into the cabin
The paint and trim on Larrys Ryan is Alumigrip selected for its durability and high gloss shine All of the paint and the prep work was done by a professhysional painter One of the most striking aspects of the Woodybird II is the painted-to-match propeller When he returned from Oshkosh one year Larry
was all set to paint the prop black with yellow tips just like many of the Warshybirds he had seen His wife Debbie nixed that idea though She talked him into doing something different The idea came from the Lopresti Swiftfury project which features a color scheme that includes a single color for all parts of the airframe Maintaining a prop painted like this is an ongoing effort Touching up the paint is a once a month maintenance item but Larry it quite pleased with the way it looks It does add a lot of character to the aircraft he noted The Woodybird emblem on the side of the fuselage also adds a bit of whimsy to the sleek 4-placer A neighshybor Neil Kavanaugh is a professional painter who is known around the country for his work in gold leaf and well known for his artwork gracing a few yachts In exchange for an Oshshykosh hat Neil applied the Woodybird to each side of the fuselage
The interior was dpne in the third year of the restoration A local shop that
specializes in Ferraris was interested in
tackling the job and Larry let (Continued on Page 23)
VINTAGE AIRPLANE 13
Child Of The Fifties A year and a half ago after earning
my private ticket I decided I wanted to own a plane After discussing the idea with my precious wife she said Well OK so long as it doesnt cost anyshything To many people that would have been the end of the whole thing But a newly licensed pilot is a dangerous thing I began to think I looked around the house for anything that I could sell barter or otherwise convert into a plane Then I saw it The boat on a trailer out in the yard What good was it anyway It was winter So I placed an ad in Trade-a-Plane It ran like this HAVE BOAT NEED PLANE WANT TO SWAP Quite frankly I was completely open to just about anything When the deal was done my boat was on its way to Missouri and I had a 1958 Straight Tail Cessna 172 It was a 14 JANUARY 1992
by Nino Lama Ale 12423
curious craft Being new in the world of have to go back to the fifties aviation I had never seen a 172 that So lets go back to a special time in looked like that I had trained in a plane history Even though we may say we called a Cessna 172 but it bore no remember those years our memories resemblance to my new acquisition tend to fade Heres a memory jogger
As it turns out what I had gotten in well start with those people who barter was something really special It flavored life for us - Marilyn Monroe was my child of the fifties To best Willie Mays Ike James Dean Joe understand why its so special we really McCarthy General MacArthur
Richard Nixon VICE President and Elvis Elvis was a firey 19 year old when he recorded his first song He made it big with his ducktail haircut and perpetual sneer If youre not back in the fifshyties with me yet rememshyber these Hound Dog All Shook Up Dont Be Cruel and Burning Love They were all on the album Heartbreak Hotel released in 1956 In 1958 Elvis married Priscilla Beaulieu and was drafted into the Army
If Elvis wasnt your thing then maybe youll
5 GREAT CESSNAS-THE COMPLETE AIR FLEET FOR gVERY BUSINESS NEED
fast 4middotplace business airplane Top seller ~ In over 150 mph class New hushmiddot ~ flight features-Hone striping Agreat
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Proved by over 5000 owners-cruises over 120 mph $8295 fob Wichita
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now in regular use $54950 fob Wichita
fLYING-May 1956
remember Patti Page and Peggy Lee The Music Man West Side Story or Mack The Knife The Top Hits of the Fifties read like this 1950 - Goodshynight Irene 1951 - Tennessee Waltz 1952 - Cry 1953 - Song From the Moulin Rouge 1954 - Little Things Mean Alot 1955 - Rock Around the Clock 1956 - Dont Be Cruel 1957 - Tammy 1958 - Vol are and 1959shyMack The Knife
While the Pentagon under Charles E Wilson was undergoing the greatest build up of power in all history and the nation was in the grips of the peak of the Cold War the kids wore Davy Crocket hats and bought 30 million hula-hoops
The large cabin of the four-place Cessna allows room for a well equipped panel
It was the fifties that saw us become a nation of surburbanites Barbecues and the cocktail circuit were our escape Some of us built bomb shelters We fought in Korea We watched Bogie and Bacall Lucy and Ricky George and Gracie Sid and Imogene Kukla and Ollie and Jack Parr
In 1958 and 1959 AlaskaandHawaii became our 49th and 50th States Texans just had to cope with being the SECOND largest state in the Union The Russians launched Sputnik and then followed with a satellite manned with a dog It was the 1950s that saw a brave black woman refuse to give up her seat on a bus in Montgomery to a white
man Her arrest sparked the young and vibrant Martin Luther King into peaceshyful protest that changed us forever
If you were there but dont remember any of this then you must have been a Beat The coffeehouses oozed with smoke and poetry to the sound of finger snapping and bongos Slow blues protest songs and Depression ballads were cool
It was the era of cocktail circuits baby-sitters and back yard barbecues Cars were big powerful and made of plenty of metal Kitchens were jammed with chrome appliances and decorated in lots of bright reds yellows and blues Bicycles were sturdy with wide tires and built-in headlights
That was the Fifties The world of aviation was pretty exshy
citing back then There were a lot of thinkers and dreamers In the fifties a dreamer wasnt just someone who thought that ten more knots or a little more range would be nice Moulton B Taylor of Longview Washington was a 1950s dreamer He builtthe AEROCAR It was licensed in 1957 He envisioned one in every garage A subcompact car pulling a small trailer that made up the conversion of the auto to a comfortable family airplane Thats thinking Piper aircraft built and tested a twin engine Tri-Pacer It had two engines on one shaft turning a four-bladed propeller VTOL (Vertical Takeoff and Landing) aircraft were seen as the future for military aircraft It was a propeller driven plane that landed squarely on its
VINTAGE AIRPLANE 15
II
Now METCOmiddotAIRE
Presents
The New (Lett) Prior to the introduction of the straight Tail 172 Met-Co-Aire offered this nosewheel conversion of the standard Cessna 170 Ninos 172 sports the redesigned
CESSNA 170 TRICYCLE GEAR Look al Ihis
MODERN 170 Note excellent visibility the beautishyful lines Engineered and designed to increase the utility and beauty of your Cessna A conversion that enhances the appearance and value of your airplane Fully steerable with rudder pedals assuring safe quick stops with positive ground control at all times
Complete kit furnished with all necessary assemblies and hardware for simple easy Installation
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LAmbert 5middot6521
16 JANUARY 1992
fin and rudder of the true 172
tail with the nose pointed straight up Thats dreaming
A viation was advancing Lockheed built the first prop-jet airliner The Douglas RB 66 twin engine jet reached the magic Mach 1 In the more munshydane vein a man named Piper was president of Piper Aircraft Richard Nixons brother-in-law Tom Ryan was a flight instructor and taught some of Hollywoods best to fly The four enshygine Super Constellation airliner ruled the sky They cost $2 million each Air fare from New York City to Los Anshygeles was $160 round-trip The Mooney Mark 20 hit the market
The fifties gave us a lot Who doesnt get a thrill at the sight of a candy apple red 56 Corvette or a jet black 57 TshyBird And Rock and Roll born of the fifties the more it changes the more it stays the same
So now let me tell about my Child of the Fifties I believe it to be one of the finest aircraft ever designed the Straight Tail Cessna 172 Truly born of the fifties its roomy comfortable and made of plenty of metal Im going to tell you about this aeroplane from the prospective of the era In 1955 Dwane L Wallace studied the plane and test flew it
The Businessmen have demanded a low cost easily handled plane to fly themselves Cessna has responded with a tricycle gear model Although there may have been such a demand made its also likely that Cessna was respondshying to the competition of the marketplace The Tri-Pacer with its tricycle gear was sweeping the market and giving the Cessna 170 taildragger a
run for its money The Tri-Pacer ads of the time showed a young woman dressed fonnally at the helm and spoke of flying ease room and comfort In 1957 even the guppy shaped Champ was fitted with a nosewheel and renamed the Tri-Traveler
The goal was to sell the public on the ease of flight The landing gear on the Straight Tail 172 was called LAND-O-MATIC landing gear The ads of the time said that all the pilot needed to do to land was drive the airplane down and it landed itself (And to think I took all those lessons) When the 172 was introduced in 1955 it was meant to supplement the popular Cessna 170 Cessna said at the time that there was no intention to replace the 170 but rather to offer the businessman an easier to fly and more comfortable airplane By 1955 there were 5000 170s flying The manufacshyturer also stated that the 172 was not a reworked 170 but a totally new design The striking feature of the 172 is with no doubt the prominent Straight Tail Engineers found that with the raising of the tail with tricycle landing gear a bigger tail and rudder provided better taxi takeoff and landing performance The newly introduced 172 boasted some special features including a low center of gravity resilient spring steel main landing gear and the same sturdy nosewheel as the big brother Cessna 310 The controls were not interconshynected and provided steering with the rudder or independent brakes steerable nosewheel or combination of the three Magazine advertisements said You drive it like a car
With its Land-O Matic landing gear and roomy cabin the early 172 was the precursor of what would become the most popular light plane of all time
C L Hamilton did the check ride for Flying magazine in November 1955 He calls the cockpit roomy lower and level as compared to the 170 Since dual controls were sold only as an option the test plane had only left hand controls That made the cockpit seem huge Taxiing the 172 was a revelation with the same feel and visibility as the Aero Commander Hamilton wrote About the only chance for ground damage when taxishying the 172 would be dropping the nosewheel into a hole In the air the 172 showed the same pleasant characshyteristics of the proven 170 except that the 172 is more stable - You can slow down until the needle stops inshydicating and she just goes on slow and steady The landing approach differs from the 170 as the 172 uses a very steep nose down approach Hamilton wrote With full 40 degrees on the paralift flaps overshoot slightly dump the flaps touch down with brakes on and youre in someones back yard We did it in 250 feet down and stopped In an emergency it no doubt could be
development was th e Met-Co-Aire Companys conversion of the 170 to tricycle landing gear (see copy of 1955 ad) Despite the statements of Cessna and the conversion by Met-Co-Aire the 170 was doomed to be replaced by the easy to fly 172 If you fly a 172 that has a back window and swept tail dont think youve experienced the classic 172 that changed the look and feel of light plane flight Youve only exshyperienced a distant relative The 172 of the fifties is not the same aeroplane as the modern version Upon entering the Classic 172 one is immediately imshypressed with the incredible visibility both overhead through the huge windscreen and forward over the cowlshying that does a great disappearing act down to the spinner The pilot and comshypanion sit very high in the cockpit adding to the feeling of openness and spaciousshyness The engine seems to run smoother than the contemporary version and it does It is afterall a small six cylinder engine compared to the larger four banger in the modern 172 One of the greatest joys of flying the Classic comes
the floor between pilot and copilot The bar clicks upward as the enormous para lift flaps drop from 10 to 40 degrees On your first flight it seems like youve just moved half the wing when you apply flaps In the air shes stable as a rock and trims easily for hands-off flight You wont set any speed records but you can count a solid 104 miles per hour burning about six gallons per hour And oh what a view
There s a new type club called the STRAIGHT TAIL CESSNA CLUB It was founded by my good friend and Straight Tail owner Ernie Colbert Ive recently been honored with the title of President The club currently has about 100 members and is growing fast Each member shares a great love for the Classic Straight Tail Cessna and knows that with change improvement does not necessarily follow I hope youve enshyjoyed this article The next time you see one of the Straight Tail Cessnas taxi by on its Land-O-Matic landing gear think of Elvis Bogie and me
Thanks to Richard VanEmerick my good friend for the classic Flying
done in less than that when its time to lower the flaps Flaps magazines used in this article An interesting contemporary are controlled by a great Johnson rod on
Rudy Eskras Stearman by Rudy Eskra
ANTIQUECLASSIC GRAND CHAMPION
MIDEASTERN REGION 1990
So much has been written about the Stearman its characteristics and resshytoration that it sometimes seems that everything that needed to be said about it has been said Undaunted AntiqueClasshysic owners all like to tell their own stories This is mine
This particular example was built for the Air Force in October 1944 thus being one of the last produced of a great series In the ensuing years since it was manufactured it has only been flown about 2300 hours I acquired it in 1979 It was in very good condition then and to the best I can determine it always has been Rather than the owner I look upon myself as a temporary custodian or caretaker and very fortunate to be that I hope that when it goes to the next owner it will be in better condition than when I got it and that the next guys can keep it going for many years to come
Its equipped with the 225 hp Lycomshying which with its nine cylinders biting them off clean sounds and runs
1 B JANUARY 1991
smoother than some of the other engines with which Stearman were equipped
In 1989 my friends and I stripped it down completely and replaced or refurshybished everything we thought could be improved We spared no expense as a whole drawer full of receipts and a very patient wife will attest to The engine was completely overhauled with cylinders chromed back to standard new pistons rings valve guides valves bearings The works Of course all parts were magna fluxed in the process
We found the wing woodwork in exshycellent condition and just a few small corrosion points on the fuselage tubing After refinishing the structure we inshystalled some new fuselage stringers (bird cage) which presumably had been broken when the airplane was pushed on its sides These aluminum stringers tend to precipitation harden and grow brittle with age
We recovered all surfaces with heavy duty Ceconite The final finish after the butyrate process on the fuselage center wing section and fins was two part Ranshythane polyurethane The blue trim was DuPont Imron However we used Ranshy
dolph butyrate dope exclusively on the wings aside from the trim Our reasonshying for doing this was because the polyurethane has less tendency to stain under the onslaught of engine emissions than dope and with its glossy surface is a pleasure to wipe down
Gasoline dye for example can penetrate dopes and lacquer finishes clear down to the fabric Since the wings are out away from this conshytamination but subject to more hangar rash and might need occasional touchshying up we felt that dope might be easier to touch up than the urethane
There has certainly been a lot of exshycellent information written about recovering and restoring Stearman aircraft and probably done by people far more versed in the art than I I got a lot of tips from reading and hearing them Some of the really good ideas came not from the professional manuals but from nonprofessional restorers We did do some of the things which we had developed on our own and felt improved the quality of the job somewhat Many of them are minor but perhaps the really first-class jobs are a collection of fine
details They have not been exhaustiveshyly tested in the laboratory but they worked for us To the extent they are of interest Ill pass them along here
Paints tend to grow more brittle with age and will crack from vibration where fabric stretches over sharp edges Even though this plane was over 45 years old and must have been recovered several times we were surprised to find a lot of sharp edges on many of the wood parts that come in contact with the fabric These were sanded to a small radius Ceconite reinforcing tape was applied on top of the fabric very liberally wherever the fabric laid over any edges and highly stressed skin locations far more than on the original This required a lot more painting and sanding between coats to hide the tape but in the end I think we have a finish which is far more resistant to cracking
Aircraft material suppliers may recommend that you buy some of their duct tape to cover any seams in aluminum parts such as on leading edges Apparently masking tape was used in these places in the original process and we preferred that since the duct tape is too thick and protrudes through the finished fabric
In order to provide a smoother surshyface over the aluminum D-section leadshying edges on the wings we first covered and heat shrunk an extra layer of fabric over them This tended to bridge over the seams and dimpled areas before inshystalling the fmallayer of Ceconite
All the experts will tell you to brush on the first coat of fabric primer such as Dacproof or whatever process youre using This may be right but you can often sand about 15 or 20 coats before the brush marks disappear I believe the reasoning is that brushing the stuff (which I suspect is really nitrate dope with a dye) will help you get it down into the fabric so it interlocks with the fibers Thats important because it alshymost must depend upon a mechanical bond to get it to stick to the dacron We found we could get full penetration by spraying so we sprayed and were satisshyfied with the result It is important not to oversaturate the fabric of course since it will drip onto the opposite fabric and these drops are very hard to hide
If you ever scrape or chip a doped finish you invariably find that the separation occurred at either the top or bottom interface of the silver dope coat
less adhesion and a lower tensile strength than clear dope since the aluminum particles are really impurities in the dope For this reason we kept the aluminum coats down to the minimum required to pass the light bulb opacity test thus providing the radiation shield for ultraviolet light About two coats of silver seem to accomplish this The rest of the many coats before the color was applied were clear butyrate which seems to stay more strong and pliable throughout its life Its not as easy to sand as the silver but I suppose thats another testimonial to its physical properties over that of the silver
Our inspector insisted that all rib stitching knots must be exposed as in the original rather than pulled under the skin as in Staggerwing Beech process We located aligned and perforated all the rib stitch holes with chalk lines snapped uniformly spaced across the length of the wing Of course these knots were located on the bottom of the bottom wing and on top of the top wing The result is a nice uniform appearance like lines of rivets when sighted from the end of the wing
Some like to make pie shaped slits in the tape to take away excess material where it wraps around the wing and fm tips Theres almost no way of hiding these cutouts under the finish so we didnt use that method Instead we heat shrunk the uncemented tape edges down after first cementing the tape on the ridge line of the bend only The tape edges were then cemented after they lay nice and snug on the surface This is not an original idea with us but the superior results make it worth mentioning
Some experts though not all recomshymend that when taping both the tape and the fabric surface to which it is applied be first painted with cement If this method is used air bubbles are trapped under the wet tape and very hard to remove We had better luck by apshyplying a very wet coat of cement to the fabric only and leaving the tape dry so that the air can be forced up through it Then a thirmed coat of cement can be applied to saturate the tape after its down smooth
Some cements as they come out of the can tend to dry rapidly or rope as you spread them One old-time airplane maker suggested we mix the cement with 30 percent nitrate dope and 30 pershycent nitrate thinner This not only eliminated that problem but also seemed to make the cement stick better
We used a hot knife to cut all the fabric in order to produce a clean sealed edge without the annoying ragged threads To do this we hammered and ground the copper tip of a forty watt soldering iron to a knife edge On another iron we rounded off the copper tip to a spherical radius and used it to hot pierce fabric drain holes after the lifesaver reinforcements were ceshymented in place I havent heard if anyone else uses this method but it realshyly works slick leaving a high strength fused ring on the hole perimeter The stiff plastic life saver reinforcements that are available commercially often curl or warp somewhat due to the shrinkage of the cement I believe that reinforcements punched out of leather stay flatter and more flexible while still strengthing the edge of the drain hole
Were convinced that silver dope has Rudys pretty white with blue trim Stearman runs up on the ramp
VINTAGE AIRPLANE 19
At the points where the rudder cables exit through the fuselage fabric we heat formed little vee-shaped plastic fairings to cover these points This produced a nice streamlined effect I think after covering them with another patch of fabric and ftnishing
When patches of fabric are needed such as those used to cover the inspecshytion rings we found a way to make the fabric patch much more manageable We stretched a piece of fabric over the open end of a small wooden box This was given the fabric prime coat shrunk with an iron and the required patches cut from it These stay nice and flat when theyre cut and cemented in place
Removing old paint from the cowling and other aluminum parts is no fun at all In scraping it off you stand the chance of scraping through the grey anodized surface also I gathered all of the painted aluminum pieces and took them to a furniture stripper who dipped and cleaned the whole works for $60 which I considered money well spent These were sprayed lightly with two part Dupont Varprime primer which Im convinced is better than the old zinc chromate originally used
The finish resulting with the Ranshythane polyurethane is superb and in this particular project at least seemed to be even more glossy than the Irnron we used on the leading edge trim During the work we had a lot of good consultshyations and help over the phone with the Randolph people We were also able to get a very good gloss in the white butyrate dope by keeping the wings flat and horizontal while spraying and floatshying on a lot of dope The final coat was thinned out more to give a good gloss Although we have no proof we suspect also that excessive thinning of the other coats of butyrate reduces the finished strength of the dope And this was also the opinion of an old-timer who used to do fabric at the Naval aircraft factory
We used 3M tapes for the finish color stripes in 34 inch and one inch widths This seems to have excellent adherence in service yet can be lifted off and retaped during the application in places where you didnt get it quite right the first time There is a thin transparent membrane of protective tape on top of it which must be removed after installashytion since this will yellow with age and will bake on permanently if it spends any time in the sun Its hard enough to peel off when its new
Taking a tip from the automobile
20 JANUARY 1991
The neat and tidy installation of the battery box and relay control panel mounted ott of the firewall
body guys we used nothing but 3M masking tape also as some of the cheap brands can really give you trouble either not sticking or sticking too hard When taping over new paint we first pressed the sticky side of the tape onto our work clothes to reduce the posshysibility of damaging the fresh surface with too much adhesion
One other problem can give you fits on a Stearman if youre not careful When installing the bird cages (stringers) on the fuselage tubing strucshyture its a good idea to temporarily inshystall the cowling and tail cone fairing in order to properly position the stringer assembly fore and aft Finding out that the cowling doesnt fit after the fabric is finished could really spoil your day
Its always amazing to see vinyl material used around the cockpit coamshy
ings of some real prize winners I found that nice glossy pieces of kid leather can be bought rather cheaply at places like Tandy Leather providing an authenshyticity that can be spotted a long way off For the coaming padding rather than layers of felt as used originally I tried some foam pipe insulation which is conveniently pre-slit fits nicely and after lacing the leather with rawhide seems to do a better job
During one of the routine magna flux inspections of the McCauley steel prop one tiny bit of corrosion at the blade hub fillet officially ended its flying career Although this was a devastating development I reflected that pulling the prop and delivering it for inspection to a prop shop 80 miles away - this every 100 hours - was a nuisance And I never could get through the hundred
Rudy Eskra and his prize winning stearman at the Mideastern Regional Fly-In in Marion Ohio
hour period without one protractor readshyjustment of the blade angles since both the centrifugal and aerodynamic forces tend to move the blades toward low pitch I decided to try a new Sensenich wood prop I was pleased to find that this yellow birch club is about 30 pounds lighter produces markedly less noise and vibration and seemed to result in no degradation in performance I believe that there were three pitches available I selected the middle one and I think I guessed right for operating in the low level elevation in the Great Lakes area
In reading about prop flight test comshyparisons Im always a little suspicious of conclusions drawn from airspeed data derived from a few test runs given all the variables in atmospheric condishytions instrument and observer error so I didnt bother trying to get too technical about it For what its worth my friend with a constant speed Hamilton on a 300 hp Stearman flys formation with me occasionally and seemed impressed with the airspeed of the lower-powered plane
When disassembling the wings we backed all flying and landing wires off
exactly four turns This permits reasshysembly to its previous condition whatever that was However we decided to go through the rerigging proshycedure anyway In doing this we folshylowed the Air Force maintenance and erection instructions - all 11 pages Dihedral and incidence boards were made up from the drawings and all dimensions and angles brought into tolerance Here again its my feeling that the plane is quite stable and pershyforms well
My airplane was absolutely standard when I got it except for the usual reshyplacement of the Bendix brake master cylinders I didnt mind hand cranking the inertia starter but there is no really safe and legal way to do that when going
Jout for a solo flight as many have found to their horror There must be a qualified pilot or mechanic at the conshytrols when youre out there turning the crank I therefore decided to install an electrical system
Designing the electrical system which incorporated a new alternator and rebuilt Bendix starter was the easiest part of the job Gathering all the documentation for application of all the
components and obtaining FAA apshyproval took a great deal of time and effort Since I do aerobatics I wanted a battery case and system which could withstand nine g So None seemed available so I designed and built a subshystantial aluminum case with a separate battery hold down assembly built in The Gil 35 battery manifold vent is conshynected to a bicarbonate of soda bottle with a clear plastic hose then down inside the landing strut fairing and overshyboard
There seems to be a tendency for the brakes to grab which can give the rear pilot a quick lift up about five feet in the air on first application A lot of this low level aerobatics can be prevented by applying only one brake at a time but the grabbing tendency can still be quite annoying To combat this I filed a chamfer about 1 14 inches by about 20 degrees from the leading edge of the primary shoe This is the top of the front shoe which provides the servo forces on the secondary shoe Brake operation is effective yet smooth Of course the brake lining must be kept free of oil and moisture and if they do get soaked its best to replace the friction material
VINTAGE AIRPLANE 21
The stainless steel exhaust manifold on the Lycoming 680 is also a challenge to ftnish I suspect chrome plate would tum blue in places I went through about ftve different high temperature silver paints and the best one Ive found is VHT 1200 degree paint made by Sperex Corporation in Gardena California But nothing lasts forever on that hot surface
If you have ever had a King KX145 NA V -COM radio youll probably agree its not a technological miracle When mine is working I get complaints from approach control that the transmisshysion is weak and garbled when heading inbound at eight or more miles out I noted that this improved if I turned and pointed the aircraft tail toward the airshyport This led me to believe that the engine and other metal parts ahead of the antenna were blocking the antenna signal I decided to move the antenna which was mounted over the aluminum baggage compartment aft of the rear cockpit to a position above the center wing tank using the large aluminum gas tank as a ground plane The antenna was mounted on an aluminum bracket attached to the center square tube brace above the tank A short bonding strap was connected to the tank filler neck providing a good ground With the anshytenna in this position we have had no further complaints from the tower from the same distances out
In addition to an Omni in the transceiver I bought a portable Loran which is small enough to carry in a coat pocket This has not been entirely trouble free either but the Ray Jefferson Company people have been very helpshyful Although I dont do a lot of crossshycountry it has given me some very accurate guidance It is basically a marine unit derivative and cost about $300 Although it provides ground speed and other data I find the heading and DME are just about all I need and often direct me right towards the exact center of the destination airport
In routine operation of a Stearman there are two things which I regard as being just as critical as fuel and engine oil One is keeping those big soft main tires properly inflated and the other is to make sure the tail wheel steering asshysembly is in good working order These are very important for stability and conshytrol during roll-out which Ill discuss later Tail wheel lock mechanism 22 JANUARY 1991
should snap in place smartly and the tail wheel steering cables must be snug The tail wheel tire pressure needs a lot of attention also but for a different reason It carries a heavy load for its size and if its run underinflated youre looking at tire fabric in a very short time
There are at least three brands of tires available for the Stearman One has a tread made up of rectangular blocks another has concentric rings or grooves and the third is the classic Goodyear diamond tread I found the block tread was good for about 500 landings on concrete the grooved would do about 700 From a vintage appearance standpoint I prefer the diamond tread a pair of which I bought from Wilkerson Tire in Crewe West Virginia These Goodyear tires are produced in Sao Paulo Brazil where the molds were apshyparently moved to a number of years ago
In doing this restoration I found it a very enjoyable experience I got a tremendous amount of help from people like Glenn Gibbs of Stony Ridge Ohio who has become a very skillful fabric man and indeed many of his ideas are included here and from Frank Leffel who did much of the spraying and Tony Eskra who sanded his share of it Herb Wilford Chief Aircraft Maintenance at Dana Corp was one expert who made sure we stayed in line technically Looking after a half dozen jet aircraft Herb runs a very efficient operation with immaculate hangars and shops
There were many others of course and we spent a lot of enjoyable winter evenings working together and bantershying back and forth It was a great escape from the demands of a corporate management position and I slept most soundly during that period
I think the only real frustration aside from the staggering prices was waiting for delivery of parts and purchased sershyvices Delivery date promises were alshymost routinely ignored thus running the total project time over one year Apshyparently keeping promises has gone the way of the 45 rpm record in this country
There are a few lessons which may seem obvious but I feel are worth restatshying First of all the investment in both time and money is extremely high so its worth doing right and this includes buying the best material available
In the course of the work one can ftnd
a host of opportunities to take a shortcut and save some time or material In general these temptations are best avoided When the job is finished and its almost good enough no one will probably know the difference except you every time you look at that bird If youre anything like me youll always see enough defects no matter how careshyful you were I remind myself if its not quite right tear it up and do it over again Ive never regretted doing that
If may add a few observations to the myriad of information that has been written about the Boeing Stearman I have owned it now for 12 years and I still get a great thrill flying it Some say its heavy on the controls but 1 dont agree Solid yes but not heavy If you properly coordinate rudder and aileron stick pressures seem quite normal It is very forgiving I think with a good balance between responsiveness and sensitivity In short its a real pussy cat in the air Though it has a slow roll rate it loops beautifully spins easily but quits at the precise moment middot when youve had enough Strength - its like a Sherman tank Its solid feel derives from the lack of control-induced deflection owing to the truss biplane structure the use of control rods rather than cables and the basic rigidity of the tubular steel fuselage
Landing and roll-out is a little difshyferent with the task of keeping things in hand left entirely up to the pilot If ever there was a machine thats dynamically unstable in roll-out this must be it Response rate must be swift and instincshytive so a bit of concentration is helpful Over the years Ive logged 1430 landshyings in this machine Some of them would measure 58 on the Richter scale As I said its a rugged beast so the only damage was to my ego
A round carrier type approach seems best but youd better have a softer imshypact than the F-14 does or youll bounce 20 feet in the air If its done just right those big balloon tires come into play and nothing can match the soft quiet touchdown of a Stearman Most of the time it seems to land itself perfectshyly leading one to believe theres really nothing to it OK but I think Gordon Baxter our foremost Stearman spokesshyman had it right when its on the ground you cant trust it unless its tied to something
The E225 series Continental is enclosed in a very clean instalshy N22LW features this smart looking panel with padded ramshylation The baffling is anodized horn yokes
(Continued from Page 13) them have at it The reclining seats are from the Rangemaster version of the Navion produced in the early 1960s The Woodfins are very pleased with the results The instrument panel and the overheard Osborne panel have been finished off in a very professional manshyner The panel is meant for strictly VFR flying but is very well equipped with a loran and nav-com pair All the instrushyments in the plane are brand new To have as safe an airplane as he desired Larry felt it was necessary to replace all the instruments since some were 40 years old
For all intents and purposes the aircraft is a new old airplane Theres nothing not a hose or fitting that has not been replaced or gone over he remarked
Power for the Woodybird II is an E225 series Continental built up of new parts including the crankshaft It was also carefully balanced throughout its assembly
The sign and Woodybird emblem were both painted by Larrys neighbor Neil Kavanaugh Each emblem took 12 an hour for him to paint freehand
This is the second aircraft that Larry has restored The first Woodybird was completed in 1978 Much later he would sell the airplane during one of the Conventions at Oshkosh He has some very interesting comments about that sale now that some time has elapsed One of the things that happens when you restore things is the way it conshysumes you and after its over you beshycome a slave to it The first time around I had become a slave to the machine and I wanted out I just didnt want to do it anymore Well the smart thing to do is to sit on the side and let that pass Well somebody came along with a lot of money and wanted it and I sold it he recalled Two or three years later all of the sudden I realized that I didnt have my airplane anymore and I wanted it back so that started the search for this one
Larry has been a motors ports enshythusiast since his pre-teen years when he tried to convince ills dad to buy him a4 7 Mercury convertible complete with a zebra skin interior When his dad said You cant drive it for another 4 years what are you going to do with it Larry
responded Dad Im gonna polish it To pacify his young sons enthusiasm he allowed Larry to buy a go-cart His family was not rich by any stretch of the imagination but Larrys willingness to work hard on his projects would allow him to continue and he would progress into racing cars at the dragstrip then into sports cars and finally into motorshycycle racing Larry and his wife Debbie began to fly simply as an expedient way to get to motorcycle races since they had a few friends within the racing comshymunity that were making the same trips that they were and did not have to conshytend with a long arduous road trip That sparked the interest that has become a wonderful way to travel Motorcycles are still an important part of his life One of his customers is a favorite of his - Harley-Davidson They use the nails and pneumatic nail guns that Larry sells for a living to assemble the crates the big cycles are sillpped in He is the proud owner of an Ultra equipped with just about everything you would ever want on a motor vehicle including cruise control He and Debbie plan to ride the cruising motorcycle from Maryland to Alaska on a long tour this coming sumshymer He has nothing but praise for the reliability the Harley now has and is very pleased with both his sleek machines - his Harley Ultra and his Ryan Navion The Flagship of the Navion Fleet
If you would like more informashytion on the Navion contact the
American Navion Society Box 1810
Lodi CA 95241-1810 209339-4213
The initial membersillp fee is $60 and then $45 per year for annual dues
VINTAGE AIRPLANE 23
~T ()UI2 ~msJU~ I2HT()I2I~f3 by ~()r-m veter-sen
Davis DI-K N158Y SIN 508 Purchased as a basket case in August
1958 Jack Gretta (EAA 19255) of Chester CT spent six years rebuilding this Davis and installing a 125 hp Conshytinental engine under a one-time STC In 1973 a friend() put the pretty
Piper J-3C-65 N6114H SIN 19275 These photos were sent in by Robert
T (Bob) Hunt (EAA 165963 AIC 6123) of Hackettstown NJ who has been busy rebuilding this J-3 Cub along with George Burns (EAA 221818 AIC 10000) also of Hackettstown The wood spar wings required new spars all new bolts drag wires leading edges and attach fittings The covering was done in Stits HS-90X and Stits Aerothane
24 JANUARY 1992
parasol into the trees and four more years were required to return the Davis to airworthy condition
In 1991 another friend landed 01 N508Y in the trees while towing Jack Gretta in a Schweizer 1-19 glider Jack ended up in the trees also and admits it
A majored C-85 engine was installed along with a new Falcon wood prop (built on the Ole Fahlin certificate) Bob reports the engine started on the very
is a long way to the ground as a passhysenger It is expected the red and white Davis will again be ready for flight in 1992
This is the second Davis that Jack Gretta has owned having owned Davis D1-K N151Y SIN 510 from 1947 to 1956 During those years Jack rebuilt the airplane once and changed the enshygine from a Kinner 90 to a Kinner 165
Jack belonged to EAA Chapter 1 in Riverside CA way back in the early fifties and joined EAA in the mid-sixties while living at Cucamonga CA He has been involved with Davis airplanes for almost 46 years and we happily extend to Jack best wishes for the next 46 years
very first pull The smooth 800 X 4 tires that came with the project were in servshyiceable condition and re-instalLed on the completed airplane
This is the third airplane Bob has restored the first two being a PA-12 Super Cruiser and a PA-22 TriPacer Not one to up and quit having fun he is now commencing the rebuild of a PA-ll Cub Special
1952 Cessna 170B N2650D SIN 20802
This pristine 170B has been given the total TLC treatment since being purshychased in 1988 by its owners Ken and Helen Cobb (EAA 182685) of Naples Florida A new paint job in Alumigrip really improved the outside appearance right down to the original metal wheelshypants Inside a new interior was inshystalled including new seat coverings and the panel was updated with all new radios and complete instrument overshyhaul Under the cowling the Continenshytal 145 was majored to zero tolerance with chromed cylinders The original propeller and spinner were polished to a bright shine As Ken says This project started as a replace all rusty screws with stainless screws and grew into a very nice looking restoration
The 170B has approximately 3100 hours on the airframe with no damage
history heavy gear Cleveland brakes and original engine prop and wheelshypants Although the pretty Cessna has scored well at every fly-in to date Ken and Helen have yet to make the Oshkosh Fly-In We all hope they will be able to
make the flight from Florida to Wisconshysin in 1992 so we can get a close look at N2650D Congratulations to Ken and Helen Cobb on a nice job of replacing rusty screws Your efforts show exshycellent results
Cessna 140A N5300C SIN 15420 Purchased in 1966 by John Lucas
(EAA 370887) and Dave Emmett of
Emporium PA this particular 1950 Cessna 140A has been used for obtainshying STC approval for the installation of
a Continental 0-200 engine The 0-200 engine was purchased
from Lycoming in Williamsport PA who were using the engine for test purshyposes Installed in N5300C the first Continental 0-200 STC was approved Dec 1 1967 with revised approval dates of March 12 1980 July 2 1980 and May 11 1981 The first STC was sold on 12-4-78 and John reports they have been averaging about ten per year since that time Apparently the extra 10 to 15 horsepower makes the 140A pershyform remarkably well which explains the popularity of the STC
John Lucas passed his 80th birthday on July 23rd and has a new partner John Richard Lucas (his son) to carryon the good work with the 0-200 Cessna 140A N5300C Long live the marque
Taylorcraft DCO-65 C-FJLH From the far north comes this photo
of a Taylorcraft DCO-65 C-FJLH owned by Floyd Stromstedt of Box 296 Berwyn Alberta TOH OEO Canada Loshycated in the northwest part of Alberta almost at the beginning of the Acan highway the DCO-65 is the only one in the area in fact its the only one anybody in the area has seen Floyd enjoys flying the 65 hp tandem on wheels however he is curious if anyone has ever put a larger engine in a DCOshy65 such as a C-85 and if anyone has heard of such an airplane being put on floats Any help would be appreciated Write Floyd at the above address
VINTAGE AIRPLANE 25
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
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Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
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VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromeshymoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406shy388-6069 FAX 406388-0170 Repair stashytion No QK5R148N
Parachutes - Toll Free 1-800-526-2822 New amp Used Parachutes We take trade-ins 5-year repair or replacement warranty many styles in stock Parachute Associates Inc 2 Linda Lane Suite A Vincentown NJ 08088609859-3397 (C792)
ANC-19 Bulletin - Wood Aircraft Inspecshytion and Fabrication 1951 edition now available as reprint Early aircraft Service Notes rigging data other titles available Send SASE for listing and prices John W Grega 355 Grand Blvd Bedford OH 44146 (c-392)
VINTAGE AIRCRAFT AND ENGINES shyOut-of-print literature history restoration manuals etc Unique list of 2000+ scarce items $300 JOHN ROBY 3703V Nassau San Diego CA 92115 (Established 1960) (c-1092)
C-26 Champion Spark Plugs - New and reconditioned New - $1475 reconditioned shy$575 to $975 Eagle Air 2920 Emerald Drive Jonesboro GA 30236 404478shy2310 (c-1092)
GEE BEE R-2 MONOCOUPE 110 Spl Hall BULLDOG top scale rated model PLANS used by Replica Builders Plus others by Vern Clements EAA 9297 308 Palo Alto Caldwell 10 83605 Extensive Catalog $300
Now Available - 30-inch x 5-inch Golden Age smooth Aero Tyres and Custom Wire Wheels finished Authentic Irish Linen Fabric Covering Antique Instruments evaluated repaired or completely restored Vintage Aero 518962-2323 Send $300 for Catalogue Rt 22 Westport NY 12993
PLANS Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings Welded parts availshyable Write to PO Box 228 Needham MA 02192 or call days 617444-5480 (c-1092)
AIRCRAFT OWNERS SAVE MONEY FLY AUTOGAS If you use 80 octane avgas now you could be using less expensive autogas with an EMmiddotSTC
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30 JANUARY 1992
MEMBERSHIP INFORMATION
EAA
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
~~~~ lgt~~ bull y bull
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The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
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APPROVED
DISCOVER EAA VIDEO THE STEALTH REVEALED A VISIT TO EAA OSHKOSH AND BEYONDmiddot One of the first major public showings of the US Air Force F-117A Stealth Fighter came during EM OSHKOSH 90 Now relive that historic moment and witness never-before-seen govshyernment footage of the Stealth in combat during the Gulf War Also features an exclusive interview with Capt Rob Donaldson leading F-117A pilot of the Gulf War NEW RELEASE (30 min)
AEROCAR GIVING THE AUTOMOBILE ITS WINGS A chronicle of the 40-year history of the AEROCAR Produced in cooperation with designerinventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR - the roadable airplane (35 min)
NEW VIDEO
EAA OSHKOSH 91
AVIATION AT ITS BEST Experience this annual gathering of the family of flight with the offishycial 1991 EM Fly-In Convention video Enjoy the tribute to the 1930s Golden Age of Air Racing the 50th Anniversary of the Flying Tigers and a special salute to the Allied air power of Operation Deshysert Storm Plus plenty of anshytiques classics warbirds the latest in homebuilts ultralights and more (60 min)
$2495 GETTING STARTED IN AEROBATICS
FASCINATION WITH FLIGHT From the quiet beauty of ballooning to the excitement of aerobatshyics this new video from EMs award-winning Paul Harvey Audio Video Center is a fast-paced overview of the many distinct facets of sport aviation Included in this show are segments on Balloons Hang-Gliders Ultralights Antiques and Classics Homebuilts Warbirds and more (30 min)
$2495 (Available In November 1991)
$3995
Hear from some of the best-known names in aerobatics as they relate their experiences and suggestions for selecting the proper instructor training sequence airplane and more Ride along on an instrucshytional flight and get a feeling for basic aerobatic maneuvers from both inside and outside the cockpit A must for anyone thinking about pursuing aerobatic training or anyone with an interest in aerobatic flight (60 min)
$2995 TO ORDER ANY EAA VIDEO
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middotplus $3 shipping and handling Wisconsin residents add 5 sales tax
PUBLISHER Tom Poberezny
VICEmiddotPRESIDENT
PUBLICATION STAFF
MARKETING amp COMMUNICATIONS Dick Mott
EDITOR Henry G Frautschy
MANAGING EDITOR Golda Cox
ART DIRECTOR Mike Drucks
ADVERTISING Mary Jones
ASSOCIATE EDITORS Norman Petersen Dick Cavin
FEATURE WRITERS George A Hardie Jr Dennis Parks
EDITORIAL ASSISTANT Isabelle Wiske
STAFF PHOTOGRAPHERS Jim Koepnick Cari Schuppel Donna Bushman Mike Steineke
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OFFICERS President VicemiddotPresident
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January 1992 bull Vol 20 No1
Copyrig ht copy 1992 by the EAA AntiqueClassic Division Inc All rights reserved
Contents
2 Straight amp Levelby Espie Butch Joyce
4 Aeromail
5 AIC News
6 Vintage Literaturefby Dennis Parks
10 Flagship Of The Navion Fleetl by HG Frautschy
14 Child Of The Fiftiesfby Nino Lama
18 Rudy Eskras Stearmanfby Rudy Eskra
24 What Our Members Are Restoring Norm Petersen
26 Pass It To Buckby EE Buck Hilbert
28 Calendar
29 Welcome New Members
30 Vintage Trader
32 Mystery Plane Page 18
FRONT COVER Lorry Woodfin collected two trophies in as many weeks this post summer with his sleek 1949 Ryan Navion nicknamed Woodybird Larrys airplane was awarded the American Nevion Societymiddots Flagship OtThe Nevion Fleet trophy and a week later it was awarded on Outstanding In Type Navion eword at EAA Oshkosh 91 Photo by Cerl Schuppel shot with a Canon EOSmiddotl with on 80middot200 lens I SOOth sec at f56 using Kodachrome 64 Cessna 182 photo plane flown by Buck Hilbert
BACK COVER Chino Clipper is the title of this acrylic on canvas pointing by EM member John Paul Jones John Paul was awarded on Excellence ribbon for his work by the judges of the 1991 Sport Aviation Art Contest He can be contacted at 800 Cessna Drive EI Paso TX 79925 915751middot5021
~~ bull I~ ~~ jt ~ 1
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The words EM ULTRALIGHT FLY WITH THE FIRST TEAM SPORT AVIATION and the logos 01 EXPERIMENTAL AIRCRAFT ASSOCIATION INC EM INTERNATIONAL CONVENTION EM ANTIQUEJCLASSIC DIVISION INC INTERNATIONALAEROBATIC CLUB INC WAR BIRDS OF AMERICA INC are registered trademarks THE EM SKY SHOPPE and logos 01 the EM AVIATION FOUNDATION INC and EM ULTRALIGHT CONVENTION are trademarks 01 the above associations and their use by any person other than the above associations is strictly pltohiMed
Editorial Policy Readers are encouraged to submit stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility lor accuracy in repor1ing rests entirely with the contributor Material should be sent to Editor The VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 4 I 4426-4800
The VINTAGE AIRPLANE (SSN 0091 -6943) is published and owned exclusively by EM AntiqueClassic ovision Inc 01 the Experimental Aircraft Association Inc and is published monthly at EM Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Second Class Postage paid at Oshkosh WI 54901 and additional mailing officesThe membership rate lor EM AntiqueClassic ovisionlnc is $2000 for current EM members for 12 month period 01 which $1200 is for the putJication 01 The VINTAGE AIRPLANE Membership is open to all who are interested in aviation
ADVERTISING - AntiqueClassic Division does not guarantee or endorse any product offered through our advertising We invite constructive criticism and welcome any report of interior merchandise obtained through our advertising so that COfrective measures can be taken
POSTMASTER Send address changes to EM AntiqueClassic ovision Inc PO Box 3086 Oshkosh WI 54903-3086
VINTAGE AIRPLANE 3
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~ r-----------------------------~------~~~----~--~~~_5
Here are a couple more shots of the Waco 10 that used to belong to Terry Marshs grandfather
Dear Editor As I was looking through my Novemshy
ber 1991 copy ofVINT AGE AIRPLANE I came upon the pictures on page 21 of the 1928 Waco 10 NC6513 It brought tears to my eyes as the bird in the bam was on my familys farm in Weirton West Virginia It resided there my whole life until I sold it to a group of gentlemen who were able to restore it
The Waco 10 was my grandfatherS Lawrence Gullette The Waco was landed in the comfield across from the main house just before Thanksgiving 1935 It snowed that night so he moved the plane to a corn crib where it stayed until the late 1940s My grandfather found some kids playing on it so he moved the plane to the inside of the barn
In 1979 when my grandfather passed away my grandmother titled the airplane to me My grandfather was a licensed inspector since 1927 and had already helped me restore a 1947 Piper PA-II We both had the intention to restore the Waco 10 but as time marched on it took my grandfather away I went through a divorce remarried bought a new home and a new son was soon to be on the way so in 1985 I decided to sell the bird
I dont think I could have sold the plane to a better group of people The care and love they put into the rebuild of the plane makes my heart feel good I am sure my grandfather is smiling as he watches NC6513 bore new holes in the sky
Marv Easter has already promised a ride in the airplane for my Mother and myself We had made several trips over to watch as the plane was being reasshysembled and my Mother shared her memories with Marv of her early flight training in the Waco 10
Please find enclosed $600 for three more copies of the November issue of VINTAGE AIRPLANE for a keepsake for my family
Sincerely Terry L Marsh (EAA 256794 AC 9676)
4 JANUARY 1992
is o c a
NEW CATEGORY FOR HINTS FOR
HOMEBUILDERS Occasionally here in the pages of
VINTAGE AIRPLANE we include one of the winners in SPORT AVIATIONs Hints for Homeshybuilders colullUl Now thanks to the generosity of the John Fluke Company the worlds largest manufacturer of digital voltmeters monthly prize winshyners will have the choice of entering their suggestions for consideration as an electrical innovation or device or a mechanical device Mechanical awards will continue to be sponsored by Snapshyon tools For electrical prizes a Fluke model 23-2 Multimeter with holster will be awarded A Grand prize will also be awarded each year at Oshkosh for the best electronic hint during the last 12 months
Send both your mechanical and electronic hints to EAA Hints For Homebuilders Att Golda Cox EAA Aviation Center PO Box 3086 Osh shykosh WI 54903-3086 Please specify whether your hint is intended for the Snap-on mechanical competition or the John Fluke electronic competition Norshymally one award is given per month
EAA REFERENCE GUIDE Member John Bergeson known to
many for his outstanding work with the Cub Club continues to offer his Refer shyence Guide to EAA Publications A handy guide to all EAA periodicals the basic volume covers the years 1953 shy1989 and costs $1800 Supplements for 1990 and 1991 are $300 each These prices are US funds postpaid at the book rate to the US and Canada
If you need additional information contact John B Bergeson 6438 W Millbrook Road Remus MI 49340 phone 517561-2393 John has copies of all EAA periodicals and will make a copy of any article for 30cent per page with a $5 minimum order
compiled by HG Frautschy
TAIL WHEEL INSTRUCTORS Everyone who owns a tailwheel
airplane knows the value of a good tailwheel instructor Thanks to a note placed in SPORT A VIA TION and EAA EXPERIMENTER we now have a ist of over 60 names of tailwheel instrucshytors all over the country and the list is growing every day If you are interested in tailwheel instruction contact EAA Information Services PO Box 3086 Oshkosh WI 54903-3086 for a copy of the list
1992 EAA ADULT AIR ACADEMY The 1992 session of the EAA Adult
Air Academy is scheduled for February 24-291992 at the EAA Aviation Center in Oshkosh This years theme is Basic Aircraft Maintenance Building and Restoration Skills The $65000 registration fee provides accommodashytions lunches a banquet supplies and materials
For more information and registrashytion materials contact the EAA Educashytion Office 414426-4888 or write EAA Education Office EAA Aviation Founshydation PO Box 3086 Oshkosh WI 54903-3086
STEVE PFISTER In the November 1990 issue of
VINTAGE AIRPLANE we had a news item related to the donation of Beechcraft Staggerwing Serial No 1 by Steve Pfister to the Staggerwing Museum On Wednesday October 2nd 1991 Steve passed away at his home in Santa Paula after a prolonged illness Steves efforts and enthusiasm related to the Staggerwings is being memorialized during the restoration of Serial No 1 by the Staggerwing Museum in Tullahoma Tennessee Steves time on Earth was short (he was only 34 at his passing) but his spirit and attitude will continue to touch those who knew him within the Staggerwing
community Our condolences to Steves wife Stacy and daughter Sara as well as his many friends
Serial No 1 Beechcratt Staggerwing is now nearing the completion of its restorashytion in member Jim Younkins shop
AIC PHOTO CONTEST Jack McCarthy AC Photo Contest
Chariman has asked me to remind all of you who signed up for the contest at the Red Bam during EAA OSHKOSH 91 to get your contest submissions in as soon as possible As of early Decemshyber only two packages had been received by Jack a response behind that of last year Judging for the contest will take place in February Please send in your contest submissions right away to
AC Photo Contest co Jack McCarthy 14132 South Keeler
Crestwood IL 60445
ZIP GLITCH If you tried to send a SASE to me here
at HQ for the Salvage Dealer Info Reshyquest and you used the address listed in Bucks colullUl you most likely got your letter back with the notation Unshydeliverable no such Zip code Sorry about that Here is the correct address and Zip code
HG Frautschy Editor EAA Aviation Center
PO Box 3086 Oshkosh WI 54903-3086
Send your request again and this time just send a Self Addressed Enshyvelope - Ill pick up the postage
VINTAGE AIRPLANE 5
VI~TAf3~ LIT~l2ATUl2~ by ()ennis Varks
IAA LibraryArchives ()irect()r
Jackie Cochrans new Seversky racer is shown having its compass compensated at Floyd Bennett Field prior to leaving for the West Coast
THE NATIONAL AIR RACES THE GOLDEN AGE (Pt 12)
END OF AN ERA The 1939 National Air Races were
scheduled for September 2-4 in Cleveland again under the tutelage of the Henderson brothers Clifford and Philip The advertisement for the races that appeared in the August 15 1939 issue of SPORTSMAN PILOT promised A cavalcade of aeronautical progress - Everything from pulseshythrobbing high speed classics to quiet yet daring aerobatic exhibitions shyConcentrated into three days of intense activity - amid pomp and spendor shyparade and pagentry
No doubt there was a lot of pagentry in 1939 There were great demonstrashytions by military flyers including the 27th Pursuit Squadron from Selfridge Field and the Fighting Four the U S Navy fighter squadron from the aircraft carrier RANGER Sunday of the show also saw the arrival of the huge Boeing XB-15 bomber
There were many aerobatic perforshymances including Mike Murphy in his upside-down airplane Leonard Petershy6 JANUARY 1992
son and Beverly Howard The pagentry also included mass parachute jumps shyCount em - and cavalcade of American commercial aircraft
As for Aeronautical progress there were no new racers for 1939 With a few exceptions most of the racers at Cleveland were the same that flew the previous two years Also the technology of production aircraft was surpassing that of the racers with all metal construction retractable landing gear flaps and variable pitch propellers
Though for a decade the Thompson racers had been the fastest aircraft in the United States now production U S fighters were faster than the racers Also the Bendix competition had beshycome an arena for production aircraft
In 1939 there may have been pulseshythrobbing high speed classics But unfortunately in 1939 there were only two such closed course races for the public to see The Greve Trophy race scheduled for Sunday 3 September and the Thompson scheduled for Monday Labor Day which was postponed by weather till Tuesday All of the stock
type races had been eliminated by 1936 and the lower displacement races were last run in 1937
Besides the lack of races money and new aircraft the National Air Races faced a worse crisis in 1939 On Sepshytember 1 the last day of practice before the event began Poland was invaded when the war clouds gathering in Europe erupted into a true storm that would overshadow all civilian aviation activities in the United States for the next six years
THE PILOTS TALK In 1939 three pilots gave their stories
of air racing to POPULAR A VIA TION These were Air Racing is Hell in September by Roscoe Turner Im Through With Closed Course Racing in October by Earl Ortman and Stop Picking On Us Racers by Art Chester in December
Roscoe Turners article about winshyning the 1938 Thompson Trophy was similar to the article he had written in the November 1938 issue of AIR TRAILS which was recounted in the last installment of this series
EARL ORTMAN Earl Ortman in his article tells of his
decision to quit racing and become an airline pilot Now - to get back to the original idea of this yam Why did I quit this tremendously fascinating and alshylegedly profitable business of closed course racing for the salary and uniform of a first officer for Canadian Colonial Airways
Comes a time as the storybooks say in every young mans life when security looks attractive I have made a lot of money Ive spent more Prize money at air races looks big when it is in the catalog and probably you have envied the winner of the Bendix or Thompson for the big purse he took home But listen to one who knows
The biggest purse I ever won in one days racing was $14000 Quite a sizable sum for a few minutes work you say Well yes but consider the initial cost of the ship I flew - a mere matter of $50000 To this for this parshyticular race I added $7500 cash for preparation Now how much did I get out of that $14000
As first officer for Canadian Colonial I can see a definite future for myself in the industry I love My exshyperience as a racing pilot has made me if anything more conservative and less inclined to gamble and take unnecesshysary chances When I flew my own ship I went over it carefully for flaws in the works as a pilot for a great airline this is done for me Im satisfied to take the word of the competent mechanics of the line I never took anybodys word but my own
Tm not alone in deciding to become an airline pilot Harold Neumann oneshytime Thompson Trophy winner beat me to it by several years when he joined TWA Shortly after that Roger Don Rae joined the same outfit and young Bob Buck who although he wasnt a race pilot was a nationally known record flyer decided he too would sit in the ri ght-hand seat of a transport cockpit
Even the resplendent Roscoe has beshycome a businessman - a vice president in charge of something or other for Porterfield planes Hes going to race again of course but hes building up to a future
My interests in experimentation will never cease Ill always be interested in new aviation developments My enshygineering training and an inquisitive mind make that imperative But my guinea pig days are over Myoid Mar-
Art Chester and his mechanic Lynn Coffold seem pleased with the Goons propshypects
coux-Bromberg racer bless it will be on the starting line at the 1939 Nationals in Cleveland and I honestly think it will win the Thompson this year But my interests will be purely platonic Ill be in the cockpit in spirit helping whoever flies it with my subconscious support
But me - if I m not in th e grandstand Ill be somewhere between Newark and Montreal in the right-hand seat of a Canadian Colonial Airways DC-3
Ortmans announcement of this retirement from air racing was premashyture as he did take his place in the cockshypit of the Marcoux-Bromberg and placed third in the Thompson Race
ART CHESTER In his article Art Chester discussed
the antagonism towards air racing First of all why all this antagonism
towards air racing Is it true that the CAA looks with disfavor on racing If so why We race pilots try hard to stay within the CAA rules and to my knowledge there have been no flagrant
or intentional violations of these rules There has not been a single spectator hurt by a civilian racing plane in years of racing
Why are the commercial interests in aviation bucking racing We are told that the manufacturers and espec ially the airlines would like to see air races abolished apparently because of the unshyfavorable effect a crash in full view of the public would have on their business
It is my contention that the public is not so unthinking as to let a racing plane crash scare it out of flying the airlines If seeing big headlines and pictures in the papers of an airliner splattered against a mountain top does not scare the layman from flying the lines have nothing to fear from racing even if all the race ships pile up in front of the grandstands
Why must air racing just ify its existshyence by contributing something to comshymercial aviation Why can it not be conducted as an attraction or amuseshyment the same as horse racing speedshyboat auto or yacht racing Many
VINTAGE AIRPLANE 7
19th ANNUAL WORLDS PREMIER
AIR CLASSIC A cavalcade of aeronauticaJ proqreSl bullbullbull Presentinq in dramatic f4lllhion rythinq hom pu1se-throbbinq hiqh peed classiCi to quiet yet darlnq acrobatic exhibi tions bullbull Conltellt14telti into thre day of Inten actinty bull amid pomp ADd splendor parade and paqeantry drama 4Dd qaiety Featurinq tb 3QO mil ThOIttptOD Trophy Race annual hiqb peed land plane cluaic 01 the world The Bendix Trophy Race
~~~atio~ ~~~G~~- T~~oR~~n~=a~ international 2OOmU closedmiddot couts freemiddotfor-all Service puticipatiOD bullbull Man parachute jumpinq Thrillinq ltunt flyinq and every conceivable phase of ariation Here as at no other time Of place the nation foreshy
==~~~ti~~~ve~ r~ocri~r~~hIidnmiddot= minimum of
$85000 CASH PRIZES
BY All Ml4NS PURCHAS YOUR nCJ(rn IN ADVANn fOR A BmtR (HOln Of mrs All SfATS INDIVIDUAUY RfS[RVID
For dcoUbullbullnd tkke1 In(OT1TUI(ion wrlre Of wire Olford W Hcndcoon Man_tina OirrCor Nadon Air Raca
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Sattl~d III N lfo Affo uit Au oll tlo Hld du Iu 01 till dciOl Auoq1I lI llo I
AMERICAS GREATEH SPORTS EVENT
thousands of dollars are spent in buildshying yachts for instance to compete in annual yacht races and although I fail to see where it contributes anything to cornmerical navigation or is of public benefit it is looked upon as a perfectly good and sensible sport - which it is
Air racing is certainly more specshytacular and thrilling and with ever inshycreasing speeds obtained and with more ships competing it will be even more so If racing ship owners and pilots were not so harassed there would be more of them competition would be keener and the races better
BENDIX TROPHY All the entries for the 1939 Bendix
had been entrants the previous year and
8 JANUARY 1992
thanks to the rule that Bendix racers couldnt compete in the Thompson none of the privately produced racers such as the Marcoux-Bromberg were in the Bendix All of the aircraft entered in 1939 were factory production aircraft
Racing were a Beech D-17W pilot Max Constant another Staggerwing flown by William Maycock the Bellanshyca 28-92 Trimotor flown by Arthur Bussy a Lockheed Orion flown by Paul Mantz a Seversky SEV -S2 flown by Frank Fuller and another flown by Jacshyqueline Cochran and finally a Spartan 7W flown by Arlene Davis
Departure was from the Union Air Terminal at Burbank on September 2 Frank Fuller was the first away at 3 AM his goal to become the first twoshytime winner Weather was marginal all that early morning but all got away exshycept for Jackie Cochran who declined to take off into the 800 foot ceiling
With Cochran out it would be a close race for second place as no one expected to best Frank Fuller in the Seversky Fuller did arrive first at Cleveland after a fuel stop in Goodland Kansas for an elapsed time of 7 hours 14 minutes knocking 40 minutes off his 1937 record This was good for a new Bendix record speed of 2821 mph
Second place went to Bussys trimotored Bellanca which nosed out Mantzs Orion by eight minutes Max Constant came in fourth in Cochrans Stagshygerwing Beech Arlene Davis finished fifth but was disqualified for the $2500 bonus for being the fLrSt woman finisher because her passenger in the Spartan Dale Meyers was a licensed pilot
Fuller flying on to Bendix New Jershysey set a new transcontinental Bendix Race record of 8 hours 58 minutes 846 seconds averaging 273 miles per hour
GREVE TROPHY RACE In what Cy Caldwell called the irshy
reducible minimum of racing three days at Cleveland - Saturday Sunday and Monday - saw only one pilot in one airplane finish one closed course race That race was the Greve Trophy Race on Sunday as on Monday the Thompson was called off because of weather
Though there were no new aircraft entered in the Greve there were some exciting aircraft Art Chesters Goon LeViers Firecracker and the all metal Crosby racer all powered by six-cylinder C-65 Menasco engines With a few exceptions the Menascos were the only engines in the 550 cubic inch class that had finished any Greve Races since their inception in 1934 the major exception being Michael Detroyats Renault in 1936 The Menasco engine powered aircraft had seen a constant increase in speed since the 213 mph finish by Roy Minor in 1934 In 1938 LeVier in the Firecrackshyer ran a speed of 250886 mph
Five racers were at the starting line for the 1939 Greve George Byars in the Keith Rider Eight Ball failed to start Lee Williams in the Brown B-2 stalled at the scattering plylon spun in and was killed in the crash Tony LeVier in the Firecracker led for 11 laps but was forced out by engine trouble and Harry Crosby unable to retract his landing gear was flagged out after 13 laps That left Art Chester in his Goon to fly alone for the rest of the race The loss of competition didnt slow him down and he continued on and set a new record of 263390 mph
THOMPSON TROPHY There were seven Thompson entries
for the start of the 1939 race Roscoe Turner last years winner in his
Roscoe Turners Twin Row Wasp-powered Turner-Laird Special
Meteor Earl Ortman in the MarcouxshyBromberg (nee Rider R-3) Steve Wittman in Bonzo Art Chester in the Goon Harry Crosby in his all metal CR-4 and the ancient by racing standards 1932 Wedell Williams of Joe Mackey owned by Roscoe Turner
Reportedly pumping out 2000 horseshypower Turners Meteor was the class of the act and if Roscoe didnt miss a pylon a continual problem he should have had an easy victory Earl Ortman as stated above from his article in POPULAR A VIA nON believed the Marcoux Bromberg could win and with an all-up weight 1500 pounds less than Turners that was a possibility The Firecracker had shown great potential in 1938 having won the Greve at a speed of over 250 miles per hour
Steve Wittman won the race to the scatter pylon and was still in the lead at the end of the first lap with Mackeys Wedell Williams incredibly in second place However Tony LeVier was burning up the field and took over the lead on the fifth lap Roscoe having cut
Roscoe polishes one of the pylons on his way to an unprecedented third win of the Thompson Trophy race
a pylon again but for the last time Having reflown the pylon Roscoe
put on an amazing show reeling in the other competitors one by one at speeds of over 300 mph until taking over the lead in the ninth lap His lap speeds dropped a little after that but by the end of the race he had managed to lap everyone again Roscoe Turner had won the Thompson for the third and last time
END OFAN ERA More than the start of the war in
Europe cast a pall over the National Air Races that led to the end of the Golden Age Many announcements at Cleveland also put the stamp on the end of an age Roscoe Turner announced his retirement Earl Ortman announced his retirement from racing to become an airline pilot and after 12 years of effishycient management Clifford and Philip Henderson the driving forces behind the National Air Races announced their retirement
Cy Caldwell in the October 1939 issue of AERO DIGEST stated that the races had lost their meaning In past years the National Air Races have unshydoubtedly performed a valuable funcshytion they were truly the proving ground of aviation The production of such ships as the Gee Bees and Mystery S Travel Air for instance showed our
(Continued on page 28)
Roscoe recieves the Thompson Trophy from Fred Crawford for the last time-Roscoe would immediately announce his retirement from air racing after his third win of the Thompson
VINTAGE AIRPLANE 9
by HG Frautschy
Type club members are as a rule enthusiastic proponents of their respecshytive aircraft and amopg the most enershygetic are those who call themselves Navioneers The American Navion Society (ANS) is one of the oldest Type Clubs in existence today and within their ranks are some individuals who have become experts at modifying older aircraft The Navion is one classic that
with at least a few
Larry Woodfin of Jarrettsville Marylandis one of the nthusiasticANS members who travelled to Appleton Wisconsin the week prior to the EAA Convention this past summer 79 N a vions and their owners arrived to take part in the American Navion Society Annual Fly-In Enjoying each others c(IlmplitlJy and flying Navions kept the
mfJ-cfi8J~im~~roit si~~lt1~Nmiddot(ncent1~lt~IDetllbci=tSJt)uSy with an ice cr~dJ$Oclal
arrival With the distance between Oshshyklt$h ~ndAppleton only 18 miles as the fustaircraft were landing at Oshkosh a
_~~~i Olaquo NAvitlnll were waiting for slot at Appleton The
Navioneers who made the trip to Oshshykosh from Appleton His Navion N222LW was on its first trip to the Midwest since it bad been totally resshytored over a 4 year peliod Larry fomid
his home field the ~ quit He hacL run out of gas An ul1le~enttll~)antillng on themiddotmiddotailpoi~middot~~middotn)a~r~it~~ Navjonwas ~Wt$~JQfgt~~ ~~
mass in-trail flight down to EAA OSHshyKOSH 91 Don Shoemaker Co-Chairshyman gtUhis years Navion Fly-n said it was a lot of fun - the weather was great so we just slipped right on in Don was quite complementary concernshying the job the Oshkosh contollers did briefing and tben handling the groups
coordination between the two facilities was outstanding according t~on
Once the Navions had arrived they werlt all parked in e same section of the south end of the AntiqueClassic aircraft camping area For lovers of the marque it was a sight to see
Larry Woodfm was one of the 49
the airplane in Pittstown New Jersey The previous owner had been working on the big Ryan for a year when he passed away only 3 days prior to its maiden flight The airplane then beshycame a burden upon the owners widow and her son an airline pilot had no desire for the big hulk so he counselled his mother to sell it Larry dealing through the owners son struck a deal to purchase the Navion He was pleased with the planes structure having detershymined that it was one of the straightest Navions that he had seen since his search began Larry tnivelled to New Jersey to close the deal When he arshyrived and the paperwork was to be signed the widow simply couldnt bear to part with the airplane and so Larry went home empty-handed The widows son however contacted Larry again and told him that the deal could be closed So Larry headed up to New Jersey to retrieve the languishing Navion only to have the same course of
action repeat again Larry patiently went home empty
handed one more time This would happen two more times There was one additional item
that added to the anxiety of the situation - the airport that the airplane resided
on was scheduled to be closed and the land
used for part of an Interstate highway
Finally with 4 days
to spare the deal was closed the aircraft preflighted and -Larry headed for home in what he felt was a basically airworthy airplane that still had quite a few items to be fixed or at least cleaned up before a major restorashytion would commence As fate would have it he did not have the luxury of a few extra hours to aquaint himself with the Navion after he got it home After arriving over his local area ~ PQJl-o tiu~ tbi Ql arg~ akit w~ fHf new prize He was iickied to deaffitha~ e~1lIIIt fIIhad been fortunate enough to buy the airplane and he was enjoying himself Then the bubble burst On short fmal to
Navions Navions everywhere Navions 49 Navions of one type or another came to EAA Oshkosh 91 from the American Navion Society Convention in Appleton Wisconsin A few others arrived swelling the total on the ground in this photo to 56
bell on the fuel pump stopped dinging far too early The pump registered only 20 gallons and the fuel was at the top of the filler neck Something was dreadshyfully wrong here The normal fuel capacity was twice that amount An investigation into the problem revealed the reason The Navion had not been flown for 7 years prior to Larrys purshychase having gone down in a forced landing At that time it was surmised the fuel vent system had been plugged so that as fuel was being drawn out of the fuel tanks by the engine driven pump the tanks were collapsing The fix for the fuel system problem was simple - the wing must come off Right then and there the serious restoration of the Navion began in ernest The entire airframe would come under close scrutiny as Larry wanted the safest posshysible airplane he could restore His thoughts on the effort required to restore an airplane could apply to anyone The devotion you put into them obviously you deprive a lot of family responshysibilities to do this and a lot of grass cutting on Saturday to come up with one of this caliber but it has been worth it
Compare the Navion in the photos with these two views from the 1947 Aircraft Yearbook You can readily see the chanshyges from the mod work done through the years
its been a very nice airplane a very safe airplane and I think thats what we like about it Larry has two teenage daughters Erin and Tara and his wife Debbie as cabinmates in the limousineshysized cockpit of the Navion It will carry literally anything that you can get into it and with three females at home thats usually what happens They want to bring everything but the kitchen sink
With his family his primary passhysengers Larry wanted an airplane that was as safe as he could reasonably exshypect it to be He likes the rugged build of the Navion (after all it was designed by the same folks at North American Aviation who brought us the P-51) and the reputation the plane has for being very strong Aerodynamics seems to always be a series of forces in comshypromise and the Navion is no excepshytion All that strength comes at a cost With a maximum gross weight of 2750 pounds the Navion is not the fastest retractable 225 hp airplane around The Woodybird II as Larry has named the Navion will cruise at a reasonable 132 knots while burning about 12 gallons of
A vgas per hour A little history on the Navion First
concei ved in the fertile mind of Dutch Kindelberger at North American A viashytion the NA-143 was to be North Americans entry into the what was exshypected to be the booming post-war civilian aviation market When the first production NA-145 Navions hit the ramps in 1946 they were touted in ads as having been manufactured by the Creators of P-51 Mustang and Advanced Army and Navy Aircraft Hoping to capitalize on name recognishytion by the military pilots who flew in combat the Navion would remain in production at North American until April 15 1947 With 280 of the 1109 produced still unsold the manufacturshying rights to the Navion were sold to Ryan Aeronautical in San Diego California They produced the airplane from 1948 until 1951 manufacturing 1265 Navions before shutting down the line Later versions of the plane were the D E and F models essentially remanufactured Navions with revised engine installations In the 1960s and 70s a version of the airplane known
as the Rangemaster appeared Sporting a full cabin instead of the bubble slidshying canopy the Rangemaster looks markedly different than its older brother Fewer than 300 of the
12 JANUARY 1992
o u
With just a bit of a crosswind Larry with his brother Jerry flying co-pilot breaks ground with the immaculate Woodybird II from runway 18 at Oshkosh
Rangemasters have ever been built Many have noted that the Meyers 200 bears a passing resemblance to the Ranshygem aster The type certificate for the Navion is now owned by the American Navion Society
The Woodybird is one of the aircraft produced by Ryan in 1949 Like most of its breathern Larrys Navion boasts a logbook full of modifications including a new oneshypiece windshield that features a sleeker profile The windows have been changed also The side windows feashyture a sleek flush mounting and the side windows are expanded in area as well as being one piece It really allows sushyperb visibility out of the cockpit The other modifications include the Palo Alto Tail a revision to the incidence of the horizontal tail The Navion originally had excessive incidence that caused too much drag during cruise flight Aileron balance kits have been added removing the goose egg balshyances from the ailerons and replacing them with an internal balance One of the most noticeable changes to anyone who had seen the Navion when it was new is the revised cowling
on the Woodybird The first Navions sported a rather ineffective updraft cooling system with a prominent chin grille below the prop Many early Navion owners would not have their engines reach TBO because of high oil temperatures Most of these have now been changed to the standard pressure cowl seen on this Navion About the only modification that he has not been able to add is an outside bagshygage door Unless you own the papershywork for one of these doors they simply are not available The latest addition to the airframe Larry plans is the addition of a rear step to make it a bit easier to climb into the cabin
The paint and trim on Larrys Ryan is Alumigrip selected for its durability and high gloss shine All of the paint and the prep work was done by a professhysional painter One of the most striking aspects of the Woodybird II is the painted-to-match propeller When he returned from Oshkosh one year Larry
was all set to paint the prop black with yellow tips just like many of the Warshybirds he had seen His wife Debbie nixed that idea though She talked him into doing something different The idea came from the Lopresti Swiftfury project which features a color scheme that includes a single color for all parts of the airframe Maintaining a prop painted like this is an ongoing effort Touching up the paint is a once a month maintenance item but Larry it quite pleased with the way it looks It does add a lot of character to the aircraft he noted The Woodybird emblem on the side of the fuselage also adds a bit of whimsy to the sleek 4-placer A neighshybor Neil Kavanaugh is a professional painter who is known around the country for his work in gold leaf and well known for his artwork gracing a few yachts In exchange for an Oshshykosh hat Neil applied the Woodybird to each side of the fuselage
The interior was dpne in the third year of the restoration A local shop that
specializes in Ferraris was interested in
tackling the job and Larry let (Continued on Page 23)
VINTAGE AIRPLANE 13
Child Of The Fifties A year and a half ago after earning
my private ticket I decided I wanted to own a plane After discussing the idea with my precious wife she said Well OK so long as it doesnt cost anyshything To many people that would have been the end of the whole thing But a newly licensed pilot is a dangerous thing I began to think I looked around the house for anything that I could sell barter or otherwise convert into a plane Then I saw it The boat on a trailer out in the yard What good was it anyway It was winter So I placed an ad in Trade-a-Plane It ran like this HAVE BOAT NEED PLANE WANT TO SWAP Quite frankly I was completely open to just about anything When the deal was done my boat was on its way to Missouri and I had a 1958 Straight Tail Cessna 172 It was a 14 JANUARY 1992
by Nino Lama Ale 12423
curious craft Being new in the world of have to go back to the fifties aviation I had never seen a 172 that So lets go back to a special time in looked like that I had trained in a plane history Even though we may say we called a Cessna 172 but it bore no remember those years our memories resemblance to my new acquisition tend to fade Heres a memory jogger
As it turns out what I had gotten in well start with those people who barter was something really special It flavored life for us - Marilyn Monroe was my child of the fifties To best Willie Mays Ike James Dean Joe understand why its so special we really McCarthy General MacArthur
Richard Nixon VICE President and Elvis Elvis was a firey 19 year old when he recorded his first song He made it big with his ducktail haircut and perpetual sneer If youre not back in the fifshyties with me yet rememshyber these Hound Dog All Shook Up Dont Be Cruel and Burning Love They were all on the album Heartbreak Hotel released in 1956 In 1958 Elvis married Priscilla Beaulieu and was drafted into the Army
If Elvis wasnt your thing then maybe youll
5 GREAT CESSNAS-THE COMPLETE AIR FLEET FOR gVERY BUSINESS NEED
fast 4middotplace business airplane Top seller ~ In over 150 mph class New hushmiddot ~ flight features-Hone striping Agreat
float plane too $12950 Iob Wichita
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Proved by over 5000 owners-cruises over 120 mph $8295 fob Wichita
Greatest singlemiddotengine business plane ~ landmiddotOmiddotMatic landing gear Performance ~ of airplanes costing much more Hushmiddot
flight cabin $13750 fob Wichita
With landmiddotOmiddotMatic landing gear Ideal ~ for businessmen who want to learn to
fly themselves You simply drive it Over 120 mph cruising $8750 fiiDWrchita
Tomorrows Twin Today bullbullbull years ~ ahead in design engineering Safety ~ proved by performance of more than 300
now in regular use $54950 fob Wichita
fLYING-May 1956
remember Patti Page and Peggy Lee The Music Man West Side Story or Mack The Knife The Top Hits of the Fifties read like this 1950 - Goodshynight Irene 1951 - Tennessee Waltz 1952 - Cry 1953 - Song From the Moulin Rouge 1954 - Little Things Mean Alot 1955 - Rock Around the Clock 1956 - Dont Be Cruel 1957 - Tammy 1958 - Vol are and 1959shyMack The Knife
While the Pentagon under Charles E Wilson was undergoing the greatest build up of power in all history and the nation was in the grips of the peak of the Cold War the kids wore Davy Crocket hats and bought 30 million hula-hoops
The large cabin of the four-place Cessna allows room for a well equipped panel
It was the fifties that saw us become a nation of surburbanites Barbecues and the cocktail circuit were our escape Some of us built bomb shelters We fought in Korea We watched Bogie and Bacall Lucy and Ricky George and Gracie Sid and Imogene Kukla and Ollie and Jack Parr
In 1958 and 1959 AlaskaandHawaii became our 49th and 50th States Texans just had to cope with being the SECOND largest state in the Union The Russians launched Sputnik and then followed with a satellite manned with a dog It was the 1950s that saw a brave black woman refuse to give up her seat on a bus in Montgomery to a white
man Her arrest sparked the young and vibrant Martin Luther King into peaceshyful protest that changed us forever
If you were there but dont remember any of this then you must have been a Beat The coffeehouses oozed with smoke and poetry to the sound of finger snapping and bongos Slow blues protest songs and Depression ballads were cool
It was the era of cocktail circuits baby-sitters and back yard barbecues Cars were big powerful and made of plenty of metal Kitchens were jammed with chrome appliances and decorated in lots of bright reds yellows and blues Bicycles were sturdy with wide tires and built-in headlights
That was the Fifties The world of aviation was pretty exshy
citing back then There were a lot of thinkers and dreamers In the fifties a dreamer wasnt just someone who thought that ten more knots or a little more range would be nice Moulton B Taylor of Longview Washington was a 1950s dreamer He builtthe AEROCAR It was licensed in 1957 He envisioned one in every garage A subcompact car pulling a small trailer that made up the conversion of the auto to a comfortable family airplane Thats thinking Piper aircraft built and tested a twin engine Tri-Pacer It had two engines on one shaft turning a four-bladed propeller VTOL (Vertical Takeoff and Landing) aircraft were seen as the future for military aircraft It was a propeller driven plane that landed squarely on its
VINTAGE AIRPLANE 15
II
Now METCOmiddotAIRE
Presents
The New (Lett) Prior to the introduction of the straight Tail 172 Met-Co-Aire offered this nosewheel conversion of the standard Cessna 170 Ninos 172 sports the redesigned
CESSNA 170 TRICYCLE GEAR Look al Ihis
MODERN 170 Note excellent visibility the beautishyful lines Engineered and designed to increase the utility and beauty of your Cessna A conversion that enhances the appearance and value of your airplane Fully steerable with rudder pedals assuring safe quick stops with positive ground control at all times
Complete kit furnished with all necessary assemblies and hardware for simple easy Installation
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16 JANUARY 1992
fin and rudder of the true 172
tail with the nose pointed straight up Thats dreaming
A viation was advancing Lockheed built the first prop-jet airliner The Douglas RB 66 twin engine jet reached the magic Mach 1 In the more munshydane vein a man named Piper was president of Piper Aircraft Richard Nixons brother-in-law Tom Ryan was a flight instructor and taught some of Hollywoods best to fly The four enshygine Super Constellation airliner ruled the sky They cost $2 million each Air fare from New York City to Los Anshygeles was $160 round-trip The Mooney Mark 20 hit the market
The fifties gave us a lot Who doesnt get a thrill at the sight of a candy apple red 56 Corvette or a jet black 57 TshyBird And Rock and Roll born of the fifties the more it changes the more it stays the same
So now let me tell about my Child of the Fifties I believe it to be one of the finest aircraft ever designed the Straight Tail Cessna 172 Truly born of the fifties its roomy comfortable and made of plenty of metal Im going to tell you about this aeroplane from the prospective of the era In 1955 Dwane L Wallace studied the plane and test flew it
The Businessmen have demanded a low cost easily handled plane to fly themselves Cessna has responded with a tricycle gear model Although there may have been such a demand made its also likely that Cessna was respondshying to the competition of the marketplace The Tri-Pacer with its tricycle gear was sweeping the market and giving the Cessna 170 taildragger a
run for its money The Tri-Pacer ads of the time showed a young woman dressed fonnally at the helm and spoke of flying ease room and comfort In 1957 even the guppy shaped Champ was fitted with a nosewheel and renamed the Tri-Traveler
The goal was to sell the public on the ease of flight The landing gear on the Straight Tail 172 was called LAND-O-MATIC landing gear The ads of the time said that all the pilot needed to do to land was drive the airplane down and it landed itself (And to think I took all those lessons) When the 172 was introduced in 1955 it was meant to supplement the popular Cessna 170 Cessna said at the time that there was no intention to replace the 170 but rather to offer the businessman an easier to fly and more comfortable airplane By 1955 there were 5000 170s flying The manufacshyturer also stated that the 172 was not a reworked 170 but a totally new design The striking feature of the 172 is with no doubt the prominent Straight Tail Engineers found that with the raising of the tail with tricycle landing gear a bigger tail and rudder provided better taxi takeoff and landing performance The newly introduced 172 boasted some special features including a low center of gravity resilient spring steel main landing gear and the same sturdy nosewheel as the big brother Cessna 310 The controls were not interconshynected and provided steering with the rudder or independent brakes steerable nosewheel or combination of the three Magazine advertisements said You drive it like a car
With its Land-O Matic landing gear and roomy cabin the early 172 was the precursor of what would become the most popular light plane of all time
C L Hamilton did the check ride for Flying magazine in November 1955 He calls the cockpit roomy lower and level as compared to the 170 Since dual controls were sold only as an option the test plane had only left hand controls That made the cockpit seem huge Taxiing the 172 was a revelation with the same feel and visibility as the Aero Commander Hamilton wrote About the only chance for ground damage when taxishying the 172 would be dropping the nosewheel into a hole In the air the 172 showed the same pleasant characshyteristics of the proven 170 except that the 172 is more stable - You can slow down until the needle stops inshydicating and she just goes on slow and steady The landing approach differs from the 170 as the 172 uses a very steep nose down approach Hamilton wrote With full 40 degrees on the paralift flaps overshoot slightly dump the flaps touch down with brakes on and youre in someones back yard We did it in 250 feet down and stopped In an emergency it no doubt could be
development was th e Met-Co-Aire Companys conversion of the 170 to tricycle landing gear (see copy of 1955 ad) Despite the statements of Cessna and the conversion by Met-Co-Aire the 170 was doomed to be replaced by the easy to fly 172 If you fly a 172 that has a back window and swept tail dont think youve experienced the classic 172 that changed the look and feel of light plane flight Youve only exshyperienced a distant relative The 172 of the fifties is not the same aeroplane as the modern version Upon entering the Classic 172 one is immediately imshypressed with the incredible visibility both overhead through the huge windscreen and forward over the cowlshying that does a great disappearing act down to the spinner The pilot and comshypanion sit very high in the cockpit adding to the feeling of openness and spaciousshyness The engine seems to run smoother than the contemporary version and it does It is afterall a small six cylinder engine compared to the larger four banger in the modern 172 One of the greatest joys of flying the Classic comes
the floor between pilot and copilot The bar clicks upward as the enormous para lift flaps drop from 10 to 40 degrees On your first flight it seems like youve just moved half the wing when you apply flaps In the air shes stable as a rock and trims easily for hands-off flight You wont set any speed records but you can count a solid 104 miles per hour burning about six gallons per hour And oh what a view
There s a new type club called the STRAIGHT TAIL CESSNA CLUB It was founded by my good friend and Straight Tail owner Ernie Colbert Ive recently been honored with the title of President The club currently has about 100 members and is growing fast Each member shares a great love for the Classic Straight Tail Cessna and knows that with change improvement does not necessarily follow I hope youve enshyjoyed this article The next time you see one of the Straight Tail Cessnas taxi by on its Land-O-Matic landing gear think of Elvis Bogie and me
Thanks to Richard VanEmerick my good friend for the classic Flying
done in less than that when its time to lower the flaps Flaps magazines used in this article An interesting contemporary are controlled by a great Johnson rod on
Rudy Eskras Stearman by Rudy Eskra
ANTIQUECLASSIC GRAND CHAMPION
MIDEASTERN REGION 1990
So much has been written about the Stearman its characteristics and resshytoration that it sometimes seems that everything that needed to be said about it has been said Undaunted AntiqueClasshysic owners all like to tell their own stories This is mine
This particular example was built for the Air Force in October 1944 thus being one of the last produced of a great series In the ensuing years since it was manufactured it has only been flown about 2300 hours I acquired it in 1979 It was in very good condition then and to the best I can determine it always has been Rather than the owner I look upon myself as a temporary custodian or caretaker and very fortunate to be that I hope that when it goes to the next owner it will be in better condition than when I got it and that the next guys can keep it going for many years to come
Its equipped with the 225 hp Lycomshying which with its nine cylinders biting them off clean sounds and runs
1 B JANUARY 1991
smoother than some of the other engines with which Stearman were equipped
In 1989 my friends and I stripped it down completely and replaced or refurshybished everything we thought could be improved We spared no expense as a whole drawer full of receipts and a very patient wife will attest to The engine was completely overhauled with cylinders chromed back to standard new pistons rings valve guides valves bearings The works Of course all parts were magna fluxed in the process
We found the wing woodwork in exshycellent condition and just a few small corrosion points on the fuselage tubing After refinishing the structure we inshystalled some new fuselage stringers (bird cage) which presumably had been broken when the airplane was pushed on its sides These aluminum stringers tend to precipitation harden and grow brittle with age
We recovered all surfaces with heavy duty Ceconite The final finish after the butyrate process on the fuselage center wing section and fins was two part Ranshythane polyurethane The blue trim was DuPont Imron However we used Ranshy
dolph butyrate dope exclusively on the wings aside from the trim Our reasonshying for doing this was because the polyurethane has less tendency to stain under the onslaught of engine emissions than dope and with its glossy surface is a pleasure to wipe down
Gasoline dye for example can penetrate dopes and lacquer finishes clear down to the fabric Since the wings are out away from this conshytamination but subject to more hangar rash and might need occasional touchshying up we felt that dope might be easier to touch up than the urethane
There has certainly been a lot of exshycellent information written about recovering and restoring Stearman aircraft and probably done by people far more versed in the art than I I got a lot of tips from reading and hearing them Some of the really good ideas came not from the professional manuals but from nonprofessional restorers We did do some of the things which we had developed on our own and felt improved the quality of the job somewhat Many of them are minor but perhaps the really first-class jobs are a collection of fine
details They have not been exhaustiveshyly tested in the laboratory but they worked for us To the extent they are of interest Ill pass them along here
Paints tend to grow more brittle with age and will crack from vibration where fabric stretches over sharp edges Even though this plane was over 45 years old and must have been recovered several times we were surprised to find a lot of sharp edges on many of the wood parts that come in contact with the fabric These were sanded to a small radius Ceconite reinforcing tape was applied on top of the fabric very liberally wherever the fabric laid over any edges and highly stressed skin locations far more than on the original This required a lot more painting and sanding between coats to hide the tape but in the end I think we have a finish which is far more resistant to cracking
Aircraft material suppliers may recommend that you buy some of their duct tape to cover any seams in aluminum parts such as on leading edges Apparently masking tape was used in these places in the original process and we preferred that since the duct tape is too thick and protrudes through the finished fabric
In order to provide a smoother surshyface over the aluminum D-section leadshying edges on the wings we first covered and heat shrunk an extra layer of fabric over them This tended to bridge over the seams and dimpled areas before inshystalling the fmallayer of Ceconite
All the experts will tell you to brush on the first coat of fabric primer such as Dacproof or whatever process youre using This may be right but you can often sand about 15 or 20 coats before the brush marks disappear I believe the reasoning is that brushing the stuff (which I suspect is really nitrate dope with a dye) will help you get it down into the fabric so it interlocks with the fibers Thats important because it alshymost must depend upon a mechanical bond to get it to stick to the dacron We found we could get full penetration by spraying so we sprayed and were satisshyfied with the result It is important not to oversaturate the fabric of course since it will drip onto the opposite fabric and these drops are very hard to hide
If you ever scrape or chip a doped finish you invariably find that the separation occurred at either the top or bottom interface of the silver dope coat
less adhesion and a lower tensile strength than clear dope since the aluminum particles are really impurities in the dope For this reason we kept the aluminum coats down to the minimum required to pass the light bulb opacity test thus providing the radiation shield for ultraviolet light About two coats of silver seem to accomplish this The rest of the many coats before the color was applied were clear butyrate which seems to stay more strong and pliable throughout its life Its not as easy to sand as the silver but I suppose thats another testimonial to its physical properties over that of the silver
Our inspector insisted that all rib stitching knots must be exposed as in the original rather than pulled under the skin as in Staggerwing Beech process We located aligned and perforated all the rib stitch holes with chalk lines snapped uniformly spaced across the length of the wing Of course these knots were located on the bottom of the bottom wing and on top of the top wing The result is a nice uniform appearance like lines of rivets when sighted from the end of the wing
Some like to make pie shaped slits in the tape to take away excess material where it wraps around the wing and fm tips Theres almost no way of hiding these cutouts under the finish so we didnt use that method Instead we heat shrunk the uncemented tape edges down after first cementing the tape on the ridge line of the bend only The tape edges were then cemented after they lay nice and snug on the surface This is not an original idea with us but the superior results make it worth mentioning
Some experts though not all recomshymend that when taping both the tape and the fabric surface to which it is applied be first painted with cement If this method is used air bubbles are trapped under the wet tape and very hard to remove We had better luck by apshyplying a very wet coat of cement to the fabric only and leaving the tape dry so that the air can be forced up through it Then a thirmed coat of cement can be applied to saturate the tape after its down smooth
Some cements as they come out of the can tend to dry rapidly or rope as you spread them One old-time airplane maker suggested we mix the cement with 30 percent nitrate dope and 30 pershycent nitrate thinner This not only eliminated that problem but also seemed to make the cement stick better
We used a hot knife to cut all the fabric in order to produce a clean sealed edge without the annoying ragged threads To do this we hammered and ground the copper tip of a forty watt soldering iron to a knife edge On another iron we rounded off the copper tip to a spherical radius and used it to hot pierce fabric drain holes after the lifesaver reinforcements were ceshymented in place I havent heard if anyone else uses this method but it realshyly works slick leaving a high strength fused ring on the hole perimeter The stiff plastic life saver reinforcements that are available commercially often curl or warp somewhat due to the shrinkage of the cement I believe that reinforcements punched out of leather stay flatter and more flexible while still strengthing the edge of the drain hole
Were convinced that silver dope has Rudys pretty white with blue trim Stearman runs up on the ramp
VINTAGE AIRPLANE 19
At the points where the rudder cables exit through the fuselage fabric we heat formed little vee-shaped plastic fairings to cover these points This produced a nice streamlined effect I think after covering them with another patch of fabric and ftnishing
When patches of fabric are needed such as those used to cover the inspecshytion rings we found a way to make the fabric patch much more manageable We stretched a piece of fabric over the open end of a small wooden box This was given the fabric prime coat shrunk with an iron and the required patches cut from it These stay nice and flat when theyre cut and cemented in place
Removing old paint from the cowling and other aluminum parts is no fun at all In scraping it off you stand the chance of scraping through the grey anodized surface also I gathered all of the painted aluminum pieces and took them to a furniture stripper who dipped and cleaned the whole works for $60 which I considered money well spent These were sprayed lightly with two part Dupont Varprime primer which Im convinced is better than the old zinc chromate originally used
The finish resulting with the Ranshythane polyurethane is superb and in this particular project at least seemed to be even more glossy than the Irnron we used on the leading edge trim During the work we had a lot of good consultshyations and help over the phone with the Randolph people We were also able to get a very good gloss in the white butyrate dope by keeping the wings flat and horizontal while spraying and floatshying on a lot of dope The final coat was thinned out more to give a good gloss Although we have no proof we suspect also that excessive thinning of the other coats of butyrate reduces the finished strength of the dope And this was also the opinion of an old-timer who used to do fabric at the Naval aircraft factory
We used 3M tapes for the finish color stripes in 34 inch and one inch widths This seems to have excellent adherence in service yet can be lifted off and retaped during the application in places where you didnt get it quite right the first time There is a thin transparent membrane of protective tape on top of it which must be removed after installashytion since this will yellow with age and will bake on permanently if it spends any time in the sun Its hard enough to peel off when its new
Taking a tip from the automobile
20 JANUARY 1991
The neat and tidy installation of the battery box and relay control panel mounted ott of the firewall
body guys we used nothing but 3M masking tape also as some of the cheap brands can really give you trouble either not sticking or sticking too hard When taping over new paint we first pressed the sticky side of the tape onto our work clothes to reduce the posshysibility of damaging the fresh surface with too much adhesion
One other problem can give you fits on a Stearman if youre not careful When installing the bird cages (stringers) on the fuselage tubing strucshyture its a good idea to temporarily inshystall the cowling and tail cone fairing in order to properly position the stringer assembly fore and aft Finding out that the cowling doesnt fit after the fabric is finished could really spoil your day
Its always amazing to see vinyl material used around the cockpit coamshy
ings of some real prize winners I found that nice glossy pieces of kid leather can be bought rather cheaply at places like Tandy Leather providing an authenshyticity that can be spotted a long way off For the coaming padding rather than layers of felt as used originally I tried some foam pipe insulation which is conveniently pre-slit fits nicely and after lacing the leather with rawhide seems to do a better job
During one of the routine magna flux inspections of the McCauley steel prop one tiny bit of corrosion at the blade hub fillet officially ended its flying career Although this was a devastating development I reflected that pulling the prop and delivering it for inspection to a prop shop 80 miles away - this every 100 hours - was a nuisance And I never could get through the hundred
Rudy Eskra and his prize winning stearman at the Mideastern Regional Fly-In in Marion Ohio
hour period without one protractor readshyjustment of the blade angles since both the centrifugal and aerodynamic forces tend to move the blades toward low pitch I decided to try a new Sensenich wood prop I was pleased to find that this yellow birch club is about 30 pounds lighter produces markedly less noise and vibration and seemed to result in no degradation in performance I believe that there were three pitches available I selected the middle one and I think I guessed right for operating in the low level elevation in the Great Lakes area
In reading about prop flight test comshyparisons Im always a little suspicious of conclusions drawn from airspeed data derived from a few test runs given all the variables in atmospheric condishytions instrument and observer error so I didnt bother trying to get too technical about it For what its worth my friend with a constant speed Hamilton on a 300 hp Stearman flys formation with me occasionally and seemed impressed with the airspeed of the lower-powered plane
When disassembling the wings we backed all flying and landing wires off
exactly four turns This permits reasshysembly to its previous condition whatever that was However we decided to go through the rerigging proshycedure anyway In doing this we folshylowed the Air Force maintenance and erection instructions - all 11 pages Dihedral and incidence boards were made up from the drawings and all dimensions and angles brought into tolerance Here again its my feeling that the plane is quite stable and pershyforms well
My airplane was absolutely standard when I got it except for the usual reshyplacement of the Bendix brake master cylinders I didnt mind hand cranking the inertia starter but there is no really safe and legal way to do that when going
Jout for a solo flight as many have found to their horror There must be a qualified pilot or mechanic at the conshytrols when youre out there turning the crank I therefore decided to install an electrical system
Designing the electrical system which incorporated a new alternator and rebuilt Bendix starter was the easiest part of the job Gathering all the documentation for application of all the
components and obtaining FAA apshyproval took a great deal of time and effort Since I do aerobatics I wanted a battery case and system which could withstand nine g So None seemed available so I designed and built a subshystantial aluminum case with a separate battery hold down assembly built in The Gil 35 battery manifold vent is conshynected to a bicarbonate of soda bottle with a clear plastic hose then down inside the landing strut fairing and overshyboard
There seems to be a tendency for the brakes to grab which can give the rear pilot a quick lift up about five feet in the air on first application A lot of this low level aerobatics can be prevented by applying only one brake at a time but the grabbing tendency can still be quite annoying To combat this I filed a chamfer about 1 14 inches by about 20 degrees from the leading edge of the primary shoe This is the top of the front shoe which provides the servo forces on the secondary shoe Brake operation is effective yet smooth Of course the brake lining must be kept free of oil and moisture and if they do get soaked its best to replace the friction material
VINTAGE AIRPLANE 21
The stainless steel exhaust manifold on the Lycoming 680 is also a challenge to ftnish I suspect chrome plate would tum blue in places I went through about ftve different high temperature silver paints and the best one Ive found is VHT 1200 degree paint made by Sperex Corporation in Gardena California But nothing lasts forever on that hot surface
If you have ever had a King KX145 NA V -COM radio youll probably agree its not a technological miracle When mine is working I get complaints from approach control that the transmisshysion is weak and garbled when heading inbound at eight or more miles out I noted that this improved if I turned and pointed the aircraft tail toward the airshyport This led me to believe that the engine and other metal parts ahead of the antenna were blocking the antenna signal I decided to move the antenna which was mounted over the aluminum baggage compartment aft of the rear cockpit to a position above the center wing tank using the large aluminum gas tank as a ground plane The antenna was mounted on an aluminum bracket attached to the center square tube brace above the tank A short bonding strap was connected to the tank filler neck providing a good ground With the anshytenna in this position we have had no further complaints from the tower from the same distances out
In addition to an Omni in the transceiver I bought a portable Loran which is small enough to carry in a coat pocket This has not been entirely trouble free either but the Ray Jefferson Company people have been very helpshyful Although I dont do a lot of crossshycountry it has given me some very accurate guidance It is basically a marine unit derivative and cost about $300 Although it provides ground speed and other data I find the heading and DME are just about all I need and often direct me right towards the exact center of the destination airport
In routine operation of a Stearman there are two things which I regard as being just as critical as fuel and engine oil One is keeping those big soft main tires properly inflated and the other is to make sure the tail wheel steering asshysembly is in good working order These are very important for stability and conshytrol during roll-out which Ill discuss later Tail wheel lock mechanism 22 JANUARY 1991
should snap in place smartly and the tail wheel steering cables must be snug The tail wheel tire pressure needs a lot of attention also but for a different reason It carries a heavy load for its size and if its run underinflated youre looking at tire fabric in a very short time
There are at least three brands of tires available for the Stearman One has a tread made up of rectangular blocks another has concentric rings or grooves and the third is the classic Goodyear diamond tread I found the block tread was good for about 500 landings on concrete the grooved would do about 700 From a vintage appearance standpoint I prefer the diamond tread a pair of which I bought from Wilkerson Tire in Crewe West Virginia These Goodyear tires are produced in Sao Paulo Brazil where the molds were apshyparently moved to a number of years ago
In doing this restoration I found it a very enjoyable experience I got a tremendous amount of help from people like Glenn Gibbs of Stony Ridge Ohio who has become a very skillful fabric man and indeed many of his ideas are included here and from Frank Leffel who did much of the spraying and Tony Eskra who sanded his share of it Herb Wilford Chief Aircraft Maintenance at Dana Corp was one expert who made sure we stayed in line technically Looking after a half dozen jet aircraft Herb runs a very efficient operation with immaculate hangars and shops
There were many others of course and we spent a lot of enjoyable winter evenings working together and bantershying back and forth It was a great escape from the demands of a corporate management position and I slept most soundly during that period
I think the only real frustration aside from the staggering prices was waiting for delivery of parts and purchased sershyvices Delivery date promises were alshymost routinely ignored thus running the total project time over one year Apshyparently keeping promises has gone the way of the 45 rpm record in this country
There are a few lessons which may seem obvious but I feel are worth restatshying First of all the investment in both time and money is extremely high so its worth doing right and this includes buying the best material available
In the course of the work one can ftnd
a host of opportunities to take a shortcut and save some time or material In general these temptations are best avoided When the job is finished and its almost good enough no one will probably know the difference except you every time you look at that bird If youre anything like me youll always see enough defects no matter how careshyful you were I remind myself if its not quite right tear it up and do it over again Ive never regretted doing that
If may add a few observations to the myriad of information that has been written about the Boeing Stearman I have owned it now for 12 years and I still get a great thrill flying it Some say its heavy on the controls but 1 dont agree Solid yes but not heavy If you properly coordinate rudder and aileron stick pressures seem quite normal It is very forgiving I think with a good balance between responsiveness and sensitivity In short its a real pussy cat in the air Though it has a slow roll rate it loops beautifully spins easily but quits at the precise moment middot when youve had enough Strength - its like a Sherman tank Its solid feel derives from the lack of control-induced deflection owing to the truss biplane structure the use of control rods rather than cables and the basic rigidity of the tubular steel fuselage
Landing and roll-out is a little difshyferent with the task of keeping things in hand left entirely up to the pilot If ever there was a machine thats dynamically unstable in roll-out this must be it Response rate must be swift and instincshytive so a bit of concentration is helpful Over the years Ive logged 1430 landshyings in this machine Some of them would measure 58 on the Richter scale As I said its a rugged beast so the only damage was to my ego
A round carrier type approach seems best but youd better have a softer imshypact than the F-14 does or youll bounce 20 feet in the air If its done just right those big balloon tires come into play and nothing can match the soft quiet touchdown of a Stearman Most of the time it seems to land itself perfectshyly leading one to believe theres really nothing to it OK but I think Gordon Baxter our foremost Stearman spokesshyman had it right when its on the ground you cant trust it unless its tied to something
The E225 series Continental is enclosed in a very clean instalshy N22LW features this smart looking panel with padded ramshylation The baffling is anodized horn yokes
(Continued from Page 13) them have at it The reclining seats are from the Rangemaster version of the Navion produced in the early 1960s The Woodfins are very pleased with the results The instrument panel and the overheard Osborne panel have been finished off in a very professional manshyner The panel is meant for strictly VFR flying but is very well equipped with a loran and nav-com pair All the instrushyments in the plane are brand new To have as safe an airplane as he desired Larry felt it was necessary to replace all the instruments since some were 40 years old
For all intents and purposes the aircraft is a new old airplane Theres nothing not a hose or fitting that has not been replaced or gone over he remarked
Power for the Woodybird II is an E225 series Continental built up of new parts including the crankshaft It was also carefully balanced throughout its assembly
The sign and Woodybird emblem were both painted by Larrys neighbor Neil Kavanaugh Each emblem took 12 an hour for him to paint freehand
This is the second aircraft that Larry has restored The first Woodybird was completed in 1978 Much later he would sell the airplane during one of the Conventions at Oshkosh He has some very interesting comments about that sale now that some time has elapsed One of the things that happens when you restore things is the way it conshysumes you and after its over you beshycome a slave to it The first time around I had become a slave to the machine and I wanted out I just didnt want to do it anymore Well the smart thing to do is to sit on the side and let that pass Well somebody came along with a lot of money and wanted it and I sold it he recalled Two or three years later all of the sudden I realized that I didnt have my airplane anymore and I wanted it back so that started the search for this one
Larry has been a motors ports enshythusiast since his pre-teen years when he tried to convince ills dad to buy him a4 7 Mercury convertible complete with a zebra skin interior When his dad said You cant drive it for another 4 years what are you going to do with it Larry
responded Dad Im gonna polish it To pacify his young sons enthusiasm he allowed Larry to buy a go-cart His family was not rich by any stretch of the imagination but Larrys willingness to work hard on his projects would allow him to continue and he would progress into racing cars at the dragstrip then into sports cars and finally into motorshycycle racing Larry and his wife Debbie began to fly simply as an expedient way to get to motorcycle races since they had a few friends within the racing comshymunity that were making the same trips that they were and did not have to conshytend with a long arduous road trip That sparked the interest that has become a wonderful way to travel Motorcycles are still an important part of his life One of his customers is a favorite of his - Harley-Davidson They use the nails and pneumatic nail guns that Larry sells for a living to assemble the crates the big cycles are sillpped in He is the proud owner of an Ultra equipped with just about everything you would ever want on a motor vehicle including cruise control He and Debbie plan to ride the cruising motorcycle from Maryland to Alaska on a long tour this coming sumshymer He has nothing but praise for the reliability the Harley now has and is very pleased with both his sleek machines - his Harley Ultra and his Ryan Navion The Flagship of the Navion Fleet
If you would like more informashytion on the Navion contact the
American Navion Society Box 1810
Lodi CA 95241-1810 209339-4213
The initial membersillp fee is $60 and then $45 per year for annual dues
VINTAGE AIRPLANE 23
~T ()UI2 ~msJU~ I2HT()I2I~f3 by ~()r-m veter-sen
Davis DI-K N158Y SIN 508 Purchased as a basket case in August
1958 Jack Gretta (EAA 19255) of Chester CT spent six years rebuilding this Davis and installing a 125 hp Conshytinental engine under a one-time STC In 1973 a friend() put the pretty
Piper J-3C-65 N6114H SIN 19275 These photos were sent in by Robert
T (Bob) Hunt (EAA 165963 AIC 6123) of Hackettstown NJ who has been busy rebuilding this J-3 Cub along with George Burns (EAA 221818 AIC 10000) also of Hackettstown The wood spar wings required new spars all new bolts drag wires leading edges and attach fittings The covering was done in Stits HS-90X and Stits Aerothane
24 JANUARY 1992
parasol into the trees and four more years were required to return the Davis to airworthy condition
In 1991 another friend landed 01 N508Y in the trees while towing Jack Gretta in a Schweizer 1-19 glider Jack ended up in the trees also and admits it
A majored C-85 engine was installed along with a new Falcon wood prop (built on the Ole Fahlin certificate) Bob reports the engine started on the very
is a long way to the ground as a passhysenger It is expected the red and white Davis will again be ready for flight in 1992
This is the second Davis that Jack Gretta has owned having owned Davis D1-K N151Y SIN 510 from 1947 to 1956 During those years Jack rebuilt the airplane once and changed the enshygine from a Kinner 90 to a Kinner 165
Jack belonged to EAA Chapter 1 in Riverside CA way back in the early fifties and joined EAA in the mid-sixties while living at Cucamonga CA He has been involved with Davis airplanes for almost 46 years and we happily extend to Jack best wishes for the next 46 years
very first pull The smooth 800 X 4 tires that came with the project were in servshyiceable condition and re-instalLed on the completed airplane
This is the third airplane Bob has restored the first two being a PA-12 Super Cruiser and a PA-22 TriPacer Not one to up and quit having fun he is now commencing the rebuild of a PA-ll Cub Special
1952 Cessna 170B N2650D SIN 20802
This pristine 170B has been given the total TLC treatment since being purshychased in 1988 by its owners Ken and Helen Cobb (EAA 182685) of Naples Florida A new paint job in Alumigrip really improved the outside appearance right down to the original metal wheelshypants Inside a new interior was inshystalled including new seat coverings and the panel was updated with all new radios and complete instrument overshyhaul Under the cowling the Continenshytal 145 was majored to zero tolerance with chromed cylinders The original propeller and spinner were polished to a bright shine As Ken says This project started as a replace all rusty screws with stainless screws and grew into a very nice looking restoration
The 170B has approximately 3100 hours on the airframe with no damage
history heavy gear Cleveland brakes and original engine prop and wheelshypants Although the pretty Cessna has scored well at every fly-in to date Ken and Helen have yet to make the Oshkosh Fly-In We all hope they will be able to
make the flight from Florida to Wisconshysin in 1992 so we can get a close look at N2650D Congratulations to Ken and Helen Cobb on a nice job of replacing rusty screws Your efforts show exshycellent results
Cessna 140A N5300C SIN 15420 Purchased in 1966 by John Lucas
(EAA 370887) and Dave Emmett of
Emporium PA this particular 1950 Cessna 140A has been used for obtainshying STC approval for the installation of
a Continental 0-200 engine The 0-200 engine was purchased
from Lycoming in Williamsport PA who were using the engine for test purshyposes Installed in N5300C the first Continental 0-200 STC was approved Dec 1 1967 with revised approval dates of March 12 1980 July 2 1980 and May 11 1981 The first STC was sold on 12-4-78 and John reports they have been averaging about ten per year since that time Apparently the extra 10 to 15 horsepower makes the 140A pershyform remarkably well which explains the popularity of the STC
John Lucas passed his 80th birthday on July 23rd and has a new partner John Richard Lucas (his son) to carryon the good work with the 0-200 Cessna 140A N5300C Long live the marque
Taylorcraft DCO-65 C-FJLH From the far north comes this photo
of a Taylorcraft DCO-65 C-FJLH owned by Floyd Stromstedt of Box 296 Berwyn Alberta TOH OEO Canada Loshycated in the northwest part of Alberta almost at the beginning of the Acan highway the DCO-65 is the only one in the area in fact its the only one anybody in the area has seen Floyd enjoys flying the 65 hp tandem on wheels however he is curious if anyone has ever put a larger engine in a DCOshy65 such as a C-85 and if anyone has heard of such an airplane being put on floats Any help would be appreciated Write Floyd at the above address
VINTAGE AIRPLANE 25
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
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(Sponsor Arthur F Stockel) Barry Burgoon Winter Haven FL Frank Cella Park Ridge IL Glen Childers Ada OK Bernard W Clayton Wolfe City TX Chris Coios Haverhill MA Charles Cole Brookneal V A Steven E Collins San Diego CA William H Cone Jr San Diego CA Charles Conrad Jr Huntington
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West Wareham MA John V Hufford Lexington KY Joseph D Jackson Sr LockportIL Robert R Johnson Brooklyn WI David J Karl Carrollton GA Dale E Kennedy Fairmont WV Scott Klein Farmington UT Tim H Klohn Hudson Canada Larry Knechtel Seattle WA Brian Koldyk Saskatoon Canada George Kost Nome AK Lois D Kowalski Englewood CO Joseph R Kuth Duluth MN Rene Lafreniere Calgary Canada Don Lance Three Mile Bay NY Clyde A Laughlin Seattle W A Bernard Leeward Chapel Hill NC George Leighton Seattle W A Michael Leighton Lantana FL James W Lobb Waxahachie TX Clifton Lowe Cadiz KY Anthony Maiuro New Albany IN Marvin C May Princeton IL Robert F Melillo Great Barrington MA David A Mihalic Mammoth Cave KY Dion H Miller Shady Cove OR Douglas D Miller Shreveport LA Jerry Miller Vulcan MI Price Miller Gig Harbor W A
(Sponsor John Holmberg) Vern T Miller Hillsboro NC William R Miller ColumbusOH Stephen Mitchell Castle Hill Australia Karen S Monteith South Milwaukee
WI Jeff Moody San Gabriel CA Arthur M Moose Mt Pleasant NC Patrick E Morency Edmonton Canada Kenneth D Morris Plantsville CT Troy Naber York NE Steve R Nagel Houston TX Harold G Nelson Crawford TX
Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
Calumet MI Lawrence A Terrigno Placentia CA Mark J Tyoe Little Falls NY Paul H Vellinga Mesa AZ Calvin Wagner Sarasota FL Robert Wagner West Milton OH
(Sponsor Ralph Orndorf) Robert T Warner Leesburg VA William E Warren Parsonsburg MD Mark A Westall Sanibel Island FL Gary S Whittker Kingsport TN Peter A Wickwire Townsend GA Carl J Wilgosz Maple Heights OH Richard S Wilkins
Port St Lucie FL Robert H Williams Weil Am Rhein
Germany Robert Wood Cocoa FL Bill Wright Saint Helena CA Paul L Yount Jr Houston TX James L Zale Elizabethtown PA
VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
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ANC-19 Bulletin - Wood Aircraft Inspecshytion and Fabrication 1951 edition now available as reprint Early aircraft Service Notes rigging data other titles available Send SASE for listing and prices John W Grega 355 Grand Blvd Bedford OH 44146 (c-392)
VINTAGE AIRCRAFT AND ENGINES shyOut-of-print literature history restoration manuals etc Unique list of 2000+ scarce items $300 JOHN ROBY 3703V Nassau San Diego CA 92115 (Established 1960) (c-1092)
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Now Available - 30-inch x 5-inch Golden Age smooth Aero Tyres and Custom Wire Wheels finished Authentic Irish Linen Fabric Covering Antique Instruments evaluated repaired or completely restored Vintage Aero 518962-2323 Send $300 for Catalogue Rt 22 Westport NY 12993
PLANS Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings Welded parts availshyable Write to PO Box 228 Needham MA 02192 or call days 617444-5480 (c-1092)
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Or write EAA-STC EAA Aviation Center Oshkosh WI 54903-3065
For faster service have your airplanes N number and serial number your engines make model and serial number and your credit card number ready
30 JANUARY 1992
MEMBERSHIP INFORMATION
EAA
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ANTIQUECLASSICS
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Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird memshybers are required to be members of EAA
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EAA membership and EAA EXshyPERIMENTER magazine is available for $2800 per year (Sport Aviation not inshycluded) Current EAA members may receiveEAA EXPERIMENTER for$1800 per year
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
~~~~ lgt~~ bull y bull
~VJ~ ~ bull ~llJ~f~- ~ bull S~fmiddotl
The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
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AEROCAR GIVING THE AUTOMOBILE ITS WINGS A chronicle of the 40-year history of the AEROCAR Produced in cooperation with designerinventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR - the roadable airplane (35 min)
NEW VIDEO
EAA OSHKOSH 91
AVIATION AT ITS BEST Experience this annual gathering of the family of flight with the offishycial 1991 EM Fly-In Convention video Enjoy the tribute to the 1930s Golden Age of Air Racing the 50th Anniversary of the Flying Tigers and a special salute to the Allied air power of Operation Deshysert Storm Plus plenty of anshytiques classics warbirds the latest in homebuilts ultralights and more (60 min)
$2495 GETTING STARTED IN AEROBATICS
FASCINATION WITH FLIGHT From the quiet beauty of ballooning to the excitement of aerobatshyics this new video from EMs award-winning Paul Harvey Audio Video Center is a fast-paced overview of the many distinct facets of sport aviation Included in this show are segments on Balloons Hang-Gliders Ultralights Antiques and Classics Homebuilts Warbirds and more (30 min)
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Hear from some of the best-known names in aerobatics as they relate their experiences and suggestions for selecting the proper instructor training sequence airplane and more Ride along on an instrucshytional flight and get a feeling for basic aerobatic maneuvers from both inside and outside the cockpit A must for anyone thinking about pursuing aerobatic training or anyone with an interest in aerobatic flight (60 min)
$2995 TO ORDER ANY EAA VIDEO
Call 1-800-843-3612 (Outside U_S 414426-4800) or write EAA Aviation Foundation Dept MO PO Box 3065 Oshkosh WI 54903-3065
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Here are a couple more shots of the Waco 10 that used to belong to Terry Marshs grandfather
Dear Editor As I was looking through my Novemshy
ber 1991 copy ofVINT AGE AIRPLANE I came upon the pictures on page 21 of the 1928 Waco 10 NC6513 It brought tears to my eyes as the bird in the bam was on my familys farm in Weirton West Virginia It resided there my whole life until I sold it to a group of gentlemen who were able to restore it
The Waco 10 was my grandfatherS Lawrence Gullette The Waco was landed in the comfield across from the main house just before Thanksgiving 1935 It snowed that night so he moved the plane to a corn crib where it stayed until the late 1940s My grandfather found some kids playing on it so he moved the plane to the inside of the barn
In 1979 when my grandfather passed away my grandmother titled the airplane to me My grandfather was a licensed inspector since 1927 and had already helped me restore a 1947 Piper PA-II We both had the intention to restore the Waco 10 but as time marched on it took my grandfather away I went through a divorce remarried bought a new home and a new son was soon to be on the way so in 1985 I decided to sell the bird
I dont think I could have sold the plane to a better group of people The care and love they put into the rebuild of the plane makes my heart feel good I am sure my grandfather is smiling as he watches NC6513 bore new holes in the sky
Marv Easter has already promised a ride in the airplane for my Mother and myself We had made several trips over to watch as the plane was being reasshysembled and my Mother shared her memories with Marv of her early flight training in the Waco 10
Please find enclosed $600 for three more copies of the November issue of VINTAGE AIRPLANE for a keepsake for my family
Sincerely Terry L Marsh (EAA 256794 AC 9676)
4 JANUARY 1992
is o c a
NEW CATEGORY FOR HINTS FOR
HOMEBUILDERS Occasionally here in the pages of
VINTAGE AIRPLANE we include one of the winners in SPORT AVIATIONs Hints for Homeshybuilders colullUl Now thanks to the generosity of the John Fluke Company the worlds largest manufacturer of digital voltmeters monthly prize winshyners will have the choice of entering their suggestions for consideration as an electrical innovation or device or a mechanical device Mechanical awards will continue to be sponsored by Snapshyon tools For electrical prizes a Fluke model 23-2 Multimeter with holster will be awarded A Grand prize will also be awarded each year at Oshkosh for the best electronic hint during the last 12 months
Send both your mechanical and electronic hints to EAA Hints For Homebuilders Att Golda Cox EAA Aviation Center PO Box 3086 Osh shykosh WI 54903-3086 Please specify whether your hint is intended for the Snap-on mechanical competition or the John Fluke electronic competition Norshymally one award is given per month
EAA REFERENCE GUIDE Member John Bergeson known to
many for his outstanding work with the Cub Club continues to offer his Refer shyence Guide to EAA Publications A handy guide to all EAA periodicals the basic volume covers the years 1953 shy1989 and costs $1800 Supplements for 1990 and 1991 are $300 each These prices are US funds postpaid at the book rate to the US and Canada
If you need additional information contact John B Bergeson 6438 W Millbrook Road Remus MI 49340 phone 517561-2393 John has copies of all EAA periodicals and will make a copy of any article for 30cent per page with a $5 minimum order
compiled by HG Frautschy
TAIL WHEEL INSTRUCTORS Everyone who owns a tailwheel
airplane knows the value of a good tailwheel instructor Thanks to a note placed in SPORT A VIA TION and EAA EXPERIMENTER we now have a ist of over 60 names of tailwheel instrucshytors all over the country and the list is growing every day If you are interested in tailwheel instruction contact EAA Information Services PO Box 3086 Oshkosh WI 54903-3086 for a copy of the list
1992 EAA ADULT AIR ACADEMY The 1992 session of the EAA Adult
Air Academy is scheduled for February 24-291992 at the EAA Aviation Center in Oshkosh This years theme is Basic Aircraft Maintenance Building and Restoration Skills The $65000 registration fee provides accommodashytions lunches a banquet supplies and materials
For more information and registrashytion materials contact the EAA Educashytion Office 414426-4888 or write EAA Education Office EAA Aviation Founshydation PO Box 3086 Oshkosh WI 54903-3086
STEVE PFISTER In the November 1990 issue of
VINTAGE AIRPLANE we had a news item related to the donation of Beechcraft Staggerwing Serial No 1 by Steve Pfister to the Staggerwing Museum On Wednesday October 2nd 1991 Steve passed away at his home in Santa Paula after a prolonged illness Steves efforts and enthusiasm related to the Staggerwings is being memorialized during the restoration of Serial No 1 by the Staggerwing Museum in Tullahoma Tennessee Steves time on Earth was short (he was only 34 at his passing) but his spirit and attitude will continue to touch those who knew him within the Staggerwing
community Our condolences to Steves wife Stacy and daughter Sara as well as his many friends
Serial No 1 Beechcratt Staggerwing is now nearing the completion of its restorashytion in member Jim Younkins shop
AIC PHOTO CONTEST Jack McCarthy AC Photo Contest
Chariman has asked me to remind all of you who signed up for the contest at the Red Bam during EAA OSHKOSH 91 to get your contest submissions in as soon as possible As of early Decemshyber only two packages had been received by Jack a response behind that of last year Judging for the contest will take place in February Please send in your contest submissions right away to
AC Photo Contest co Jack McCarthy 14132 South Keeler
Crestwood IL 60445
ZIP GLITCH If you tried to send a SASE to me here
at HQ for the Salvage Dealer Info Reshyquest and you used the address listed in Bucks colullUl you most likely got your letter back with the notation Unshydeliverable no such Zip code Sorry about that Here is the correct address and Zip code
HG Frautschy Editor EAA Aviation Center
PO Box 3086 Oshkosh WI 54903-3086
Send your request again and this time just send a Self Addressed Enshyvelope - Ill pick up the postage
VINTAGE AIRPLANE 5
VI~TAf3~ LIT~l2ATUl2~ by ()ennis Varks
IAA LibraryArchives ()irect()r
Jackie Cochrans new Seversky racer is shown having its compass compensated at Floyd Bennett Field prior to leaving for the West Coast
THE NATIONAL AIR RACES THE GOLDEN AGE (Pt 12)
END OF AN ERA The 1939 National Air Races were
scheduled for September 2-4 in Cleveland again under the tutelage of the Henderson brothers Clifford and Philip The advertisement for the races that appeared in the August 15 1939 issue of SPORTSMAN PILOT promised A cavalcade of aeronautical progress - Everything from pulseshythrobbing high speed classics to quiet yet daring aerobatic exhibitions shyConcentrated into three days of intense activity - amid pomp and spendor shyparade and pagentry
No doubt there was a lot of pagentry in 1939 There were great demonstrashytions by military flyers including the 27th Pursuit Squadron from Selfridge Field and the Fighting Four the U S Navy fighter squadron from the aircraft carrier RANGER Sunday of the show also saw the arrival of the huge Boeing XB-15 bomber
There were many aerobatic perforshymances including Mike Murphy in his upside-down airplane Leonard Petershy6 JANUARY 1992
son and Beverly Howard The pagentry also included mass parachute jumps shyCount em - and cavalcade of American commercial aircraft
As for Aeronautical progress there were no new racers for 1939 With a few exceptions most of the racers at Cleveland were the same that flew the previous two years Also the technology of production aircraft was surpassing that of the racers with all metal construction retractable landing gear flaps and variable pitch propellers
Though for a decade the Thompson racers had been the fastest aircraft in the United States now production U S fighters were faster than the racers Also the Bendix competition had beshycome an arena for production aircraft
In 1939 there may have been pulseshythrobbing high speed classics But unfortunately in 1939 there were only two such closed course races for the public to see The Greve Trophy race scheduled for Sunday 3 September and the Thompson scheduled for Monday Labor Day which was postponed by weather till Tuesday All of the stock
type races had been eliminated by 1936 and the lower displacement races were last run in 1937
Besides the lack of races money and new aircraft the National Air Races faced a worse crisis in 1939 On Sepshytember 1 the last day of practice before the event began Poland was invaded when the war clouds gathering in Europe erupted into a true storm that would overshadow all civilian aviation activities in the United States for the next six years
THE PILOTS TALK In 1939 three pilots gave their stories
of air racing to POPULAR A VIA TION These were Air Racing is Hell in September by Roscoe Turner Im Through With Closed Course Racing in October by Earl Ortman and Stop Picking On Us Racers by Art Chester in December
Roscoe Turners article about winshyning the 1938 Thompson Trophy was similar to the article he had written in the November 1938 issue of AIR TRAILS which was recounted in the last installment of this series
EARL ORTMAN Earl Ortman in his article tells of his
decision to quit racing and become an airline pilot Now - to get back to the original idea of this yam Why did I quit this tremendously fascinating and alshylegedly profitable business of closed course racing for the salary and uniform of a first officer for Canadian Colonial Airways
Comes a time as the storybooks say in every young mans life when security looks attractive I have made a lot of money Ive spent more Prize money at air races looks big when it is in the catalog and probably you have envied the winner of the Bendix or Thompson for the big purse he took home But listen to one who knows
The biggest purse I ever won in one days racing was $14000 Quite a sizable sum for a few minutes work you say Well yes but consider the initial cost of the ship I flew - a mere matter of $50000 To this for this parshyticular race I added $7500 cash for preparation Now how much did I get out of that $14000
As first officer for Canadian Colonial I can see a definite future for myself in the industry I love My exshyperience as a racing pilot has made me if anything more conservative and less inclined to gamble and take unnecesshysary chances When I flew my own ship I went over it carefully for flaws in the works as a pilot for a great airline this is done for me Im satisfied to take the word of the competent mechanics of the line I never took anybodys word but my own
Tm not alone in deciding to become an airline pilot Harold Neumann oneshytime Thompson Trophy winner beat me to it by several years when he joined TWA Shortly after that Roger Don Rae joined the same outfit and young Bob Buck who although he wasnt a race pilot was a nationally known record flyer decided he too would sit in the ri ght-hand seat of a transport cockpit
Even the resplendent Roscoe has beshycome a businessman - a vice president in charge of something or other for Porterfield planes Hes going to race again of course but hes building up to a future
My interests in experimentation will never cease Ill always be interested in new aviation developments My enshygineering training and an inquisitive mind make that imperative But my guinea pig days are over Myoid Mar-
Art Chester and his mechanic Lynn Coffold seem pleased with the Goons propshypects
coux-Bromberg racer bless it will be on the starting line at the 1939 Nationals in Cleveland and I honestly think it will win the Thompson this year But my interests will be purely platonic Ill be in the cockpit in spirit helping whoever flies it with my subconscious support
But me - if I m not in th e grandstand Ill be somewhere between Newark and Montreal in the right-hand seat of a Canadian Colonial Airways DC-3
Ortmans announcement of this retirement from air racing was premashyture as he did take his place in the cockshypit of the Marcoux-Bromberg and placed third in the Thompson Race
ART CHESTER In his article Art Chester discussed
the antagonism towards air racing First of all why all this antagonism
towards air racing Is it true that the CAA looks with disfavor on racing If so why We race pilots try hard to stay within the CAA rules and to my knowledge there have been no flagrant
or intentional violations of these rules There has not been a single spectator hurt by a civilian racing plane in years of racing
Why are the commercial interests in aviation bucking racing We are told that the manufacturers and espec ially the airlines would like to see air races abolished apparently because of the unshyfavorable effect a crash in full view of the public would have on their business
It is my contention that the public is not so unthinking as to let a racing plane crash scare it out of flying the airlines If seeing big headlines and pictures in the papers of an airliner splattered against a mountain top does not scare the layman from flying the lines have nothing to fear from racing even if all the race ships pile up in front of the grandstands
Why must air racing just ify its existshyence by contributing something to comshymercial aviation Why can it not be conducted as an attraction or amuseshyment the same as horse racing speedshyboat auto or yacht racing Many
VINTAGE AIRPLANE 7
19th ANNUAL WORLDS PREMIER
AIR CLASSIC A cavalcade of aeronauticaJ proqreSl bullbullbull Presentinq in dramatic f4lllhion rythinq hom pu1se-throbbinq hiqh peed classiCi to quiet yet darlnq acrobatic exhibi tions bullbull Conltellt14telti into thre day of Inten actinty bull amid pomp ADd splendor parade and paqeantry drama 4Dd qaiety Featurinq tb 3QO mil ThOIttptOD Trophy Race annual hiqb peed land plane cluaic 01 the world The Bendix Trophy Race
~~~atio~ ~~~G~~- T~~oR~~n~=a~ international 2OOmU closedmiddot couts freemiddotfor-all Service puticipatiOD bullbull Man parachute jumpinq Thrillinq ltunt flyinq and every conceivable phase of ariation Here as at no other time Of place the nation foreshy
==~~~ti~~~ve~ r~ocri~r~~hIidnmiddot= minimum of
$85000 CASH PRIZES
BY All Ml4NS PURCHAS YOUR nCJ(rn IN ADVANn fOR A BmtR (HOln Of mrs All SfATS INDIVIDUAUY RfS[RVID
For dcoUbullbullnd tkke1 In(OT1TUI(ion wrlre Of wire Olford W Hcndcoon Man_tina OirrCor Nadon Air Raca
Uruoo ~n1C BuildiJl C1cvdnd OMo
Sattl~d III N lfo Affo uit Au oll tlo Hld du Iu 01 till dciOl Auoq1I lI llo I
AMERICAS GREATEH SPORTS EVENT
thousands of dollars are spent in buildshying yachts for instance to compete in annual yacht races and although I fail to see where it contributes anything to cornmerical navigation or is of public benefit it is looked upon as a perfectly good and sensible sport - which it is
Air racing is certainly more specshytacular and thrilling and with ever inshycreasing speeds obtained and with more ships competing it will be even more so If racing ship owners and pilots were not so harassed there would be more of them competition would be keener and the races better
BENDIX TROPHY All the entries for the 1939 Bendix
had been entrants the previous year and
8 JANUARY 1992
thanks to the rule that Bendix racers couldnt compete in the Thompson none of the privately produced racers such as the Marcoux-Bromberg were in the Bendix All of the aircraft entered in 1939 were factory production aircraft
Racing were a Beech D-17W pilot Max Constant another Staggerwing flown by William Maycock the Bellanshyca 28-92 Trimotor flown by Arthur Bussy a Lockheed Orion flown by Paul Mantz a Seversky SEV -S2 flown by Frank Fuller and another flown by Jacshyqueline Cochran and finally a Spartan 7W flown by Arlene Davis
Departure was from the Union Air Terminal at Burbank on September 2 Frank Fuller was the first away at 3 AM his goal to become the first twoshytime winner Weather was marginal all that early morning but all got away exshycept for Jackie Cochran who declined to take off into the 800 foot ceiling
With Cochran out it would be a close race for second place as no one expected to best Frank Fuller in the Seversky Fuller did arrive first at Cleveland after a fuel stop in Goodland Kansas for an elapsed time of 7 hours 14 minutes knocking 40 minutes off his 1937 record This was good for a new Bendix record speed of 2821 mph
Second place went to Bussys trimotored Bellanca which nosed out Mantzs Orion by eight minutes Max Constant came in fourth in Cochrans Stagshygerwing Beech Arlene Davis finished fifth but was disqualified for the $2500 bonus for being the fLrSt woman finisher because her passenger in the Spartan Dale Meyers was a licensed pilot
Fuller flying on to Bendix New Jershysey set a new transcontinental Bendix Race record of 8 hours 58 minutes 846 seconds averaging 273 miles per hour
GREVE TROPHY RACE In what Cy Caldwell called the irshy
reducible minimum of racing three days at Cleveland - Saturday Sunday and Monday - saw only one pilot in one airplane finish one closed course race That race was the Greve Trophy Race on Sunday as on Monday the Thompson was called off because of weather
Though there were no new aircraft entered in the Greve there were some exciting aircraft Art Chesters Goon LeViers Firecracker and the all metal Crosby racer all powered by six-cylinder C-65 Menasco engines With a few exceptions the Menascos were the only engines in the 550 cubic inch class that had finished any Greve Races since their inception in 1934 the major exception being Michael Detroyats Renault in 1936 The Menasco engine powered aircraft had seen a constant increase in speed since the 213 mph finish by Roy Minor in 1934 In 1938 LeVier in the Firecrackshyer ran a speed of 250886 mph
Five racers were at the starting line for the 1939 Greve George Byars in the Keith Rider Eight Ball failed to start Lee Williams in the Brown B-2 stalled at the scattering plylon spun in and was killed in the crash Tony LeVier in the Firecracker led for 11 laps but was forced out by engine trouble and Harry Crosby unable to retract his landing gear was flagged out after 13 laps That left Art Chester in his Goon to fly alone for the rest of the race The loss of competition didnt slow him down and he continued on and set a new record of 263390 mph
THOMPSON TROPHY There were seven Thompson entries
for the start of the 1939 race Roscoe Turner last years winner in his
Roscoe Turners Twin Row Wasp-powered Turner-Laird Special
Meteor Earl Ortman in the MarcouxshyBromberg (nee Rider R-3) Steve Wittman in Bonzo Art Chester in the Goon Harry Crosby in his all metal CR-4 and the ancient by racing standards 1932 Wedell Williams of Joe Mackey owned by Roscoe Turner
Reportedly pumping out 2000 horseshypower Turners Meteor was the class of the act and if Roscoe didnt miss a pylon a continual problem he should have had an easy victory Earl Ortman as stated above from his article in POPULAR A VIA nON believed the Marcoux Bromberg could win and with an all-up weight 1500 pounds less than Turners that was a possibility The Firecracker had shown great potential in 1938 having won the Greve at a speed of over 250 miles per hour
Steve Wittman won the race to the scatter pylon and was still in the lead at the end of the first lap with Mackeys Wedell Williams incredibly in second place However Tony LeVier was burning up the field and took over the lead on the fifth lap Roscoe having cut
Roscoe polishes one of the pylons on his way to an unprecedented third win of the Thompson Trophy race
a pylon again but for the last time Having reflown the pylon Roscoe
put on an amazing show reeling in the other competitors one by one at speeds of over 300 mph until taking over the lead in the ninth lap His lap speeds dropped a little after that but by the end of the race he had managed to lap everyone again Roscoe Turner had won the Thompson for the third and last time
END OFAN ERA More than the start of the war in
Europe cast a pall over the National Air Races that led to the end of the Golden Age Many announcements at Cleveland also put the stamp on the end of an age Roscoe Turner announced his retirement Earl Ortman announced his retirement from racing to become an airline pilot and after 12 years of effishycient management Clifford and Philip Henderson the driving forces behind the National Air Races announced their retirement
Cy Caldwell in the October 1939 issue of AERO DIGEST stated that the races had lost their meaning In past years the National Air Races have unshydoubtedly performed a valuable funcshytion they were truly the proving ground of aviation The production of such ships as the Gee Bees and Mystery S Travel Air for instance showed our
(Continued on page 28)
Roscoe recieves the Thompson Trophy from Fred Crawford for the last time-Roscoe would immediately announce his retirement from air racing after his third win of the Thompson
VINTAGE AIRPLANE 9
by HG Frautschy
Type club members are as a rule enthusiastic proponents of their respecshytive aircraft and amopg the most enershygetic are those who call themselves Navioneers The American Navion Society (ANS) is one of the oldest Type Clubs in existence today and within their ranks are some individuals who have become experts at modifying older aircraft The Navion is one classic that
with at least a few
Larry Woodfin of Jarrettsville Marylandis one of the nthusiasticANS members who travelled to Appleton Wisconsin the week prior to the EAA Convention this past summer 79 N a vions and their owners arrived to take part in the American Navion Society Annual Fly-In Enjoying each others c(IlmplitlJy and flying Navions kept the
mfJ-cfi8J~im~~roit si~~lt1~Nmiddot(ncent1~lt~IDetllbci=tSJt)uSy with an ice cr~dJ$Oclal
arrival With the distance between Oshshyklt$h ~ndAppleton only 18 miles as the fustaircraft were landing at Oshkosh a
_~~~i Olaquo NAvitlnll were waiting for slot at Appleton The
Navioneers who made the trip to Oshshykosh from Appleton His Navion N222LW was on its first trip to the Midwest since it bad been totally resshytored over a 4 year peliod Larry fomid
his home field the ~ quit He hacL run out of gas An ul1le~enttll~)antillng on themiddotmiddotailpoi~middot~~middotn)a~r~it~~ Navjonwas ~Wt$~JQfgt~~ ~~
mass in-trail flight down to EAA OSHshyKOSH 91 Don Shoemaker Co-Chairshyman gtUhis years Navion Fly-n said it was a lot of fun - the weather was great so we just slipped right on in Don was quite complementary concernshying the job the Oshkosh contollers did briefing and tben handling the groups
coordination between the two facilities was outstanding according t~on
Once the Navions had arrived they werlt all parked in e same section of the south end of the AntiqueClassic aircraft camping area For lovers of the marque it was a sight to see
Larry Woodfm was one of the 49
the airplane in Pittstown New Jersey The previous owner had been working on the big Ryan for a year when he passed away only 3 days prior to its maiden flight The airplane then beshycame a burden upon the owners widow and her son an airline pilot had no desire for the big hulk so he counselled his mother to sell it Larry dealing through the owners son struck a deal to purchase the Navion He was pleased with the planes structure having detershymined that it was one of the straightest Navions that he had seen since his search began Larry tnivelled to New Jersey to close the deal When he arshyrived and the paperwork was to be signed the widow simply couldnt bear to part with the airplane and so Larry went home empty-handed The widows son however contacted Larry again and told him that the deal could be closed So Larry headed up to New Jersey to retrieve the languishing Navion only to have the same course of
action repeat again Larry patiently went home empty
handed one more time This would happen two more times There was one additional item
that added to the anxiety of the situation - the airport that the airplane resided
on was scheduled to be closed and the land
used for part of an Interstate highway
Finally with 4 days
to spare the deal was closed the aircraft preflighted and -Larry headed for home in what he felt was a basically airworthy airplane that still had quite a few items to be fixed or at least cleaned up before a major restorashytion would commence As fate would have it he did not have the luxury of a few extra hours to aquaint himself with the Navion after he got it home After arriving over his local area ~ PQJl-o tiu~ tbi Ql arg~ akit w~ fHf new prize He was iickied to deaffitha~ e~1lIIIt fIIhad been fortunate enough to buy the airplane and he was enjoying himself Then the bubble burst On short fmal to
Navions Navions everywhere Navions 49 Navions of one type or another came to EAA Oshkosh 91 from the American Navion Society Convention in Appleton Wisconsin A few others arrived swelling the total on the ground in this photo to 56
bell on the fuel pump stopped dinging far too early The pump registered only 20 gallons and the fuel was at the top of the filler neck Something was dreadshyfully wrong here The normal fuel capacity was twice that amount An investigation into the problem revealed the reason The Navion had not been flown for 7 years prior to Larrys purshychase having gone down in a forced landing At that time it was surmised the fuel vent system had been plugged so that as fuel was being drawn out of the fuel tanks by the engine driven pump the tanks were collapsing The fix for the fuel system problem was simple - the wing must come off Right then and there the serious restoration of the Navion began in ernest The entire airframe would come under close scrutiny as Larry wanted the safest posshysible airplane he could restore His thoughts on the effort required to restore an airplane could apply to anyone The devotion you put into them obviously you deprive a lot of family responshysibilities to do this and a lot of grass cutting on Saturday to come up with one of this caliber but it has been worth it
Compare the Navion in the photos with these two views from the 1947 Aircraft Yearbook You can readily see the chanshyges from the mod work done through the years
its been a very nice airplane a very safe airplane and I think thats what we like about it Larry has two teenage daughters Erin and Tara and his wife Debbie as cabinmates in the limousineshysized cockpit of the Navion It will carry literally anything that you can get into it and with three females at home thats usually what happens They want to bring everything but the kitchen sink
With his family his primary passhysengers Larry wanted an airplane that was as safe as he could reasonably exshypect it to be He likes the rugged build of the Navion (after all it was designed by the same folks at North American Aviation who brought us the P-51) and the reputation the plane has for being very strong Aerodynamics seems to always be a series of forces in comshypromise and the Navion is no excepshytion All that strength comes at a cost With a maximum gross weight of 2750 pounds the Navion is not the fastest retractable 225 hp airplane around The Woodybird II as Larry has named the Navion will cruise at a reasonable 132 knots while burning about 12 gallons of
A vgas per hour A little history on the Navion First
concei ved in the fertile mind of Dutch Kindelberger at North American A viashytion the NA-143 was to be North Americans entry into the what was exshypected to be the booming post-war civilian aviation market When the first production NA-145 Navions hit the ramps in 1946 they were touted in ads as having been manufactured by the Creators of P-51 Mustang and Advanced Army and Navy Aircraft Hoping to capitalize on name recognishytion by the military pilots who flew in combat the Navion would remain in production at North American until April 15 1947 With 280 of the 1109 produced still unsold the manufacturshying rights to the Navion were sold to Ryan Aeronautical in San Diego California They produced the airplane from 1948 until 1951 manufacturing 1265 Navions before shutting down the line Later versions of the plane were the D E and F models essentially remanufactured Navions with revised engine installations In the 1960s and 70s a version of the airplane known
as the Rangemaster appeared Sporting a full cabin instead of the bubble slidshying canopy the Rangemaster looks markedly different than its older brother Fewer than 300 of the
12 JANUARY 1992
o u
With just a bit of a crosswind Larry with his brother Jerry flying co-pilot breaks ground with the immaculate Woodybird II from runway 18 at Oshkosh
Rangemasters have ever been built Many have noted that the Meyers 200 bears a passing resemblance to the Ranshygem aster The type certificate for the Navion is now owned by the American Navion Society
The Woodybird is one of the aircraft produced by Ryan in 1949 Like most of its breathern Larrys Navion boasts a logbook full of modifications including a new oneshypiece windshield that features a sleeker profile The windows have been changed also The side windows feashyture a sleek flush mounting and the side windows are expanded in area as well as being one piece It really allows sushyperb visibility out of the cockpit The other modifications include the Palo Alto Tail a revision to the incidence of the horizontal tail The Navion originally had excessive incidence that caused too much drag during cruise flight Aileron balance kits have been added removing the goose egg balshyances from the ailerons and replacing them with an internal balance One of the most noticeable changes to anyone who had seen the Navion when it was new is the revised cowling
on the Woodybird The first Navions sported a rather ineffective updraft cooling system with a prominent chin grille below the prop Many early Navion owners would not have their engines reach TBO because of high oil temperatures Most of these have now been changed to the standard pressure cowl seen on this Navion About the only modification that he has not been able to add is an outside bagshygage door Unless you own the papershywork for one of these doors they simply are not available The latest addition to the airframe Larry plans is the addition of a rear step to make it a bit easier to climb into the cabin
The paint and trim on Larrys Ryan is Alumigrip selected for its durability and high gloss shine All of the paint and the prep work was done by a professhysional painter One of the most striking aspects of the Woodybird II is the painted-to-match propeller When he returned from Oshkosh one year Larry
was all set to paint the prop black with yellow tips just like many of the Warshybirds he had seen His wife Debbie nixed that idea though She talked him into doing something different The idea came from the Lopresti Swiftfury project which features a color scheme that includes a single color for all parts of the airframe Maintaining a prop painted like this is an ongoing effort Touching up the paint is a once a month maintenance item but Larry it quite pleased with the way it looks It does add a lot of character to the aircraft he noted The Woodybird emblem on the side of the fuselage also adds a bit of whimsy to the sleek 4-placer A neighshybor Neil Kavanaugh is a professional painter who is known around the country for his work in gold leaf and well known for his artwork gracing a few yachts In exchange for an Oshshykosh hat Neil applied the Woodybird to each side of the fuselage
The interior was dpne in the third year of the restoration A local shop that
specializes in Ferraris was interested in
tackling the job and Larry let (Continued on Page 23)
VINTAGE AIRPLANE 13
Child Of The Fifties A year and a half ago after earning
my private ticket I decided I wanted to own a plane After discussing the idea with my precious wife she said Well OK so long as it doesnt cost anyshything To many people that would have been the end of the whole thing But a newly licensed pilot is a dangerous thing I began to think I looked around the house for anything that I could sell barter or otherwise convert into a plane Then I saw it The boat on a trailer out in the yard What good was it anyway It was winter So I placed an ad in Trade-a-Plane It ran like this HAVE BOAT NEED PLANE WANT TO SWAP Quite frankly I was completely open to just about anything When the deal was done my boat was on its way to Missouri and I had a 1958 Straight Tail Cessna 172 It was a 14 JANUARY 1992
by Nino Lama Ale 12423
curious craft Being new in the world of have to go back to the fifties aviation I had never seen a 172 that So lets go back to a special time in looked like that I had trained in a plane history Even though we may say we called a Cessna 172 but it bore no remember those years our memories resemblance to my new acquisition tend to fade Heres a memory jogger
As it turns out what I had gotten in well start with those people who barter was something really special It flavored life for us - Marilyn Monroe was my child of the fifties To best Willie Mays Ike James Dean Joe understand why its so special we really McCarthy General MacArthur
Richard Nixon VICE President and Elvis Elvis was a firey 19 year old when he recorded his first song He made it big with his ducktail haircut and perpetual sneer If youre not back in the fifshyties with me yet rememshyber these Hound Dog All Shook Up Dont Be Cruel and Burning Love They were all on the album Heartbreak Hotel released in 1956 In 1958 Elvis married Priscilla Beaulieu and was drafted into the Army
If Elvis wasnt your thing then maybe youll
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fLYING-May 1956
remember Patti Page and Peggy Lee The Music Man West Side Story or Mack The Knife The Top Hits of the Fifties read like this 1950 - Goodshynight Irene 1951 - Tennessee Waltz 1952 - Cry 1953 - Song From the Moulin Rouge 1954 - Little Things Mean Alot 1955 - Rock Around the Clock 1956 - Dont Be Cruel 1957 - Tammy 1958 - Vol are and 1959shyMack The Knife
While the Pentagon under Charles E Wilson was undergoing the greatest build up of power in all history and the nation was in the grips of the peak of the Cold War the kids wore Davy Crocket hats and bought 30 million hula-hoops
The large cabin of the four-place Cessna allows room for a well equipped panel
It was the fifties that saw us become a nation of surburbanites Barbecues and the cocktail circuit were our escape Some of us built bomb shelters We fought in Korea We watched Bogie and Bacall Lucy and Ricky George and Gracie Sid and Imogene Kukla and Ollie and Jack Parr
In 1958 and 1959 AlaskaandHawaii became our 49th and 50th States Texans just had to cope with being the SECOND largest state in the Union The Russians launched Sputnik and then followed with a satellite manned with a dog It was the 1950s that saw a brave black woman refuse to give up her seat on a bus in Montgomery to a white
man Her arrest sparked the young and vibrant Martin Luther King into peaceshyful protest that changed us forever
If you were there but dont remember any of this then you must have been a Beat The coffeehouses oozed with smoke and poetry to the sound of finger snapping and bongos Slow blues protest songs and Depression ballads were cool
It was the era of cocktail circuits baby-sitters and back yard barbecues Cars were big powerful and made of plenty of metal Kitchens were jammed with chrome appliances and decorated in lots of bright reds yellows and blues Bicycles were sturdy with wide tires and built-in headlights
That was the Fifties The world of aviation was pretty exshy
citing back then There were a lot of thinkers and dreamers In the fifties a dreamer wasnt just someone who thought that ten more knots or a little more range would be nice Moulton B Taylor of Longview Washington was a 1950s dreamer He builtthe AEROCAR It was licensed in 1957 He envisioned one in every garage A subcompact car pulling a small trailer that made up the conversion of the auto to a comfortable family airplane Thats thinking Piper aircraft built and tested a twin engine Tri-Pacer It had two engines on one shaft turning a four-bladed propeller VTOL (Vertical Takeoff and Landing) aircraft were seen as the future for military aircraft It was a propeller driven plane that landed squarely on its
VINTAGE AIRPLANE 15
II
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16 JANUARY 1992
fin and rudder of the true 172
tail with the nose pointed straight up Thats dreaming
A viation was advancing Lockheed built the first prop-jet airliner The Douglas RB 66 twin engine jet reached the magic Mach 1 In the more munshydane vein a man named Piper was president of Piper Aircraft Richard Nixons brother-in-law Tom Ryan was a flight instructor and taught some of Hollywoods best to fly The four enshygine Super Constellation airliner ruled the sky They cost $2 million each Air fare from New York City to Los Anshygeles was $160 round-trip The Mooney Mark 20 hit the market
The fifties gave us a lot Who doesnt get a thrill at the sight of a candy apple red 56 Corvette or a jet black 57 TshyBird And Rock and Roll born of the fifties the more it changes the more it stays the same
So now let me tell about my Child of the Fifties I believe it to be one of the finest aircraft ever designed the Straight Tail Cessna 172 Truly born of the fifties its roomy comfortable and made of plenty of metal Im going to tell you about this aeroplane from the prospective of the era In 1955 Dwane L Wallace studied the plane and test flew it
The Businessmen have demanded a low cost easily handled plane to fly themselves Cessna has responded with a tricycle gear model Although there may have been such a demand made its also likely that Cessna was respondshying to the competition of the marketplace The Tri-Pacer with its tricycle gear was sweeping the market and giving the Cessna 170 taildragger a
run for its money The Tri-Pacer ads of the time showed a young woman dressed fonnally at the helm and spoke of flying ease room and comfort In 1957 even the guppy shaped Champ was fitted with a nosewheel and renamed the Tri-Traveler
The goal was to sell the public on the ease of flight The landing gear on the Straight Tail 172 was called LAND-O-MATIC landing gear The ads of the time said that all the pilot needed to do to land was drive the airplane down and it landed itself (And to think I took all those lessons) When the 172 was introduced in 1955 it was meant to supplement the popular Cessna 170 Cessna said at the time that there was no intention to replace the 170 but rather to offer the businessman an easier to fly and more comfortable airplane By 1955 there were 5000 170s flying The manufacshyturer also stated that the 172 was not a reworked 170 but a totally new design The striking feature of the 172 is with no doubt the prominent Straight Tail Engineers found that with the raising of the tail with tricycle landing gear a bigger tail and rudder provided better taxi takeoff and landing performance The newly introduced 172 boasted some special features including a low center of gravity resilient spring steel main landing gear and the same sturdy nosewheel as the big brother Cessna 310 The controls were not interconshynected and provided steering with the rudder or independent brakes steerable nosewheel or combination of the three Magazine advertisements said You drive it like a car
With its Land-O Matic landing gear and roomy cabin the early 172 was the precursor of what would become the most popular light plane of all time
C L Hamilton did the check ride for Flying magazine in November 1955 He calls the cockpit roomy lower and level as compared to the 170 Since dual controls were sold only as an option the test plane had only left hand controls That made the cockpit seem huge Taxiing the 172 was a revelation with the same feel and visibility as the Aero Commander Hamilton wrote About the only chance for ground damage when taxishying the 172 would be dropping the nosewheel into a hole In the air the 172 showed the same pleasant characshyteristics of the proven 170 except that the 172 is more stable - You can slow down until the needle stops inshydicating and she just goes on slow and steady The landing approach differs from the 170 as the 172 uses a very steep nose down approach Hamilton wrote With full 40 degrees on the paralift flaps overshoot slightly dump the flaps touch down with brakes on and youre in someones back yard We did it in 250 feet down and stopped In an emergency it no doubt could be
development was th e Met-Co-Aire Companys conversion of the 170 to tricycle landing gear (see copy of 1955 ad) Despite the statements of Cessna and the conversion by Met-Co-Aire the 170 was doomed to be replaced by the easy to fly 172 If you fly a 172 that has a back window and swept tail dont think youve experienced the classic 172 that changed the look and feel of light plane flight Youve only exshyperienced a distant relative The 172 of the fifties is not the same aeroplane as the modern version Upon entering the Classic 172 one is immediately imshypressed with the incredible visibility both overhead through the huge windscreen and forward over the cowlshying that does a great disappearing act down to the spinner The pilot and comshypanion sit very high in the cockpit adding to the feeling of openness and spaciousshyness The engine seems to run smoother than the contemporary version and it does It is afterall a small six cylinder engine compared to the larger four banger in the modern 172 One of the greatest joys of flying the Classic comes
the floor between pilot and copilot The bar clicks upward as the enormous para lift flaps drop from 10 to 40 degrees On your first flight it seems like youve just moved half the wing when you apply flaps In the air shes stable as a rock and trims easily for hands-off flight You wont set any speed records but you can count a solid 104 miles per hour burning about six gallons per hour And oh what a view
There s a new type club called the STRAIGHT TAIL CESSNA CLUB It was founded by my good friend and Straight Tail owner Ernie Colbert Ive recently been honored with the title of President The club currently has about 100 members and is growing fast Each member shares a great love for the Classic Straight Tail Cessna and knows that with change improvement does not necessarily follow I hope youve enshyjoyed this article The next time you see one of the Straight Tail Cessnas taxi by on its Land-O-Matic landing gear think of Elvis Bogie and me
Thanks to Richard VanEmerick my good friend for the classic Flying
done in less than that when its time to lower the flaps Flaps magazines used in this article An interesting contemporary are controlled by a great Johnson rod on
Rudy Eskras Stearman by Rudy Eskra
ANTIQUECLASSIC GRAND CHAMPION
MIDEASTERN REGION 1990
So much has been written about the Stearman its characteristics and resshytoration that it sometimes seems that everything that needed to be said about it has been said Undaunted AntiqueClasshysic owners all like to tell their own stories This is mine
This particular example was built for the Air Force in October 1944 thus being one of the last produced of a great series In the ensuing years since it was manufactured it has only been flown about 2300 hours I acquired it in 1979 It was in very good condition then and to the best I can determine it always has been Rather than the owner I look upon myself as a temporary custodian or caretaker and very fortunate to be that I hope that when it goes to the next owner it will be in better condition than when I got it and that the next guys can keep it going for many years to come
Its equipped with the 225 hp Lycomshying which with its nine cylinders biting them off clean sounds and runs
1 B JANUARY 1991
smoother than some of the other engines with which Stearman were equipped
In 1989 my friends and I stripped it down completely and replaced or refurshybished everything we thought could be improved We spared no expense as a whole drawer full of receipts and a very patient wife will attest to The engine was completely overhauled with cylinders chromed back to standard new pistons rings valve guides valves bearings The works Of course all parts were magna fluxed in the process
We found the wing woodwork in exshycellent condition and just a few small corrosion points on the fuselage tubing After refinishing the structure we inshystalled some new fuselage stringers (bird cage) which presumably had been broken when the airplane was pushed on its sides These aluminum stringers tend to precipitation harden and grow brittle with age
We recovered all surfaces with heavy duty Ceconite The final finish after the butyrate process on the fuselage center wing section and fins was two part Ranshythane polyurethane The blue trim was DuPont Imron However we used Ranshy
dolph butyrate dope exclusively on the wings aside from the trim Our reasonshying for doing this was because the polyurethane has less tendency to stain under the onslaught of engine emissions than dope and with its glossy surface is a pleasure to wipe down
Gasoline dye for example can penetrate dopes and lacquer finishes clear down to the fabric Since the wings are out away from this conshytamination but subject to more hangar rash and might need occasional touchshying up we felt that dope might be easier to touch up than the urethane
There has certainly been a lot of exshycellent information written about recovering and restoring Stearman aircraft and probably done by people far more versed in the art than I I got a lot of tips from reading and hearing them Some of the really good ideas came not from the professional manuals but from nonprofessional restorers We did do some of the things which we had developed on our own and felt improved the quality of the job somewhat Many of them are minor but perhaps the really first-class jobs are a collection of fine
details They have not been exhaustiveshyly tested in the laboratory but they worked for us To the extent they are of interest Ill pass them along here
Paints tend to grow more brittle with age and will crack from vibration where fabric stretches over sharp edges Even though this plane was over 45 years old and must have been recovered several times we were surprised to find a lot of sharp edges on many of the wood parts that come in contact with the fabric These were sanded to a small radius Ceconite reinforcing tape was applied on top of the fabric very liberally wherever the fabric laid over any edges and highly stressed skin locations far more than on the original This required a lot more painting and sanding between coats to hide the tape but in the end I think we have a finish which is far more resistant to cracking
Aircraft material suppliers may recommend that you buy some of their duct tape to cover any seams in aluminum parts such as on leading edges Apparently masking tape was used in these places in the original process and we preferred that since the duct tape is too thick and protrudes through the finished fabric
In order to provide a smoother surshyface over the aluminum D-section leadshying edges on the wings we first covered and heat shrunk an extra layer of fabric over them This tended to bridge over the seams and dimpled areas before inshystalling the fmallayer of Ceconite
All the experts will tell you to brush on the first coat of fabric primer such as Dacproof or whatever process youre using This may be right but you can often sand about 15 or 20 coats before the brush marks disappear I believe the reasoning is that brushing the stuff (which I suspect is really nitrate dope with a dye) will help you get it down into the fabric so it interlocks with the fibers Thats important because it alshymost must depend upon a mechanical bond to get it to stick to the dacron We found we could get full penetration by spraying so we sprayed and were satisshyfied with the result It is important not to oversaturate the fabric of course since it will drip onto the opposite fabric and these drops are very hard to hide
If you ever scrape or chip a doped finish you invariably find that the separation occurred at either the top or bottom interface of the silver dope coat
less adhesion and a lower tensile strength than clear dope since the aluminum particles are really impurities in the dope For this reason we kept the aluminum coats down to the minimum required to pass the light bulb opacity test thus providing the radiation shield for ultraviolet light About two coats of silver seem to accomplish this The rest of the many coats before the color was applied were clear butyrate which seems to stay more strong and pliable throughout its life Its not as easy to sand as the silver but I suppose thats another testimonial to its physical properties over that of the silver
Our inspector insisted that all rib stitching knots must be exposed as in the original rather than pulled under the skin as in Staggerwing Beech process We located aligned and perforated all the rib stitch holes with chalk lines snapped uniformly spaced across the length of the wing Of course these knots were located on the bottom of the bottom wing and on top of the top wing The result is a nice uniform appearance like lines of rivets when sighted from the end of the wing
Some like to make pie shaped slits in the tape to take away excess material where it wraps around the wing and fm tips Theres almost no way of hiding these cutouts under the finish so we didnt use that method Instead we heat shrunk the uncemented tape edges down after first cementing the tape on the ridge line of the bend only The tape edges were then cemented after they lay nice and snug on the surface This is not an original idea with us but the superior results make it worth mentioning
Some experts though not all recomshymend that when taping both the tape and the fabric surface to which it is applied be first painted with cement If this method is used air bubbles are trapped under the wet tape and very hard to remove We had better luck by apshyplying a very wet coat of cement to the fabric only and leaving the tape dry so that the air can be forced up through it Then a thirmed coat of cement can be applied to saturate the tape after its down smooth
Some cements as they come out of the can tend to dry rapidly or rope as you spread them One old-time airplane maker suggested we mix the cement with 30 percent nitrate dope and 30 pershycent nitrate thinner This not only eliminated that problem but also seemed to make the cement stick better
We used a hot knife to cut all the fabric in order to produce a clean sealed edge without the annoying ragged threads To do this we hammered and ground the copper tip of a forty watt soldering iron to a knife edge On another iron we rounded off the copper tip to a spherical radius and used it to hot pierce fabric drain holes after the lifesaver reinforcements were ceshymented in place I havent heard if anyone else uses this method but it realshyly works slick leaving a high strength fused ring on the hole perimeter The stiff plastic life saver reinforcements that are available commercially often curl or warp somewhat due to the shrinkage of the cement I believe that reinforcements punched out of leather stay flatter and more flexible while still strengthing the edge of the drain hole
Were convinced that silver dope has Rudys pretty white with blue trim Stearman runs up on the ramp
VINTAGE AIRPLANE 19
At the points where the rudder cables exit through the fuselage fabric we heat formed little vee-shaped plastic fairings to cover these points This produced a nice streamlined effect I think after covering them with another patch of fabric and ftnishing
When patches of fabric are needed such as those used to cover the inspecshytion rings we found a way to make the fabric patch much more manageable We stretched a piece of fabric over the open end of a small wooden box This was given the fabric prime coat shrunk with an iron and the required patches cut from it These stay nice and flat when theyre cut and cemented in place
Removing old paint from the cowling and other aluminum parts is no fun at all In scraping it off you stand the chance of scraping through the grey anodized surface also I gathered all of the painted aluminum pieces and took them to a furniture stripper who dipped and cleaned the whole works for $60 which I considered money well spent These were sprayed lightly with two part Dupont Varprime primer which Im convinced is better than the old zinc chromate originally used
The finish resulting with the Ranshythane polyurethane is superb and in this particular project at least seemed to be even more glossy than the Irnron we used on the leading edge trim During the work we had a lot of good consultshyations and help over the phone with the Randolph people We were also able to get a very good gloss in the white butyrate dope by keeping the wings flat and horizontal while spraying and floatshying on a lot of dope The final coat was thinned out more to give a good gloss Although we have no proof we suspect also that excessive thinning of the other coats of butyrate reduces the finished strength of the dope And this was also the opinion of an old-timer who used to do fabric at the Naval aircraft factory
We used 3M tapes for the finish color stripes in 34 inch and one inch widths This seems to have excellent adherence in service yet can be lifted off and retaped during the application in places where you didnt get it quite right the first time There is a thin transparent membrane of protective tape on top of it which must be removed after installashytion since this will yellow with age and will bake on permanently if it spends any time in the sun Its hard enough to peel off when its new
Taking a tip from the automobile
20 JANUARY 1991
The neat and tidy installation of the battery box and relay control panel mounted ott of the firewall
body guys we used nothing but 3M masking tape also as some of the cheap brands can really give you trouble either not sticking or sticking too hard When taping over new paint we first pressed the sticky side of the tape onto our work clothes to reduce the posshysibility of damaging the fresh surface with too much adhesion
One other problem can give you fits on a Stearman if youre not careful When installing the bird cages (stringers) on the fuselage tubing strucshyture its a good idea to temporarily inshystall the cowling and tail cone fairing in order to properly position the stringer assembly fore and aft Finding out that the cowling doesnt fit after the fabric is finished could really spoil your day
Its always amazing to see vinyl material used around the cockpit coamshy
ings of some real prize winners I found that nice glossy pieces of kid leather can be bought rather cheaply at places like Tandy Leather providing an authenshyticity that can be spotted a long way off For the coaming padding rather than layers of felt as used originally I tried some foam pipe insulation which is conveniently pre-slit fits nicely and after lacing the leather with rawhide seems to do a better job
During one of the routine magna flux inspections of the McCauley steel prop one tiny bit of corrosion at the blade hub fillet officially ended its flying career Although this was a devastating development I reflected that pulling the prop and delivering it for inspection to a prop shop 80 miles away - this every 100 hours - was a nuisance And I never could get through the hundred
Rudy Eskra and his prize winning stearman at the Mideastern Regional Fly-In in Marion Ohio
hour period without one protractor readshyjustment of the blade angles since both the centrifugal and aerodynamic forces tend to move the blades toward low pitch I decided to try a new Sensenich wood prop I was pleased to find that this yellow birch club is about 30 pounds lighter produces markedly less noise and vibration and seemed to result in no degradation in performance I believe that there were three pitches available I selected the middle one and I think I guessed right for operating in the low level elevation in the Great Lakes area
In reading about prop flight test comshyparisons Im always a little suspicious of conclusions drawn from airspeed data derived from a few test runs given all the variables in atmospheric condishytions instrument and observer error so I didnt bother trying to get too technical about it For what its worth my friend with a constant speed Hamilton on a 300 hp Stearman flys formation with me occasionally and seemed impressed with the airspeed of the lower-powered plane
When disassembling the wings we backed all flying and landing wires off
exactly four turns This permits reasshysembly to its previous condition whatever that was However we decided to go through the rerigging proshycedure anyway In doing this we folshylowed the Air Force maintenance and erection instructions - all 11 pages Dihedral and incidence boards were made up from the drawings and all dimensions and angles brought into tolerance Here again its my feeling that the plane is quite stable and pershyforms well
My airplane was absolutely standard when I got it except for the usual reshyplacement of the Bendix brake master cylinders I didnt mind hand cranking the inertia starter but there is no really safe and legal way to do that when going
Jout for a solo flight as many have found to their horror There must be a qualified pilot or mechanic at the conshytrols when youre out there turning the crank I therefore decided to install an electrical system
Designing the electrical system which incorporated a new alternator and rebuilt Bendix starter was the easiest part of the job Gathering all the documentation for application of all the
components and obtaining FAA apshyproval took a great deal of time and effort Since I do aerobatics I wanted a battery case and system which could withstand nine g So None seemed available so I designed and built a subshystantial aluminum case with a separate battery hold down assembly built in The Gil 35 battery manifold vent is conshynected to a bicarbonate of soda bottle with a clear plastic hose then down inside the landing strut fairing and overshyboard
There seems to be a tendency for the brakes to grab which can give the rear pilot a quick lift up about five feet in the air on first application A lot of this low level aerobatics can be prevented by applying only one brake at a time but the grabbing tendency can still be quite annoying To combat this I filed a chamfer about 1 14 inches by about 20 degrees from the leading edge of the primary shoe This is the top of the front shoe which provides the servo forces on the secondary shoe Brake operation is effective yet smooth Of course the brake lining must be kept free of oil and moisture and if they do get soaked its best to replace the friction material
VINTAGE AIRPLANE 21
The stainless steel exhaust manifold on the Lycoming 680 is also a challenge to ftnish I suspect chrome plate would tum blue in places I went through about ftve different high temperature silver paints and the best one Ive found is VHT 1200 degree paint made by Sperex Corporation in Gardena California But nothing lasts forever on that hot surface
If you have ever had a King KX145 NA V -COM radio youll probably agree its not a technological miracle When mine is working I get complaints from approach control that the transmisshysion is weak and garbled when heading inbound at eight or more miles out I noted that this improved if I turned and pointed the aircraft tail toward the airshyport This led me to believe that the engine and other metal parts ahead of the antenna were blocking the antenna signal I decided to move the antenna which was mounted over the aluminum baggage compartment aft of the rear cockpit to a position above the center wing tank using the large aluminum gas tank as a ground plane The antenna was mounted on an aluminum bracket attached to the center square tube brace above the tank A short bonding strap was connected to the tank filler neck providing a good ground With the anshytenna in this position we have had no further complaints from the tower from the same distances out
In addition to an Omni in the transceiver I bought a portable Loran which is small enough to carry in a coat pocket This has not been entirely trouble free either but the Ray Jefferson Company people have been very helpshyful Although I dont do a lot of crossshycountry it has given me some very accurate guidance It is basically a marine unit derivative and cost about $300 Although it provides ground speed and other data I find the heading and DME are just about all I need and often direct me right towards the exact center of the destination airport
In routine operation of a Stearman there are two things which I regard as being just as critical as fuel and engine oil One is keeping those big soft main tires properly inflated and the other is to make sure the tail wheel steering asshysembly is in good working order These are very important for stability and conshytrol during roll-out which Ill discuss later Tail wheel lock mechanism 22 JANUARY 1991
should snap in place smartly and the tail wheel steering cables must be snug The tail wheel tire pressure needs a lot of attention also but for a different reason It carries a heavy load for its size and if its run underinflated youre looking at tire fabric in a very short time
There are at least three brands of tires available for the Stearman One has a tread made up of rectangular blocks another has concentric rings or grooves and the third is the classic Goodyear diamond tread I found the block tread was good for about 500 landings on concrete the grooved would do about 700 From a vintage appearance standpoint I prefer the diamond tread a pair of which I bought from Wilkerson Tire in Crewe West Virginia These Goodyear tires are produced in Sao Paulo Brazil where the molds were apshyparently moved to a number of years ago
In doing this restoration I found it a very enjoyable experience I got a tremendous amount of help from people like Glenn Gibbs of Stony Ridge Ohio who has become a very skillful fabric man and indeed many of his ideas are included here and from Frank Leffel who did much of the spraying and Tony Eskra who sanded his share of it Herb Wilford Chief Aircraft Maintenance at Dana Corp was one expert who made sure we stayed in line technically Looking after a half dozen jet aircraft Herb runs a very efficient operation with immaculate hangars and shops
There were many others of course and we spent a lot of enjoyable winter evenings working together and bantershying back and forth It was a great escape from the demands of a corporate management position and I slept most soundly during that period
I think the only real frustration aside from the staggering prices was waiting for delivery of parts and purchased sershyvices Delivery date promises were alshymost routinely ignored thus running the total project time over one year Apshyparently keeping promises has gone the way of the 45 rpm record in this country
There are a few lessons which may seem obvious but I feel are worth restatshying First of all the investment in both time and money is extremely high so its worth doing right and this includes buying the best material available
In the course of the work one can ftnd
a host of opportunities to take a shortcut and save some time or material In general these temptations are best avoided When the job is finished and its almost good enough no one will probably know the difference except you every time you look at that bird If youre anything like me youll always see enough defects no matter how careshyful you were I remind myself if its not quite right tear it up and do it over again Ive never regretted doing that
If may add a few observations to the myriad of information that has been written about the Boeing Stearman I have owned it now for 12 years and I still get a great thrill flying it Some say its heavy on the controls but 1 dont agree Solid yes but not heavy If you properly coordinate rudder and aileron stick pressures seem quite normal It is very forgiving I think with a good balance between responsiveness and sensitivity In short its a real pussy cat in the air Though it has a slow roll rate it loops beautifully spins easily but quits at the precise moment middot when youve had enough Strength - its like a Sherman tank Its solid feel derives from the lack of control-induced deflection owing to the truss biplane structure the use of control rods rather than cables and the basic rigidity of the tubular steel fuselage
Landing and roll-out is a little difshyferent with the task of keeping things in hand left entirely up to the pilot If ever there was a machine thats dynamically unstable in roll-out this must be it Response rate must be swift and instincshytive so a bit of concentration is helpful Over the years Ive logged 1430 landshyings in this machine Some of them would measure 58 on the Richter scale As I said its a rugged beast so the only damage was to my ego
A round carrier type approach seems best but youd better have a softer imshypact than the F-14 does or youll bounce 20 feet in the air If its done just right those big balloon tires come into play and nothing can match the soft quiet touchdown of a Stearman Most of the time it seems to land itself perfectshyly leading one to believe theres really nothing to it OK but I think Gordon Baxter our foremost Stearman spokesshyman had it right when its on the ground you cant trust it unless its tied to something
The E225 series Continental is enclosed in a very clean instalshy N22LW features this smart looking panel with padded ramshylation The baffling is anodized horn yokes
(Continued from Page 13) them have at it The reclining seats are from the Rangemaster version of the Navion produced in the early 1960s The Woodfins are very pleased with the results The instrument panel and the overheard Osborne panel have been finished off in a very professional manshyner The panel is meant for strictly VFR flying but is very well equipped with a loran and nav-com pair All the instrushyments in the plane are brand new To have as safe an airplane as he desired Larry felt it was necessary to replace all the instruments since some were 40 years old
For all intents and purposes the aircraft is a new old airplane Theres nothing not a hose or fitting that has not been replaced or gone over he remarked
Power for the Woodybird II is an E225 series Continental built up of new parts including the crankshaft It was also carefully balanced throughout its assembly
The sign and Woodybird emblem were both painted by Larrys neighbor Neil Kavanaugh Each emblem took 12 an hour for him to paint freehand
This is the second aircraft that Larry has restored The first Woodybird was completed in 1978 Much later he would sell the airplane during one of the Conventions at Oshkosh He has some very interesting comments about that sale now that some time has elapsed One of the things that happens when you restore things is the way it conshysumes you and after its over you beshycome a slave to it The first time around I had become a slave to the machine and I wanted out I just didnt want to do it anymore Well the smart thing to do is to sit on the side and let that pass Well somebody came along with a lot of money and wanted it and I sold it he recalled Two or three years later all of the sudden I realized that I didnt have my airplane anymore and I wanted it back so that started the search for this one
Larry has been a motors ports enshythusiast since his pre-teen years when he tried to convince ills dad to buy him a4 7 Mercury convertible complete with a zebra skin interior When his dad said You cant drive it for another 4 years what are you going to do with it Larry
responded Dad Im gonna polish it To pacify his young sons enthusiasm he allowed Larry to buy a go-cart His family was not rich by any stretch of the imagination but Larrys willingness to work hard on his projects would allow him to continue and he would progress into racing cars at the dragstrip then into sports cars and finally into motorshycycle racing Larry and his wife Debbie began to fly simply as an expedient way to get to motorcycle races since they had a few friends within the racing comshymunity that were making the same trips that they were and did not have to conshytend with a long arduous road trip That sparked the interest that has become a wonderful way to travel Motorcycles are still an important part of his life One of his customers is a favorite of his - Harley-Davidson They use the nails and pneumatic nail guns that Larry sells for a living to assemble the crates the big cycles are sillpped in He is the proud owner of an Ultra equipped with just about everything you would ever want on a motor vehicle including cruise control He and Debbie plan to ride the cruising motorcycle from Maryland to Alaska on a long tour this coming sumshymer He has nothing but praise for the reliability the Harley now has and is very pleased with both his sleek machines - his Harley Ultra and his Ryan Navion The Flagship of the Navion Fleet
If you would like more informashytion on the Navion contact the
American Navion Society Box 1810
Lodi CA 95241-1810 209339-4213
The initial membersillp fee is $60 and then $45 per year for annual dues
VINTAGE AIRPLANE 23
~T ()UI2 ~msJU~ I2HT()I2I~f3 by ~()r-m veter-sen
Davis DI-K N158Y SIN 508 Purchased as a basket case in August
1958 Jack Gretta (EAA 19255) of Chester CT spent six years rebuilding this Davis and installing a 125 hp Conshytinental engine under a one-time STC In 1973 a friend() put the pretty
Piper J-3C-65 N6114H SIN 19275 These photos were sent in by Robert
T (Bob) Hunt (EAA 165963 AIC 6123) of Hackettstown NJ who has been busy rebuilding this J-3 Cub along with George Burns (EAA 221818 AIC 10000) also of Hackettstown The wood spar wings required new spars all new bolts drag wires leading edges and attach fittings The covering was done in Stits HS-90X and Stits Aerothane
24 JANUARY 1992
parasol into the trees and four more years were required to return the Davis to airworthy condition
In 1991 another friend landed 01 N508Y in the trees while towing Jack Gretta in a Schweizer 1-19 glider Jack ended up in the trees also and admits it
A majored C-85 engine was installed along with a new Falcon wood prop (built on the Ole Fahlin certificate) Bob reports the engine started on the very
is a long way to the ground as a passhysenger It is expected the red and white Davis will again be ready for flight in 1992
This is the second Davis that Jack Gretta has owned having owned Davis D1-K N151Y SIN 510 from 1947 to 1956 During those years Jack rebuilt the airplane once and changed the enshygine from a Kinner 90 to a Kinner 165
Jack belonged to EAA Chapter 1 in Riverside CA way back in the early fifties and joined EAA in the mid-sixties while living at Cucamonga CA He has been involved with Davis airplanes for almost 46 years and we happily extend to Jack best wishes for the next 46 years
very first pull The smooth 800 X 4 tires that came with the project were in servshyiceable condition and re-instalLed on the completed airplane
This is the third airplane Bob has restored the first two being a PA-12 Super Cruiser and a PA-22 TriPacer Not one to up and quit having fun he is now commencing the rebuild of a PA-ll Cub Special
1952 Cessna 170B N2650D SIN 20802
This pristine 170B has been given the total TLC treatment since being purshychased in 1988 by its owners Ken and Helen Cobb (EAA 182685) of Naples Florida A new paint job in Alumigrip really improved the outside appearance right down to the original metal wheelshypants Inside a new interior was inshystalled including new seat coverings and the panel was updated with all new radios and complete instrument overshyhaul Under the cowling the Continenshytal 145 was majored to zero tolerance with chromed cylinders The original propeller and spinner were polished to a bright shine As Ken says This project started as a replace all rusty screws with stainless screws and grew into a very nice looking restoration
The 170B has approximately 3100 hours on the airframe with no damage
history heavy gear Cleveland brakes and original engine prop and wheelshypants Although the pretty Cessna has scored well at every fly-in to date Ken and Helen have yet to make the Oshkosh Fly-In We all hope they will be able to
make the flight from Florida to Wisconshysin in 1992 so we can get a close look at N2650D Congratulations to Ken and Helen Cobb on a nice job of replacing rusty screws Your efforts show exshycellent results
Cessna 140A N5300C SIN 15420 Purchased in 1966 by John Lucas
(EAA 370887) and Dave Emmett of
Emporium PA this particular 1950 Cessna 140A has been used for obtainshying STC approval for the installation of
a Continental 0-200 engine The 0-200 engine was purchased
from Lycoming in Williamsport PA who were using the engine for test purshyposes Installed in N5300C the first Continental 0-200 STC was approved Dec 1 1967 with revised approval dates of March 12 1980 July 2 1980 and May 11 1981 The first STC was sold on 12-4-78 and John reports they have been averaging about ten per year since that time Apparently the extra 10 to 15 horsepower makes the 140A pershyform remarkably well which explains the popularity of the STC
John Lucas passed his 80th birthday on July 23rd and has a new partner John Richard Lucas (his son) to carryon the good work with the 0-200 Cessna 140A N5300C Long live the marque
Taylorcraft DCO-65 C-FJLH From the far north comes this photo
of a Taylorcraft DCO-65 C-FJLH owned by Floyd Stromstedt of Box 296 Berwyn Alberta TOH OEO Canada Loshycated in the northwest part of Alberta almost at the beginning of the Acan highway the DCO-65 is the only one in the area in fact its the only one anybody in the area has seen Floyd enjoys flying the 65 hp tandem on wheels however he is curious if anyone has ever put a larger engine in a DCOshy65 such as a C-85 and if anyone has heard of such an airplane being put on floats Any help would be appreciated Write Floyd at the above address
VINTAGE AIRPLANE 25
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
Kent England Cesare Arcari Corgeno Va Italy Ted Bahl Fresno CA James R Baker Colorado Springs CO James R Barnett Niagara Falls
Canada Wayne Bausch AmesIA John R Beal Faribault MN Carlo Berti Modena Italy Bob G Berwick Las Vegas NV Harold Bish Hermann MO Frank W Blundell Lock Haven PA Scott Boelman Rancho Santa Marga
CA Claude Brochu Prince Cookshire
Canada W J Brockhouse
Prairie Village KS Wesley Brown Kailua Kona HI
(Sponsor Arthur F Stockel) Barry Burgoon Winter Haven FL Frank Cella Park Ridge IL Glen Childers Ada OK Bernard W Clayton Wolfe City TX Chris Coios Haverhill MA Charles Cole Brookneal V A Steven E Collins San Diego CA William H Cone Jr San Diego CA Charles Conrad Jr Huntington
Beach CA John P Coppolelli San Diego CA Milton Crookston Santa Barbara CA Robert Deleon Stafford TX Richard Delmas St Louis MO Duane Dickson Belmont CA Chuck Doyle Jr Minnetonka MN Carl Driftmyer Port Clinton OH Patrick J Driscoll Caldwell ID Harry Drover Ontario Canada Larry Eberst Delaware OH Bryon Engskow Pompano Beach FL Leighton B Ferguson Peru IN Jeffrey H Forrest Livonia MI Douglas Freeman Farmington ME Mary P Gabriel West Wareham MA Charles H Gaffeney Wilmington DE Victor Gaston Madrid Spain Scott A Gifford Safford AZ Dean L Gustavson
Salt Lake City UT Benjamin H Hall Jr Tullahoma TN Sherman W Hallowell Jr Carmel ME Aaron W Hamel St Charles MO
William D Hammond Littleton MA John J Hart Jr Wichita KS James Hawks Beverly MA Paul A Hayes Phoenix AZ Steven L Hendrickson Everett W A William N Hester Reidsville NC Bruce Hickle Crystal River FL Richard Hilsinger Westfield NJ T C Hoagland Port Orchard WA Richard Hoffman Sherman Oaks CA Rodolfo Hott Osorno Chile Jim W Howard Mc Minnville TN Kenneth L Howard Collinsville OK Ernest D Howes
West Wareham MA John V Hufford Lexington KY Joseph D Jackson Sr LockportIL Robert R Johnson Brooklyn WI David J Karl Carrollton GA Dale E Kennedy Fairmont WV Scott Klein Farmington UT Tim H Klohn Hudson Canada Larry Knechtel Seattle WA Brian Koldyk Saskatoon Canada George Kost Nome AK Lois D Kowalski Englewood CO Joseph R Kuth Duluth MN Rene Lafreniere Calgary Canada Don Lance Three Mile Bay NY Clyde A Laughlin Seattle W A Bernard Leeward Chapel Hill NC George Leighton Seattle W A Michael Leighton Lantana FL James W Lobb Waxahachie TX Clifton Lowe Cadiz KY Anthony Maiuro New Albany IN Marvin C May Princeton IL Robert F Melillo Great Barrington MA David A Mihalic Mammoth Cave KY Dion H Miller Shady Cove OR Douglas D Miller Shreveport LA Jerry Miller Vulcan MI Price Miller Gig Harbor W A
(Sponsor John Holmberg) Vern T Miller Hillsboro NC William R Miller ColumbusOH Stephen Mitchell Castle Hill Australia Karen S Monteith South Milwaukee
WI Jeff Moody San Gabriel CA Arthur M Moose Mt Pleasant NC Patrick E Morency Edmonton Canada Kenneth D Morris Plantsville CT Troy Naber York NE Steve R Nagel Houston TX Harold G Nelson Crawford TX
Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
Calumet MI Lawrence A Terrigno Placentia CA Mark J Tyoe Little Falls NY Paul H Vellinga Mesa AZ Calvin Wagner Sarasota FL Robert Wagner West Milton OH
(Sponsor Ralph Orndorf) Robert T Warner Leesburg VA William E Warren Parsonsburg MD Mark A Westall Sanibel Island FL Gary S Whittker Kingsport TN Peter A Wickwire Townsend GA Carl J Wilgosz Maple Heights OH Richard S Wilkins
Port St Lucie FL Robert H Williams Weil Am Rhein
Germany Robert Wood Cocoa FL Bill Wright Saint Helena CA Paul L Yount Jr Houston TX James L Zale Elizabethtown PA
VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromeshymoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406shy388-6069 FAX 406388-0170 Repair stashytion No QK5R148N
Parachutes - Toll Free 1-800-526-2822 New amp Used Parachutes We take trade-ins 5-year repair or replacement warranty many styles in stock Parachute Associates Inc 2 Linda Lane Suite A Vincentown NJ 08088609859-3397 (C792)
ANC-19 Bulletin - Wood Aircraft Inspecshytion and Fabrication 1951 edition now available as reprint Early aircraft Service Notes rigging data other titles available Send SASE for listing and prices John W Grega 355 Grand Blvd Bedford OH 44146 (c-392)
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
~~~~ lgt~~ bull y bull
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The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
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AEROCAR GIVING THE AUTOMOBILE ITS WINGS A chronicle of the 40-year history of the AEROCAR Produced in cooperation with designerinventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR - the roadable airplane (35 min)
NEW VIDEO
EAA OSHKOSH 91
AVIATION AT ITS BEST Experience this annual gathering of the family of flight with the offishycial 1991 EM Fly-In Convention video Enjoy the tribute to the 1930s Golden Age of Air Racing the 50th Anniversary of the Flying Tigers and a special salute to the Allied air power of Operation Deshysert Storm Plus plenty of anshytiques classics warbirds the latest in homebuilts ultralights and more (60 min)
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FASCINATION WITH FLIGHT From the quiet beauty of ballooning to the excitement of aerobatshyics this new video from EMs award-winning Paul Harvey Audio Video Center is a fast-paced overview of the many distinct facets of sport aviation Included in this show are segments on Balloons Hang-Gliders Ultralights Antiques and Classics Homebuilts Warbirds and more (30 min)
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Hear from some of the best-known names in aerobatics as they relate their experiences and suggestions for selecting the proper instructor training sequence airplane and more Ride along on an instrucshytional flight and get a feeling for basic aerobatic maneuvers from both inside and outside the cockpit A must for anyone thinking about pursuing aerobatic training or anyone with an interest in aerobatic flight (60 min)
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Call 1-800-843-3612 (Outside U_S 414426-4800) or write EAA Aviation Foundation Dept MO PO Box 3065 Oshkosh WI 54903-3065
Major credit cards accepted_ Ask about saving money on every purchase through the EAA Air Adventure Video Club
middotplus $3 shipping and handling Wisconsin residents add 5 sales tax
NEW CATEGORY FOR HINTS FOR
HOMEBUILDERS Occasionally here in the pages of
VINTAGE AIRPLANE we include one of the winners in SPORT AVIATIONs Hints for Homeshybuilders colullUl Now thanks to the generosity of the John Fluke Company the worlds largest manufacturer of digital voltmeters monthly prize winshyners will have the choice of entering their suggestions for consideration as an electrical innovation or device or a mechanical device Mechanical awards will continue to be sponsored by Snapshyon tools For electrical prizes a Fluke model 23-2 Multimeter with holster will be awarded A Grand prize will also be awarded each year at Oshkosh for the best electronic hint during the last 12 months
Send both your mechanical and electronic hints to EAA Hints For Homebuilders Att Golda Cox EAA Aviation Center PO Box 3086 Osh shykosh WI 54903-3086 Please specify whether your hint is intended for the Snap-on mechanical competition or the John Fluke electronic competition Norshymally one award is given per month
EAA REFERENCE GUIDE Member John Bergeson known to
many for his outstanding work with the Cub Club continues to offer his Refer shyence Guide to EAA Publications A handy guide to all EAA periodicals the basic volume covers the years 1953 shy1989 and costs $1800 Supplements for 1990 and 1991 are $300 each These prices are US funds postpaid at the book rate to the US and Canada
If you need additional information contact John B Bergeson 6438 W Millbrook Road Remus MI 49340 phone 517561-2393 John has copies of all EAA periodicals and will make a copy of any article for 30cent per page with a $5 minimum order
compiled by HG Frautschy
TAIL WHEEL INSTRUCTORS Everyone who owns a tailwheel
airplane knows the value of a good tailwheel instructor Thanks to a note placed in SPORT A VIA TION and EAA EXPERIMENTER we now have a ist of over 60 names of tailwheel instrucshytors all over the country and the list is growing every day If you are interested in tailwheel instruction contact EAA Information Services PO Box 3086 Oshkosh WI 54903-3086 for a copy of the list
1992 EAA ADULT AIR ACADEMY The 1992 session of the EAA Adult
Air Academy is scheduled for February 24-291992 at the EAA Aviation Center in Oshkosh This years theme is Basic Aircraft Maintenance Building and Restoration Skills The $65000 registration fee provides accommodashytions lunches a banquet supplies and materials
For more information and registrashytion materials contact the EAA Educashytion Office 414426-4888 or write EAA Education Office EAA Aviation Founshydation PO Box 3086 Oshkosh WI 54903-3086
STEVE PFISTER In the November 1990 issue of
VINTAGE AIRPLANE we had a news item related to the donation of Beechcraft Staggerwing Serial No 1 by Steve Pfister to the Staggerwing Museum On Wednesday October 2nd 1991 Steve passed away at his home in Santa Paula after a prolonged illness Steves efforts and enthusiasm related to the Staggerwings is being memorialized during the restoration of Serial No 1 by the Staggerwing Museum in Tullahoma Tennessee Steves time on Earth was short (he was only 34 at his passing) but his spirit and attitude will continue to touch those who knew him within the Staggerwing
community Our condolences to Steves wife Stacy and daughter Sara as well as his many friends
Serial No 1 Beechcratt Staggerwing is now nearing the completion of its restorashytion in member Jim Younkins shop
AIC PHOTO CONTEST Jack McCarthy AC Photo Contest
Chariman has asked me to remind all of you who signed up for the contest at the Red Bam during EAA OSHKOSH 91 to get your contest submissions in as soon as possible As of early Decemshyber only two packages had been received by Jack a response behind that of last year Judging for the contest will take place in February Please send in your contest submissions right away to
AC Photo Contest co Jack McCarthy 14132 South Keeler
Crestwood IL 60445
ZIP GLITCH If you tried to send a SASE to me here
at HQ for the Salvage Dealer Info Reshyquest and you used the address listed in Bucks colullUl you most likely got your letter back with the notation Unshydeliverable no such Zip code Sorry about that Here is the correct address and Zip code
HG Frautschy Editor EAA Aviation Center
PO Box 3086 Oshkosh WI 54903-3086
Send your request again and this time just send a Self Addressed Enshyvelope - Ill pick up the postage
VINTAGE AIRPLANE 5
VI~TAf3~ LIT~l2ATUl2~ by ()ennis Varks
IAA LibraryArchives ()irect()r
Jackie Cochrans new Seversky racer is shown having its compass compensated at Floyd Bennett Field prior to leaving for the West Coast
THE NATIONAL AIR RACES THE GOLDEN AGE (Pt 12)
END OF AN ERA The 1939 National Air Races were
scheduled for September 2-4 in Cleveland again under the tutelage of the Henderson brothers Clifford and Philip The advertisement for the races that appeared in the August 15 1939 issue of SPORTSMAN PILOT promised A cavalcade of aeronautical progress - Everything from pulseshythrobbing high speed classics to quiet yet daring aerobatic exhibitions shyConcentrated into three days of intense activity - amid pomp and spendor shyparade and pagentry
No doubt there was a lot of pagentry in 1939 There were great demonstrashytions by military flyers including the 27th Pursuit Squadron from Selfridge Field and the Fighting Four the U S Navy fighter squadron from the aircraft carrier RANGER Sunday of the show also saw the arrival of the huge Boeing XB-15 bomber
There were many aerobatic perforshymances including Mike Murphy in his upside-down airplane Leonard Petershy6 JANUARY 1992
son and Beverly Howard The pagentry also included mass parachute jumps shyCount em - and cavalcade of American commercial aircraft
As for Aeronautical progress there were no new racers for 1939 With a few exceptions most of the racers at Cleveland were the same that flew the previous two years Also the technology of production aircraft was surpassing that of the racers with all metal construction retractable landing gear flaps and variable pitch propellers
Though for a decade the Thompson racers had been the fastest aircraft in the United States now production U S fighters were faster than the racers Also the Bendix competition had beshycome an arena for production aircraft
In 1939 there may have been pulseshythrobbing high speed classics But unfortunately in 1939 there were only two such closed course races for the public to see The Greve Trophy race scheduled for Sunday 3 September and the Thompson scheduled for Monday Labor Day which was postponed by weather till Tuesday All of the stock
type races had been eliminated by 1936 and the lower displacement races were last run in 1937
Besides the lack of races money and new aircraft the National Air Races faced a worse crisis in 1939 On Sepshytember 1 the last day of practice before the event began Poland was invaded when the war clouds gathering in Europe erupted into a true storm that would overshadow all civilian aviation activities in the United States for the next six years
THE PILOTS TALK In 1939 three pilots gave their stories
of air racing to POPULAR A VIA TION These were Air Racing is Hell in September by Roscoe Turner Im Through With Closed Course Racing in October by Earl Ortman and Stop Picking On Us Racers by Art Chester in December
Roscoe Turners article about winshyning the 1938 Thompson Trophy was similar to the article he had written in the November 1938 issue of AIR TRAILS which was recounted in the last installment of this series
EARL ORTMAN Earl Ortman in his article tells of his
decision to quit racing and become an airline pilot Now - to get back to the original idea of this yam Why did I quit this tremendously fascinating and alshylegedly profitable business of closed course racing for the salary and uniform of a first officer for Canadian Colonial Airways
Comes a time as the storybooks say in every young mans life when security looks attractive I have made a lot of money Ive spent more Prize money at air races looks big when it is in the catalog and probably you have envied the winner of the Bendix or Thompson for the big purse he took home But listen to one who knows
The biggest purse I ever won in one days racing was $14000 Quite a sizable sum for a few minutes work you say Well yes but consider the initial cost of the ship I flew - a mere matter of $50000 To this for this parshyticular race I added $7500 cash for preparation Now how much did I get out of that $14000
As first officer for Canadian Colonial I can see a definite future for myself in the industry I love My exshyperience as a racing pilot has made me if anything more conservative and less inclined to gamble and take unnecesshysary chances When I flew my own ship I went over it carefully for flaws in the works as a pilot for a great airline this is done for me Im satisfied to take the word of the competent mechanics of the line I never took anybodys word but my own
Tm not alone in deciding to become an airline pilot Harold Neumann oneshytime Thompson Trophy winner beat me to it by several years when he joined TWA Shortly after that Roger Don Rae joined the same outfit and young Bob Buck who although he wasnt a race pilot was a nationally known record flyer decided he too would sit in the ri ght-hand seat of a transport cockpit
Even the resplendent Roscoe has beshycome a businessman - a vice president in charge of something or other for Porterfield planes Hes going to race again of course but hes building up to a future
My interests in experimentation will never cease Ill always be interested in new aviation developments My enshygineering training and an inquisitive mind make that imperative But my guinea pig days are over Myoid Mar-
Art Chester and his mechanic Lynn Coffold seem pleased with the Goons propshypects
coux-Bromberg racer bless it will be on the starting line at the 1939 Nationals in Cleveland and I honestly think it will win the Thompson this year But my interests will be purely platonic Ill be in the cockpit in spirit helping whoever flies it with my subconscious support
But me - if I m not in th e grandstand Ill be somewhere between Newark and Montreal in the right-hand seat of a Canadian Colonial Airways DC-3
Ortmans announcement of this retirement from air racing was premashyture as he did take his place in the cockshypit of the Marcoux-Bromberg and placed third in the Thompson Race
ART CHESTER In his article Art Chester discussed
the antagonism towards air racing First of all why all this antagonism
towards air racing Is it true that the CAA looks with disfavor on racing If so why We race pilots try hard to stay within the CAA rules and to my knowledge there have been no flagrant
or intentional violations of these rules There has not been a single spectator hurt by a civilian racing plane in years of racing
Why are the commercial interests in aviation bucking racing We are told that the manufacturers and espec ially the airlines would like to see air races abolished apparently because of the unshyfavorable effect a crash in full view of the public would have on their business
It is my contention that the public is not so unthinking as to let a racing plane crash scare it out of flying the airlines If seeing big headlines and pictures in the papers of an airliner splattered against a mountain top does not scare the layman from flying the lines have nothing to fear from racing even if all the race ships pile up in front of the grandstands
Why must air racing just ify its existshyence by contributing something to comshymercial aviation Why can it not be conducted as an attraction or amuseshyment the same as horse racing speedshyboat auto or yacht racing Many
VINTAGE AIRPLANE 7
19th ANNUAL WORLDS PREMIER
AIR CLASSIC A cavalcade of aeronauticaJ proqreSl bullbullbull Presentinq in dramatic f4lllhion rythinq hom pu1se-throbbinq hiqh peed classiCi to quiet yet darlnq acrobatic exhibi tions bullbull Conltellt14telti into thre day of Inten actinty bull amid pomp ADd splendor parade and paqeantry drama 4Dd qaiety Featurinq tb 3QO mil ThOIttptOD Trophy Race annual hiqb peed land plane cluaic 01 the world The Bendix Trophy Race
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AMERICAS GREATEH SPORTS EVENT
thousands of dollars are spent in buildshying yachts for instance to compete in annual yacht races and although I fail to see where it contributes anything to cornmerical navigation or is of public benefit it is looked upon as a perfectly good and sensible sport - which it is
Air racing is certainly more specshytacular and thrilling and with ever inshycreasing speeds obtained and with more ships competing it will be even more so If racing ship owners and pilots were not so harassed there would be more of them competition would be keener and the races better
BENDIX TROPHY All the entries for the 1939 Bendix
had been entrants the previous year and
8 JANUARY 1992
thanks to the rule that Bendix racers couldnt compete in the Thompson none of the privately produced racers such as the Marcoux-Bromberg were in the Bendix All of the aircraft entered in 1939 were factory production aircraft
Racing were a Beech D-17W pilot Max Constant another Staggerwing flown by William Maycock the Bellanshyca 28-92 Trimotor flown by Arthur Bussy a Lockheed Orion flown by Paul Mantz a Seversky SEV -S2 flown by Frank Fuller and another flown by Jacshyqueline Cochran and finally a Spartan 7W flown by Arlene Davis
Departure was from the Union Air Terminal at Burbank on September 2 Frank Fuller was the first away at 3 AM his goal to become the first twoshytime winner Weather was marginal all that early morning but all got away exshycept for Jackie Cochran who declined to take off into the 800 foot ceiling
With Cochran out it would be a close race for second place as no one expected to best Frank Fuller in the Seversky Fuller did arrive first at Cleveland after a fuel stop in Goodland Kansas for an elapsed time of 7 hours 14 minutes knocking 40 minutes off his 1937 record This was good for a new Bendix record speed of 2821 mph
Second place went to Bussys trimotored Bellanca which nosed out Mantzs Orion by eight minutes Max Constant came in fourth in Cochrans Stagshygerwing Beech Arlene Davis finished fifth but was disqualified for the $2500 bonus for being the fLrSt woman finisher because her passenger in the Spartan Dale Meyers was a licensed pilot
Fuller flying on to Bendix New Jershysey set a new transcontinental Bendix Race record of 8 hours 58 minutes 846 seconds averaging 273 miles per hour
GREVE TROPHY RACE In what Cy Caldwell called the irshy
reducible minimum of racing three days at Cleveland - Saturday Sunday and Monday - saw only one pilot in one airplane finish one closed course race That race was the Greve Trophy Race on Sunday as on Monday the Thompson was called off because of weather
Though there were no new aircraft entered in the Greve there were some exciting aircraft Art Chesters Goon LeViers Firecracker and the all metal Crosby racer all powered by six-cylinder C-65 Menasco engines With a few exceptions the Menascos were the only engines in the 550 cubic inch class that had finished any Greve Races since their inception in 1934 the major exception being Michael Detroyats Renault in 1936 The Menasco engine powered aircraft had seen a constant increase in speed since the 213 mph finish by Roy Minor in 1934 In 1938 LeVier in the Firecrackshyer ran a speed of 250886 mph
Five racers were at the starting line for the 1939 Greve George Byars in the Keith Rider Eight Ball failed to start Lee Williams in the Brown B-2 stalled at the scattering plylon spun in and was killed in the crash Tony LeVier in the Firecracker led for 11 laps but was forced out by engine trouble and Harry Crosby unable to retract his landing gear was flagged out after 13 laps That left Art Chester in his Goon to fly alone for the rest of the race The loss of competition didnt slow him down and he continued on and set a new record of 263390 mph
THOMPSON TROPHY There were seven Thompson entries
for the start of the 1939 race Roscoe Turner last years winner in his
Roscoe Turners Twin Row Wasp-powered Turner-Laird Special
Meteor Earl Ortman in the MarcouxshyBromberg (nee Rider R-3) Steve Wittman in Bonzo Art Chester in the Goon Harry Crosby in his all metal CR-4 and the ancient by racing standards 1932 Wedell Williams of Joe Mackey owned by Roscoe Turner
Reportedly pumping out 2000 horseshypower Turners Meteor was the class of the act and if Roscoe didnt miss a pylon a continual problem he should have had an easy victory Earl Ortman as stated above from his article in POPULAR A VIA nON believed the Marcoux Bromberg could win and with an all-up weight 1500 pounds less than Turners that was a possibility The Firecracker had shown great potential in 1938 having won the Greve at a speed of over 250 miles per hour
Steve Wittman won the race to the scatter pylon and was still in the lead at the end of the first lap with Mackeys Wedell Williams incredibly in second place However Tony LeVier was burning up the field and took over the lead on the fifth lap Roscoe having cut
Roscoe polishes one of the pylons on his way to an unprecedented third win of the Thompson Trophy race
a pylon again but for the last time Having reflown the pylon Roscoe
put on an amazing show reeling in the other competitors one by one at speeds of over 300 mph until taking over the lead in the ninth lap His lap speeds dropped a little after that but by the end of the race he had managed to lap everyone again Roscoe Turner had won the Thompson for the third and last time
END OFAN ERA More than the start of the war in
Europe cast a pall over the National Air Races that led to the end of the Golden Age Many announcements at Cleveland also put the stamp on the end of an age Roscoe Turner announced his retirement Earl Ortman announced his retirement from racing to become an airline pilot and after 12 years of effishycient management Clifford and Philip Henderson the driving forces behind the National Air Races announced their retirement
Cy Caldwell in the October 1939 issue of AERO DIGEST stated that the races had lost their meaning In past years the National Air Races have unshydoubtedly performed a valuable funcshytion they were truly the proving ground of aviation The production of such ships as the Gee Bees and Mystery S Travel Air for instance showed our
(Continued on page 28)
Roscoe recieves the Thompson Trophy from Fred Crawford for the last time-Roscoe would immediately announce his retirement from air racing after his third win of the Thompson
VINTAGE AIRPLANE 9
by HG Frautschy
Type club members are as a rule enthusiastic proponents of their respecshytive aircraft and amopg the most enershygetic are those who call themselves Navioneers The American Navion Society (ANS) is one of the oldest Type Clubs in existence today and within their ranks are some individuals who have become experts at modifying older aircraft The Navion is one classic that
with at least a few
Larry Woodfin of Jarrettsville Marylandis one of the nthusiasticANS members who travelled to Appleton Wisconsin the week prior to the EAA Convention this past summer 79 N a vions and their owners arrived to take part in the American Navion Society Annual Fly-In Enjoying each others c(IlmplitlJy and flying Navions kept the
mfJ-cfi8J~im~~roit si~~lt1~Nmiddot(ncent1~lt~IDetllbci=tSJt)uSy with an ice cr~dJ$Oclal
arrival With the distance between Oshshyklt$h ~ndAppleton only 18 miles as the fustaircraft were landing at Oshkosh a
_~~~i Olaquo NAvitlnll were waiting for slot at Appleton The
Navioneers who made the trip to Oshshykosh from Appleton His Navion N222LW was on its first trip to the Midwest since it bad been totally resshytored over a 4 year peliod Larry fomid
his home field the ~ quit He hacL run out of gas An ul1le~enttll~)antillng on themiddotmiddotailpoi~middot~~middotn)a~r~it~~ Navjonwas ~Wt$~JQfgt~~ ~~
mass in-trail flight down to EAA OSHshyKOSH 91 Don Shoemaker Co-Chairshyman gtUhis years Navion Fly-n said it was a lot of fun - the weather was great so we just slipped right on in Don was quite complementary concernshying the job the Oshkosh contollers did briefing and tben handling the groups
coordination between the two facilities was outstanding according t~on
Once the Navions had arrived they werlt all parked in e same section of the south end of the AntiqueClassic aircraft camping area For lovers of the marque it was a sight to see
Larry Woodfm was one of the 49
the airplane in Pittstown New Jersey The previous owner had been working on the big Ryan for a year when he passed away only 3 days prior to its maiden flight The airplane then beshycame a burden upon the owners widow and her son an airline pilot had no desire for the big hulk so he counselled his mother to sell it Larry dealing through the owners son struck a deal to purchase the Navion He was pleased with the planes structure having detershymined that it was one of the straightest Navions that he had seen since his search began Larry tnivelled to New Jersey to close the deal When he arshyrived and the paperwork was to be signed the widow simply couldnt bear to part with the airplane and so Larry went home empty-handed The widows son however contacted Larry again and told him that the deal could be closed So Larry headed up to New Jersey to retrieve the languishing Navion only to have the same course of
action repeat again Larry patiently went home empty
handed one more time This would happen two more times There was one additional item
that added to the anxiety of the situation - the airport that the airplane resided
on was scheduled to be closed and the land
used for part of an Interstate highway
Finally with 4 days
to spare the deal was closed the aircraft preflighted and -Larry headed for home in what he felt was a basically airworthy airplane that still had quite a few items to be fixed or at least cleaned up before a major restorashytion would commence As fate would have it he did not have the luxury of a few extra hours to aquaint himself with the Navion after he got it home After arriving over his local area ~ PQJl-o tiu~ tbi Ql arg~ akit w~ fHf new prize He was iickied to deaffitha~ e~1lIIIt fIIhad been fortunate enough to buy the airplane and he was enjoying himself Then the bubble burst On short fmal to
Navions Navions everywhere Navions 49 Navions of one type or another came to EAA Oshkosh 91 from the American Navion Society Convention in Appleton Wisconsin A few others arrived swelling the total on the ground in this photo to 56
bell on the fuel pump stopped dinging far too early The pump registered only 20 gallons and the fuel was at the top of the filler neck Something was dreadshyfully wrong here The normal fuel capacity was twice that amount An investigation into the problem revealed the reason The Navion had not been flown for 7 years prior to Larrys purshychase having gone down in a forced landing At that time it was surmised the fuel vent system had been plugged so that as fuel was being drawn out of the fuel tanks by the engine driven pump the tanks were collapsing The fix for the fuel system problem was simple - the wing must come off Right then and there the serious restoration of the Navion began in ernest The entire airframe would come under close scrutiny as Larry wanted the safest posshysible airplane he could restore His thoughts on the effort required to restore an airplane could apply to anyone The devotion you put into them obviously you deprive a lot of family responshysibilities to do this and a lot of grass cutting on Saturday to come up with one of this caliber but it has been worth it
Compare the Navion in the photos with these two views from the 1947 Aircraft Yearbook You can readily see the chanshyges from the mod work done through the years
its been a very nice airplane a very safe airplane and I think thats what we like about it Larry has two teenage daughters Erin and Tara and his wife Debbie as cabinmates in the limousineshysized cockpit of the Navion It will carry literally anything that you can get into it and with three females at home thats usually what happens They want to bring everything but the kitchen sink
With his family his primary passhysengers Larry wanted an airplane that was as safe as he could reasonably exshypect it to be He likes the rugged build of the Navion (after all it was designed by the same folks at North American Aviation who brought us the P-51) and the reputation the plane has for being very strong Aerodynamics seems to always be a series of forces in comshypromise and the Navion is no excepshytion All that strength comes at a cost With a maximum gross weight of 2750 pounds the Navion is not the fastest retractable 225 hp airplane around The Woodybird II as Larry has named the Navion will cruise at a reasonable 132 knots while burning about 12 gallons of
A vgas per hour A little history on the Navion First
concei ved in the fertile mind of Dutch Kindelberger at North American A viashytion the NA-143 was to be North Americans entry into the what was exshypected to be the booming post-war civilian aviation market When the first production NA-145 Navions hit the ramps in 1946 they were touted in ads as having been manufactured by the Creators of P-51 Mustang and Advanced Army and Navy Aircraft Hoping to capitalize on name recognishytion by the military pilots who flew in combat the Navion would remain in production at North American until April 15 1947 With 280 of the 1109 produced still unsold the manufacturshying rights to the Navion were sold to Ryan Aeronautical in San Diego California They produced the airplane from 1948 until 1951 manufacturing 1265 Navions before shutting down the line Later versions of the plane were the D E and F models essentially remanufactured Navions with revised engine installations In the 1960s and 70s a version of the airplane known
as the Rangemaster appeared Sporting a full cabin instead of the bubble slidshying canopy the Rangemaster looks markedly different than its older brother Fewer than 300 of the
12 JANUARY 1992
o u
With just a bit of a crosswind Larry with his brother Jerry flying co-pilot breaks ground with the immaculate Woodybird II from runway 18 at Oshkosh
Rangemasters have ever been built Many have noted that the Meyers 200 bears a passing resemblance to the Ranshygem aster The type certificate for the Navion is now owned by the American Navion Society
The Woodybird is one of the aircraft produced by Ryan in 1949 Like most of its breathern Larrys Navion boasts a logbook full of modifications including a new oneshypiece windshield that features a sleeker profile The windows have been changed also The side windows feashyture a sleek flush mounting and the side windows are expanded in area as well as being one piece It really allows sushyperb visibility out of the cockpit The other modifications include the Palo Alto Tail a revision to the incidence of the horizontal tail The Navion originally had excessive incidence that caused too much drag during cruise flight Aileron balance kits have been added removing the goose egg balshyances from the ailerons and replacing them with an internal balance One of the most noticeable changes to anyone who had seen the Navion when it was new is the revised cowling
on the Woodybird The first Navions sported a rather ineffective updraft cooling system with a prominent chin grille below the prop Many early Navion owners would not have their engines reach TBO because of high oil temperatures Most of these have now been changed to the standard pressure cowl seen on this Navion About the only modification that he has not been able to add is an outside bagshygage door Unless you own the papershywork for one of these doors they simply are not available The latest addition to the airframe Larry plans is the addition of a rear step to make it a bit easier to climb into the cabin
The paint and trim on Larrys Ryan is Alumigrip selected for its durability and high gloss shine All of the paint and the prep work was done by a professhysional painter One of the most striking aspects of the Woodybird II is the painted-to-match propeller When he returned from Oshkosh one year Larry
was all set to paint the prop black with yellow tips just like many of the Warshybirds he had seen His wife Debbie nixed that idea though She talked him into doing something different The idea came from the Lopresti Swiftfury project which features a color scheme that includes a single color for all parts of the airframe Maintaining a prop painted like this is an ongoing effort Touching up the paint is a once a month maintenance item but Larry it quite pleased with the way it looks It does add a lot of character to the aircraft he noted The Woodybird emblem on the side of the fuselage also adds a bit of whimsy to the sleek 4-placer A neighshybor Neil Kavanaugh is a professional painter who is known around the country for his work in gold leaf and well known for his artwork gracing a few yachts In exchange for an Oshshykosh hat Neil applied the Woodybird to each side of the fuselage
The interior was dpne in the third year of the restoration A local shop that
specializes in Ferraris was interested in
tackling the job and Larry let (Continued on Page 23)
VINTAGE AIRPLANE 13
Child Of The Fifties A year and a half ago after earning
my private ticket I decided I wanted to own a plane After discussing the idea with my precious wife she said Well OK so long as it doesnt cost anyshything To many people that would have been the end of the whole thing But a newly licensed pilot is a dangerous thing I began to think I looked around the house for anything that I could sell barter or otherwise convert into a plane Then I saw it The boat on a trailer out in the yard What good was it anyway It was winter So I placed an ad in Trade-a-Plane It ran like this HAVE BOAT NEED PLANE WANT TO SWAP Quite frankly I was completely open to just about anything When the deal was done my boat was on its way to Missouri and I had a 1958 Straight Tail Cessna 172 It was a 14 JANUARY 1992
by Nino Lama Ale 12423
curious craft Being new in the world of have to go back to the fifties aviation I had never seen a 172 that So lets go back to a special time in looked like that I had trained in a plane history Even though we may say we called a Cessna 172 but it bore no remember those years our memories resemblance to my new acquisition tend to fade Heres a memory jogger
As it turns out what I had gotten in well start with those people who barter was something really special It flavored life for us - Marilyn Monroe was my child of the fifties To best Willie Mays Ike James Dean Joe understand why its so special we really McCarthy General MacArthur
Richard Nixon VICE President and Elvis Elvis was a firey 19 year old when he recorded his first song He made it big with his ducktail haircut and perpetual sneer If youre not back in the fifshyties with me yet rememshyber these Hound Dog All Shook Up Dont Be Cruel and Burning Love They were all on the album Heartbreak Hotel released in 1956 In 1958 Elvis married Priscilla Beaulieu and was drafted into the Army
If Elvis wasnt your thing then maybe youll
5 GREAT CESSNAS-THE COMPLETE AIR FLEET FOR gVERY BUSINESS NEED
fast 4middotplace business airplane Top seller ~ In over 150 mph class New hushmiddot ~ flight features-Hone striping Agreat
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Proved by over 5000 owners-cruises over 120 mph $8295 fob Wichita
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fly themselves You simply drive it Over 120 mph cruising $8750 fiiDWrchita
Tomorrows Twin Today bullbullbull years ~ ahead in design engineering Safety ~ proved by performance of more than 300
now in regular use $54950 fob Wichita
fLYING-May 1956
remember Patti Page and Peggy Lee The Music Man West Side Story or Mack The Knife The Top Hits of the Fifties read like this 1950 - Goodshynight Irene 1951 - Tennessee Waltz 1952 - Cry 1953 - Song From the Moulin Rouge 1954 - Little Things Mean Alot 1955 - Rock Around the Clock 1956 - Dont Be Cruel 1957 - Tammy 1958 - Vol are and 1959shyMack The Knife
While the Pentagon under Charles E Wilson was undergoing the greatest build up of power in all history and the nation was in the grips of the peak of the Cold War the kids wore Davy Crocket hats and bought 30 million hula-hoops
The large cabin of the four-place Cessna allows room for a well equipped panel
It was the fifties that saw us become a nation of surburbanites Barbecues and the cocktail circuit were our escape Some of us built bomb shelters We fought in Korea We watched Bogie and Bacall Lucy and Ricky George and Gracie Sid and Imogene Kukla and Ollie and Jack Parr
In 1958 and 1959 AlaskaandHawaii became our 49th and 50th States Texans just had to cope with being the SECOND largest state in the Union The Russians launched Sputnik and then followed with a satellite manned with a dog It was the 1950s that saw a brave black woman refuse to give up her seat on a bus in Montgomery to a white
man Her arrest sparked the young and vibrant Martin Luther King into peaceshyful protest that changed us forever
If you were there but dont remember any of this then you must have been a Beat The coffeehouses oozed with smoke and poetry to the sound of finger snapping and bongos Slow blues protest songs and Depression ballads were cool
It was the era of cocktail circuits baby-sitters and back yard barbecues Cars were big powerful and made of plenty of metal Kitchens were jammed with chrome appliances and decorated in lots of bright reds yellows and blues Bicycles were sturdy with wide tires and built-in headlights
That was the Fifties The world of aviation was pretty exshy
citing back then There were a lot of thinkers and dreamers In the fifties a dreamer wasnt just someone who thought that ten more knots or a little more range would be nice Moulton B Taylor of Longview Washington was a 1950s dreamer He builtthe AEROCAR It was licensed in 1957 He envisioned one in every garage A subcompact car pulling a small trailer that made up the conversion of the auto to a comfortable family airplane Thats thinking Piper aircraft built and tested a twin engine Tri-Pacer It had two engines on one shaft turning a four-bladed propeller VTOL (Vertical Takeoff and Landing) aircraft were seen as the future for military aircraft It was a propeller driven plane that landed squarely on its
VINTAGE AIRPLANE 15
II
Now METCOmiddotAIRE
Presents
The New (Lett) Prior to the introduction of the straight Tail 172 Met-Co-Aire offered this nosewheel conversion of the standard Cessna 170 Ninos 172 sports the redesigned
CESSNA 170 TRICYCLE GEAR Look al Ihis
MODERN 170 Note excellent visibility the beautishyful lines Engineered and designed to increase the utility and beauty of your Cessna A conversion that enhances the appearance and value of your airplane Fully steerable with rudder pedals assuring safe quick stops with positive ground control at all times
Complete kit furnished with all necessary assemblies and hardware for simple easy Installation
OTHER MET-CO-AIRE CONVERSIONS
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Write Met-Co-Aire today for full details or see your nearest dealerl
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LAmbert 5middot6521
16 JANUARY 1992
fin and rudder of the true 172
tail with the nose pointed straight up Thats dreaming
A viation was advancing Lockheed built the first prop-jet airliner The Douglas RB 66 twin engine jet reached the magic Mach 1 In the more munshydane vein a man named Piper was president of Piper Aircraft Richard Nixons brother-in-law Tom Ryan was a flight instructor and taught some of Hollywoods best to fly The four enshygine Super Constellation airliner ruled the sky They cost $2 million each Air fare from New York City to Los Anshygeles was $160 round-trip The Mooney Mark 20 hit the market
The fifties gave us a lot Who doesnt get a thrill at the sight of a candy apple red 56 Corvette or a jet black 57 TshyBird And Rock and Roll born of the fifties the more it changes the more it stays the same
So now let me tell about my Child of the Fifties I believe it to be one of the finest aircraft ever designed the Straight Tail Cessna 172 Truly born of the fifties its roomy comfortable and made of plenty of metal Im going to tell you about this aeroplane from the prospective of the era In 1955 Dwane L Wallace studied the plane and test flew it
The Businessmen have demanded a low cost easily handled plane to fly themselves Cessna has responded with a tricycle gear model Although there may have been such a demand made its also likely that Cessna was respondshying to the competition of the marketplace The Tri-Pacer with its tricycle gear was sweeping the market and giving the Cessna 170 taildragger a
run for its money The Tri-Pacer ads of the time showed a young woman dressed fonnally at the helm and spoke of flying ease room and comfort In 1957 even the guppy shaped Champ was fitted with a nosewheel and renamed the Tri-Traveler
The goal was to sell the public on the ease of flight The landing gear on the Straight Tail 172 was called LAND-O-MATIC landing gear The ads of the time said that all the pilot needed to do to land was drive the airplane down and it landed itself (And to think I took all those lessons) When the 172 was introduced in 1955 it was meant to supplement the popular Cessna 170 Cessna said at the time that there was no intention to replace the 170 but rather to offer the businessman an easier to fly and more comfortable airplane By 1955 there were 5000 170s flying The manufacshyturer also stated that the 172 was not a reworked 170 but a totally new design The striking feature of the 172 is with no doubt the prominent Straight Tail Engineers found that with the raising of the tail with tricycle landing gear a bigger tail and rudder provided better taxi takeoff and landing performance The newly introduced 172 boasted some special features including a low center of gravity resilient spring steel main landing gear and the same sturdy nosewheel as the big brother Cessna 310 The controls were not interconshynected and provided steering with the rudder or independent brakes steerable nosewheel or combination of the three Magazine advertisements said You drive it like a car
With its Land-O Matic landing gear and roomy cabin the early 172 was the precursor of what would become the most popular light plane of all time
C L Hamilton did the check ride for Flying magazine in November 1955 He calls the cockpit roomy lower and level as compared to the 170 Since dual controls were sold only as an option the test plane had only left hand controls That made the cockpit seem huge Taxiing the 172 was a revelation with the same feel and visibility as the Aero Commander Hamilton wrote About the only chance for ground damage when taxishying the 172 would be dropping the nosewheel into a hole In the air the 172 showed the same pleasant characshyteristics of the proven 170 except that the 172 is more stable - You can slow down until the needle stops inshydicating and she just goes on slow and steady The landing approach differs from the 170 as the 172 uses a very steep nose down approach Hamilton wrote With full 40 degrees on the paralift flaps overshoot slightly dump the flaps touch down with brakes on and youre in someones back yard We did it in 250 feet down and stopped In an emergency it no doubt could be
development was th e Met-Co-Aire Companys conversion of the 170 to tricycle landing gear (see copy of 1955 ad) Despite the statements of Cessna and the conversion by Met-Co-Aire the 170 was doomed to be replaced by the easy to fly 172 If you fly a 172 that has a back window and swept tail dont think youve experienced the classic 172 that changed the look and feel of light plane flight Youve only exshyperienced a distant relative The 172 of the fifties is not the same aeroplane as the modern version Upon entering the Classic 172 one is immediately imshypressed with the incredible visibility both overhead through the huge windscreen and forward over the cowlshying that does a great disappearing act down to the spinner The pilot and comshypanion sit very high in the cockpit adding to the feeling of openness and spaciousshyness The engine seems to run smoother than the contemporary version and it does It is afterall a small six cylinder engine compared to the larger four banger in the modern 172 One of the greatest joys of flying the Classic comes
the floor between pilot and copilot The bar clicks upward as the enormous para lift flaps drop from 10 to 40 degrees On your first flight it seems like youve just moved half the wing when you apply flaps In the air shes stable as a rock and trims easily for hands-off flight You wont set any speed records but you can count a solid 104 miles per hour burning about six gallons per hour And oh what a view
There s a new type club called the STRAIGHT TAIL CESSNA CLUB It was founded by my good friend and Straight Tail owner Ernie Colbert Ive recently been honored with the title of President The club currently has about 100 members and is growing fast Each member shares a great love for the Classic Straight Tail Cessna and knows that with change improvement does not necessarily follow I hope youve enshyjoyed this article The next time you see one of the Straight Tail Cessnas taxi by on its Land-O-Matic landing gear think of Elvis Bogie and me
Thanks to Richard VanEmerick my good friend for the classic Flying
done in less than that when its time to lower the flaps Flaps magazines used in this article An interesting contemporary are controlled by a great Johnson rod on
Rudy Eskras Stearman by Rudy Eskra
ANTIQUECLASSIC GRAND CHAMPION
MIDEASTERN REGION 1990
So much has been written about the Stearman its characteristics and resshytoration that it sometimes seems that everything that needed to be said about it has been said Undaunted AntiqueClasshysic owners all like to tell their own stories This is mine
This particular example was built for the Air Force in October 1944 thus being one of the last produced of a great series In the ensuing years since it was manufactured it has only been flown about 2300 hours I acquired it in 1979 It was in very good condition then and to the best I can determine it always has been Rather than the owner I look upon myself as a temporary custodian or caretaker and very fortunate to be that I hope that when it goes to the next owner it will be in better condition than when I got it and that the next guys can keep it going for many years to come
Its equipped with the 225 hp Lycomshying which with its nine cylinders biting them off clean sounds and runs
1 B JANUARY 1991
smoother than some of the other engines with which Stearman were equipped
In 1989 my friends and I stripped it down completely and replaced or refurshybished everything we thought could be improved We spared no expense as a whole drawer full of receipts and a very patient wife will attest to The engine was completely overhauled with cylinders chromed back to standard new pistons rings valve guides valves bearings The works Of course all parts were magna fluxed in the process
We found the wing woodwork in exshycellent condition and just a few small corrosion points on the fuselage tubing After refinishing the structure we inshystalled some new fuselage stringers (bird cage) which presumably had been broken when the airplane was pushed on its sides These aluminum stringers tend to precipitation harden and grow brittle with age
We recovered all surfaces with heavy duty Ceconite The final finish after the butyrate process on the fuselage center wing section and fins was two part Ranshythane polyurethane The blue trim was DuPont Imron However we used Ranshy
dolph butyrate dope exclusively on the wings aside from the trim Our reasonshying for doing this was because the polyurethane has less tendency to stain under the onslaught of engine emissions than dope and with its glossy surface is a pleasure to wipe down
Gasoline dye for example can penetrate dopes and lacquer finishes clear down to the fabric Since the wings are out away from this conshytamination but subject to more hangar rash and might need occasional touchshying up we felt that dope might be easier to touch up than the urethane
There has certainly been a lot of exshycellent information written about recovering and restoring Stearman aircraft and probably done by people far more versed in the art than I I got a lot of tips from reading and hearing them Some of the really good ideas came not from the professional manuals but from nonprofessional restorers We did do some of the things which we had developed on our own and felt improved the quality of the job somewhat Many of them are minor but perhaps the really first-class jobs are a collection of fine
details They have not been exhaustiveshyly tested in the laboratory but they worked for us To the extent they are of interest Ill pass them along here
Paints tend to grow more brittle with age and will crack from vibration where fabric stretches over sharp edges Even though this plane was over 45 years old and must have been recovered several times we were surprised to find a lot of sharp edges on many of the wood parts that come in contact with the fabric These were sanded to a small radius Ceconite reinforcing tape was applied on top of the fabric very liberally wherever the fabric laid over any edges and highly stressed skin locations far more than on the original This required a lot more painting and sanding between coats to hide the tape but in the end I think we have a finish which is far more resistant to cracking
Aircraft material suppliers may recommend that you buy some of their duct tape to cover any seams in aluminum parts such as on leading edges Apparently masking tape was used in these places in the original process and we preferred that since the duct tape is too thick and protrudes through the finished fabric
In order to provide a smoother surshyface over the aluminum D-section leadshying edges on the wings we first covered and heat shrunk an extra layer of fabric over them This tended to bridge over the seams and dimpled areas before inshystalling the fmallayer of Ceconite
All the experts will tell you to brush on the first coat of fabric primer such as Dacproof or whatever process youre using This may be right but you can often sand about 15 or 20 coats before the brush marks disappear I believe the reasoning is that brushing the stuff (which I suspect is really nitrate dope with a dye) will help you get it down into the fabric so it interlocks with the fibers Thats important because it alshymost must depend upon a mechanical bond to get it to stick to the dacron We found we could get full penetration by spraying so we sprayed and were satisshyfied with the result It is important not to oversaturate the fabric of course since it will drip onto the opposite fabric and these drops are very hard to hide
If you ever scrape or chip a doped finish you invariably find that the separation occurred at either the top or bottom interface of the silver dope coat
less adhesion and a lower tensile strength than clear dope since the aluminum particles are really impurities in the dope For this reason we kept the aluminum coats down to the minimum required to pass the light bulb opacity test thus providing the radiation shield for ultraviolet light About two coats of silver seem to accomplish this The rest of the many coats before the color was applied were clear butyrate which seems to stay more strong and pliable throughout its life Its not as easy to sand as the silver but I suppose thats another testimonial to its physical properties over that of the silver
Our inspector insisted that all rib stitching knots must be exposed as in the original rather than pulled under the skin as in Staggerwing Beech process We located aligned and perforated all the rib stitch holes with chalk lines snapped uniformly spaced across the length of the wing Of course these knots were located on the bottom of the bottom wing and on top of the top wing The result is a nice uniform appearance like lines of rivets when sighted from the end of the wing
Some like to make pie shaped slits in the tape to take away excess material where it wraps around the wing and fm tips Theres almost no way of hiding these cutouts under the finish so we didnt use that method Instead we heat shrunk the uncemented tape edges down after first cementing the tape on the ridge line of the bend only The tape edges were then cemented after they lay nice and snug on the surface This is not an original idea with us but the superior results make it worth mentioning
Some experts though not all recomshymend that when taping both the tape and the fabric surface to which it is applied be first painted with cement If this method is used air bubbles are trapped under the wet tape and very hard to remove We had better luck by apshyplying a very wet coat of cement to the fabric only and leaving the tape dry so that the air can be forced up through it Then a thirmed coat of cement can be applied to saturate the tape after its down smooth
Some cements as they come out of the can tend to dry rapidly or rope as you spread them One old-time airplane maker suggested we mix the cement with 30 percent nitrate dope and 30 pershycent nitrate thinner This not only eliminated that problem but also seemed to make the cement stick better
We used a hot knife to cut all the fabric in order to produce a clean sealed edge without the annoying ragged threads To do this we hammered and ground the copper tip of a forty watt soldering iron to a knife edge On another iron we rounded off the copper tip to a spherical radius and used it to hot pierce fabric drain holes after the lifesaver reinforcements were ceshymented in place I havent heard if anyone else uses this method but it realshyly works slick leaving a high strength fused ring on the hole perimeter The stiff plastic life saver reinforcements that are available commercially often curl or warp somewhat due to the shrinkage of the cement I believe that reinforcements punched out of leather stay flatter and more flexible while still strengthing the edge of the drain hole
Were convinced that silver dope has Rudys pretty white with blue trim Stearman runs up on the ramp
VINTAGE AIRPLANE 19
At the points where the rudder cables exit through the fuselage fabric we heat formed little vee-shaped plastic fairings to cover these points This produced a nice streamlined effect I think after covering them with another patch of fabric and ftnishing
When patches of fabric are needed such as those used to cover the inspecshytion rings we found a way to make the fabric patch much more manageable We stretched a piece of fabric over the open end of a small wooden box This was given the fabric prime coat shrunk with an iron and the required patches cut from it These stay nice and flat when theyre cut and cemented in place
Removing old paint from the cowling and other aluminum parts is no fun at all In scraping it off you stand the chance of scraping through the grey anodized surface also I gathered all of the painted aluminum pieces and took them to a furniture stripper who dipped and cleaned the whole works for $60 which I considered money well spent These were sprayed lightly with two part Dupont Varprime primer which Im convinced is better than the old zinc chromate originally used
The finish resulting with the Ranshythane polyurethane is superb and in this particular project at least seemed to be even more glossy than the Irnron we used on the leading edge trim During the work we had a lot of good consultshyations and help over the phone with the Randolph people We were also able to get a very good gloss in the white butyrate dope by keeping the wings flat and horizontal while spraying and floatshying on a lot of dope The final coat was thinned out more to give a good gloss Although we have no proof we suspect also that excessive thinning of the other coats of butyrate reduces the finished strength of the dope And this was also the opinion of an old-timer who used to do fabric at the Naval aircraft factory
We used 3M tapes for the finish color stripes in 34 inch and one inch widths This seems to have excellent adherence in service yet can be lifted off and retaped during the application in places where you didnt get it quite right the first time There is a thin transparent membrane of protective tape on top of it which must be removed after installashytion since this will yellow with age and will bake on permanently if it spends any time in the sun Its hard enough to peel off when its new
Taking a tip from the automobile
20 JANUARY 1991
The neat and tidy installation of the battery box and relay control panel mounted ott of the firewall
body guys we used nothing but 3M masking tape also as some of the cheap brands can really give you trouble either not sticking or sticking too hard When taping over new paint we first pressed the sticky side of the tape onto our work clothes to reduce the posshysibility of damaging the fresh surface with too much adhesion
One other problem can give you fits on a Stearman if youre not careful When installing the bird cages (stringers) on the fuselage tubing strucshyture its a good idea to temporarily inshystall the cowling and tail cone fairing in order to properly position the stringer assembly fore and aft Finding out that the cowling doesnt fit after the fabric is finished could really spoil your day
Its always amazing to see vinyl material used around the cockpit coamshy
ings of some real prize winners I found that nice glossy pieces of kid leather can be bought rather cheaply at places like Tandy Leather providing an authenshyticity that can be spotted a long way off For the coaming padding rather than layers of felt as used originally I tried some foam pipe insulation which is conveniently pre-slit fits nicely and after lacing the leather with rawhide seems to do a better job
During one of the routine magna flux inspections of the McCauley steel prop one tiny bit of corrosion at the blade hub fillet officially ended its flying career Although this was a devastating development I reflected that pulling the prop and delivering it for inspection to a prop shop 80 miles away - this every 100 hours - was a nuisance And I never could get through the hundred
Rudy Eskra and his prize winning stearman at the Mideastern Regional Fly-In in Marion Ohio
hour period without one protractor readshyjustment of the blade angles since both the centrifugal and aerodynamic forces tend to move the blades toward low pitch I decided to try a new Sensenich wood prop I was pleased to find that this yellow birch club is about 30 pounds lighter produces markedly less noise and vibration and seemed to result in no degradation in performance I believe that there were three pitches available I selected the middle one and I think I guessed right for operating in the low level elevation in the Great Lakes area
In reading about prop flight test comshyparisons Im always a little suspicious of conclusions drawn from airspeed data derived from a few test runs given all the variables in atmospheric condishytions instrument and observer error so I didnt bother trying to get too technical about it For what its worth my friend with a constant speed Hamilton on a 300 hp Stearman flys formation with me occasionally and seemed impressed with the airspeed of the lower-powered plane
When disassembling the wings we backed all flying and landing wires off
exactly four turns This permits reasshysembly to its previous condition whatever that was However we decided to go through the rerigging proshycedure anyway In doing this we folshylowed the Air Force maintenance and erection instructions - all 11 pages Dihedral and incidence boards were made up from the drawings and all dimensions and angles brought into tolerance Here again its my feeling that the plane is quite stable and pershyforms well
My airplane was absolutely standard when I got it except for the usual reshyplacement of the Bendix brake master cylinders I didnt mind hand cranking the inertia starter but there is no really safe and legal way to do that when going
Jout for a solo flight as many have found to their horror There must be a qualified pilot or mechanic at the conshytrols when youre out there turning the crank I therefore decided to install an electrical system
Designing the electrical system which incorporated a new alternator and rebuilt Bendix starter was the easiest part of the job Gathering all the documentation for application of all the
components and obtaining FAA apshyproval took a great deal of time and effort Since I do aerobatics I wanted a battery case and system which could withstand nine g So None seemed available so I designed and built a subshystantial aluminum case with a separate battery hold down assembly built in The Gil 35 battery manifold vent is conshynected to a bicarbonate of soda bottle with a clear plastic hose then down inside the landing strut fairing and overshyboard
There seems to be a tendency for the brakes to grab which can give the rear pilot a quick lift up about five feet in the air on first application A lot of this low level aerobatics can be prevented by applying only one brake at a time but the grabbing tendency can still be quite annoying To combat this I filed a chamfer about 1 14 inches by about 20 degrees from the leading edge of the primary shoe This is the top of the front shoe which provides the servo forces on the secondary shoe Brake operation is effective yet smooth Of course the brake lining must be kept free of oil and moisture and if they do get soaked its best to replace the friction material
VINTAGE AIRPLANE 21
The stainless steel exhaust manifold on the Lycoming 680 is also a challenge to ftnish I suspect chrome plate would tum blue in places I went through about ftve different high temperature silver paints and the best one Ive found is VHT 1200 degree paint made by Sperex Corporation in Gardena California But nothing lasts forever on that hot surface
If you have ever had a King KX145 NA V -COM radio youll probably agree its not a technological miracle When mine is working I get complaints from approach control that the transmisshysion is weak and garbled when heading inbound at eight or more miles out I noted that this improved if I turned and pointed the aircraft tail toward the airshyport This led me to believe that the engine and other metal parts ahead of the antenna were blocking the antenna signal I decided to move the antenna which was mounted over the aluminum baggage compartment aft of the rear cockpit to a position above the center wing tank using the large aluminum gas tank as a ground plane The antenna was mounted on an aluminum bracket attached to the center square tube brace above the tank A short bonding strap was connected to the tank filler neck providing a good ground With the anshytenna in this position we have had no further complaints from the tower from the same distances out
In addition to an Omni in the transceiver I bought a portable Loran which is small enough to carry in a coat pocket This has not been entirely trouble free either but the Ray Jefferson Company people have been very helpshyful Although I dont do a lot of crossshycountry it has given me some very accurate guidance It is basically a marine unit derivative and cost about $300 Although it provides ground speed and other data I find the heading and DME are just about all I need and often direct me right towards the exact center of the destination airport
In routine operation of a Stearman there are two things which I regard as being just as critical as fuel and engine oil One is keeping those big soft main tires properly inflated and the other is to make sure the tail wheel steering asshysembly is in good working order These are very important for stability and conshytrol during roll-out which Ill discuss later Tail wheel lock mechanism 22 JANUARY 1991
should snap in place smartly and the tail wheel steering cables must be snug The tail wheel tire pressure needs a lot of attention also but for a different reason It carries a heavy load for its size and if its run underinflated youre looking at tire fabric in a very short time
There are at least three brands of tires available for the Stearman One has a tread made up of rectangular blocks another has concentric rings or grooves and the third is the classic Goodyear diamond tread I found the block tread was good for about 500 landings on concrete the grooved would do about 700 From a vintage appearance standpoint I prefer the diamond tread a pair of which I bought from Wilkerson Tire in Crewe West Virginia These Goodyear tires are produced in Sao Paulo Brazil where the molds were apshyparently moved to a number of years ago
In doing this restoration I found it a very enjoyable experience I got a tremendous amount of help from people like Glenn Gibbs of Stony Ridge Ohio who has become a very skillful fabric man and indeed many of his ideas are included here and from Frank Leffel who did much of the spraying and Tony Eskra who sanded his share of it Herb Wilford Chief Aircraft Maintenance at Dana Corp was one expert who made sure we stayed in line technically Looking after a half dozen jet aircraft Herb runs a very efficient operation with immaculate hangars and shops
There were many others of course and we spent a lot of enjoyable winter evenings working together and bantershying back and forth It was a great escape from the demands of a corporate management position and I slept most soundly during that period
I think the only real frustration aside from the staggering prices was waiting for delivery of parts and purchased sershyvices Delivery date promises were alshymost routinely ignored thus running the total project time over one year Apshyparently keeping promises has gone the way of the 45 rpm record in this country
There are a few lessons which may seem obvious but I feel are worth restatshying First of all the investment in both time and money is extremely high so its worth doing right and this includes buying the best material available
In the course of the work one can ftnd
a host of opportunities to take a shortcut and save some time or material In general these temptations are best avoided When the job is finished and its almost good enough no one will probably know the difference except you every time you look at that bird If youre anything like me youll always see enough defects no matter how careshyful you were I remind myself if its not quite right tear it up and do it over again Ive never regretted doing that
If may add a few observations to the myriad of information that has been written about the Boeing Stearman I have owned it now for 12 years and I still get a great thrill flying it Some say its heavy on the controls but 1 dont agree Solid yes but not heavy If you properly coordinate rudder and aileron stick pressures seem quite normal It is very forgiving I think with a good balance between responsiveness and sensitivity In short its a real pussy cat in the air Though it has a slow roll rate it loops beautifully spins easily but quits at the precise moment middot when youve had enough Strength - its like a Sherman tank Its solid feel derives from the lack of control-induced deflection owing to the truss biplane structure the use of control rods rather than cables and the basic rigidity of the tubular steel fuselage
Landing and roll-out is a little difshyferent with the task of keeping things in hand left entirely up to the pilot If ever there was a machine thats dynamically unstable in roll-out this must be it Response rate must be swift and instincshytive so a bit of concentration is helpful Over the years Ive logged 1430 landshyings in this machine Some of them would measure 58 on the Richter scale As I said its a rugged beast so the only damage was to my ego
A round carrier type approach seems best but youd better have a softer imshypact than the F-14 does or youll bounce 20 feet in the air If its done just right those big balloon tires come into play and nothing can match the soft quiet touchdown of a Stearman Most of the time it seems to land itself perfectshyly leading one to believe theres really nothing to it OK but I think Gordon Baxter our foremost Stearman spokesshyman had it right when its on the ground you cant trust it unless its tied to something
The E225 series Continental is enclosed in a very clean instalshy N22LW features this smart looking panel with padded ramshylation The baffling is anodized horn yokes
(Continued from Page 13) them have at it The reclining seats are from the Rangemaster version of the Navion produced in the early 1960s The Woodfins are very pleased with the results The instrument panel and the overheard Osborne panel have been finished off in a very professional manshyner The panel is meant for strictly VFR flying but is very well equipped with a loran and nav-com pair All the instrushyments in the plane are brand new To have as safe an airplane as he desired Larry felt it was necessary to replace all the instruments since some were 40 years old
For all intents and purposes the aircraft is a new old airplane Theres nothing not a hose or fitting that has not been replaced or gone over he remarked
Power for the Woodybird II is an E225 series Continental built up of new parts including the crankshaft It was also carefully balanced throughout its assembly
The sign and Woodybird emblem were both painted by Larrys neighbor Neil Kavanaugh Each emblem took 12 an hour for him to paint freehand
This is the second aircraft that Larry has restored The first Woodybird was completed in 1978 Much later he would sell the airplane during one of the Conventions at Oshkosh He has some very interesting comments about that sale now that some time has elapsed One of the things that happens when you restore things is the way it conshysumes you and after its over you beshycome a slave to it The first time around I had become a slave to the machine and I wanted out I just didnt want to do it anymore Well the smart thing to do is to sit on the side and let that pass Well somebody came along with a lot of money and wanted it and I sold it he recalled Two or three years later all of the sudden I realized that I didnt have my airplane anymore and I wanted it back so that started the search for this one
Larry has been a motors ports enshythusiast since his pre-teen years when he tried to convince ills dad to buy him a4 7 Mercury convertible complete with a zebra skin interior When his dad said You cant drive it for another 4 years what are you going to do with it Larry
responded Dad Im gonna polish it To pacify his young sons enthusiasm he allowed Larry to buy a go-cart His family was not rich by any stretch of the imagination but Larrys willingness to work hard on his projects would allow him to continue and he would progress into racing cars at the dragstrip then into sports cars and finally into motorshycycle racing Larry and his wife Debbie began to fly simply as an expedient way to get to motorcycle races since they had a few friends within the racing comshymunity that were making the same trips that they were and did not have to conshytend with a long arduous road trip That sparked the interest that has become a wonderful way to travel Motorcycles are still an important part of his life One of his customers is a favorite of his - Harley-Davidson They use the nails and pneumatic nail guns that Larry sells for a living to assemble the crates the big cycles are sillpped in He is the proud owner of an Ultra equipped with just about everything you would ever want on a motor vehicle including cruise control He and Debbie plan to ride the cruising motorcycle from Maryland to Alaska on a long tour this coming sumshymer He has nothing but praise for the reliability the Harley now has and is very pleased with both his sleek machines - his Harley Ultra and his Ryan Navion The Flagship of the Navion Fleet
If you would like more informashytion on the Navion contact the
American Navion Society Box 1810
Lodi CA 95241-1810 209339-4213
The initial membersillp fee is $60 and then $45 per year for annual dues
VINTAGE AIRPLANE 23
~T ()UI2 ~msJU~ I2HT()I2I~f3 by ~()r-m veter-sen
Davis DI-K N158Y SIN 508 Purchased as a basket case in August
1958 Jack Gretta (EAA 19255) of Chester CT spent six years rebuilding this Davis and installing a 125 hp Conshytinental engine under a one-time STC In 1973 a friend() put the pretty
Piper J-3C-65 N6114H SIN 19275 These photos were sent in by Robert
T (Bob) Hunt (EAA 165963 AIC 6123) of Hackettstown NJ who has been busy rebuilding this J-3 Cub along with George Burns (EAA 221818 AIC 10000) also of Hackettstown The wood spar wings required new spars all new bolts drag wires leading edges and attach fittings The covering was done in Stits HS-90X and Stits Aerothane
24 JANUARY 1992
parasol into the trees and four more years were required to return the Davis to airworthy condition
In 1991 another friend landed 01 N508Y in the trees while towing Jack Gretta in a Schweizer 1-19 glider Jack ended up in the trees also and admits it
A majored C-85 engine was installed along with a new Falcon wood prop (built on the Ole Fahlin certificate) Bob reports the engine started on the very
is a long way to the ground as a passhysenger It is expected the red and white Davis will again be ready for flight in 1992
This is the second Davis that Jack Gretta has owned having owned Davis D1-K N151Y SIN 510 from 1947 to 1956 During those years Jack rebuilt the airplane once and changed the enshygine from a Kinner 90 to a Kinner 165
Jack belonged to EAA Chapter 1 in Riverside CA way back in the early fifties and joined EAA in the mid-sixties while living at Cucamonga CA He has been involved with Davis airplanes for almost 46 years and we happily extend to Jack best wishes for the next 46 years
very first pull The smooth 800 X 4 tires that came with the project were in servshyiceable condition and re-instalLed on the completed airplane
This is the third airplane Bob has restored the first two being a PA-12 Super Cruiser and a PA-22 TriPacer Not one to up and quit having fun he is now commencing the rebuild of a PA-ll Cub Special
1952 Cessna 170B N2650D SIN 20802
This pristine 170B has been given the total TLC treatment since being purshychased in 1988 by its owners Ken and Helen Cobb (EAA 182685) of Naples Florida A new paint job in Alumigrip really improved the outside appearance right down to the original metal wheelshypants Inside a new interior was inshystalled including new seat coverings and the panel was updated with all new radios and complete instrument overshyhaul Under the cowling the Continenshytal 145 was majored to zero tolerance with chromed cylinders The original propeller and spinner were polished to a bright shine As Ken says This project started as a replace all rusty screws with stainless screws and grew into a very nice looking restoration
The 170B has approximately 3100 hours on the airframe with no damage
history heavy gear Cleveland brakes and original engine prop and wheelshypants Although the pretty Cessna has scored well at every fly-in to date Ken and Helen have yet to make the Oshkosh Fly-In We all hope they will be able to
make the flight from Florida to Wisconshysin in 1992 so we can get a close look at N2650D Congratulations to Ken and Helen Cobb on a nice job of replacing rusty screws Your efforts show exshycellent results
Cessna 140A N5300C SIN 15420 Purchased in 1966 by John Lucas
(EAA 370887) and Dave Emmett of
Emporium PA this particular 1950 Cessna 140A has been used for obtainshying STC approval for the installation of
a Continental 0-200 engine The 0-200 engine was purchased
from Lycoming in Williamsport PA who were using the engine for test purshyposes Installed in N5300C the first Continental 0-200 STC was approved Dec 1 1967 with revised approval dates of March 12 1980 July 2 1980 and May 11 1981 The first STC was sold on 12-4-78 and John reports they have been averaging about ten per year since that time Apparently the extra 10 to 15 horsepower makes the 140A pershyform remarkably well which explains the popularity of the STC
John Lucas passed his 80th birthday on July 23rd and has a new partner John Richard Lucas (his son) to carryon the good work with the 0-200 Cessna 140A N5300C Long live the marque
Taylorcraft DCO-65 C-FJLH From the far north comes this photo
of a Taylorcraft DCO-65 C-FJLH owned by Floyd Stromstedt of Box 296 Berwyn Alberta TOH OEO Canada Loshycated in the northwest part of Alberta almost at the beginning of the Acan highway the DCO-65 is the only one in the area in fact its the only one anybody in the area has seen Floyd enjoys flying the 65 hp tandem on wheels however he is curious if anyone has ever put a larger engine in a DCOshy65 such as a C-85 and if anyone has heard of such an airplane being put on floats Any help would be appreciated Write Floyd at the above address
VINTAGE AIRPLANE 25
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
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VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromeshymoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406shy388-6069 FAX 406388-0170 Repair stashytion No QK5R148N
Parachutes - Toll Free 1-800-526-2822 New amp Used Parachutes We take trade-ins 5-year repair or replacement warranty many styles in stock Parachute Associates Inc 2 Linda Lane Suite A Vincentown NJ 08088609859-3397 (C792)
ANC-19 Bulletin - Wood Aircraft Inspecshytion and Fabrication 1951 edition now available as reprint Early aircraft Service Notes rigging data other titles available Send SASE for listing and prices John W Grega 355 Grand Blvd Bedford OH 44146 (c-392)
VINTAGE AIRCRAFT AND ENGINES shyOut-of-print literature history restoration manuals etc Unique list of 2000+ scarce items $300 JOHN ROBY 3703V Nassau San Diego CA 92115 (Established 1960) (c-1092)
C-26 Champion Spark Plugs - New and reconditioned New - $1475 reconditioned shy$575 to $975 Eagle Air 2920 Emerald Drive Jonesboro GA 30236 404478shy2310 (c-1092)
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Now Available - 30-inch x 5-inch Golden Age smooth Aero Tyres and Custom Wire Wheels finished Authentic Irish Linen Fabric Covering Antique Instruments evaluated repaired or completely restored Vintage Aero 518962-2323 Send $300 for Catalogue Rt 22 Westport NY 12993
PLANS Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings Welded parts availshyable Write to PO Box 228 Needham MA 02192 or call days 617444-5480 (c-1092)
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30 JANUARY 1992
MEMBERSHIP INFORMATION
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
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The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
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AEROCAR GIVING THE AUTOMOBILE ITS WINGS A chronicle of the 40-year history of the AEROCAR Produced in cooperation with designerinventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR - the roadable airplane (35 min)
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EAA OSHKOSH 91
AVIATION AT ITS BEST Experience this annual gathering of the family of flight with the offishycial 1991 EM Fly-In Convention video Enjoy the tribute to the 1930s Golden Age of Air Racing the 50th Anniversary of the Flying Tigers and a special salute to the Allied air power of Operation Deshysert Storm Plus plenty of anshytiques classics warbirds the latest in homebuilts ultralights and more (60 min)
$2495 GETTING STARTED IN AEROBATICS
FASCINATION WITH FLIGHT From the quiet beauty of ballooning to the excitement of aerobatshyics this new video from EMs award-winning Paul Harvey Audio Video Center is a fast-paced overview of the many distinct facets of sport aviation Included in this show are segments on Balloons Hang-Gliders Ultralights Antiques and Classics Homebuilts Warbirds and more (30 min)
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VI~TAf3~ LIT~l2ATUl2~ by ()ennis Varks
IAA LibraryArchives ()irect()r
Jackie Cochrans new Seversky racer is shown having its compass compensated at Floyd Bennett Field prior to leaving for the West Coast
THE NATIONAL AIR RACES THE GOLDEN AGE (Pt 12)
END OF AN ERA The 1939 National Air Races were
scheduled for September 2-4 in Cleveland again under the tutelage of the Henderson brothers Clifford and Philip The advertisement for the races that appeared in the August 15 1939 issue of SPORTSMAN PILOT promised A cavalcade of aeronautical progress - Everything from pulseshythrobbing high speed classics to quiet yet daring aerobatic exhibitions shyConcentrated into three days of intense activity - amid pomp and spendor shyparade and pagentry
No doubt there was a lot of pagentry in 1939 There were great demonstrashytions by military flyers including the 27th Pursuit Squadron from Selfridge Field and the Fighting Four the U S Navy fighter squadron from the aircraft carrier RANGER Sunday of the show also saw the arrival of the huge Boeing XB-15 bomber
There were many aerobatic perforshymances including Mike Murphy in his upside-down airplane Leonard Petershy6 JANUARY 1992
son and Beverly Howard The pagentry also included mass parachute jumps shyCount em - and cavalcade of American commercial aircraft
As for Aeronautical progress there were no new racers for 1939 With a few exceptions most of the racers at Cleveland were the same that flew the previous two years Also the technology of production aircraft was surpassing that of the racers with all metal construction retractable landing gear flaps and variable pitch propellers
Though for a decade the Thompson racers had been the fastest aircraft in the United States now production U S fighters were faster than the racers Also the Bendix competition had beshycome an arena for production aircraft
In 1939 there may have been pulseshythrobbing high speed classics But unfortunately in 1939 there were only two such closed course races for the public to see The Greve Trophy race scheduled for Sunday 3 September and the Thompson scheduled for Monday Labor Day which was postponed by weather till Tuesday All of the stock
type races had been eliminated by 1936 and the lower displacement races were last run in 1937
Besides the lack of races money and new aircraft the National Air Races faced a worse crisis in 1939 On Sepshytember 1 the last day of practice before the event began Poland was invaded when the war clouds gathering in Europe erupted into a true storm that would overshadow all civilian aviation activities in the United States for the next six years
THE PILOTS TALK In 1939 three pilots gave their stories
of air racing to POPULAR A VIA TION These were Air Racing is Hell in September by Roscoe Turner Im Through With Closed Course Racing in October by Earl Ortman and Stop Picking On Us Racers by Art Chester in December
Roscoe Turners article about winshyning the 1938 Thompson Trophy was similar to the article he had written in the November 1938 issue of AIR TRAILS which was recounted in the last installment of this series
EARL ORTMAN Earl Ortman in his article tells of his
decision to quit racing and become an airline pilot Now - to get back to the original idea of this yam Why did I quit this tremendously fascinating and alshylegedly profitable business of closed course racing for the salary and uniform of a first officer for Canadian Colonial Airways
Comes a time as the storybooks say in every young mans life when security looks attractive I have made a lot of money Ive spent more Prize money at air races looks big when it is in the catalog and probably you have envied the winner of the Bendix or Thompson for the big purse he took home But listen to one who knows
The biggest purse I ever won in one days racing was $14000 Quite a sizable sum for a few minutes work you say Well yes but consider the initial cost of the ship I flew - a mere matter of $50000 To this for this parshyticular race I added $7500 cash for preparation Now how much did I get out of that $14000
As first officer for Canadian Colonial I can see a definite future for myself in the industry I love My exshyperience as a racing pilot has made me if anything more conservative and less inclined to gamble and take unnecesshysary chances When I flew my own ship I went over it carefully for flaws in the works as a pilot for a great airline this is done for me Im satisfied to take the word of the competent mechanics of the line I never took anybodys word but my own
Tm not alone in deciding to become an airline pilot Harold Neumann oneshytime Thompson Trophy winner beat me to it by several years when he joined TWA Shortly after that Roger Don Rae joined the same outfit and young Bob Buck who although he wasnt a race pilot was a nationally known record flyer decided he too would sit in the ri ght-hand seat of a transport cockpit
Even the resplendent Roscoe has beshycome a businessman - a vice president in charge of something or other for Porterfield planes Hes going to race again of course but hes building up to a future
My interests in experimentation will never cease Ill always be interested in new aviation developments My enshygineering training and an inquisitive mind make that imperative But my guinea pig days are over Myoid Mar-
Art Chester and his mechanic Lynn Coffold seem pleased with the Goons propshypects
coux-Bromberg racer bless it will be on the starting line at the 1939 Nationals in Cleveland and I honestly think it will win the Thompson this year But my interests will be purely platonic Ill be in the cockpit in spirit helping whoever flies it with my subconscious support
But me - if I m not in th e grandstand Ill be somewhere between Newark and Montreal in the right-hand seat of a Canadian Colonial Airways DC-3
Ortmans announcement of this retirement from air racing was premashyture as he did take his place in the cockshypit of the Marcoux-Bromberg and placed third in the Thompson Race
ART CHESTER In his article Art Chester discussed
the antagonism towards air racing First of all why all this antagonism
towards air racing Is it true that the CAA looks with disfavor on racing If so why We race pilots try hard to stay within the CAA rules and to my knowledge there have been no flagrant
or intentional violations of these rules There has not been a single spectator hurt by a civilian racing plane in years of racing
Why are the commercial interests in aviation bucking racing We are told that the manufacturers and espec ially the airlines would like to see air races abolished apparently because of the unshyfavorable effect a crash in full view of the public would have on their business
It is my contention that the public is not so unthinking as to let a racing plane crash scare it out of flying the airlines If seeing big headlines and pictures in the papers of an airliner splattered against a mountain top does not scare the layman from flying the lines have nothing to fear from racing even if all the race ships pile up in front of the grandstands
Why must air racing just ify its existshyence by contributing something to comshymercial aviation Why can it not be conducted as an attraction or amuseshyment the same as horse racing speedshyboat auto or yacht racing Many
VINTAGE AIRPLANE 7
19th ANNUAL WORLDS PREMIER
AIR CLASSIC A cavalcade of aeronauticaJ proqreSl bullbullbull Presentinq in dramatic f4lllhion rythinq hom pu1se-throbbinq hiqh peed classiCi to quiet yet darlnq acrobatic exhibi tions bullbull Conltellt14telti into thre day of Inten actinty bull amid pomp ADd splendor parade and paqeantry drama 4Dd qaiety Featurinq tb 3QO mil ThOIttptOD Trophy Race annual hiqb peed land plane cluaic 01 the world The Bendix Trophy Race
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AMERICAS GREATEH SPORTS EVENT
thousands of dollars are spent in buildshying yachts for instance to compete in annual yacht races and although I fail to see where it contributes anything to cornmerical navigation or is of public benefit it is looked upon as a perfectly good and sensible sport - which it is
Air racing is certainly more specshytacular and thrilling and with ever inshycreasing speeds obtained and with more ships competing it will be even more so If racing ship owners and pilots were not so harassed there would be more of them competition would be keener and the races better
BENDIX TROPHY All the entries for the 1939 Bendix
had been entrants the previous year and
8 JANUARY 1992
thanks to the rule that Bendix racers couldnt compete in the Thompson none of the privately produced racers such as the Marcoux-Bromberg were in the Bendix All of the aircraft entered in 1939 were factory production aircraft
Racing were a Beech D-17W pilot Max Constant another Staggerwing flown by William Maycock the Bellanshyca 28-92 Trimotor flown by Arthur Bussy a Lockheed Orion flown by Paul Mantz a Seversky SEV -S2 flown by Frank Fuller and another flown by Jacshyqueline Cochran and finally a Spartan 7W flown by Arlene Davis
Departure was from the Union Air Terminal at Burbank on September 2 Frank Fuller was the first away at 3 AM his goal to become the first twoshytime winner Weather was marginal all that early morning but all got away exshycept for Jackie Cochran who declined to take off into the 800 foot ceiling
With Cochran out it would be a close race for second place as no one expected to best Frank Fuller in the Seversky Fuller did arrive first at Cleveland after a fuel stop in Goodland Kansas for an elapsed time of 7 hours 14 minutes knocking 40 minutes off his 1937 record This was good for a new Bendix record speed of 2821 mph
Second place went to Bussys trimotored Bellanca which nosed out Mantzs Orion by eight minutes Max Constant came in fourth in Cochrans Stagshygerwing Beech Arlene Davis finished fifth but was disqualified for the $2500 bonus for being the fLrSt woman finisher because her passenger in the Spartan Dale Meyers was a licensed pilot
Fuller flying on to Bendix New Jershysey set a new transcontinental Bendix Race record of 8 hours 58 minutes 846 seconds averaging 273 miles per hour
GREVE TROPHY RACE In what Cy Caldwell called the irshy
reducible minimum of racing three days at Cleveland - Saturday Sunday and Monday - saw only one pilot in one airplane finish one closed course race That race was the Greve Trophy Race on Sunday as on Monday the Thompson was called off because of weather
Though there were no new aircraft entered in the Greve there were some exciting aircraft Art Chesters Goon LeViers Firecracker and the all metal Crosby racer all powered by six-cylinder C-65 Menasco engines With a few exceptions the Menascos were the only engines in the 550 cubic inch class that had finished any Greve Races since their inception in 1934 the major exception being Michael Detroyats Renault in 1936 The Menasco engine powered aircraft had seen a constant increase in speed since the 213 mph finish by Roy Minor in 1934 In 1938 LeVier in the Firecrackshyer ran a speed of 250886 mph
Five racers were at the starting line for the 1939 Greve George Byars in the Keith Rider Eight Ball failed to start Lee Williams in the Brown B-2 stalled at the scattering plylon spun in and was killed in the crash Tony LeVier in the Firecracker led for 11 laps but was forced out by engine trouble and Harry Crosby unable to retract his landing gear was flagged out after 13 laps That left Art Chester in his Goon to fly alone for the rest of the race The loss of competition didnt slow him down and he continued on and set a new record of 263390 mph
THOMPSON TROPHY There were seven Thompson entries
for the start of the 1939 race Roscoe Turner last years winner in his
Roscoe Turners Twin Row Wasp-powered Turner-Laird Special
Meteor Earl Ortman in the MarcouxshyBromberg (nee Rider R-3) Steve Wittman in Bonzo Art Chester in the Goon Harry Crosby in his all metal CR-4 and the ancient by racing standards 1932 Wedell Williams of Joe Mackey owned by Roscoe Turner
Reportedly pumping out 2000 horseshypower Turners Meteor was the class of the act and if Roscoe didnt miss a pylon a continual problem he should have had an easy victory Earl Ortman as stated above from his article in POPULAR A VIA nON believed the Marcoux Bromberg could win and with an all-up weight 1500 pounds less than Turners that was a possibility The Firecracker had shown great potential in 1938 having won the Greve at a speed of over 250 miles per hour
Steve Wittman won the race to the scatter pylon and was still in the lead at the end of the first lap with Mackeys Wedell Williams incredibly in second place However Tony LeVier was burning up the field and took over the lead on the fifth lap Roscoe having cut
Roscoe polishes one of the pylons on his way to an unprecedented third win of the Thompson Trophy race
a pylon again but for the last time Having reflown the pylon Roscoe
put on an amazing show reeling in the other competitors one by one at speeds of over 300 mph until taking over the lead in the ninth lap His lap speeds dropped a little after that but by the end of the race he had managed to lap everyone again Roscoe Turner had won the Thompson for the third and last time
END OFAN ERA More than the start of the war in
Europe cast a pall over the National Air Races that led to the end of the Golden Age Many announcements at Cleveland also put the stamp on the end of an age Roscoe Turner announced his retirement Earl Ortman announced his retirement from racing to become an airline pilot and after 12 years of effishycient management Clifford and Philip Henderson the driving forces behind the National Air Races announced their retirement
Cy Caldwell in the October 1939 issue of AERO DIGEST stated that the races had lost their meaning In past years the National Air Races have unshydoubtedly performed a valuable funcshytion they were truly the proving ground of aviation The production of such ships as the Gee Bees and Mystery S Travel Air for instance showed our
(Continued on page 28)
Roscoe recieves the Thompson Trophy from Fred Crawford for the last time-Roscoe would immediately announce his retirement from air racing after his third win of the Thompson
VINTAGE AIRPLANE 9
by HG Frautschy
Type club members are as a rule enthusiastic proponents of their respecshytive aircraft and amopg the most enershygetic are those who call themselves Navioneers The American Navion Society (ANS) is one of the oldest Type Clubs in existence today and within their ranks are some individuals who have become experts at modifying older aircraft The Navion is one classic that
with at least a few
Larry Woodfin of Jarrettsville Marylandis one of the nthusiasticANS members who travelled to Appleton Wisconsin the week prior to the EAA Convention this past summer 79 N a vions and their owners arrived to take part in the American Navion Society Annual Fly-In Enjoying each others c(IlmplitlJy and flying Navions kept the
mfJ-cfi8J~im~~roit si~~lt1~Nmiddot(ncent1~lt~IDetllbci=tSJt)uSy with an ice cr~dJ$Oclal
arrival With the distance between Oshshyklt$h ~ndAppleton only 18 miles as the fustaircraft were landing at Oshkosh a
_~~~i Olaquo NAvitlnll were waiting for slot at Appleton The
Navioneers who made the trip to Oshshykosh from Appleton His Navion N222LW was on its first trip to the Midwest since it bad been totally resshytored over a 4 year peliod Larry fomid
his home field the ~ quit He hacL run out of gas An ul1le~enttll~)antillng on themiddotmiddotailpoi~middot~~middotn)a~r~it~~ Navjonwas ~Wt$~JQfgt~~ ~~
mass in-trail flight down to EAA OSHshyKOSH 91 Don Shoemaker Co-Chairshyman gtUhis years Navion Fly-n said it was a lot of fun - the weather was great so we just slipped right on in Don was quite complementary concernshying the job the Oshkosh contollers did briefing and tben handling the groups
coordination between the two facilities was outstanding according t~on
Once the Navions had arrived they werlt all parked in e same section of the south end of the AntiqueClassic aircraft camping area For lovers of the marque it was a sight to see
Larry Woodfm was one of the 49
the airplane in Pittstown New Jersey The previous owner had been working on the big Ryan for a year when he passed away only 3 days prior to its maiden flight The airplane then beshycame a burden upon the owners widow and her son an airline pilot had no desire for the big hulk so he counselled his mother to sell it Larry dealing through the owners son struck a deal to purchase the Navion He was pleased with the planes structure having detershymined that it was one of the straightest Navions that he had seen since his search began Larry tnivelled to New Jersey to close the deal When he arshyrived and the paperwork was to be signed the widow simply couldnt bear to part with the airplane and so Larry went home empty-handed The widows son however contacted Larry again and told him that the deal could be closed So Larry headed up to New Jersey to retrieve the languishing Navion only to have the same course of
action repeat again Larry patiently went home empty
handed one more time This would happen two more times There was one additional item
that added to the anxiety of the situation - the airport that the airplane resided
on was scheduled to be closed and the land
used for part of an Interstate highway
Finally with 4 days
to spare the deal was closed the aircraft preflighted and -Larry headed for home in what he felt was a basically airworthy airplane that still had quite a few items to be fixed or at least cleaned up before a major restorashytion would commence As fate would have it he did not have the luxury of a few extra hours to aquaint himself with the Navion after he got it home After arriving over his local area ~ PQJl-o tiu~ tbi Ql arg~ akit w~ fHf new prize He was iickied to deaffitha~ e~1lIIIt fIIhad been fortunate enough to buy the airplane and he was enjoying himself Then the bubble burst On short fmal to
Navions Navions everywhere Navions 49 Navions of one type or another came to EAA Oshkosh 91 from the American Navion Society Convention in Appleton Wisconsin A few others arrived swelling the total on the ground in this photo to 56
bell on the fuel pump stopped dinging far too early The pump registered only 20 gallons and the fuel was at the top of the filler neck Something was dreadshyfully wrong here The normal fuel capacity was twice that amount An investigation into the problem revealed the reason The Navion had not been flown for 7 years prior to Larrys purshychase having gone down in a forced landing At that time it was surmised the fuel vent system had been plugged so that as fuel was being drawn out of the fuel tanks by the engine driven pump the tanks were collapsing The fix for the fuel system problem was simple - the wing must come off Right then and there the serious restoration of the Navion began in ernest The entire airframe would come under close scrutiny as Larry wanted the safest posshysible airplane he could restore His thoughts on the effort required to restore an airplane could apply to anyone The devotion you put into them obviously you deprive a lot of family responshysibilities to do this and a lot of grass cutting on Saturday to come up with one of this caliber but it has been worth it
Compare the Navion in the photos with these two views from the 1947 Aircraft Yearbook You can readily see the chanshyges from the mod work done through the years
its been a very nice airplane a very safe airplane and I think thats what we like about it Larry has two teenage daughters Erin and Tara and his wife Debbie as cabinmates in the limousineshysized cockpit of the Navion It will carry literally anything that you can get into it and with three females at home thats usually what happens They want to bring everything but the kitchen sink
With his family his primary passhysengers Larry wanted an airplane that was as safe as he could reasonably exshypect it to be He likes the rugged build of the Navion (after all it was designed by the same folks at North American Aviation who brought us the P-51) and the reputation the plane has for being very strong Aerodynamics seems to always be a series of forces in comshypromise and the Navion is no excepshytion All that strength comes at a cost With a maximum gross weight of 2750 pounds the Navion is not the fastest retractable 225 hp airplane around The Woodybird II as Larry has named the Navion will cruise at a reasonable 132 knots while burning about 12 gallons of
A vgas per hour A little history on the Navion First
concei ved in the fertile mind of Dutch Kindelberger at North American A viashytion the NA-143 was to be North Americans entry into the what was exshypected to be the booming post-war civilian aviation market When the first production NA-145 Navions hit the ramps in 1946 they were touted in ads as having been manufactured by the Creators of P-51 Mustang and Advanced Army and Navy Aircraft Hoping to capitalize on name recognishytion by the military pilots who flew in combat the Navion would remain in production at North American until April 15 1947 With 280 of the 1109 produced still unsold the manufacturshying rights to the Navion were sold to Ryan Aeronautical in San Diego California They produced the airplane from 1948 until 1951 manufacturing 1265 Navions before shutting down the line Later versions of the plane were the D E and F models essentially remanufactured Navions with revised engine installations In the 1960s and 70s a version of the airplane known
as the Rangemaster appeared Sporting a full cabin instead of the bubble slidshying canopy the Rangemaster looks markedly different than its older brother Fewer than 300 of the
12 JANUARY 1992
o u
With just a bit of a crosswind Larry with his brother Jerry flying co-pilot breaks ground with the immaculate Woodybird II from runway 18 at Oshkosh
Rangemasters have ever been built Many have noted that the Meyers 200 bears a passing resemblance to the Ranshygem aster The type certificate for the Navion is now owned by the American Navion Society
The Woodybird is one of the aircraft produced by Ryan in 1949 Like most of its breathern Larrys Navion boasts a logbook full of modifications including a new oneshypiece windshield that features a sleeker profile The windows have been changed also The side windows feashyture a sleek flush mounting and the side windows are expanded in area as well as being one piece It really allows sushyperb visibility out of the cockpit The other modifications include the Palo Alto Tail a revision to the incidence of the horizontal tail The Navion originally had excessive incidence that caused too much drag during cruise flight Aileron balance kits have been added removing the goose egg balshyances from the ailerons and replacing them with an internal balance One of the most noticeable changes to anyone who had seen the Navion when it was new is the revised cowling
on the Woodybird The first Navions sported a rather ineffective updraft cooling system with a prominent chin grille below the prop Many early Navion owners would not have their engines reach TBO because of high oil temperatures Most of these have now been changed to the standard pressure cowl seen on this Navion About the only modification that he has not been able to add is an outside bagshygage door Unless you own the papershywork for one of these doors they simply are not available The latest addition to the airframe Larry plans is the addition of a rear step to make it a bit easier to climb into the cabin
The paint and trim on Larrys Ryan is Alumigrip selected for its durability and high gloss shine All of the paint and the prep work was done by a professhysional painter One of the most striking aspects of the Woodybird II is the painted-to-match propeller When he returned from Oshkosh one year Larry
was all set to paint the prop black with yellow tips just like many of the Warshybirds he had seen His wife Debbie nixed that idea though She talked him into doing something different The idea came from the Lopresti Swiftfury project which features a color scheme that includes a single color for all parts of the airframe Maintaining a prop painted like this is an ongoing effort Touching up the paint is a once a month maintenance item but Larry it quite pleased with the way it looks It does add a lot of character to the aircraft he noted The Woodybird emblem on the side of the fuselage also adds a bit of whimsy to the sleek 4-placer A neighshybor Neil Kavanaugh is a professional painter who is known around the country for his work in gold leaf and well known for his artwork gracing a few yachts In exchange for an Oshshykosh hat Neil applied the Woodybird to each side of the fuselage
The interior was dpne in the third year of the restoration A local shop that
specializes in Ferraris was interested in
tackling the job and Larry let (Continued on Page 23)
VINTAGE AIRPLANE 13
Child Of The Fifties A year and a half ago after earning
my private ticket I decided I wanted to own a plane After discussing the idea with my precious wife she said Well OK so long as it doesnt cost anyshything To many people that would have been the end of the whole thing But a newly licensed pilot is a dangerous thing I began to think I looked around the house for anything that I could sell barter or otherwise convert into a plane Then I saw it The boat on a trailer out in the yard What good was it anyway It was winter So I placed an ad in Trade-a-Plane It ran like this HAVE BOAT NEED PLANE WANT TO SWAP Quite frankly I was completely open to just about anything When the deal was done my boat was on its way to Missouri and I had a 1958 Straight Tail Cessna 172 It was a 14 JANUARY 1992
by Nino Lama Ale 12423
curious craft Being new in the world of have to go back to the fifties aviation I had never seen a 172 that So lets go back to a special time in looked like that I had trained in a plane history Even though we may say we called a Cessna 172 but it bore no remember those years our memories resemblance to my new acquisition tend to fade Heres a memory jogger
As it turns out what I had gotten in well start with those people who barter was something really special It flavored life for us - Marilyn Monroe was my child of the fifties To best Willie Mays Ike James Dean Joe understand why its so special we really McCarthy General MacArthur
Richard Nixon VICE President and Elvis Elvis was a firey 19 year old when he recorded his first song He made it big with his ducktail haircut and perpetual sneer If youre not back in the fifshyties with me yet rememshyber these Hound Dog All Shook Up Dont Be Cruel and Burning Love They were all on the album Heartbreak Hotel released in 1956 In 1958 Elvis married Priscilla Beaulieu and was drafted into the Army
If Elvis wasnt your thing then maybe youll
5 GREAT CESSNAS-THE COMPLETE AIR FLEET FOR gVERY BUSINESS NEED
fast 4middotplace business airplane Top seller ~ In over 150 mph class New hushmiddot ~ flight features-Hone striping Agreat
float plane too $12950 Iob Wichita
lowestmiddot priced allmiddotmet~1 airplane NewG interiors new twomiddottone striping for 56
Proved by over 5000 owners-cruises over 120 mph $8295 fob Wichita
Greatest singlemiddotengine business plane ~ landmiddotOmiddotMatic landing gear Performance ~ of airplanes costing much more Hushmiddot
flight cabin $13750 fob Wichita
With landmiddotOmiddotMatic landing gear Ideal ~ for businessmen who want to learn to
fly themselves You simply drive it Over 120 mph cruising $8750 fiiDWrchita
Tomorrows Twin Today bullbullbull years ~ ahead in design engineering Safety ~ proved by performance of more than 300
now in regular use $54950 fob Wichita
fLYING-May 1956
remember Patti Page and Peggy Lee The Music Man West Side Story or Mack The Knife The Top Hits of the Fifties read like this 1950 - Goodshynight Irene 1951 - Tennessee Waltz 1952 - Cry 1953 - Song From the Moulin Rouge 1954 - Little Things Mean Alot 1955 - Rock Around the Clock 1956 - Dont Be Cruel 1957 - Tammy 1958 - Vol are and 1959shyMack The Knife
While the Pentagon under Charles E Wilson was undergoing the greatest build up of power in all history and the nation was in the grips of the peak of the Cold War the kids wore Davy Crocket hats and bought 30 million hula-hoops
The large cabin of the four-place Cessna allows room for a well equipped panel
It was the fifties that saw us become a nation of surburbanites Barbecues and the cocktail circuit were our escape Some of us built bomb shelters We fought in Korea We watched Bogie and Bacall Lucy and Ricky George and Gracie Sid and Imogene Kukla and Ollie and Jack Parr
In 1958 and 1959 AlaskaandHawaii became our 49th and 50th States Texans just had to cope with being the SECOND largest state in the Union The Russians launched Sputnik and then followed with a satellite manned with a dog It was the 1950s that saw a brave black woman refuse to give up her seat on a bus in Montgomery to a white
man Her arrest sparked the young and vibrant Martin Luther King into peaceshyful protest that changed us forever
If you were there but dont remember any of this then you must have been a Beat The coffeehouses oozed with smoke and poetry to the sound of finger snapping and bongos Slow blues protest songs and Depression ballads were cool
It was the era of cocktail circuits baby-sitters and back yard barbecues Cars were big powerful and made of plenty of metal Kitchens were jammed with chrome appliances and decorated in lots of bright reds yellows and blues Bicycles were sturdy with wide tires and built-in headlights
That was the Fifties The world of aviation was pretty exshy
citing back then There were a lot of thinkers and dreamers In the fifties a dreamer wasnt just someone who thought that ten more knots or a little more range would be nice Moulton B Taylor of Longview Washington was a 1950s dreamer He builtthe AEROCAR It was licensed in 1957 He envisioned one in every garage A subcompact car pulling a small trailer that made up the conversion of the auto to a comfortable family airplane Thats thinking Piper aircraft built and tested a twin engine Tri-Pacer It had two engines on one shaft turning a four-bladed propeller VTOL (Vertical Takeoff and Landing) aircraft were seen as the future for military aircraft It was a propeller driven plane that landed squarely on its
VINTAGE AIRPLANE 15
II
Now METCOmiddotAIRE
Presents
The New (Lett) Prior to the introduction of the straight Tail 172 Met-Co-Aire offered this nosewheel conversion of the standard Cessna 170 Ninos 172 sports the redesigned
CESSNA 170 TRICYCLE GEAR Look al Ihis
MODERN 170 Note excellent visibility the beautishyful lines Engineered and designed to increase the utility and beauty of your Cessna A conversion that enhances the appearance and value of your airplane Fully steerable with rudder pedals assuring safe quick stops with positive ground control at all times
Complete kit furnished with all necessary assemblies and hardware for simple easy Installation
OTHER MET-CO-AIRE CONVERSIONS
Tricycle Gear Conversion for the Cessna 180 will be available in the near future
Fuselages for Stinson amp Piper Metal Wings Cessna-Stinson-Ercoupe
Auxiliary Fuel Systems South American Distributor
Clearwater Flying Co-Clearwater Florida
Write Met-Co-Aire today for full details or see your nearest dealerl
UP TO 100 FINANCING AVAILABLE
+ Met-Co-Aire Municipal Airport Fullerton California
LAmbert 5middot6521
16 JANUARY 1992
fin and rudder of the true 172
tail with the nose pointed straight up Thats dreaming
A viation was advancing Lockheed built the first prop-jet airliner The Douglas RB 66 twin engine jet reached the magic Mach 1 In the more munshydane vein a man named Piper was president of Piper Aircraft Richard Nixons brother-in-law Tom Ryan was a flight instructor and taught some of Hollywoods best to fly The four enshygine Super Constellation airliner ruled the sky They cost $2 million each Air fare from New York City to Los Anshygeles was $160 round-trip The Mooney Mark 20 hit the market
The fifties gave us a lot Who doesnt get a thrill at the sight of a candy apple red 56 Corvette or a jet black 57 TshyBird And Rock and Roll born of the fifties the more it changes the more it stays the same
So now let me tell about my Child of the Fifties I believe it to be one of the finest aircraft ever designed the Straight Tail Cessna 172 Truly born of the fifties its roomy comfortable and made of plenty of metal Im going to tell you about this aeroplane from the prospective of the era In 1955 Dwane L Wallace studied the plane and test flew it
The Businessmen have demanded a low cost easily handled plane to fly themselves Cessna has responded with a tricycle gear model Although there may have been such a demand made its also likely that Cessna was respondshying to the competition of the marketplace The Tri-Pacer with its tricycle gear was sweeping the market and giving the Cessna 170 taildragger a
run for its money The Tri-Pacer ads of the time showed a young woman dressed fonnally at the helm and spoke of flying ease room and comfort In 1957 even the guppy shaped Champ was fitted with a nosewheel and renamed the Tri-Traveler
The goal was to sell the public on the ease of flight The landing gear on the Straight Tail 172 was called LAND-O-MATIC landing gear The ads of the time said that all the pilot needed to do to land was drive the airplane down and it landed itself (And to think I took all those lessons) When the 172 was introduced in 1955 it was meant to supplement the popular Cessna 170 Cessna said at the time that there was no intention to replace the 170 but rather to offer the businessman an easier to fly and more comfortable airplane By 1955 there were 5000 170s flying The manufacshyturer also stated that the 172 was not a reworked 170 but a totally new design The striking feature of the 172 is with no doubt the prominent Straight Tail Engineers found that with the raising of the tail with tricycle landing gear a bigger tail and rudder provided better taxi takeoff and landing performance The newly introduced 172 boasted some special features including a low center of gravity resilient spring steel main landing gear and the same sturdy nosewheel as the big brother Cessna 310 The controls were not interconshynected and provided steering with the rudder or independent brakes steerable nosewheel or combination of the three Magazine advertisements said You drive it like a car
With its Land-O Matic landing gear and roomy cabin the early 172 was the precursor of what would become the most popular light plane of all time
C L Hamilton did the check ride for Flying magazine in November 1955 He calls the cockpit roomy lower and level as compared to the 170 Since dual controls were sold only as an option the test plane had only left hand controls That made the cockpit seem huge Taxiing the 172 was a revelation with the same feel and visibility as the Aero Commander Hamilton wrote About the only chance for ground damage when taxishying the 172 would be dropping the nosewheel into a hole In the air the 172 showed the same pleasant characshyteristics of the proven 170 except that the 172 is more stable - You can slow down until the needle stops inshydicating and she just goes on slow and steady The landing approach differs from the 170 as the 172 uses a very steep nose down approach Hamilton wrote With full 40 degrees on the paralift flaps overshoot slightly dump the flaps touch down with brakes on and youre in someones back yard We did it in 250 feet down and stopped In an emergency it no doubt could be
development was th e Met-Co-Aire Companys conversion of the 170 to tricycle landing gear (see copy of 1955 ad) Despite the statements of Cessna and the conversion by Met-Co-Aire the 170 was doomed to be replaced by the easy to fly 172 If you fly a 172 that has a back window and swept tail dont think youve experienced the classic 172 that changed the look and feel of light plane flight Youve only exshyperienced a distant relative The 172 of the fifties is not the same aeroplane as the modern version Upon entering the Classic 172 one is immediately imshypressed with the incredible visibility both overhead through the huge windscreen and forward over the cowlshying that does a great disappearing act down to the spinner The pilot and comshypanion sit very high in the cockpit adding to the feeling of openness and spaciousshyness The engine seems to run smoother than the contemporary version and it does It is afterall a small six cylinder engine compared to the larger four banger in the modern 172 One of the greatest joys of flying the Classic comes
the floor between pilot and copilot The bar clicks upward as the enormous para lift flaps drop from 10 to 40 degrees On your first flight it seems like youve just moved half the wing when you apply flaps In the air shes stable as a rock and trims easily for hands-off flight You wont set any speed records but you can count a solid 104 miles per hour burning about six gallons per hour And oh what a view
There s a new type club called the STRAIGHT TAIL CESSNA CLUB It was founded by my good friend and Straight Tail owner Ernie Colbert Ive recently been honored with the title of President The club currently has about 100 members and is growing fast Each member shares a great love for the Classic Straight Tail Cessna and knows that with change improvement does not necessarily follow I hope youve enshyjoyed this article The next time you see one of the Straight Tail Cessnas taxi by on its Land-O-Matic landing gear think of Elvis Bogie and me
Thanks to Richard VanEmerick my good friend for the classic Flying
done in less than that when its time to lower the flaps Flaps magazines used in this article An interesting contemporary are controlled by a great Johnson rod on
Rudy Eskras Stearman by Rudy Eskra
ANTIQUECLASSIC GRAND CHAMPION
MIDEASTERN REGION 1990
So much has been written about the Stearman its characteristics and resshytoration that it sometimes seems that everything that needed to be said about it has been said Undaunted AntiqueClasshysic owners all like to tell their own stories This is mine
This particular example was built for the Air Force in October 1944 thus being one of the last produced of a great series In the ensuing years since it was manufactured it has only been flown about 2300 hours I acquired it in 1979 It was in very good condition then and to the best I can determine it always has been Rather than the owner I look upon myself as a temporary custodian or caretaker and very fortunate to be that I hope that when it goes to the next owner it will be in better condition than when I got it and that the next guys can keep it going for many years to come
Its equipped with the 225 hp Lycomshying which with its nine cylinders biting them off clean sounds and runs
1 B JANUARY 1991
smoother than some of the other engines with which Stearman were equipped
In 1989 my friends and I stripped it down completely and replaced or refurshybished everything we thought could be improved We spared no expense as a whole drawer full of receipts and a very patient wife will attest to The engine was completely overhauled with cylinders chromed back to standard new pistons rings valve guides valves bearings The works Of course all parts were magna fluxed in the process
We found the wing woodwork in exshycellent condition and just a few small corrosion points on the fuselage tubing After refinishing the structure we inshystalled some new fuselage stringers (bird cage) which presumably had been broken when the airplane was pushed on its sides These aluminum stringers tend to precipitation harden and grow brittle with age
We recovered all surfaces with heavy duty Ceconite The final finish after the butyrate process on the fuselage center wing section and fins was two part Ranshythane polyurethane The blue trim was DuPont Imron However we used Ranshy
dolph butyrate dope exclusively on the wings aside from the trim Our reasonshying for doing this was because the polyurethane has less tendency to stain under the onslaught of engine emissions than dope and with its glossy surface is a pleasure to wipe down
Gasoline dye for example can penetrate dopes and lacquer finishes clear down to the fabric Since the wings are out away from this conshytamination but subject to more hangar rash and might need occasional touchshying up we felt that dope might be easier to touch up than the urethane
There has certainly been a lot of exshycellent information written about recovering and restoring Stearman aircraft and probably done by people far more versed in the art than I I got a lot of tips from reading and hearing them Some of the really good ideas came not from the professional manuals but from nonprofessional restorers We did do some of the things which we had developed on our own and felt improved the quality of the job somewhat Many of them are minor but perhaps the really first-class jobs are a collection of fine
details They have not been exhaustiveshyly tested in the laboratory but they worked for us To the extent they are of interest Ill pass them along here
Paints tend to grow more brittle with age and will crack from vibration where fabric stretches over sharp edges Even though this plane was over 45 years old and must have been recovered several times we were surprised to find a lot of sharp edges on many of the wood parts that come in contact with the fabric These were sanded to a small radius Ceconite reinforcing tape was applied on top of the fabric very liberally wherever the fabric laid over any edges and highly stressed skin locations far more than on the original This required a lot more painting and sanding between coats to hide the tape but in the end I think we have a finish which is far more resistant to cracking
Aircraft material suppliers may recommend that you buy some of their duct tape to cover any seams in aluminum parts such as on leading edges Apparently masking tape was used in these places in the original process and we preferred that since the duct tape is too thick and protrudes through the finished fabric
In order to provide a smoother surshyface over the aluminum D-section leadshying edges on the wings we first covered and heat shrunk an extra layer of fabric over them This tended to bridge over the seams and dimpled areas before inshystalling the fmallayer of Ceconite
All the experts will tell you to brush on the first coat of fabric primer such as Dacproof or whatever process youre using This may be right but you can often sand about 15 or 20 coats before the brush marks disappear I believe the reasoning is that brushing the stuff (which I suspect is really nitrate dope with a dye) will help you get it down into the fabric so it interlocks with the fibers Thats important because it alshymost must depend upon a mechanical bond to get it to stick to the dacron We found we could get full penetration by spraying so we sprayed and were satisshyfied with the result It is important not to oversaturate the fabric of course since it will drip onto the opposite fabric and these drops are very hard to hide
If you ever scrape or chip a doped finish you invariably find that the separation occurred at either the top or bottom interface of the silver dope coat
less adhesion and a lower tensile strength than clear dope since the aluminum particles are really impurities in the dope For this reason we kept the aluminum coats down to the minimum required to pass the light bulb opacity test thus providing the radiation shield for ultraviolet light About two coats of silver seem to accomplish this The rest of the many coats before the color was applied were clear butyrate which seems to stay more strong and pliable throughout its life Its not as easy to sand as the silver but I suppose thats another testimonial to its physical properties over that of the silver
Our inspector insisted that all rib stitching knots must be exposed as in the original rather than pulled under the skin as in Staggerwing Beech process We located aligned and perforated all the rib stitch holes with chalk lines snapped uniformly spaced across the length of the wing Of course these knots were located on the bottom of the bottom wing and on top of the top wing The result is a nice uniform appearance like lines of rivets when sighted from the end of the wing
Some like to make pie shaped slits in the tape to take away excess material where it wraps around the wing and fm tips Theres almost no way of hiding these cutouts under the finish so we didnt use that method Instead we heat shrunk the uncemented tape edges down after first cementing the tape on the ridge line of the bend only The tape edges were then cemented after they lay nice and snug on the surface This is not an original idea with us but the superior results make it worth mentioning
Some experts though not all recomshymend that when taping both the tape and the fabric surface to which it is applied be first painted with cement If this method is used air bubbles are trapped under the wet tape and very hard to remove We had better luck by apshyplying a very wet coat of cement to the fabric only and leaving the tape dry so that the air can be forced up through it Then a thirmed coat of cement can be applied to saturate the tape after its down smooth
Some cements as they come out of the can tend to dry rapidly or rope as you spread them One old-time airplane maker suggested we mix the cement with 30 percent nitrate dope and 30 pershycent nitrate thinner This not only eliminated that problem but also seemed to make the cement stick better
We used a hot knife to cut all the fabric in order to produce a clean sealed edge without the annoying ragged threads To do this we hammered and ground the copper tip of a forty watt soldering iron to a knife edge On another iron we rounded off the copper tip to a spherical radius and used it to hot pierce fabric drain holes after the lifesaver reinforcements were ceshymented in place I havent heard if anyone else uses this method but it realshyly works slick leaving a high strength fused ring on the hole perimeter The stiff plastic life saver reinforcements that are available commercially often curl or warp somewhat due to the shrinkage of the cement I believe that reinforcements punched out of leather stay flatter and more flexible while still strengthing the edge of the drain hole
Were convinced that silver dope has Rudys pretty white with blue trim Stearman runs up on the ramp
VINTAGE AIRPLANE 19
At the points where the rudder cables exit through the fuselage fabric we heat formed little vee-shaped plastic fairings to cover these points This produced a nice streamlined effect I think after covering them with another patch of fabric and ftnishing
When patches of fabric are needed such as those used to cover the inspecshytion rings we found a way to make the fabric patch much more manageable We stretched a piece of fabric over the open end of a small wooden box This was given the fabric prime coat shrunk with an iron and the required patches cut from it These stay nice and flat when theyre cut and cemented in place
Removing old paint from the cowling and other aluminum parts is no fun at all In scraping it off you stand the chance of scraping through the grey anodized surface also I gathered all of the painted aluminum pieces and took them to a furniture stripper who dipped and cleaned the whole works for $60 which I considered money well spent These were sprayed lightly with two part Dupont Varprime primer which Im convinced is better than the old zinc chromate originally used
The finish resulting with the Ranshythane polyurethane is superb and in this particular project at least seemed to be even more glossy than the Irnron we used on the leading edge trim During the work we had a lot of good consultshyations and help over the phone with the Randolph people We were also able to get a very good gloss in the white butyrate dope by keeping the wings flat and horizontal while spraying and floatshying on a lot of dope The final coat was thinned out more to give a good gloss Although we have no proof we suspect also that excessive thinning of the other coats of butyrate reduces the finished strength of the dope And this was also the opinion of an old-timer who used to do fabric at the Naval aircraft factory
We used 3M tapes for the finish color stripes in 34 inch and one inch widths This seems to have excellent adherence in service yet can be lifted off and retaped during the application in places where you didnt get it quite right the first time There is a thin transparent membrane of protective tape on top of it which must be removed after installashytion since this will yellow with age and will bake on permanently if it spends any time in the sun Its hard enough to peel off when its new
Taking a tip from the automobile
20 JANUARY 1991
The neat and tidy installation of the battery box and relay control panel mounted ott of the firewall
body guys we used nothing but 3M masking tape also as some of the cheap brands can really give you trouble either not sticking or sticking too hard When taping over new paint we first pressed the sticky side of the tape onto our work clothes to reduce the posshysibility of damaging the fresh surface with too much adhesion
One other problem can give you fits on a Stearman if youre not careful When installing the bird cages (stringers) on the fuselage tubing strucshyture its a good idea to temporarily inshystall the cowling and tail cone fairing in order to properly position the stringer assembly fore and aft Finding out that the cowling doesnt fit after the fabric is finished could really spoil your day
Its always amazing to see vinyl material used around the cockpit coamshy
ings of some real prize winners I found that nice glossy pieces of kid leather can be bought rather cheaply at places like Tandy Leather providing an authenshyticity that can be spotted a long way off For the coaming padding rather than layers of felt as used originally I tried some foam pipe insulation which is conveniently pre-slit fits nicely and after lacing the leather with rawhide seems to do a better job
During one of the routine magna flux inspections of the McCauley steel prop one tiny bit of corrosion at the blade hub fillet officially ended its flying career Although this was a devastating development I reflected that pulling the prop and delivering it for inspection to a prop shop 80 miles away - this every 100 hours - was a nuisance And I never could get through the hundred
Rudy Eskra and his prize winning stearman at the Mideastern Regional Fly-In in Marion Ohio
hour period without one protractor readshyjustment of the blade angles since both the centrifugal and aerodynamic forces tend to move the blades toward low pitch I decided to try a new Sensenich wood prop I was pleased to find that this yellow birch club is about 30 pounds lighter produces markedly less noise and vibration and seemed to result in no degradation in performance I believe that there were three pitches available I selected the middle one and I think I guessed right for operating in the low level elevation in the Great Lakes area
In reading about prop flight test comshyparisons Im always a little suspicious of conclusions drawn from airspeed data derived from a few test runs given all the variables in atmospheric condishytions instrument and observer error so I didnt bother trying to get too technical about it For what its worth my friend with a constant speed Hamilton on a 300 hp Stearman flys formation with me occasionally and seemed impressed with the airspeed of the lower-powered plane
When disassembling the wings we backed all flying and landing wires off
exactly four turns This permits reasshysembly to its previous condition whatever that was However we decided to go through the rerigging proshycedure anyway In doing this we folshylowed the Air Force maintenance and erection instructions - all 11 pages Dihedral and incidence boards were made up from the drawings and all dimensions and angles brought into tolerance Here again its my feeling that the plane is quite stable and pershyforms well
My airplane was absolutely standard when I got it except for the usual reshyplacement of the Bendix brake master cylinders I didnt mind hand cranking the inertia starter but there is no really safe and legal way to do that when going
Jout for a solo flight as many have found to their horror There must be a qualified pilot or mechanic at the conshytrols when youre out there turning the crank I therefore decided to install an electrical system
Designing the electrical system which incorporated a new alternator and rebuilt Bendix starter was the easiest part of the job Gathering all the documentation for application of all the
components and obtaining FAA apshyproval took a great deal of time and effort Since I do aerobatics I wanted a battery case and system which could withstand nine g So None seemed available so I designed and built a subshystantial aluminum case with a separate battery hold down assembly built in The Gil 35 battery manifold vent is conshynected to a bicarbonate of soda bottle with a clear plastic hose then down inside the landing strut fairing and overshyboard
There seems to be a tendency for the brakes to grab which can give the rear pilot a quick lift up about five feet in the air on first application A lot of this low level aerobatics can be prevented by applying only one brake at a time but the grabbing tendency can still be quite annoying To combat this I filed a chamfer about 1 14 inches by about 20 degrees from the leading edge of the primary shoe This is the top of the front shoe which provides the servo forces on the secondary shoe Brake operation is effective yet smooth Of course the brake lining must be kept free of oil and moisture and if they do get soaked its best to replace the friction material
VINTAGE AIRPLANE 21
The stainless steel exhaust manifold on the Lycoming 680 is also a challenge to ftnish I suspect chrome plate would tum blue in places I went through about ftve different high temperature silver paints and the best one Ive found is VHT 1200 degree paint made by Sperex Corporation in Gardena California But nothing lasts forever on that hot surface
If you have ever had a King KX145 NA V -COM radio youll probably agree its not a technological miracle When mine is working I get complaints from approach control that the transmisshysion is weak and garbled when heading inbound at eight or more miles out I noted that this improved if I turned and pointed the aircraft tail toward the airshyport This led me to believe that the engine and other metal parts ahead of the antenna were blocking the antenna signal I decided to move the antenna which was mounted over the aluminum baggage compartment aft of the rear cockpit to a position above the center wing tank using the large aluminum gas tank as a ground plane The antenna was mounted on an aluminum bracket attached to the center square tube brace above the tank A short bonding strap was connected to the tank filler neck providing a good ground With the anshytenna in this position we have had no further complaints from the tower from the same distances out
In addition to an Omni in the transceiver I bought a portable Loran which is small enough to carry in a coat pocket This has not been entirely trouble free either but the Ray Jefferson Company people have been very helpshyful Although I dont do a lot of crossshycountry it has given me some very accurate guidance It is basically a marine unit derivative and cost about $300 Although it provides ground speed and other data I find the heading and DME are just about all I need and often direct me right towards the exact center of the destination airport
In routine operation of a Stearman there are two things which I regard as being just as critical as fuel and engine oil One is keeping those big soft main tires properly inflated and the other is to make sure the tail wheel steering asshysembly is in good working order These are very important for stability and conshytrol during roll-out which Ill discuss later Tail wheel lock mechanism 22 JANUARY 1991
should snap in place smartly and the tail wheel steering cables must be snug The tail wheel tire pressure needs a lot of attention also but for a different reason It carries a heavy load for its size and if its run underinflated youre looking at tire fabric in a very short time
There are at least three brands of tires available for the Stearman One has a tread made up of rectangular blocks another has concentric rings or grooves and the third is the classic Goodyear diamond tread I found the block tread was good for about 500 landings on concrete the grooved would do about 700 From a vintage appearance standpoint I prefer the diamond tread a pair of which I bought from Wilkerson Tire in Crewe West Virginia These Goodyear tires are produced in Sao Paulo Brazil where the molds were apshyparently moved to a number of years ago
In doing this restoration I found it a very enjoyable experience I got a tremendous amount of help from people like Glenn Gibbs of Stony Ridge Ohio who has become a very skillful fabric man and indeed many of his ideas are included here and from Frank Leffel who did much of the spraying and Tony Eskra who sanded his share of it Herb Wilford Chief Aircraft Maintenance at Dana Corp was one expert who made sure we stayed in line technically Looking after a half dozen jet aircraft Herb runs a very efficient operation with immaculate hangars and shops
There were many others of course and we spent a lot of enjoyable winter evenings working together and bantershying back and forth It was a great escape from the demands of a corporate management position and I slept most soundly during that period
I think the only real frustration aside from the staggering prices was waiting for delivery of parts and purchased sershyvices Delivery date promises were alshymost routinely ignored thus running the total project time over one year Apshyparently keeping promises has gone the way of the 45 rpm record in this country
There are a few lessons which may seem obvious but I feel are worth restatshying First of all the investment in both time and money is extremely high so its worth doing right and this includes buying the best material available
In the course of the work one can ftnd
a host of opportunities to take a shortcut and save some time or material In general these temptations are best avoided When the job is finished and its almost good enough no one will probably know the difference except you every time you look at that bird If youre anything like me youll always see enough defects no matter how careshyful you were I remind myself if its not quite right tear it up and do it over again Ive never regretted doing that
If may add a few observations to the myriad of information that has been written about the Boeing Stearman I have owned it now for 12 years and I still get a great thrill flying it Some say its heavy on the controls but 1 dont agree Solid yes but not heavy If you properly coordinate rudder and aileron stick pressures seem quite normal It is very forgiving I think with a good balance between responsiveness and sensitivity In short its a real pussy cat in the air Though it has a slow roll rate it loops beautifully spins easily but quits at the precise moment middot when youve had enough Strength - its like a Sherman tank Its solid feel derives from the lack of control-induced deflection owing to the truss biplane structure the use of control rods rather than cables and the basic rigidity of the tubular steel fuselage
Landing and roll-out is a little difshyferent with the task of keeping things in hand left entirely up to the pilot If ever there was a machine thats dynamically unstable in roll-out this must be it Response rate must be swift and instincshytive so a bit of concentration is helpful Over the years Ive logged 1430 landshyings in this machine Some of them would measure 58 on the Richter scale As I said its a rugged beast so the only damage was to my ego
A round carrier type approach seems best but youd better have a softer imshypact than the F-14 does or youll bounce 20 feet in the air If its done just right those big balloon tires come into play and nothing can match the soft quiet touchdown of a Stearman Most of the time it seems to land itself perfectshyly leading one to believe theres really nothing to it OK but I think Gordon Baxter our foremost Stearman spokesshyman had it right when its on the ground you cant trust it unless its tied to something
The E225 series Continental is enclosed in a very clean instalshy N22LW features this smart looking panel with padded ramshylation The baffling is anodized horn yokes
(Continued from Page 13) them have at it The reclining seats are from the Rangemaster version of the Navion produced in the early 1960s The Woodfins are very pleased with the results The instrument panel and the overheard Osborne panel have been finished off in a very professional manshyner The panel is meant for strictly VFR flying but is very well equipped with a loran and nav-com pair All the instrushyments in the plane are brand new To have as safe an airplane as he desired Larry felt it was necessary to replace all the instruments since some were 40 years old
For all intents and purposes the aircraft is a new old airplane Theres nothing not a hose or fitting that has not been replaced or gone over he remarked
Power for the Woodybird II is an E225 series Continental built up of new parts including the crankshaft It was also carefully balanced throughout its assembly
The sign and Woodybird emblem were both painted by Larrys neighbor Neil Kavanaugh Each emblem took 12 an hour for him to paint freehand
This is the second aircraft that Larry has restored The first Woodybird was completed in 1978 Much later he would sell the airplane during one of the Conventions at Oshkosh He has some very interesting comments about that sale now that some time has elapsed One of the things that happens when you restore things is the way it conshysumes you and after its over you beshycome a slave to it The first time around I had become a slave to the machine and I wanted out I just didnt want to do it anymore Well the smart thing to do is to sit on the side and let that pass Well somebody came along with a lot of money and wanted it and I sold it he recalled Two or three years later all of the sudden I realized that I didnt have my airplane anymore and I wanted it back so that started the search for this one
Larry has been a motors ports enshythusiast since his pre-teen years when he tried to convince ills dad to buy him a4 7 Mercury convertible complete with a zebra skin interior When his dad said You cant drive it for another 4 years what are you going to do with it Larry
responded Dad Im gonna polish it To pacify his young sons enthusiasm he allowed Larry to buy a go-cart His family was not rich by any stretch of the imagination but Larrys willingness to work hard on his projects would allow him to continue and he would progress into racing cars at the dragstrip then into sports cars and finally into motorshycycle racing Larry and his wife Debbie began to fly simply as an expedient way to get to motorcycle races since they had a few friends within the racing comshymunity that were making the same trips that they were and did not have to conshytend with a long arduous road trip That sparked the interest that has become a wonderful way to travel Motorcycles are still an important part of his life One of his customers is a favorite of his - Harley-Davidson They use the nails and pneumatic nail guns that Larry sells for a living to assemble the crates the big cycles are sillpped in He is the proud owner of an Ultra equipped with just about everything you would ever want on a motor vehicle including cruise control He and Debbie plan to ride the cruising motorcycle from Maryland to Alaska on a long tour this coming sumshymer He has nothing but praise for the reliability the Harley now has and is very pleased with both his sleek machines - his Harley Ultra and his Ryan Navion The Flagship of the Navion Fleet
If you would like more informashytion on the Navion contact the
American Navion Society Box 1810
Lodi CA 95241-1810 209339-4213
The initial membersillp fee is $60 and then $45 per year for annual dues
VINTAGE AIRPLANE 23
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Davis DI-K N158Y SIN 508 Purchased as a basket case in August
1958 Jack Gretta (EAA 19255) of Chester CT spent six years rebuilding this Davis and installing a 125 hp Conshytinental engine under a one-time STC In 1973 a friend() put the pretty
Piper J-3C-65 N6114H SIN 19275 These photos were sent in by Robert
T (Bob) Hunt (EAA 165963 AIC 6123) of Hackettstown NJ who has been busy rebuilding this J-3 Cub along with George Burns (EAA 221818 AIC 10000) also of Hackettstown The wood spar wings required new spars all new bolts drag wires leading edges and attach fittings The covering was done in Stits HS-90X and Stits Aerothane
24 JANUARY 1992
parasol into the trees and four more years were required to return the Davis to airworthy condition
In 1991 another friend landed 01 N508Y in the trees while towing Jack Gretta in a Schweizer 1-19 glider Jack ended up in the trees also and admits it
A majored C-85 engine was installed along with a new Falcon wood prop (built on the Ole Fahlin certificate) Bob reports the engine started on the very
is a long way to the ground as a passhysenger It is expected the red and white Davis will again be ready for flight in 1992
This is the second Davis that Jack Gretta has owned having owned Davis D1-K N151Y SIN 510 from 1947 to 1956 During those years Jack rebuilt the airplane once and changed the enshygine from a Kinner 90 to a Kinner 165
Jack belonged to EAA Chapter 1 in Riverside CA way back in the early fifties and joined EAA in the mid-sixties while living at Cucamonga CA He has been involved with Davis airplanes for almost 46 years and we happily extend to Jack best wishes for the next 46 years
very first pull The smooth 800 X 4 tires that came with the project were in servshyiceable condition and re-instalLed on the completed airplane
This is the third airplane Bob has restored the first two being a PA-12 Super Cruiser and a PA-22 TriPacer Not one to up and quit having fun he is now commencing the rebuild of a PA-ll Cub Special
1952 Cessna 170B N2650D SIN 20802
This pristine 170B has been given the total TLC treatment since being purshychased in 1988 by its owners Ken and Helen Cobb (EAA 182685) of Naples Florida A new paint job in Alumigrip really improved the outside appearance right down to the original metal wheelshypants Inside a new interior was inshystalled including new seat coverings and the panel was updated with all new radios and complete instrument overshyhaul Under the cowling the Continenshytal 145 was majored to zero tolerance with chromed cylinders The original propeller and spinner were polished to a bright shine As Ken says This project started as a replace all rusty screws with stainless screws and grew into a very nice looking restoration
The 170B has approximately 3100 hours on the airframe with no damage
history heavy gear Cleveland brakes and original engine prop and wheelshypants Although the pretty Cessna has scored well at every fly-in to date Ken and Helen have yet to make the Oshkosh Fly-In We all hope they will be able to
make the flight from Florida to Wisconshysin in 1992 so we can get a close look at N2650D Congratulations to Ken and Helen Cobb on a nice job of replacing rusty screws Your efforts show exshycellent results
Cessna 140A N5300C SIN 15420 Purchased in 1966 by John Lucas
(EAA 370887) and Dave Emmett of
Emporium PA this particular 1950 Cessna 140A has been used for obtainshying STC approval for the installation of
a Continental 0-200 engine The 0-200 engine was purchased
from Lycoming in Williamsport PA who were using the engine for test purshyposes Installed in N5300C the first Continental 0-200 STC was approved Dec 1 1967 with revised approval dates of March 12 1980 July 2 1980 and May 11 1981 The first STC was sold on 12-4-78 and John reports they have been averaging about ten per year since that time Apparently the extra 10 to 15 horsepower makes the 140A pershyform remarkably well which explains the popularity of the STC
John Lucas passed his 80th birthday on July 23rd and has a new partner John Richard Lucas (his son) to carryon the good work with the 0-200 Cessna 140A N5300C Long live the marque
Taylorcraft DCO-65 C-FJLH From the far north comes this photo
of a Taylorcraft DCO-65 C-FJLH owned by Floyd Stromstedt of Box 296 Berwyn Alberta TOH OEO Canada Loshycated in the northwest part of Alberta almost at the beginning of the Acan highway the DCO-65 is the only one in the area in fact its the only one anybody in the area has seen Floyd enjoys flying the 65 hp tandem on wheels however he is curious if anyone has ever put a larger engine in a DCOshy65 such as a C-85 and if anyone has heard of such an airplane being put on floats Any help would be appreciated Write Floyd at the above address
VINTAGE AIRPLANE 25
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
Kent England Cesare Arcari Corgeno Va Italy Ted Bahl Fresno CA James R Baker Colorado Springs CO James R Barnett Niagara Falls
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Beach CA John P Coppolelli San Diego CA Milton Crookston Santa Barbara CA Robert Deleon Stafford TX Richard Delmas St Louis MO Duane Dickson Belmont CA Chuck Doyle Jr Minnetonka MN Carl Driftmyer Port Clinton OH Patrick J Driscoll Caldwell ID Harry Drover Ontario Canada Larry Eberst Delaware OH Bryon Engskow Pompano Beach FL Leighton B Ferguson Peru IN Jeffrey H Forrest Livonia MI Douglas Freeman Farmington ME Mary P Gabriel West Wareham MA Charles H Gaffeney Wilmington DE Victor Gaston Madrid Spain Scott A Gifford Safford AZ Dean L Gustavson
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West Wareham MA John V Hufford Lexington KY Joseph D Jackson Sr LockportIL Robert R Johnson Brooklyn WI David J Karl Carrollton GA Dale E Kennedy Fairmont WV Scott Klein Farmington UT Tim H Klohn Hudson Canada Larry Knechtel Seattle WA Brian Koldyk Saskatoon Canada George Kost Nome AK Lois D Kowalski Englewood CO Joseph R Kuth Duluth MN Rene Lafreniere Calgary Canada Don Lance Three Mile Bay NY Clyde A Laughlin Seattle W A Bernard Leeward Chapel Hill NC George Leighton Seattle W A Michael Leighton Lantana FL James W Lobb Waxahachie TX Clifton Lowe Cadiz KY Anthony Maiuro New Albany IN Marvin C May Princeton IL Robert F Melillo Great Barrington MA David A Mihalic Mammoth Cave KY Dion H Miller Shady Cove OR Douglas D Miller Shreveport LA Jerry Miller Vulcan MI Price Miller Gig Harbor W A
(Sponsor John Holmberg) Vern T Miller Hillsboro NC William R Miller ColumbusOH Stephen Mitchell Castle Hill Australia Karen S Monteith South Milwaukee
WI Jeff Moody San Gabriel CA Arthur M Moose Mt Pleasant NC Patrick E Morency Edmonton Canada Kenneth D Morris Plantsville CT Troy Naber York NE Steve R Nagel Houston TX Harold G Nelson Crawford TX
Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
Calumet MI Lawrence A Terrigno Placentia CA Mark J Tyoe Little Falls NY Paul H Vellinga Mesa AZ Calvin Wagner Sarasota FL Robert Wagner West Milton OH
(Sponsor Ralph Orndorf) Robert T Warner Leesburg VA William E Warren Parsonsburg MD Mark A Westall Sanibel Island FL Gary S Whittker Kingsport TN Peter A Wickwire Townsend GA Carl J Wilgosz Maple Heights OH Richard S Wilkins
Port St Lucie FL Robert H Williams Weil Am Rhein
Germany Robert Wood Cocoa FL Bill Wright Saint Helena CA Paul L Yount Jr Houston TX James L Zale Elizabethtown PA
VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromeshymoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406shy388-6069 FAX 406388-0170 Repair stashytion No QK5R148N
Parachutes - Toll Free 1-800-526-2822 New amp Used Parachutes We take trade-ins 5-year repair or replacement warranty many styles in stock Parachute Associates Inc 2 Linda Lane Suite A Vincentown NJ 08088609859-3397 (C792)
ANC-19 Bulletin - Wood Aircraft Inspecshytion and Fabrication 1951 edition now available as reprint Early aircraft Service Notes rigging data other titles available Send SASE for listing and prices John W Grega 355 Grand Blvd Bedford OH 44146 (c-392)
VINTAGE AIRCRAFT AND ENGINES shyOut-of-print literature history restoration manuals etc Unique list of 2000+ scarce items $300 JOHN ROBY 3703V Nassau San Diego CA 92115 (Established 1960) (c-1092)
C-26 Champion Spark Plugs - New and reconditioned New - $1475 reconditioned shy$575 to $975 Eagle Air 2920 Emerald Drive Jonesboro GA 30236 404478shy2310 (c-1092)
GEE BEE R-2 MONOCOUPE 110 Spl Hall BULLDOG top scale rated model PLANS used by Replica Builders Plus others by Vern Clements EAA 9297 308 Palo Alto Caldwell 10 83605 Extensive Catalog $300
Now Available - 30-inch x 5-inch Golden Age smooth Aero Tyres and Custom Wire Wheels finished Authentic Irish Linen Fabric Covering Antique Instruments evaluated repaired or completely restored Vintage Aero 518962-2323 Send $300 for Catalogue Rt 22 Westport NY 12993
PLANS Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings Welded parts availshyable Write to PO Box 228 Needham MA 02192 or call days 617444-5480 (c-1092)
AIRCRAFT OWNERS SAVE MONEY FLY AUTOGAS If you use 80 octane avgas now you could be using less expensive autogas with an EMmiddotSTC
Get your STC from EM - the organization that pioneered the first FAA approval for an alternative to expensive avgas
CALL TODAY FOR MORE INFORMATION 414-426-4800
Or write EAA-STC EAA Aviation Center Oshkosh WI 54903-3065
For faster service have your airplanes N number and serial number your engines make model and serial number and your credit card number ready
30 JANUARY 1992
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 1 9 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership (FAX (414) 426-4873
ANTIQUECLASSICS
EAA Member - $2000 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $3000 Includes one year membership in the EAA AntiqueshyClassic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation QQ1 included
lAC
Membership in the International Aerobatic Club Inc is $3000 annually which inshycludes 12 issues of Sport Aerobatics All IAC members are required to be members of EAA
WARBIRDS
Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird memshybers are required to be members of EAA
EAA EXPERIMENTER
EAA membership and EAA EXshyPERIMENTER magazine is available for $2800 per year (Sport Aviation not inshycluded) Current EAA members may receiveEAA EXPERIMENTER for$1800 per year
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the following address
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
~~~~ lgt~~ bull y bull
~VJ~ ~ bull ~llJ~f~- ~ bull S~fmiddotl
The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
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middotplus $3 shipping and handling Wisconsin residents add 5 sales tax
EARL ORTMAN Earl Ortman in his article tells of his
decision to quit racing and become an airline pilot Now - to get back to the original idea of this yam Why did I quit this tremendously fascinating and alshylegedly profitable business of closed course racing for the salary and uniform of a first officer for Canadian Colonial Airways
Comes a time as the storybooks say in every young mans life when security looks attractive I have made a lot of money Ive spent more Prize money at air races looks big when it is in the catalog and probably you have envied the winner of the Bendix or Thompson for the big purse he took home But listen to one who knows
The biggest purse I ever won in one days racing was $14000 Quite a sizable sum for a few minutes work you say Well yes but consider the initial cost of the ship I flew - a mere matter of $50000 To this for this parshyticular race I added $7500 cash for preparation Now how much did I get out of that $14000
As first officer for Canadian Colonial I can see a definite future for myself in the industry I love My exshyperience as a racing pilot has made me if anything more conservative and less inclined to gamble and take unnecesshysary chances When I flew my own ship I went over it carefully for flaws in the works as a pilot for a great airline this is done for me Im satisfied to take the word of the competent mechanics of the line I never took anybodys word but my own
Tm not alone in deciding to become an airline pilot Harold Neumann oneshytime Thompson Trophy winner beat me to it by several years when he joined TWA Shortly after that Roger Don Rae joined the same outfit and young Bob Buck who although he wasnt a race pilot was a nationally known record flyer decided he too would sit in the ri ght-hand seat of a transport cockpit
Even the resplendent Roscoe has beshycome a businessman - a vice president in charge of something or other for Porterfield planes Hes going to race again of course but hes building up to a future
My interests in experimentation will never cease Ill always be interested in new aviation developments My enshygineering training and an inquisitive mind make that imperative But my guinea pig days are over Myoid Mar-
Art Chester and his mechanic Lynn Coffold seem pleased with the Goons propshypects
coux-Bromberg racer bless it will be on the starting line at the 1939 Nationals in Cleveland and I honestly think it will win the Thompson this year But my interests will be purely platonic Ill be in the cockpit in spirit helping whoever flies it with my subconscious support
But me - if I m not in th e grandstand Ill be somewhere between Newark and Montreal in the right-hand seat of a Canadian Colonial Airways DC-3
Ortmans announcement of this retirement from air racing was premashyture as he did take his place in the cockshypit of the Marcoux-Bromberg and placed third in the Thompson Race
ART CHESTER In his article Art Chester discussed
the antagonism towards air racing First of all why all this antagonism
towards air racing Is it true that the CAA looks with disfavor on racing If so why We race pilots try hard to stay within the CAA rules and to my knowledge there have been no flagrant
or intentional violations of these rules There has not been a single spectator hurt by a civilian racing plane in years of racing
Why are the commercial interests in aviation bucking racing We are told that the manufacturers and espec ially the airlines would like to see air races abolished apparently because of the unshyfavorable effect a crash in full view of the public would have on their business
It is my contention that the public is not so unthinking as to let a racing plane crash scare it out of flying the airlines If seeing big headlines and pictures in the papers of an airliner splattered against a mountain top does not scare the layman from flying the lines have nothing to fear from racing even if all the race ships pile up in front of the grandstands
Why must air racing just ify its existshyence by contributing something to comshymercial aviation Why can it not be conducted as an attraction or amuseshyment the same as horse racing speedshyboat auto or yacht racing Many
VINTAGE AIRPLANE 7
19th ANNUAL WORLDS PREMIER
AIR CLASSIC A cavalcade of aeronauticaJ proqreSl bullbullbull Presentinq in dramatic f4lllhion rythinq hom pu1se-throbbinq hiqh peed classiCi to quiet yet darlnq acrobatic exhibi tions bullbull Conltellt14telti into thre day of Inten actinty bull amid pomp ADd splendor parade and paqeantry drama 4Dd qaiety Featurinq tb 3QO mil ThOIttptOD Trophy Race annual hiqb peed land plane cluaic 01 the world The Bendix Trophy Race
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AMERICAS GREATEH SPORTS EVENT
thousands of dollars are spent in buildshying yachts for instance to compete in annual yacht races and although I fail to see where it contributes anything to cornmerical navigation or is of public benefit it is looked upon as a perfectly good and sensible sport - which it is
Air racing is certainly more specshytacular and thrilling and with ever inshycreasing speeds obtained and with more ships competing it will be even more so If racing ship owners and pilots were not so harassed there would be more of them competition would be keener and the races better
BENDIX TROPHY All the entries for the 1939 Bendix
had been entrants the previous year and
8 JANUARY 1992
thanks to the rule that Bendix racers couldnt compete in the Thompson none of the privately produced racers such as the Marcoux-Bromberg were in the Bendix All of the aircraft entered in 1939 were factory production aircraft
Racing were a Beech D-17W pilot Max Constant another Staggerwing flown by William Maycock the Bellanshyca 28-92 Trimotor flown by Arthur Bussy a Lockheed Orion flown by Paul Mantz a Seversky SEV -S2 flown by Frank Fuller and another flown by Jacshyqueline Cochran and finally a Spartan 7W flown by Arlene Davis
Departure was from the Union Air Terminal at Burbank on September 2 Frank Fuller was the first away at 3 AM his goal to become the first twoshytime winner Weather was marginal all that early morning but all got away exshycept for Jackie Cochran who declined to take off into the 800 foot ceiling
With Cochran out it would be a close race for second place as no one expected to best Frank Fuller in the Seversky Fuller did arrive first at Cleveland after a fuel stop in Goodland Kansas for an elapsed time of 7 hours 14 minutes knocking 40 minutes off his 1937 record This was good for a new Bendix record speed of 2821 mph
Second place went to Bussys trimotored Bellanca which nosed out Mantzs Orion by eight minutes Max Constant came in fourth in Cochrans Stagshygerwing Beech Arlene Davis finished fifth but was disqualified for the $2500 bonus for being the fLrSt woman finisher because her passenger in the Spartan Dale Meyers was a licensed pilot
Fuller flying on to Bendix New Jershysey set a new transcontinental Bendix Race record of 8 hours 58 minutes 846 seconds averaging 273 miles per hour
GREVE TROPHY RACE In what Cy Caldwell called the irshy
reducible minimum of racing three days at Cleveland - Saturday Sunday and Monday - saw only one pilot in one airplane finish one closed course race That race was the Greve Trophy Race on Sunday as on Monday the Thompson was called off because of weather
Though there were no new aircraft entered in the Greve there were some exciting aircraft Art Chesters Goon LeViers Firecracker and the all metal Crosby racer all powered by six-cylinder C-65 Menasco engines With a few exceptions the Menascos were the only engines in the 550 cubic inch class that had finished any Greve Races since their inception in 1934 the major exception being Michael Detroyats Renault in 1936 The Menasco engine powered aircraft had seen a constant increase in speed since the 213 mph finish by Roy Minor in 1934 In 1938 LeVier in the Firecrackshyer ran a speed of 250886 mph
Five racers were at the starting line for the 1939 Greve George Byars in the Keith Rider Eight Ball failed to start Lee Williams in the Brown B-2 stalled at the scattering plylon spun in and was killed in the crash Tony LeVier in the Firecracker led for 11 laps but was forced out by engine trouble and Harry Crosby unable to retract his landing gear was flagged out after 13 laps That left Art Chester in his Goon to fly alone for the rest of the race The loss of competition didnt slow him down and he continued on and set a new record of 263390 mph
THOMPSON TROPHY There were seven Thompson entries
for the start of the 1939 race Roscoe Turner last years winner in his
Roscoe Turners Twin Row Wasp-powered Turner-Laird Special
Meteor Earl Ortman in the MarcouxshyBromberg (nee Rider R-3) Steve Wittman in Bonzo Art Chester in the Goon Harry Crosby in his all metal CR-4 and the ancient by racing standards 1932 Wedell Williams of Joe Mackey owned by Roscoe Turner
Reportedly pumping out 2000 horseshypower Turners Meteor was the class of the act and if Roscoe didnt miss a pylon a continual problem he should have had an easy victory Earl Ortman as stated above from his article in POPULAR A VIA nON believed the Marcoux Bromberg could win and with an all-up weight 1500 pounds less than Turners that was a possibility The Firecracker had shown great potential in 1938 having won the Greve at a speed of over 250 miles per hour
Steve Wittman won the race to the scatter pylon and was still in the lead at the end of the first lap with Mackeys Wedell Williams incredibly in second place However Tony LeVier was burning up the field and took over the lead on the fifth lap Roscoe having cut
Roscoe polishes one of the pylons on his way to an unprecedented third win of the Thompson Trophy race
a pylon again but for the last time Having reflown the pylon Roscoe
put on an amazing show reeling in the other competitors one by one at speeds of over 300 mph until taking over the lead in the ninth lap His lap speeds dropped a little after that but by the end of the race he had managed to lap everyone again Roscoe Turner had won the Thompson for the third and last time
END OFAN ERA More than the start of the war in
Europe cast a pall over the National Air Races that led to the end of the Golden Age Many announcements at Cleveland also put the stamp on the end of an age Roscoe Turner announced his retirement Earl Ortman announced his retirement from racing to become an airline pilot and after 12 years of effishycient management Clifford and Philip Henderson the driving forces behind the National Air Races announced their retirement
Cy Caldwell in the October 1939 issue of AERO DIGEST stated that the races had lost their meaning In past years the National Air Races have unshydoubtedly performed a valuable funcshytion they were truly the proving ground of aviation The production of such ships as the Gee Bees and Mystery S Travel Air for instance showed our
(Continued on page 28)
Roscoe recieves the Thompson Trophy from Fred Crawford for the last time-Roscoe would immediately announce his retirement from air racing after his third win of the Thompson
VINTAGE AIRPLANE 9
by HG Frautschy
Type club members are as a rule enthusiastic proponents of their respecshytive aircraft and amopg the most enershygetic are those who call themselves Navioneers The American Navion Society (ANS) is one of the oldest Type Clubs in existence today and within their ranks are some individuals who have become experts at modifying older aircraft The Navion is one classic that
with at least a few
Larry Woodfin of Jarrettsville Marylandis one of the nthusiasticANS members who travelled to Appleton Wisconsin the week prior to the EAA Convention this past summer 79 N a vions and their owners arrived to take part in the American Navion Society Annual Fly-In Enjoying each others c(IlmplitlJy and flying Navions kept the
mfJ-cfi8J~im~~roit si~~lt1~Nmiddot(ncent1~lt~IDetllbci=tSJt)uSy with an ice cr~dJ$Oclal
arrival With the distance between Oshshyklt$h ~ndAppleton only 18 miles as the fustaircraft were landing at Oshkosh a
_~~~i Olaquo NAvitlnll were waiting for slot at Appleton The
Navioneers who made the trip to Oshshykosh from Appleton His Navion N222LW was on its first trip to the Midwest since it bad been totally resshytored over a 4 year peliod Larry fomid
his home field the ~ quit He hacL run out of gas An ul1le~enttll~)antillng on themiddotmiddotailpoi~middot~~middotn)a~r~it~~ Navjonwas ~Wt$~JQfgt~~ ~~
mass in-trail flight down to EAA OSHshyKOSH 91 Don Shoemaker Co-Chairshyman gtUhis years Navion Fly-n said it was a lot of fun - the weather was great so we just slipped right on in Don was quite complementary concernshying the job the Oshkosh contollers did briefing and tben handling the groups
coordination between the two facilities was outstanding according t~on
Once the Navions had arrived they werlt all parked in e same section of the south end of the AntiqueClassic aircraft camping area For lovers of the marque it was a sight to see
Larry Woodfm was one of the 49
the airplane in Pittstown New Jersey The previous owner had been working on the big Ryan for a year when he passed away only 3 days prior to its maiden flight The airplane then beshycame a burden upon the owners widow and her son an airline pilot had no desire for the big hulk so he counselled his mother to sell it Larry dealing through the owners son struck a deal to purchase the Navion He was pleased with the planes structure having detershymined that it was one of the straightest Navions that he had seen since his search began Larry tnivelled to New Jersey to close the deal When he arshyrived and the paperwork was to be signed the widow simply couldnt bear to part with the airplane and so Larry went home empty-handed The widows son however contacted Larry again and told him that the deal could be closed So Larry headed up to New Jersey to retrieve the languishing Navion only to have the same course of
action repeat again Larry patiently went home empty
handed one more time This would happen two more times There was one additional item
that added to the anxiety of the situation - the airport that the airplane resided
on was scheduled to be closed and the land
used for part of an Interstate highway
Finally with 4 days
to spare the deal was closed the aircraft preflighted and -Larry headed for home in what he felt was a basically airworthy airplane that still had quite a few items to be fixed or at least cleaned up before a major restorashytion would commence As fate would have it he did not have the luxury of a few extra hours to aquaint himself with the Navion after he got it home After arriving over his local area ~ PQJl-o tiu~ tbi Ql arg~ akit w~ fHf new prize He was iickied to deaffitha~ e~1lIIIt fIIhad been fortunate enough to buy the airplane and he was enjoying himself Then the bubble burst On short fmal to
Navions Navions everywhere Navions 49 Navions of one type or another came to EAA Oshkosh 91 from the American Navion Society Convention in Appleton Wisconsin A few others arrived swelling the total on the ground in this photo to 56
bell on the fuel pump stopped dinging far too early The pump registered only 20 gallons and the fuel was at the top of the filler neck Something was dreadshyfully wrong here The normal fuel capacity was twice that amount An investigation into the problem revealed the reason The Navion had not been flown for 7 years prior to Larrys purshychase having gone down in a forced landing At that time it was surmised the fuel vent system had been plugged so that as fuel was being drawn out of the fuel tanks by the engine driven pump the tanks were collapsing The fix for the fuel system problem was simple - the wing must come off Right then and there the serious restoration of the Navion began in ernest The entire airframe would come under close scrutiny as Larry wanted the safest posshysible airplane he could restore His thoughts on the effort required to restore an airplane could apply to anyone The devotion you put into them obviously you deprive a lot of family responshysibilities to do this and a lot of grass cutting on Saturday to come up with one of this caliber but it has been worth it
Compare the Navion in the photos with these two views from the 1947 Aircraft Yearbook You can readily see the chanshyges from the mod work done through the years
its been a very nice airplane a very safe airplane and I think thats what we like about it Larry has two teenage daughters Erin and Tara and his wife Debbie as cabinmates in the limousineshysized cockpit of the Navion It will carry literally anything that you can get into it and with three females at home thats usually what happens They want to bring everything but the kitchen sink
With his family his primary passhysengers Larry wanted an airplane that was as safe as he could reasonably exshypect it to be He likes the rugged build of the Navion (after all it was designed by the same folks at North American Aviation who brought us the P-51) and the reputation the plane has for being very strong Aerodynamics seems to always be a series of forces in comshypromise and the Navion is no excepshytion All that strength comes at a cost With a maximum gross weight of 2750 pounds the Navion is not the fastest retractable 225 hp airplane around The Woodybird II as Larry has named the Navion will cruise at a reasonable 132 knots while burning about 12 gallons of
A vgas per hour A little history on the Navion First
concei ved in the fertile mind of Dutch Kindelberger at North American A viashytion the NA-143 was to be North Americans entry into the what was exshypected to be the booming post-war civilian aviation market When the first production NA-145 Navions hit the ramps in 1946 they were touted in ads as having been manufactured by the Creators of P-51 Mustang and Advanced Army and Navy Aircraft Hoping to capitalize on name recognishytion by the military pilots who flew in combat the Navion would remain in production at North American until April 15 1947 With 280 of the 1109 produced still unsold the manufacturshying rights to the Navion were sold to Ryan Aeronautical in San Diego California They produced the airplane from 1948 until 1951 manufacturing 1265 Navions before shutting down the line Later versions of the plane were the D E and F models essentially remanufactured Navions with revised engine installations In the 1960s and 70s a version of the airplane known
as the Rangemaster appeared Sporting a full cabin instead of the bubble slidshying canopy the Rangemaster looks markedly different than its older brother Fewer than 300 of the
12 JANUARY 1992
o u
With just a bit of a crosswind Larry with his brother Jerry flying co-pilot breaks ground with the immaculate Woodybird II from runway 18 at Oshkosh
Rangemasters have ever been built Many have noted that the Meyers 200 bears a passing resemblance to the Ranshygem aster The type certificate for the Navion is now owned by the American Navion Society
The Woodybird is one of the aircraft produced by Ryan in 1949 Like most of its breathern Larrys Navion boasts a logbook full of modifications including a new oneshypiece windshield that features a sleeker profile The windows have been changed also The side windows feashyture a sleek flush mounting and the side windows are expanded in area as well as being one piece It really allows sushyperb visibility out of the cockpit The other modifications include the Palo Alto Tail a revision to the incidence of the horizontal tail The Navion originally had excessive incidence that caused too much drag during cruise flight Aileron balance kits have been added removing the goose egg balshyances from the ailerons and replacing them with an internal balance One of the most noticeable changes to anyone who had seen the Navion when it was new is the revised cowling
on the Woodybird The first Navions sported a rather ineffective updraft cooling system with a prominent chin grille below the prop Many early Navion owners would not have their engines reach TBO because of high oil temperatures Most of these have now been changed to the standard pressure cowl seen on this Navion About the only modification that he has not been able to add is an outside bagshygage door Unless you own the papershywork for one of these doors they simply are not available The latest addition to the airframe Larry plans is the addition of a rear step to make it a bit easier to climb into the cabin
The paint and trim on Larrys Ryan is Alumigrip selected for its durability and high gloss shine All of the paint and the prep work was done by a professhysional painter One of the most striking aspects of the Woodybird II is the painted-to-match propeller When he returned from Oshkosh one year Larry
was all set to paint the prop black with yellow tips just like many of the Warshybirds he had seen His wife Debbie nixed that idea though She talked him into doing something different The idea came from the Lopresti Swiftfury project which features a color scheme that includes a single color for all parts of the airframe Maintaining a prop painted like this is an ongoing effort Touching up the paint is a once a month maintenance item but Larry it quite pleased with the way it looks It does add a lot of character to the aircraft he noted The Woodybird emblem on the side of the fuselage also adds a bit of whimsy to the sleek 4-placer A neighshybor Neil Kavanaugh is a professional painter who is known around the country for his work in gold leaf and well known for his artwork gracing a few yachts In exchange for an Oshshykosh hat Neil applied the Woodybird to each side of the fuselage
The interior was dpne in the third year of the restoration A local shop that
specializes in Ferraris was interested in
tackling the job and Larry let (Continued on Page 23)
VINTAGE AIRPLANE 13
Child Of The Fifties A year and a half ago after earning
my private ticket I decided I wanted to own a plane After discussing the idea with my precious wife she said Well OK so long as it doesnt cost anyshything To many people that would have been the end of the whole thing But a newly licensed pilot is a dangerous thing I began to think I looked around the house for anything that I could sell barter or otherwise convert into a plane Then I saw it The boat on a trailer out in the yard What good was it anyway It was winter So I placed an ad in Trade-a-Plane It ran like this HAVE BOAT NEED PLANE WANT TO SWAP Quite frankly I was completely open to just about anything When the deal was done my boat was on its way to Missouri and I had a 1958 Straight Tail Cessna 172 It was a 14 JANUARY 1992
by Nino Lama Ale 12423
curious craft Being new in the world of have to go back to the fifties aviation I had never seen a 172 that So lets go back to a special time in looked like that I had trained in a plane history Even though we may say we called a Cessna 172 but it bore no remember those years our memories resemblance to my new acquisition tend to fade Heres a memory jogger
As it turns out what I had gotten in well start with those people who barter was something really special It flavored life for us - Marilyn Monroe was my child of the fifties To best Willie Mays Ike James Dean Joe understand why its so special we really McCarthy General MacArthur
Richard Nixon VICE President and Elvis Elvis was a firey 19 year old when he recorded his first song He made it big with his ducktail haircut and perpetual sneer If youre not back in the fifshyties with me yet rememshyber these Hound Dog All Shook Up Dont Be Cruel and Burning Love They were all on the album Heartbreak Hotel released in 1956 In 1958 Elvis married Priscilla Beaulieu and was drafted into the Army
If Elvis wasnt your thing then maybe youll
5 GREAT CESSNAS-THE COMPLETE AIR FLEET FOR gVERY BUSINESS NEED
fast 4middotplace business airplane Top seller ~ In over 150 mph class New hushmiddot ~ flight features-Hone striping Agreat
float plane too $12950 Iob Wichita
lowestmiddot priced allmiddotmet~1 airplane NewG interiors new twomiddottone striping for 56
Proved by over 5000 owners-cruises over 120 mph $8295 fob Wichita
Greatest singlemiddotengine business plane ~ landmiddotOmiddotMatic landing gear Performance ~ of airplanes costing much more Hushmiddot
flight cabin $13750 fob Wichita
With landmiddotOmiddotMatic landing gear Ideal ~ for businessmen who want to learn to
fly themselves You simply drive it Over 120 mph cruising $8750 fiiDWrchita
Tomorrows Twin Today bullbullbull years ~ ahead in design engineering Safety ~ proved by performance of more than 300
now in regular use $54950 fob Wichita
fLYING-May 1956
remember Patti Page and Peggy Lee The Music Man West Side Story or Mack The Knife The Top Hits of the Fifties read like this 1950 - Goodshynight Irene 1951 - Tennessee Waltz 1952 - Cry 1953 - Song From the Moulin Rouge 1954 - Little Things Mean Alot 1955 - Rock Around the Clock 1956 - Dont Be Cruel 1957 - Tammy 1958 - Vol are and 1959shyMack The Knife
While the Pentagon under Charles E Wilson was undergoing the greatest build up of power in all history and the nation was in the grips of the peak of the Cold War the kids wore Davy Crocket hats and bought 30 million hula-hoops
The large cabin of the four-place Cessna allows room for a well equipped panel
It was the fifties that saw us become a nation of surburbanites Barbecues and the cocktail circuit were our escape Some of us built bomb shelters We fought in Korea We watched Bogie and Bacall Lucy and Ricky George and Gracie Sid and Imogene Kukla and Ollie and Jack Parr
In 1958 and 1959 AlaskaandHawaii became our 49th and 50th States Texans just had to cope with being the SECOND largest state in the Union The Russians launched Sputnik and then followed with a satellite manned with a dog It was the 1950s that saw a brave black woman refuse to give up her seat on a bus in Montgomery to a white
man Her arrest sparked the young and vibrant Martin Luther King into peaceshyful protest that changed us forever
If you were there but dont remember any of this then you must have been a Beat The coffeehouses oozed with smoke and poetry to the sound of finger snapping and bongos Slow blues protest songs and Depression ballads were cool
It was the era of cocktail circuits baby-sitters and back yard barbecues Cars were big powerful and made of plenty of metal Kitchens were jammed with chrome appliances and decorated in lots of bright reds yellows and blues Bicycles were sturdy with wide tires and built-in headlights
That was the Fifties The world of aviation was pretty exshy
citing back then There were a lot of thinkers and dreamers In the fifties a dreamer wasnt just someone who thought that ten more knots or a little more range would be nice Moulton B Taylor of Longview Washington was a 1950s dreamer He builtthe AEROCAR It was licensed in 1957 He envisioned one in every garage A subcompact car pulling a small trailer that made up the conversion of the auto to a comfortable family airplane Thats thinking Piper aircraft built and tested a twin engine Tri-Pacer It had two engines on one shaft turning a four-bladed propeller VTOL (Vertical Takeoff and Landing) aircraft were seen as the future for military aircraft It was a propeller driven plane that landed squarely on its
VINTAGE AIRPLANE 15
II
Now METCOmiddotAIRE
Presents
The New (Lett) Prior to the introduction of the straight Tail 172 Met-Co-Aire offered this nosewheel conversion of the standard Cessna 170 Ninos 172 sports the redesigned
CESSNA 170 TRICYCLE GEAR Look al Ihis
MODERN 170 Note excellent visibility the beautishyful lines Engineered and designed to increase the utility and beauty of your Cessna A conversion that enhances the appearance and value of your airplane Fully steerable with rudder pedals assuring safe quick stops with positive ground control at all times
Complete kit furnished with all necessary assemblies and hardware for simple easy Installation
OTHER MET-CO-AIRE CONVERSIONS
Tricycle Gear Conversion for the Cessna 180 will be available in the near future
Fuselages for Stinson amp Piper Metal Wings Cessna-Stinson-Ercoupe
Auxiliary Fuel Systems South American Distributor
Clearwater Flying Co-Clearwater Florida
Write Met-Co-Aire today for full details or see your nearest dealerl
UP TO 100 FINANCING AVAILABLE
+ Met-Co-Aire Municipal Airport Fullerton California
LAmbert 5middot6521
16 JANUARY 1992
fin and rudder of the true 172
tail with the nose pointed straight up Thats dreaming
A viation was advancing Lockheed built the first prop-jet airliner The Douglas RB 66 twin engine jet reached the magic Mach 1 In the more munshydane vein a man named Piper was president of Piper Aircraft Richard Nixons brother-in-law Tom Ryan was a flight instructor and taught some of Hollywoods best to fly The four enshygine Super Constellation airliner ruled the sky They cost $2 million each Air fare from New York City to Los Anshygeles was $160 round-trip The Mooney Mark 20 hit the market
The fifties gave us a lot Who doesnt get a thrill at the sight of a candy apple red 56 Corvette or a jet black 57 TshyBird And Rock and Roll born of the fifties the more it changes the more it stays the same
So now let me tell about my Child of the Fifties I believe it to be one of the finest aircraft ever designed the Straight Tail Cessna 172 Truly born of the fifties its roomy comfortable and made of plenty of metal Im going to tell you about this aeroplane from the prospective of the era In 1955 Dwane L Wallace studied the plane and test flew it
The Businessmen have demanded a low cost easily handled plane to fly themselves Cessna has responded with a tricycle gear model Although there may have been such a demand made its also likely that Cessna was respondshying to the competition of the marketplace The Tri-Pacer with its tricycle gear was sweeping the market and giving the Cessna 170 taildragger a
run for its money The Tri-Pacer ads of the time showed a young woman dressed fonnally at the helm and spoke of flying ease room and comfort In 1957 even the guppy shaped Champ was fitted with a nosewheel and renamed the Tri-Traveler
The goal was to sell the public on the ease of flight The landing gear on the Straight Tail 172 was called LAND-O-MATIC landing gear The ads of the time said that all the pilot needed to do to land was drive the airplane down and it landed itself (And to think I took all those lessons) When the 172 was introduced in 1955 it was meant to supplement the popular Cessna 170 Cessna said at the time that there was no intention to replace the 170 but rather to offer the businessman an easier to fly and more comfortable airplane By 1955 there were 5000 170s flying The manufacshyturer also stated that the 172 was not a reworked 170 but a totally new design The striking feature of the 172 is with no doubt the prominent Straight Tail Engineers found that with the raising of the tail with tricycle landing gear a bigger tail and rudder provided better taxi takeoff and landing performance The newly introduced 172 boasted some special features including a low center of gravity resilient spring steel main landing gear and the same sturdy nosewheel as the big brother Cessna 310 The controls were not interconshynected and provided steering with the rudder or independent brakes steerable nosewheel or combination of the three Magazine advertisements said You drive it like a car
With its Land-O Matic landing gear and roomy cabin the early 172 was the precursor of what would become the most popular light plane of all time
C L Hamilton did the check ride for Flying magazine in November 1955 He calls the cockpit roomy lower and level as compared to the 170 Since dual controls were sold only as an option the test plane had only left hand controls That made the cockpit seem huge Taxiing the 172 was a revelation with the same feel and visibility as the Aero Commander Hamilton wrote About the only chance for ground damage when taxishying the 172 would be dropping the nosewheel into a hole In the air the 172 showed the same pleasant characshyteristics of the proven 170 except that the 172 is more stable - You can slow down until the needle stops inshydicating and she just goes on slow and steady The landing approach differs from the 170 as the 172 uses a very steep nose down approach Hamilton wrote With full 40 degrees on the paralift flaps overshoot slightly dump the flaps touch down with brakes on and youre in someones back yard We did it in 250 feet down and stopped In an emergency it no doubt could be
development was th e Met-Co-Aire Companys conversion of the 170 to tricycle landing gear (see copy of 1955 ad) Despite the statements of Cessna and the conversion by Met-Co-Aire the 170 was doomed to be replaced by the easy to fly 172 If you fly a 172 that has a back window and swept tail dont think youve experienced the classic 172 that changed the look and feel of light plane flight Youve only exshyperienced a distant relative The 172 of the fifties is not the same aeroplane as the modern version Upon entering the Classic 172 one is immediately imshypressed with the incredible visibility both overhead through the huge windscreen and forward over the cowlshying that does a great disappearing act down to the spinner The pilot and comshypanion sit very high in the cockpit adding to the feeling of openness and spaciousshyness The engine seems to run smoother than the contemporary version and it does It is afterall a small six cylinder engine compared to the larger four banger in the modern 172 One of the greatest joys of flying the Classic comes
the floor between pilot and copilot The bar clicks upward as the enormous para lift flaps drop from 10 to 40 degrees On your first flight it seems like youve just moved half the wing when you apply flaps In the air shes stable as a rock and trims easily for hands-off flight You wont set any speed records but you can count a solid 104 miles per hour burning about six gallons per hour And oh what a view
There s a new type club called the STRAIGHT TAIL CESSNA CLUB It was founded by my good friend and Straight Tail owner Ernie Colbert Ive recently been honored with the title of President The club currently has about 100 members and is growing fast Each member shares a great love for the Classic Straight Tail Cessna and knows that with change improvement does not necessarily follow I hope youve enshyjoyed this article The next time you see one of the Straight Tail Cessnas taxi by on its Land-O-Matic landing gear think of Elvis Bogie and me
Thanks to Richard VanEmerick my good friend for the classic Flying
done in less than that when its time to lower the flaps Flaps magazines used in this article An interesting contemporary are controlled by a great Johnson rod on
Rudy Eskras Stearman by Rudy Eskra
ANTIQUECLASSIC GRAND CHAMPION
MIDEASTERN REGION 1990
So much has been written about the Stearman its characteristics and resshytoration that it sometimes seems that everything that needed to be said about it has been said Undaunted AntiqueClasshysic owners all like to tell their own stories This is mine
This particular example was built for the Air Force in October 1944 thus being one of the last produced of a great series In the ensuing years since it was manufactured it has only been flown about 2300 hours I acquired it in 1979 It was in very good condition then and to the best I can determine it always has been Rather than the owner I look upon myself as a temporary custodian or caretaker and very fortunate to be that I hope that when it goes to the next owner it will be in better condition than when I got it and that the next guys can keep it going for many years to come
Its equipped with the 225 hp Lycomshying which with its nine cylinders biting them off clean sounds and runs
1 B JANUARY 1991
smoother than some of the other engines with which Stearman were equipped
In 1989 my friends and I stripped it down completely and replaced or refurshybished everything we thought could be improved We spared no expense as a whole drawer full of receipts and a very patient wife will attest to The engine was completely overhauled with cylinders chromed back to standard new pistons rings valve guides valves bearings The works Of course all parts were magna fluxed in the process
We found the wing woodwork in exshycellent condition and just a few small corrosion points on the fuselage tubing After refinishing the structure we inshystalled some new fuselage stringers (bird cage) which presumably had been broken when the airplane was pushed on its sides These aluminum stringers tend to precipitation harden and grow brittle with age
We recovered all surfaces with heavy duty Ceconite The final finish after the butyrate process on the fuselage center wing section and fins was two part Ranshythane polyurethane The blue trim was DuPont Imron However we used Ranshy
dolph butyrate dope exclusively on the wings aside from the trim Our reasonshying for doing this was because the polyurethane has less tendency to stain under the onslaught of engine emissions than dope and with its glossy surface is a pleasure to wipe down
Gasoline dye for example can penetrate dopes and lacquer finishes clear down to the fabric Since the wings are out away from this conshytamination but subject to more hangar rash and might need occasional touchshying up we felt that dope might be easier to touch up than the urethane
There has certainly been a lot of exshycellent information written about recovering and restoring Stearman aircraft and probably done by people far more versed in the art than I I got a lot of tips from reading and hearing them Some of the really good ideas came not from the professional manuals but from nonprofessional restorers We did do some of the things which we had developed on our own and felt improved the quality of the job somewhat Many of them are minor but perhaps the really first-class jobs are a collection of fine
details They have not been exhaustiveshyly tested in the laboratory but they worked for us To the extent they are of interest Ill pass them along here
Paints tend to grow more brittle with age and will crack from vibration where fabric stretches over sharp edges Even though this plane was over 45 years old and must have been recovered several times we were surprised to find a lot of sharp edges on many of the wood parts that come in contact with the fabric These were sanded to a small radius Ceconite reinforcing tape was applied on top of the fabric very liberally wherever the fabric laid over any edges and highly stressed skin locations far more than on the original This required a lot more painting and sanding between coats to hide the tape but in the end I think we have a finish which is far more resistant to cracking
Aircraft material suppliers may recommend that you buy some of their duct tape to cover any seams in aluminum parts such as on leading edges Apparently masking tape was used in these places in the original process and we preferred that since the duct tape is too thick and protrudes through the finished fabric
In order to provide a smoother surshyface over the aluminum D-section leadshying edges on the wings we first covered and heat shrunk an extra layer of fabric over them This tended to bridge over the seams and dimpled areas before inshystalling the fmallayer of Ceconite
All the experts will tell you to brush on the first coat of fabric primer such as Dacproof or whatever process youre using This may be right but you can often sand about 15 or 20 coats before the brush marks disappear I believe the reasoning is that brushing the stuff (which I suspect is really nitrate dope with a dye) will help you get it down into the fabric so it interlocks with the fibers Thats important because it alshymost must depend upon a mechanical bond to get it to stick to the dacron We found we could get full penetration by spraying so we sprayed and were satisshyfied with the result It is important not to oversaturate the fabric of course since it will drip onto the opposite fabric and these drops are very hard to hide
If you ever scrape or chip a doped finish you invariably find that the separation occurred at either the top or bottom interface of the silver dope coat
less adhesion and a lower tensile strength than clear dope since the aluminum particles are really impurities in the dope For this reason we kept the aluminum coats down to the minimum required to pass the light bulb opacity test thus providing the radiation shield for ultraviolet light About two coats of silver seem to accomplish this The rest of the many coats before the color was applied were clear butyrate which seems to stay more strong and pliable throughout its life Its not as easy to sand as the silver but I suppose thats another testimonial to its physical properties over that of the silver
Our inspector insisted that all rib stitching knots must be exposed as in the original rather than pulled under the skin as in Staggerwing Beech process We located aligned and perforated all the rib stitch holes with chalk lines snapped uniformly spaced across the length of the wing Of course these knots were located on the bottom of the bottom wing and on top of the top wing The result is a nice uniform appearance like lines of rivets when sighted from the end of the wing
Some like to make pie shaped slits in the tape to take away excess material where it wraps around the wing and fm tips Theres almost no way of hiding these cutouts under the finish so we didnt use that method Instead we heat shrunk the uncemented tape edges down after first cementing the tape on the ridge line of the bend only The tape edges were then cemented after they lay nice and snug on the surface This is not an original idea with us but the superior results make it worth mentioning
Some experts though not all recomshymend that when taping both the tape and the fabric surface to which it is applied be first painted with cement If this method is used air bubbles are trapped under the wet tape and very hard to remove We had better luck by apshyplying a very wet coat of cement to the fabric only and leaving the tape dry so that the air can be forced up through it Then a thirmed coat of cement can be applied to saturate the tape after its down smooth
Some cements as they come out of the can tend to dry rapidly or rope as you spread them One old-time airplane maker suggested we mix the cement with 30 percent nitrate dope and 30 pershycent nitrate thinner This not only eliminated that problem but also seemed to make the cement stick better
We used a hot knife to cut all the fabric in order to produce a clean sealed edge without the annoying ragged threads To do this we hammered and ground the copper tip of a forty watt soldering iron to a knife edge On another iron we rounded off the copper tip to a spherical radius and used it to hot pierce fabric drain holes after the lifesaver reinforcements were ceshymented in place I havent heard if anyone else uses this method but it realshyly works slick leaving a high strength fused ring on the hole perimeter The stiff plastic life saver reinforcements that are available commercially often curl or warp somewhat due to the shrinkage of the cement I believe that reinforcements punched out of leather stay flatter and more flexible while still strengthing the edge of the drain hole
Were convinced that silver dope has Rudys pretty white with blue trim Stearman runs up on the ramp
VINTAGE AIRPLANE 19
At the points where the rudder cables exit through the fuselage fabric we heat formed little vee-shaped plastic fairings to cover these points This produced a nice streamlined effect I think after covering them with another patch of fabric and ftnishing
When patches of fabric are needed such as those used to cover the inspecshytion rings we found a way to make the fabric patch much more manageable We stretched a piece of fabric over the open end of a small wooden box This was given the fabric prime coat shrunk with an iron and the required patches cut from it These stay nice and flat when theyre cut and cemented in place
Removing old paint from the cowling and other aluminum parts is no fun at all In scraping it off you stand the chance of scraping through the grey anodized surface also I gathered all of the painted aluminum pieces and took them to a furniture stripper who dipped and cleaned the whole works for $60 which I considered money well spent These were sprayed lightly with two part Dupont Varprime primer which Im convinced is better than the old zinc chromate originally used
The finish resulting with the Ranshythane polyurethane is superb and in this particular project at least seemed to be even more glossy than the Irnron we used on the leading edge trim During the work we had a lot of good consultshyations and help over the phone with the Randolph people We were also able to get a very good gloss in the white butyrate dope by keeping the wings flat and horizontal while spraying and floatshying on a lot of dope The final coat was thinned out more to give a good gloss Although we have no proof we suspect also that excessive thinning of the other coats of butyrate reduces the finished strength of the dope And this was also the opinion of an old-timer who used to do fabric at the Naval aircraft factory
We used 3M tapes for the finish color stripes in 34 inch and one inch widths This seems to have excellent adherence in service yet can be lifted off and retaped during the application in places where you didnt get it quite right the first time There is a thin transparent membrane of protective tape on top of it which must be removed after installashytion since this will yellow with age and will bake on permanently if it spends any time in the sun Its hard enough to peel off when its new
Taking a tip from the automobile
20 JANUARY 1991
The neat and tidy installation of the battery box and relay control panel mounted ott of the firewall
body guys we used nothing but 3M masking tape also as some of the cheap brands can really give you trouble either not sticking or sticking too hard When taping over new paint we first pressed the sticky side of the tape onto our work clothes to reduce the posshysibility of damaging the fresh surface with too much adhesion
One other problem can give you fits on a Stearman if youre not careful When installing the bird cages (stringers) on the fuselage tubing strucshyture its a good idea to temporarily inshystall the cowling and tail cone fairing in order to properly position the stringer assembly fore and aft Finding out that the cowling doesnt fit after the fabric is finished could really spoil your day
Its always amazing to see vinyl material used around the cockpit coamshy
ings of some real prize winners I found that nice glossy pieces of kid leather can be bought rather cheaply at places like Tandy Leather providing an authenshyticity that can be spotted a long way off For the coaming padding rather than layers of felt as used originally I tried some foam pipe insulation which is conveniently pre-slit fits nicely and after lacing the leather with rawhide seems to do a better job
During one of the routine magna flux inspections of the McCauley steel prop one tiny bit of corrosion at the blade hub fillet officially ended its flying career Although this was a devastating development I reflected that pulling the prop and delivering it for inspection to a prop shop 80 miles away - this every 100 hours - was a nuisance And I never could get through the hundred
Rudy Eskra and his prize winning stearman at the Mideastern Regional Fly-In in Marion Ohio
hour period without one protractor readshyjustment of the blade angles since both the centrifugal and aerodynamic forces tend to move the blades toward low pitch I decided to try a new Sensenich wood prop I was pleased to find that this yellow birch club is about 30 pounds lighter produces markedly less noise and vibration and seemed to result in no degradation in performance I believe that there were three pitches available I selected the middle one and I think I guessed right for operating in the low level elevation in the Great Lakes area
In reading about prop flight test comshyparisons Im always a little suspicious of conclusions drawn from airspeed data derived from a few test runs given all the variables in atmospheric condishytions instrument and observer error so I didnt bother trying to get too technical about it For what its worth my friend with a constant speed Hamilton on a 300 hp Stearman flys formation with me occasionally and seemed impressed with the airspeed of the lower-powered plane
When disassembling the wings we backed all flying and landing wires off
exactly four turns This permits reasshysembly to its previous condition whatever that was However we decided to go through the rerigging proshycedure anyway In doing this we folshylowed the Air Force maintenance and erection instructions - all 11 pages Dihedral and incidence boards were made up from the drawings and all dimensions and angles brought into tolerance Here again its my feeling that the plane is quite stable and pershyforms well
My airplane was absolutely standard when I got it except for the usual reshyplacement of the Bendix brake master cylinders I didnt mind hand cranking the inertia starter but there is no really safe and legal way to do that when going
Jout for a solo flight as many have found to their horror There must be a qualified pilot or mechanic at the conshytrols when youre out there turning the crank I therefore decided to install an electrical system
Designing the electrical system which incorporated a new alternator and rebuilt Bendix starter was the easiest part of the job Gathering all the documentation for application of all the
components and obtaining FAA apshyproval took a great deal of time and effort Since I do aerobatics I wanted a battery case and system which could withstand nine g So None seemed available so I designed and built a subshystantial aluminum case with a separate battery hold down assembly built in The Gil 35 battery manifold vent is conshynected to a bicarbonate of soda bottle with a clear plastic hose then down inside the landing strut fairing and overshyboard
There seems to be a tendency for the brakes to grab which can give the rear pilot a quick lift up about five feet in the air on first application A lot of this low level aerobatics can be prevented by applying only one brake at a time but the grabbing tendency can still be quite annoying To combat this I filed a chamfer about 1 14 inches by about 20 degrees from the leading edge of the primary shoe This is the top of the front shoe which provides the servo forces on the secondary shoe Brake operation is effective yet smooth Of course the brake lining must be kept free of oil and moisture and if they do get soaked its best to replace the friction material
VINTAGE AIRPLANE 21
The stainless steel exhaust manifold on the Lycoming 680 is also a challenge to ftnish I suspect chrome plate would tum blue in places I went through about ftve different high temperature silver paints and the best one Ive found is VHT 1200 degree paint made by Sperex Corporation in Gardena California But nothing lasts forever on that hot surface
If you have ever had a King KX145 NA V -COM radio youll probably agree its not a technological miracle When mine is working I get complaints from approach control that the transmisshysion is weak and garbled when heading inbound at eight or more miles out I noted that this improved if I turned and pointed the aircraft tail toward the airshyport This led me to believe that the engine and other metal parts ahead of the antenna were blocking the antenna signal I decided to move the antenna which was mounted over the aluminum baggage compartment aft of the rear cockpit to a position above the center wing tank using the large aluminum gas tank as a ground plane The antenna was mounted on an aluminum bracket attached to the center square tube brace above the tank A short bonding strap was connected to the tank filler neck providing a good ground With the anshytenna in this position we have had no further complaints from the tower from the same distances out
In addition to an Omni in the transceiver I bought a portable Loran which is small enough to carry in a coat pocket This has not been entirely trouble free either but the Ray Jefferson Company people have been very helpshyful Although I dont do a lot of crossshycountry it has given me some very accurate guidance It is basically a marine unit derivative and cost about $300 Although it provides ground speed and other data I find the heading and DME are just about all I need and often direct me right towards the exact center of the destination airport
In routine operation of a Stearman there are two things which I regard as being just as critical as fuel and engine oil One is keeping those big soft main tires properly inflated and the other is to make sure the tail wheel steering asshysembly is in good working order These are very important for stability and conshytrol during roll-out which Ill discuss later Tail wheel lock mechanism 22 JANUARY 1991
should snap in place smartly and the tail wheel steering cables must be snug The tail wheel tire pressure needs a lot of attention also but for a different reason It carries a heavy load for its size and if its run underinflated youre looking at tire fabric in a very short time
There are at least three brands of tires available for the Stearman One has a tread made up of rectangular blocks another has concentric rings or grooves and the third is the classic Goodyear diamond tread I found the block tread was good for about 500 landings on concrete the grooved would do about 700 From a vintage appearance standpoint I prefer the diamond tread a pair of which I bought from Wilkerson Tire in Crewe West Virginia These Goodyear tires are produced in Sao Paulo Brazil where the molds were apshyparently moved to a number of years ago
In doing this restoration I found it a very enjoyable experience I got a tremendous amount of help from people like Glenn Gibbs of Stony Ridge Ohio who has become a very skillful fabric man and indeed many of his ideas are included here and from Frank Leffel who did much of the spraying and Tony Eskra who sanded his share of it Herb Wilford Chief Aircraft Maintenance at Dana Corp was one expert who made sure we stayed in line technically Looking after a half dozen jet aircraft Herb runs a very efficient operation with immaculate hangars and shops
There were many others of course and we spent a lot of enjoyable winter evenings working together and bantershying back and forth It was a great escape from the demands of a corporate management position and I slept most soundly during that period
I think the only real frustration aside from the staggering prices was waiting for delivery of parts and purchased sershyvices Delivery date promises were alshymost routinely ignored thus running the total project time over one year Apshyparently keeping promises has gone the way of the 45 rpm record in this country
There are a few lessons which may seem obvious but I feel are worth restatshying First of all the investment in both time and money is extremely high so its worth doing right and this includes buying the best material available
In the course of the work one can ftnd
a host of opportunities to take a shortcut and save some time or material In general these temptations are best avoided When the job is finished and its almost good enough no one will probably know the difference except you every time you look at that bird If youre anything like me youll always see enough defects no matter how careshyful you were I remind myself if its not quite right tear it up and do it over again Ive never regretted doing that
If may add a few observations to the myriad of information that has been written about the Boeing Stearman I have owned it now for 12 years and I still get a great thrill flying it Some say its heavy on the controls but 1 dont agree Solid yes but not heavy If you properly coordinate rudder and aileron stick pressures seem quite normal It is very forgiving I think with a good balance between responsiveness and sensitivity In short its a real pussy cat in the air Though it has a slow roll rate it loops beautifully spins easily but quits at the precise moment middot when youve had enough Strength - its like a Sherman tank Its solid feel derives from the lack of control-induced deflection owing to the truss biplane structure the use of control rods rather than cables and the basic rigidity of the tubular steel fuselage
Landing and roll-out is a little difshyferent with the task of keeping things in hand left entirely up to the pilot If ever there was a machine thats dynamically unstable in roll-out this must be it Response rate must be swift and instincshytive so a bit of concentration is helpful Over the years Ive logged 1430 landshyings in this machine Some of them would measure 58 on the Richter scale As I said its a rugged beast so the only damage was to my ego
A round carrier type approach seems best but youd better have a softer imshypact than the F-14 does or youll bounce 20 feet in the air If its done just right those big balloon tires come into play and nothing can match the soft quiet touchdown of a Stearman Most of the time it seems to land itself perfectshyly leading one to believe theres really nothing to it OK but I think Gordon Baxter our foremost Stearman spokesshyman had it right when its on the ground you cant trust it unless its tied to something
The E225 series Continental is enclosed in a very clean instalshy N22LW features this smart looking panel with padded ramshylation The baffling is anodized horn yokes
(Continued from Page 13) them have at it The reclining seats are from the Rangemaster version of the Navion produced in the early 1960s The Woodfins are very pleased with the results The instrument panel and the overheard Osborne panel have been finished off in a very professional manshyner The panel is meant for strictly VFR flying but is very well equipped with a loran and nav-com pair All the instrushyments in the plane are brand new To have as safe an airplane as he desired Larry felt it was necessary to replace all the instruments since some were 40 years old
For all intents and purposes the aircraft is a new old airplane Theres nothing not a hose or fitting that has not been replaced or gone over he remarked
Power for the Woodybird II is an E225 series Continental built up of new parts including the crankshaft It was also carefully balanced throughout its assembly
The sign and Woodybird emblem were both painted by Larrys neighbor Neil Kavanaugh Each emblem took 12 an hour for him to paint freehand
This is the second aircraft that Larry has restored The first Woodybird was completed in 1978 Much later he would sell the airplane during one of the Conventions at Oshkosh He has some very interesting comments about that sale now that some time has elapsed One of the things that happens when you restore things is the way it conshysumes you and after its over you beshycome a slave to it The first time around I had become a slave to the machine and I wanted out I just didnt want to do it anymore Well the smart thing to do is to sit on the side and let that pass Well somebody came along with a lot of money and wanted it and I sold it he recalled Two or three years later all of the sudden I realized that I didnt have my airplane anymore and I wanted it back so that started the search for this one
Larry has been a motors ports enshythusiast since his pre-teen years when he tried to convince ills dad to buy him a4 7 Mercury convertible complete with a zebra skin interior When his dad said You cant drive it for another 4 years what are you going to do with it Larry
responded Dad Im gonna polish it To pacify his young sons enthusiasm he allowed Larry to buy a go-cart His family was not rich by any stretch of the imagination but Larrys willingness to work hard on his projects would allow him to continue and he would progress into racing cars at the dragstrip then into sports cars and finally into motorshycycle racing Larry and his wife Debbie began to fly simply as an expedient way to get to motorcycle races since they had a few friends within the racing comshymunity that were making the same trips that they were and did not have to conshytend with a long arduous road trip That sparked the interest that has become a wonderful way to travel Motorcycles are still an important part of his life One of his customers is a favorite of his - Harley-Davidson They use the nails and pneumatic nail guns that Larry sells for a living to assemble the crates the big cycles are sillpped in He is the proud owner of an Ultra equipped with just about everything you would ever want on a motor vehicle including cruise control He and Debbie plan to ride the cruising motorcycle from Maryland to Alaska on a long tour this coming sumshymer He has nothing but praise for the reliability the Harley now has and is very pleased with both his sleek machines - his Harley Ultra and his Ryan Navion The Flagship of the Navion Fleet
If you would like more informashytion on the Navion contact the
American Navion Society Box 1810
Lodi CA 95241-1810 209339-4213
The initial membersillp fee is $60 and then $45 per year for annual dues
VINTAGE AIRPLANE 23
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Davis DI-K N158Y SIN 508 Purchased as a basket case in August
1958 Jack Gretta (EAA 19255) of Chester CT spent six years rebuilding this Davis and installing a 125 hp Conshytinental engine under a one-time STC In 1973 a friend() put the pretty
Piper J-3C-65 N6114H SIN 19275 These photos were sent in by Robert
T (Bob) Hunt (EAA 165963 AIC 6123) of Hackettstown NJ who has been busy rebuilding this J-3 Cub along with George Burns (EAA 221818 AIC 10000) also of Hackettstown The wood spar wings required new spars all new bolts drag wires leading edges and attach fittings The covering was done in Stits HS-90X and Stits Aerothane
24 JANUARY 1992
parasol into the trees and four more years were required to return the Davis to airworthy condition
In 1991 another friend landed 01 N508Y in the trees while towing Jack Gretta in a Schweizer 1-19 glider Jack ended up in the trees also and admits it
A majored C-85 engine was installed along with a new Falcon wood prop (built on the Ole Fahlin certificate) Bob reports the engine started on the very
is a long way to the ground as a passhysenger It is expected the red and white Davis will again be ready for flight in 1992
This is the second Davis that Jack Gretta has owned having owned Davis D1-K N151Y SIN 510 from 1947 to 1956 During those years Jack rebuilt the airplane once and changed the enshygine from a Kinner 90 to a Kinner 165
Jack belonged to EAA Chapter 1 in Riverside CA way back in the early fifties and joined EAA in the mid-sixties while living at Cucamonga CA He has been involved with Davis airplanes for almost 46 years and we happily extend to Jack best wishes for the next 46 years
very first pull The smooth 800 X 4 tires that came with the project were in servshyiceable condition and re-instalLed on the completed airplane
This is the third airplane Bob has restored the first two being a PA-12 Super Cruiser and a PA-22 TriPacer Not one to up and quit having fun he is now commencing the rebuild of a PA-ll Cub Special
1952 Cessna 170B N2650D SIN 20802
This pristine 170B has been given the total TLC treatment since being purshychased in 1988 by its owners Ken and Helen Cobb (EAA 182685) of Naples Florida A new paint job in Alumigrip really improved the outside appearance right down to the original metal wheelshypants Inside a new interior was inshystalled including new seat coverings and the panel was updated with all new radios and complete instrument overshyhaul Under the cowling the Continenshytal 145 was majored to zero tolerance with chromed cylinders The original propeller and spinner were polished to a bright shine As Ken says This project started as a replace all rusty screws with stainless screws and grew into a very nice looking restoration
The 170B has approximately 3100 hours on the airframe with no damage
history heavy gear Cleveland brakes and original engine prop and wheelshypants Although the pretty Cessna has scored well at every fly-in to date Ken and Helen have yet to make the Oshkosh Fly-In We all hope they will be able to
make the flight from Florida to Wisconshysin in 1992 so we can get a close look at N2650D Congratulations to Ken and Helen Cobb on a nice job of replacing rusty screws Your efforts show exshycellent results
Cessna 140A N5300C SIN 15420 Purchased in 1966 by John Lucas
(EAA 370887) and Dave Emmett of
Emporium PA this particular 1950 Cessna 140A has been used for obtainshying STC approval for the installation of
a Continental 0-200 engine The 0-200 engine was purchased
from Lycoming in Williamsport PA who were using the engine for test purshyposes Installed in N5300C the first Continental 0-200 STC was approved Dec 1 1967 with revised approval dates of March 12 1980 July 2 1980 and May 11 1981 The first STC was sold on 12-4-78 and John reports they have been averaging about ten per year since that time Apparently the extra 10 to 15 horsepower makes the 140A pershyform remarkably well which explains the popularity of the STC
John Lucas passed his 80th birthday on July 23rd and has a new partner John Richard Lucas (his son) to carryon the good work with the 0-200 Cessna 140A N5300C Long live the marque
Taylorcraft DCO-65 C-FJLH From the far north comes this photo
of a Taylorcraft DCO-65 C-FJLH owned by Floyd Stromstedt of Box 296 Berwyn Alberta TOH OEO Canada Loshycated in the northwest part of Alberta almost at the beginning of the Acan highway the DCO-65 is the only one in the area in fact its the only one anybody in the area has seen Floyd enjoys flying the 65 hp tandem on wheels however he is curious if anyone has ever put a larger engine in a DCOshy65 such as a C-85 and if anyone has heard of such an airplane being put on floats Any help would be appreciated Write Floyd at the above address
VINTAGE AIRPLANE 25
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
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Beach CA John P Coppolelli San Diego CA Milton Crookston Santa Barbara CA Robert Deleon Stafford TX Richard Delmas St Louis MO Duane Dickson Belmont CA Chuck Doyle Jr Minnetonka MN Carl Driftmyer Port Clinton OH Patrick J Driscoll Caldwell ID Harry Drover Ontario Canada Larry Eberst Delaware OH Bryon Engskow Pompano Beach FL Leighton B Ferguson Peru IN Jeffrey H Forrest Livonia MI Douglas Freeman Farmington ME Mary P Gabriel West Wareham MA Charles H Gaffeney Wilmington DE Victor Gaston Madrid Spain Scott A Gifford Safford AZ Dean L Gustavson
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West Wareham MA John V Hufford Lexington KY Joseph D Jackson Sr LockportIL Robert R Johnson Brooklyn WI David J Karl Carrollton GA Dale E Kennedy Fairmont WV Scott Klein Farmington UT Tim H Klohn Hudson Canada Larry Knechtel Seattle WA Brian Koldyk Saskatoon Canada George Kost Nome AK Lois D Kowalski Englewood CO Joseph R Kuth Duluth MN Rene Lafreniere Calgary Canada Don Lance Three Mile Bay NY Clyde A Laughlin Seattle W A Bernard Leeward Chapel Hill NC George Leighton Seattle W A Michael Leighton Lantana FL James W Lobb Waxahachie TX Clifton Lowe Cadiz KY Anthony Maiuro New Albany IN Marvin C May Princeton IL Robert F Melillo Great Barrington MA David A Mihalic Mammoth Cave KY Dion H Miller Shady Cove OR Douglas D Miller Shreveport LA Jerry Miller Vulcan MI Price Miller Gig Harbor W A
(Sponsor John Holmberg) Vern T Miller Hillsboro NC William R Miller ColumbusOH Stephen Mitchell Castle Hill Australia Karen S Monteith South Milwaukee
WI Jeff Moody San Gabriel CA Arthur M Moose Mt Pleasant NC Patrick E Morency Edmonton Canada Kenneth D Morris Plantsville CT Troy Naber York NE Steve R Nagel Houston TX Harold G Nelson Crawford TX
Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
Calumet MI Lawrence A Terrigno Placentia CA Mark J Tyoe Little Falls NY Paul H Vellinga Mesa AZ Calvin Wagner Sarasota FL Robert Wagner West Milton OH
(Sponsor Ralph Orndorf) Robert T Warner Leesburg VA William E Warren Parsonsburg MD Mark A Westall Sanibel Island FL Gary S Whittker Kingsport TN Peter A Wickwire Townsend GA Carl J Wilgosz Maple Heights OH Richard S Wilkins
Port St Lucie FL Robert H Williams Weil Am Rhein
Germany Robert Wood Cocoa FL Bill Wright Saint Helena CA Paul L Yount Jr Houston TX James L Zale Elizabethtown PA
VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromeshymoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406shy388-6069 FAX 406388-0170 Repair stashytion No QK5R148N
Parachutes - Toll Free 1-800-526-2822 New amp Used Parachutes We take trade-ins 5-year repair or replacement warranty many styles in stock Parachute Associates Inc 2 Linda Lane Suite A Vincentown NJ 08088609859-3397 (C792)
ANC-19 Bulletin - Wood Aircraft Inspecshytion and Fabrication 1951 edition now available as reprint Early aircraft Service Notes rigging data other titles available Send SASE for listing and prices John W Grega 355 Grand Blvd Bedford OH 44146 (c-392)
VINTAGE AIRCRAFT AND ENGINES shyOut-of-print literature history restoration manuals etc Unique list of 2000+ scarce items $300 JOHN ROBY 3703V Nassau San Diego CA 92115 (Established 1960) (c-1092)
C-26 Champion Spark Plugs - New and reconditioned New - $1475 reconditioned shy$575 to $975 Eagle Air 2920 Emerald Drive Jonesboro GA 30236 404478shy2310 (c-1092)
GEE BEE R-2 MONOCOUPE 110 Spl Hall BULLDOG top scale rated model PLANS used by Replica Builders Plus others by Vern Clements EAA 9297 308 Palo Alto Caldwell 10 83605 Extensive Catalog $300
Now Available - 30-inch x 5-inch Golden Age smooth Aero Tyres and Custom Wire Wheels finished Authentic Irish Linen Fabric Covering Antique Instruments evaluated repaired or completely restored Vintage Aero 518962-2323 Send $300 for Catalogue Rt 22 Westport NY 12993
PLANS Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings Welded parts availshyable Write to PO Box 228 Needham MA 02192 or call days 617444-5480 (c-1092)
AIRCRAFT OWNERS SAVE MONEY FLY AUTOGAS If you use 80 octane avgas now you could be using less expensive autogas with an EMmiddotSTC
Get your STC from EM - the organization that pioneered the first FAA approval for an alternative to expensive avgas
CALL TODAY FOR MORE INFORMATION 414-426-4800
Or write EAA-STC EAA Aviation Center Oshkosh WI 54903-3065
For faster service have your airplanes N number and serial number your engines make model and serial number and your credit card number ready
30 JANUARY 1992
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 1 9 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership (FAX (414) 426-4873
ANTIQUECLASSICS
EAA Member - $2000 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
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lAC
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WARBIRDS
Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird memshybers are required to be members of EAA
EAA EXPERIMENTER
EAA membership and EAA EXshyPERIMENTER magazine is available for $2800 per year (Sport Aviation not inshycluded) Current EAA members may receiveEAA EXPERIMENTER for$1800 per year
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
~~~~ lgt~~ bull y bull
~VJ~ ~ bull ~llJ~f~- ~ bull S~fmiddotl
The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
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AMERICAS GREATEH SPORTS EVENT
thousands of dollars are spent in buildshying yachts for instance to compete in annual yacht races and although I fail to see where it contributes anything to cornmerical navigation or is of public benefit it is looked upon as a perfectly good and sensible sport - which it is
Air racing is certainly more specshytacular and thrilling and with ever inshycreasing speeds obtained and with more ships competing it will be even more so If racing ship owners and pilots were not so harassed there would be more of them competition would be keener and the races better
BENDIX TROPHY All the entries for the 1939 Bendix
had been entrants the previous year and
8 JANUARY 1992
thanks to the rule that Bendix racers couldnt compete in the Thompson none of the privately produced racers such as the Marcoux-Bromberg were in the Bendix All of the aircraft entered in 1939 were factory production aircraft
Racing were a Beech D-17W pilot Max Constant another Staggerwing flown by William Maycock the Bellanshyca 28-92 Trimotor flown by Arthur Bussy a Lockheed Orion flown by Paul Mantz a Seversky SEV -S2 flown by Frank Fuller and another flown by Jacshyqueline Cochran and finally a Spartan 7W flown by Arlene Davis
Departure was from the Union Air Terminal at Burbank on September 2 Frank Fuller was the first away at 3 AM his goal to become the first twoshytime winner Weather was marginal all that early morning but all got away exshycept for Jackie Cochran who declined to take off into the 800 foot ceiling
With Cochran out it would be a close race for second place as no one expected to best Frank Fuller in the Seversky Fuller did arrive first at Cleveland after a fuel stop in Goodland Kansas for an elapsed time of 7 hours 14 minutes knocking 40 minutes off his 1937 record This was good for a new Bendix record speed of 2821 mph
Second place went to Bussys trimotored Bellanca which nosed out Mantzs Orion by eight minutes Max Constant came in fourth in Cochrans Stagshygerwing Beech Arlene Davis finished fifth but was disqualified for the $2500 bonus for being the fLrSt woman finisher because her passenger in the Spartan Dale Meyers was a licensed pilot
Fuller flying on to Bendix New Jershysey set a new transcontinental Bendix Race record of 8 hours 58 minutes 846 seconds averaging 273 miles per hour
GREVE TROPHY RACE In what Cy Caldwell called the irshy
reducible minimum of racing three days at Cleveland - Saturday Sunday and Monday - saw only one pilot in one airplane finish one closed course race That race was the Greve Trophy Race on Sunday as on Monday the Thompson was called off because of weather
Though there were no new aircraft entered in the Greve there were some exciting aircraft Art Chesters Goon LeViers Firecracker and the all metal Crosby racer all powered by six-cylinder C-65 Menasco engines With a few exceptions the Menascos were the only engines in the 550 cubic inch class that had finished any Greve Races since their inception in 1934 the major exception being Michael Detroyats Renault in 1936 The Menasco engine powered aircraft had seen a constant increase in speed since the 213 mph finish by Roy Minor in 1934 In 1938 LeVier in the Firecrackshyer ran a speed of 250886 mph
Five racers were at the starting line for the 1939 Greve George Byars in the Keith Rider Eight Ball failed to start Lee Williams in the Brown B-2 stalled at the scattering plylon spun in and was killed in the crash Tony LeVier in the Firecracker led for 11 laps but was forced out by engine trouble and Harry Crosby unable to retract his landing gear was flagged out after 13 laps That left Art Chester in his Goon to fly alone for the rest of the race The loss of competition didnt slow him down and he continued on and set a new record of 263390 mph
THOMPSON TROPHY There were seven Thompson entries
for the start of the 1939 race Roscoe Turner last years winner in his
Roscoe Turners Twin Row Wasp-powered Turner-Laird Special
Meteor Earl Ortman in the MarcouxshyBromberg (nee Rider R-3) Steve Wittman in Bonzo Art Chester in the Goon Harry Crosby in his all metal CR-4 and the ancient by racing standards 1932 Wedell Williams of Joe Mackey owned by Roscoe Turner
Reportedly pumping out 2000 horseshypower Turners Meteor was the class of the act and if Roscoe didnt miss a pylon a continual problem he should have had an easy victory Earl Ortman as stated above from his article in POPULAR A VIA nON believed the Marcoux Bromberg could win and with an all-up weight 1500 pounds less than Turners that was a possibility The Firecracker had shown great potential in 1938 having won the Greve at a speed of over 250 miles per hour
Steve Wittman won the race to the scatter pylon and was still in the lead at the end of the first lap with Mackeys Wedell Williams incredibly in second place However Tony LeVier was burning up the field and took over the lead on the fifth lap Roscoe having cut
Roscoe polishes one of the pylons on his way to an unprecedented third win of the Thompson Trophy race
a pylon again but for the last time Having reflown the pylon Roscoe
put on an amazing show reeling in the other competitors one by one at speeds of over 300 mph until taking over the lead in the ninth lap His lap speeds dropped a little after that but by the end of the race he had managed to lap everyone again Roscoe Turner had won the Thompson for the third and last time
END OFAN ERA More than the start of the war in
Europe cast a pall over the National Air Races that led to the end of the Golden Age Many announcements at Cleveland also put the stamp on the end of an age Roscoe Turner announced his retirement Earl Ortman announced his retirement from racing to become an airline pilot and after 12 years of effishycient management Clifford and Philip Henderson the driving forces behind the National Air Races announced their retirement
Cy Caldwell in the October 1939 issue of AERO DIGEST stated that the races had lost their meaning In past years the National Air Races have unshydoubtedly performed a valuable funcshytion they were truly the proving ground of aviation The production of such ships as the Gee Bees and Mystery S Travel Air for instance showed our
(Continued on page 28)
Roscoe recieves the Thompson Trophy from Fred Crawford for the last time-Roscoe would immediately announce his retirement from air racing after his third win of the Thompson
VINTAGE AIRPLANE 9
by HG Frautschy
Type club members are as a rule enthusiastic proponents of their respecshytive aircraft and amopg the most enershygetic are those who call themselves Navioneers The American Navion Society (ANS) is one of the oldest Type Clubs in existence today and within their ranks are some individuals who have become experts at modifying older aircraft The Navion is one classic that
with at least a few
Larry Woodfin of Jarrettsville Marylandis one of the nthusiasticANS members who travelled to Appleton Wisconsin the week prior to the EAA Convention this past summer 79 N a vions and their owners arrived to take part in the American Navion Society Annual Fly-In Enjoying each others c(IlmplitlJy and flying Navions kept the
mfJ-cfi8J~im~~roit si~~lt1~Nmiddot(ncent1~lt~IDetllbci=tSJt)uSy with an ice cr~dJ$Oclal
arrival With the distance between Oshshyklt$h ~ndAppleton only 18 miles as the fustaircraft were landing at Oshkosh a
_~~~i Olaquo NAvitlnll were waiting for slot at Appleton The
Navioneers who made the trip to Oshshykosh from Appleton His Navion N222LW was on its first trip to the Midwest since it bad been totally resshytored over a 4 year peliod Larry fomid
his home field the ~ quit He hacL run out of gas An ul1le~enttll~)antillng on themiddotmiddotailpoi~middot~~middotn)a~r~it~~ Navjonwas ~Wt$~JQfgt~~ ~~
mass in-trail flight down to EAA OSHshyKOSH 91 Don Shoemaker Co-Chairshyman gtUhis years Navion Fly-n said it was a lot of fun - the weather was great so we just slipped right on in Don was quite complementary concernshying the job the Oshkosh contollers did briefing and tben handling the groups
coordination between the two facilities was outstanding according t~on
Once the Navions had arrived they werlt all parked in e same section of the south end of the AntiqueClassic aircraft camping area For lovers of the marque it was a sight to see
Larry Woodfm was one of the 49
the airplane in Pittstown New Jersey The previous owner had been working on the big Ryan for a year when he passed away only 3 days prior to its maiden flight The airplane then beshycame a burden upon the owners widow and her son an airline pilot had no desire for the big hulk so he counselled his mother to sell it Larry dealing through the owners son struck a deal to purchase the Navion He was pleased with the planes structure having detershymined that it was one of the straightest Navions that he had seen since his search began Larry tnivelled to New Jersey to close the deal When he arshyrived and the paperwork was to be signed the widow simply couldnt bear to part with the airplane and so Larry went home empty-handed The widows son however contacted Larry again and told him that the deal could be closed So Larry headed up to New Jersey to retrieve the languishing Navion only to have the same course of
action repeat again Larry patiently went home empty
handed one more time This would happen two more times There was one additional item
that added to the anxiety of the situation - the airport that the airplane resided
on was scheduled to be closed and the land
used for part of an Interstate highway
Finally with 4 days
to spare the deal was closed the aircraft preflighted and -Larry headed for home in what he felt was a basically airworthy airplane that still had quite a few items to be fixed or at least cleaned up before a major restorashytion would commence As fate would have it he did not have the luxury of a few extra hours to aquaint himself with the Navion after he got it home After arriving over his local area ~ PQJl-o tiu~ tbi Ql arg~ akit w~ fHf new prize He was iickied to deaffitha~ e~1lIIIt fIIhad been fortunate enough to buy the airplane and he was enjoying himself Then the bubble burst On short fmal to
Navions Navions everywhere Navions 49 Navions of one type or another came to EAA Oshkosh 91 from the American Navion Society Convention in Appleton Wisconsin A few others arrived swelling the total on the ground in this photo to 56
bell on the fuel pump stopped dinging far too early The pump registered only 20 gallons and the fuel was at the top of the filler neck Something was dreadshyfully wrong here The normal fuel capacity was twice that amount An investigation into the problem revealed the reason The Navion had not been flown for 7 years prior to Larrys purshychase having gone down in a forced landing At that time it was surmised the fuel vent system had been plugged so that as fuel was being drawn out of the fuel tanks by the engine driven pump the tanks were collapsing The fix for the fuel system problem was simple - the wing must come off Right then and there the serious restoration of the Navion began in ernest The entire airframe would come under close scrutiny as Larry wanted the safest posshysible airplane he could restore His thoughts on the effort required to restore an airplane could apply to anyone The devotion you put into them obviously you deprive a lot of family responshysibilities to do this and a lot of grass cutting on Saturday to come up with one of this caliber but it has been worth it
Compare the Navion in the photos with these two views from the 1947 Aircraft Yearbook You can readily see the chanshyges from the mod work done through the years
its been a very nice airplane a very safe airplane and I think thats what we like about it Larry has two teenage daughters Erin and Tara and his wife Debbie as cabinmates in the limousineshysized cockpit of the Navion It will carry literally anything that you can get into it and with three females at home thats usually what happens They want to bring everything but the kitchen sink
With his family his primary passhysengers Larry wanted an airplane that was as safe as he could reasonably exshypect it to be He likes the rugged build of the Navion (after all it was designed by the same folks at North American Aviation who brought us the P-51) and the reputation the plane has for being very strong Aerodynamics seems to always be a series of forces in comshypromise and the Navion is no excepshytion All that strength comes at a cost With a maximum gross weight of 2750 pounds the Navion is not the fastest retractable 225 hp airplane around The Woodybird II as Larry has named the Navion will cruise at a reasonable 132 knots while burning about 12 gallons of
A vgas per hour A little history on the Navion First
concei ved in the fertile mind of Dutch Kindelberger at North American A viashytion the NA-143 was to be North Americans entry into the what was exshypected to be the booming post-war civilian aviation market When the first production NA-145 Navions hit the ramps in 1946 they were touted in ads as having been manufactured by the Creators of P-51 Mustang and Advanced Army and Navy Aircraft Hoping to capitalize on name recognishytion by the military pilots who flew in combat the Navion would remain in production at North American until April 15 1947 With 280 of the 1109 produced still unsold the manufacturshying rights to the Navion were sold to Ryan Aeronautical in San Diego California They produced the airplane from 1948 until 1951 manufacturing 1265 Navions before shutting down the line Later versions of the plane were the D E and F models essentially remanufactured Navions with revised engine installations In the 1960s and 70s a version of the airplane known
as the Rangemaster appeared Sporting a full cabin instead of the bubble slidshying canopy the Rangemaster looks markedly different than its older brother Fewer than 300 of the
12 JANUARY 1992
o u
With just a bit of a crosswind Larry with his brother Jerry flying co-pilot breaks ground with the immaculate Woodybird II from runway 18 at Oshkosh
Rangemasters have ever been built Many have noted that the Meyers 200 bears a passing resemblance to the Ranshygem aster The type certificate for the Navion is now owned by the American Navion Society
The Woodybird is one of the aircraft produced by Ryan in 1949 Like most of its breathern Larrys Navion boasts a logbook full of modifications including a new oneshypiece windshield that features a sleeker profile The windows have been changed also The side windows feashyture a sleek flush mounting and the side windows are expanded in area as well as being one piece It really allows sushyperb visibility out of the cockpit The other modifications include the Palo Alto Tail a revision to the incidence of the horizontal tail The Navion originally had excessive incidence that caused too much drag during cruise flight Aileron balance kits have been added removing the goose egg balshyances from the ailerons and replacing them with an internal balance One of the most noticeable changes to anyone who had seen the Navion when it was new is the revised cowling
on the Woodybird The first Navions sported a rather ineffective updraft cooling system with a prominent chin grille below the prop Many early Navion owners would not have their engines reach TBO because of high oil temperatures Most of these have now been changed to the standard pressure cowl seen on this Navion About the only modification that he has not been able to add is an outside bagshygage door Unless you own the papershywork for one of these doors they simply are not available The latest addition to the airframe Larry plans is the addition of a rear step to make it a bit easier to climb into the cabin
The paint and trim on Larrys Ryan is Alumigrip selected for its durability and high gloss shine All of the paint and the prep work was done by a professhysional painter One of the most striking aspects of the Woodybird II is the painted-to-match propeller When he returned from Oshkosh one year Larry
was all set to paint the prop black with yellow tips just like many of the Warshybirds he had seen His wife Debbie nixed that idea though She talked him into doing something different The idea came from the Lopresti Swiftfury project which features a color scheme that includes a single color for all parts of the airframe Maintaining a prop painted like this is an ongoing effort Touching up the paint is a once a month maintenance item but Larry it quite pleased with the way it looks It does add a lot of character to the aircraft he noted The Woodybird emblem on the side of the fuselage also adds a bit of whimsy to the sleek 4-placer A neighshybor Neil Kavanaugh is a professional painter who is known around the country for his work in gold leaf and well known for his artwork gracing a few yachts In exchange for an Oshshykosh hat Neil applied the Woodybird to each side of the fuselage
The interior was dpne in the third year of the restoration A local shop that
specializes in Ferraris was interested in
tackling the job and Larry let (Continued on Page 23)
VINTAGE AIRPLANE 13
Child Of The Fifties A year and a half ago after earning
my private ticket I decided I wanted to own a plane After discussing the idea with my precious wife she said Well OK so long as it doesnt cost anyshything To many people that would have been the end of the whole thing But a newly licensed pilot is a dangerous thing I began to think I looked around the house for anything that I could sell barter or otherwise convert into a plane Then I saw it The boat on a trailer out in the yard What good was it anyway It was winter So I placed an ad in Trade-a-Plane It ran like this HAVE BOAT NEED PLANE WANT TO SWAP Quite frankly I was completely open to just about anything When the deal was done my boat was on its way to Missouri and I had a 1958 Straight Tail Cessna 172 It was a 14 JANUARY 1992
by Nino Lama Ale 12423
curious craft Being new in the world of have to go back to the fifties aviation I had never seen a 172 that So lets go back to a special time in looked like that I had trained in a plane history Even though we may say we called a Cessna 172 but it bore no remember those years our memories resemblance to my new acquisition tend to fade Heres a memory jogger
As it turns out what I had gotten in well start with those people who barter was something really special It flavored life for us - Marilyn Monroe was my child of the fifties To best Willie Mays Ike James Dean Joe understand why its so special we really McCarthy General MacArthur
Richard Nixon VICE President and Elvis Elvis was a firey 19 year old when he recorded his first song He made it big with his ducktail haircut and perpetual sneer If youre not back in the fifshyties with me yet rememshyber these Hound Dog All Shook Up Dont Be Cruel and Burning Love They were all on the album Heartbreak Hotel released in 1956 In 1958 Elvis married Priscilla Beaulieu and was drafted into the Army
If Elvis wasnt your thing then maybe youll
5 GREAT CESSNAS-THE COMPLETE AIR FLEET FOR gVERY BUSINESS NEED
fast 4middotplace business airplane Top seller ~ In over 150 mph class New hushmiddot ~ flight features-Hone striping Agreat
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Proved by over 5000 owners-cruises over 120 mph $8295 fob Wichita
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fly themselves You simply drive it Over 120 mph cruising $8750 fiiDWrchita
Tomorrows Twin Today bullbullbull years ~ ahead in design engineering Safety ~ proved by performance of more than 300
now in regular use $54950 fob Wichita
fLYING-May 1956
remember Patti Page and Peggy Lee The Music Man West Side Story or Mack The Knife The Top Hits of the Fifties read like this 1950 - Goodshynight Irene 1951 - Tennessee Waltz 1952 - Cry 1953 - Song From the Moulin Rouge 1954 - Little Things Mean Alot 1955 - Rock Around the Clock 1956 - Dont Be Cruel 1957 - Tammy 1958 - Vol are and 1959shyMack The Knife
While the Pentagon under Charles E Wilson was undergoing the greatest build up of power in all history and the nation was in the grips of the peak of the Cold War the kids wore Davy Crocket hats and bought 30 million hula-hoops
The large cabin of the four-place Cessna allows room for a well equipped panel
It was the fifties that saw us become a nation of surburbanites Barbecues and the cocktail circuit were our escape Some of us built bomb shelters We fought in Korea We watched Bogie and Bacall Lucy and Ricky George and Gracie Sid and Imogene Kukla and Ollie and Jack Parr
In 1958 and 1959 AlaskaandHawaii became our 49th and 50th States Texans just had to cope with being the SECOND largest state in the Union The Russians launched Sputnik and then followed with a satellite manned with a dog It was the 1950s that saw a brave black woman refuse to give up her seat on a bus in Montgomery to a white
man Her arrest sparked the young and vibrant Martin Luther King into peaceshyful protest that changed us forever
If you were there but dont remember any of this then you must have been a Beat The coffeehouses oozed with smoke and poetry to the sound of finger snapping and bongos Slow blues protest songs and Depression ballads were cool
It was the era of cocktail circuits baby-sitters and back yard barbecues Cars were big powerful and made of plenty of metal Kitchens were jammed with chrome appliances and decorated in lots of bright reds yellows and blues Bicycles were sturdy with wide tires and built-in headlights
That was the Fifties The world of aviation was pretty exshy
citing back then There were a lot of thinkers and dreamers In the fifties a dreamer wasnt just someone who thought that ten more knots or a little more range would be nice Moulton B Taylor of Longview Washington was a 1950s dreamer He builtthe AEROCAR It was licensed in 1957 He envisioned one in every garage A subcompact car pulling a small trailer that made up the conversion of the auto to a comfortable family airplane Thats thinking Piper aircraft built and tested a twin engine Tri-Pacer It had two engines on one shaft turning a four-bladed propeller VTOL (Vertical Takeoff and Landing) aircraft were seen as the future for military aircraft It was a propeller driven plane that landed squarely on its
VINTAGE AIRPLANE 15
II
Now METCOmiddotAIRE
Presents
The New (Lett) Prior to the introduction of the straight Tail 172 Met-Co-Aire offered this nosewheel conversion of the standard Cessna 170 Ninos 172 sports the redesigned
CESSNA 170 TRICYCLE GEAR Look al Ihis
MODERN 170 Note excellent visibility the beautishyful lines Engineered and designed to increase the utility and beauty of your Cessna A conversion that enhances the appearance and value of your airplane Fully steerable with rudder pedals assuring safe quick stops with positive ground control at all times
Complete kit furnished with all necessary assemblies and hardware for simple easy Installation
OTHER MET-CO-AIRE CONVERSIONS
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Write Met-Co-Aire today for full details or see your nearest dealerl
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LAmbert 5middot6521
16 JANUARY 1992
fin and rudder of the true 172
tail with the nose pointed straight up Thats dreaming
A viation was advancing Lockheed built the first prop-jet airliner The Douglas RB 66 twin engine jet reached the magic Mach 1 In the more munshydane vein a man named Piper was president of Piper Aircraft Richard Nixons brother-in-law Tom Ryan was a flight instructor and taught some of Hollywoods best to fly The four enshygine Super Constellation airliner ruled the sky They cost $2 million each Air fare from New York City to Los Anshygeles was $160 round-trip The Mooney Mark 20 hit the market
The fifties gave us a lot Who doesnt get a thrill at the sight of a candy apple red 56 Corvette or a jet black 57 TshyBird And Rock and Roll born of the fifties the more it changes the more it stays the same
So now let me tell about my Child of the Fifties I believe it to be one of the finest aircraft ever designed the Straight Tail Cessna 172 Truly born of the fifties its roomy comfortable and made of plenty of metal Im going to tell you about this aeroplane from the prospective of the era In 1955 Dwane L Wallace studied the plane and test flew it
The Businessmen have demanded a low cost easily handled plane to fly themselves Cessna has responded with a tricycle gear model Although there may have been such a demand made its also likely that Cessna was respondshying to the competition of the marketplace The Tri-Pacer with its tricycle gear was sweeping the market and giving the Cessna 170 taildragger a
run for its money The Tri-Pacer ads of the time showed a young woman dressed fonnally at the helm and spoke of flying ease room and comfort In 1957 even the guppy shaped Champ was fitted with a nosewheel and renamed the Tri-Traveler
The goal was to sell the public on the ease of flight The landing gear on the Straight Tail 172 was called LAND-O-MATIC landing gear The ads of the time said that all the pilot needed to do to land was drive the airplane down and it landed itself (And to think I took all those lessons) When the 172 was introduced in 1955 it was meant to supplement the popular Cessna 170 Cessna said at the time that there was no intention to replace the 170 but rather to offer the businessman an easier to fly and more comfortable airplane By 1955 there were 5000 170s flying The manufacshyturer also stated that the 172 was not a reworked 170 but a totally new design The striking feature of the 172 is with no doubt the prominent Straight Tail Engineers found that with the raising of the tail with tricycle landing gear a bigger tail and rudder provided better taxi takeoff and landing performance The newly introduced 172 boasted some special features including a low center of gravity resilient spring steel main landing gear and the same sturdy nosewheel as the big brother Cessna 310 The controls were not interconshynected and provided steering with the rudder or independent brakes steerable nosewheel or combination of the three Magazine advertisements said You drive it like a car
With its Land-O Matic landing gear and roomy cabin the early 172 was the precursor of what would become the most popular light plane of all time
C L Hamilton did the check ride for Flying magazine in November 1955 He calls the cockpit roomy lower and level as compared to the 170 Since dual controls were sold only as an option the test plane had only left hand controls That made the cockpit seem huge Taxiing the 172 was a revelation with the same feel and visibility as the Aero Commander Hamilton wrote About the only chance for ground damage when taxishying the 172 would be dropping the nosewheel into a hole In the air the 172 showed the same pleasant characshyteristics of the proven 170 except that the 172 is more stable - You can slow down until the needle stops inshydicating and she just goes on slow and steady The landing approach differs from the 170 as the 172 uses a very steep nose down approach Hamilton wrote With full 40 degrees on the paralift flaps overshoot slightly dump the flaps touch down with brakes on and youre in someones back yard We did it in 250 feet down and stopped In an emergency it no doubt could be
development was th e Met-Co-Aire Companys conversion of the 170 to tricycle landing gear (see copy of 1955 ad) Despite the statements of Cessna and the conversion by Met-Co-Aire the 170 was doomed to be replaced by the easy to fly 172 If you fly a 172 that has a back window and swept tail dont think youve experienced the classic 172 that changed the look and feel of light plane flight Youve only exshyperienced a distant relative The 172 of the fifties is not the same aeroplane as the modern version Upon entering the Classic 172 one is immediately imshypressed with the incredible visibility both overhead through the huge windscreen and forward over the cowlshying that does a great disappearing act down to the spinner The pilot and comshypanion sit very high in the cockpit adding to the feeling of openness and spaciousshyness The engine seems to run smoother than the contemporary version and it does It is afterall a small six cylinder engine compared to the larger four banger in the modern 172 One of the greatest joys of flying the Classic comes
the floor between pilot and copilot The bar clicks upward as the enormous para lift flaps drop from 10 to 40 degrees On your first flight it seems like youve just moved half the wing when you apply flaps In the air shes stable as a rock and trims easily for hands-off flight You wont set any speed records but you can count a solid 104 miles per hour burning about six gallons per hour And oh what a view
There s a new type club called the STRAIGHT TAIL CESSNA CLUB It was founded by my good friend and Straight Tail owner Ernie Colbert Ive recently been honored with the title of President The club currently has about 100 members and is growing fast Each member shares a great love for the Classic Straight Tail Cessna and knows that with change improvement does not necessarily follow I hope youve enshyjoyed this article The next time you see one of the Straight Tail Cessnas taxi by on its Land-O-Matic landing gear think of Elvis Bogie and me
Thanks to Richard VanEmerick my good friend for the classic Flying
done in less than that when its time to lower the flaps Flaps magazines used in this article An interesting contemporary are controlled by a great Johnson rod on
Rudy Eskras Stearman by Rudy Eskra
ANTIQUECLASSIC GRAND CHAMPION
MIDEASTERN REGION 1990
So much has been written about the Stearman its characteristics and resshytoration that it sometimes seems that everything that needed to be said about it has been said Undaunted AntiqueClasshysic owners all like to tell their own stories This is mine
This particular example was built for the Air Force in October 1944 thus being one of the last produced of a great series In the ensuing years since it was manufactured it has only been flown about 2300 hours I acquired it in 1979 It was in very good condition then and to the best I can determine it always has been Rather than the owner I look upon myself as a temporary custodian or caretaker and very fortunate to be that I hope that when it goes to the next owner it will be in better condition than when I got it and that the next guys can keep it going for many years to come
Its equipped with the 225 hp Lycomshying which with its nine cylinders biting them off clean sounds and runs
1 B JANUARY 1991
smoother than some of the other engines with which Stearman were equipped
In 1989 my friends and I stripped it down completely and replaced or refurshybished everything we thought could be improved We spared no expense as a whole drawer full of receipts and a very patient wife will attest to The engine was completely overhauled with cylinders chromed back to standard new pistons rings valve guides valves bearings The works Of course all parts were magna fluxed in the process
We found the wing woodwork in exshycellent condition and just a few small corrosion points on the fuselage tubing After refinishing the structure we inshystalled some new fuselage stringers (bird cage) which presumably had been broken when the airplane was pushed on its sides These aluminum stringers tend to precipitation harden and grow brittle with age
We recovered all surfaces with heavy duty Ceconite The final finish after the butyrate process on the fuselage center wing section and fins was two part Ranshythane polyurethane The blue trim was DuPont Imron However we used Ranshy
dolph butyrate dope exclusively on the wings aside from the trim Our reasonshying for doing this was because the polyurethane has less tendency to stain under the onslaught of engine emissions than dope and with its glossy surface is a pleasure to wipe down
Gasoline dye for example can penetrate dopes and lacquer finishes clear down to the fabric Since the wings are out away from this conshytamination but subject to more hangar rash and might need occasional touchshying up we felt that dope might be easier to touch up than the urethane
There has certainly been a lot of exshycellent information written about recovering and restoring Stearman aircraft and probably done by people far more versed in the art than I I got a lot of tips from reading and hearing them Some of the really good ideas came not from the professional manuals but from nonprofessional restorers We did do some of the things which we had developed on our own and felt improved the quality of the job somewhat Many of them are minor but perhaps the really first-class jobs are a collection of fine
details They have not been exhaustiveshyly tested in the laboratory but they worked for us To the extent they are of interest Ill pass them along here
Paints tend to grow more brittle with age and will crack from vibration where fabric stretches over sharp edges Even though this plane was over 45 years old and must have been recovered several times we were surprised to find a lot of sharp edges on many of the wood parts that come in contact with the fabric These were sanded to a small radius Ceconite reinforcing tape was applied on top of the fabric very liberally wherever the fabric laid over any edges and highly stressed skin locations far more than on the original This required a lot more painting and sanding between coats to hide the tape but in the end I think we have a finish which is far more resistant to cracking
Aircraft material suppliers may recommend that you buy some of their duct tape to cover any seams in aluminum parts such as on leading edges Apparently masking tape was used in these places in the original process and we preferred that since the duct tape is too thick and protrudes through the finished fabric
In order to provide a smoother surshyface over the aluminum D-section leadshying edges on the wings we first covered and heat shrunk an extra layer of fabric over them This tended to bridge over the seams and dimpled areas before inshystalling the fmallayer of Ceconite
All the experts will tell you to brush on the first coat of fabric primer such as Dacproof or whatever process youre using This may be right but you can often sand about 15 or 20 coats before the brush marks disappear I believe the reasoning is that brushing the stuff (which I suspect is really nitrate dope with a dye) will help you get it down into the fabric so it interlocks with the fibers Thats important because it alshymost must depend upon a mechanical bond to get it to stick to the dacron We found we could get full penetration by spraying so we sprayed and were satisshyfied with the result It is important not to oversaturate the fabric of course since it will drip onto the opposite fabric and these drops are very hard to hide
If you ever scrape or chip a doped finish you invariably find that the separation occurred at either the top or bottom interface of the silver dope coat
less adhesion and a lower tensile strength than clear dope since the aluminum particles are really impurities in the dope For this reason we kept the aluminum coats down to the minimum required to pass the light bulb opacity test thus providing the radiation shield for ultraviolet light About two coats of silver seem to accomplish this The rest of the many coats before the color was applied were clear butyrate which seems to stay more strong and pliable throughout its life Its not as easy to sand as the silver but I suppose thats another testimonial to its physical properties over that of the silver
Our inspector insisted that all rib stitching knots must be exposed as in the original rather than pulled under the skin as in Staggerwing Beech process We located aligned and perforated all the rib stitch holes with chalk lines snapped uniformly spaced across the length of the wing Of course these knots were located on the bottom of the bottom wing and on top of the top wing The result is a nice uniform appearance like lines of rivets when sighted from the end of the wing
Some like to make pie shaped slits in the tape to take away excess material where it wraps around the wing and fm tips Theres almost no way of hiding these cutouts under the finish so we didnt use that method Instead we heat shrunk the uncemented tape edges down after first cementing the tape on the ridge line of the bend only The tape edges were then cemented after they lay nice and snug on the surface This is not an original idea with us but the superior results make it worth mentioning
Some experts though not all recomshymend that when taping both the tape and the fabric surface to which it is applied be first painted with cement If this method is used air bubbles are trapped under the wet tape and very hard to remove We had better luck by apshyplying a very wet coat of cement to the fabric only and leaving the tape dry so that the air can be forced up through it Then a thirmed coat of cement can be applied to saturate the tape after its down smooth
Some cements as they come out of the can tend to dry rapidly or rope as you spread them One old-time airplane maker suggested we mix the cement with 30 percent nitrate dope and 30 pershycent nitrate thinner This not only eliminated that problem but also seemed to make the cement stick better
We used a hot knife to cut all the fabric in order to produce a clean sealed edge without the annoying ragged threads To do this we hammered and ground the copper tip of a forty watt soldering iron to a knife edge On another iron we rounded off the copper tip to a spherical radius and used it to hot pierce fabric drain holes after the lifesaver reinforcements were ceshymented in place I havent heard if anyone else uses this method but it realshyly works slick leaving a high strength fused ring on the hole perimeter The stiff plastic life saver reinforcements that are available commercially often curl or warp somewhat due to the shrinkage of the cement I believe that reinforcements punched out of leather stay flatter and more flexible while still strengthing the edge of the drain hole
Were convinced that silver dope has Rudys pretty white with blue trim Stearman runs up on the ramp
VINTAGE AIRPLANE 19
At the points where the rudder cables exit through the fuselage fabric we heat formed little vee-shaped plastic fairings to cover these points This produced a nice streamlined effect I think after covering them with another patch of fabric and ftnishing
When patches of fabric are needed such as those used to cover the inspecshytion rings we found a way to make the fabric patch much more manageable We stretched a piece of fabric over the open end of a small wooden box This was given the fabric prime coat shrunk with an iron and the required patches cut from it These stay nice and flat when theyre cut and cemented in place
Removing old paint from the cowling and other aluminum parts is no fun at all In scraping it off you stand the chance of scraping through the grey anodized surface also I gathered all of the painted aluminum pieces and took them to a furniture stripper who dipped and cleaned the whole works for $60 which I considered money well spent These were sprayed lightly with two part Dupont Varprime primer which Im convinced is better than the old zinc chromate originally used
The finish resulting with the Ranshythane polyurethane is superb and in this particular project at least seemed to be even more glossy than the Irnron we used on the leading edge trim During the work we had a lot of good consultshyations and help over the phone with the Randolph people We were also able to get a very good gloss in the white butyrate dope by keeping the wings flat and horizontal while spraying and floatshying on a lot of dope The final coat was thinned out more to give a good gloss Although we have no proof we suspect also that excessive thinning of the other coats of butyrate reduces the finished strength of the dope And this was also the opinion of an old-timer who used to do fabric at the Naval aircraft factory
We used 3M tapes for the finish color stripes in 34 inch and one inch widths This seems to have excellent adherence in service yet can be lifted off and retaped during the application in places where you didnt get it quite right the first time There is a thin transparent membrane of protective tape on top of it which must be removed after installashytion since this will yellow with age and will bake on permanently if it spends any time in the sun Its hard enough to peel off when its new
Taking a tip from the automobile
20 JANUARY 1991
The neat and tidy installation of the battery box and relay control panel mounted ott of the firewall
body guys we used nothing but 3M masking tape also as some of the cheap brands can really give you trouble either not sticking or sticking too hard When taping over new paint we first pressed the sticky side of the tape onto our work clothes to reduce the posshysibility of damaging the fresh surface with too much adhesion
One other problem can give you fits on a Stearman if youre not careful When installing the bird cages (stringers) on the fuselage tubing strucshyture its a good idea to temporarily inshystall the cowling and tail cone fairing in order to properly position the stringer assembly fore and aft Finding out that the cowling doesnt fit after the fabric is finished could really spoil your day
Its always amazing to see vinyl material used around the cockpit coamshy
ings of some real prize winners I found that nice glossy pieces of kid leather can be bought rather cheaply at places like Tandy Leather providing an authenshyticity that can be spotted a long way off For the coaming padding rather than layers of felt as used originally I tried some foam pipe insulation which is conveniently pre-slit fits nicely and after lacing the leather with rawhide seems to do a better job
During one of the routine magna flux inspections of the McCauley steel prop one tiny bit of corrosion at the blade hub fillet officially ended its flying career Although this was a devastating development I reflected that pulling the prop and delivering it for inspection to a prop shop 80 miles away - this every 100 hours - was a nuisance And I never could get through the hundred
Rudy Eskra and his prize winning stearman at the Mideastern Regional Fly-In in Marion Ohio
hour period without one protractor readshyjustment of the blade angles since both the centrifugal and aerodynamic forces tend to move the blades toward low pitch I decided to try a new Sensenich wood prop I was pleased to find that this yellow birch club is about 30 pounds lighter produces markedly less noise and vibration and seemed to result in no degradation in performance I believe that there were three pitches available I selected the middle one and I think I guessed right for operating in the low level elevation in the Great Lakes area
In reading about prop flight test comshyparisons Im always a little suspicious of conclusions drawn from airspeed data derived from a few test runs given all the variables in atmospheric condishytions instrument and observer error so I didnt bother trying to get too technical about it For what its worth my friend with a constant speed Hamilton on a 300 hp Stearman flys formation with me occasionally and seemed impressed with the airspeed of the lower-powered plane
When disassembling the wings we backed all flying and landing wires off
exactly four turns This permits reasshysembly to its previous condition whatever that was However we decided to go through the rerigging proshycedure anyway In doing this we folshylowed the Air Force maintenance and erection instructions - all 11 pages Dihedral and incidence boards were made up from the drawings and all dimensions and angles brought into tolerance Here again its my feeling that the plane is quite stable and pershyforms well
My airplane was absolutely standard when I got it except for the usual reshyplacement of the Bendix brake master cylinders I didnt mind hand cranking the inertia starter but there is no really safe and legal way to do that when going
Jout for a solo flight as many have found to their horror There must be a qualified pilot or mechanic at the conshytrols when youre out there turning the crank I therefore decided to install an electrical system
Designing the electrical system which incorporated a new alternator and rebuilt Bendix starter was the easiest part of the job Gathering all the documentation for application of all the
components and obtaining FAA apshyproval took a great deal of time and effort Since I do aerobatics I wanted a battery case and system which could withstand nine g So None seemed available so I designed and built a subshystantial aluminum case with a separate battery hold down assembly built in The Gil 35 battery manifold vent is conshynected to a bicarbonate of soda bottle with a clear plastic hose then down inside the landing strut fairing and overshyboard
There seems to be a tendency for the brakes to grab which can give the rear pilot a quick lift up about five feet in the air on first application A lot of this low level aerobatics can be prevented by applying only one brake at a time but the grabbing tendency can still be quite annoying To combat this I filed a chamfer about 1 14 inches by about 20 degrees from the leading edge of the primary shoe This is the top of the front shoe which provides the servo forces on the secondary shoe Brake operation is effective yet smooth Of course the brake lining must be kept free of oil and moisture and if they do get soaked its best to replace the friction material
VINTAGE AIRPLANE 21
The stainless steel exhaust manifold on the Lycoming 680 is also a challenge to ftnish I suspect chrome plate would tum blue in places I went through about ftve different high temperature silver paints and the best one Ive found is VHT 1200 degree paint made by Sperex Corporation in Gardena California But nothing lasts forever on that hot surface
If you have ever had a King KX145 NA V -COM radio youll probably agree its not a technological miracle When mine is working I get complaints from approach control that the transmisshysion is weak and garbled when heading inbound at eight or more miles out I noted that this improved if I turned and pointed the aircraft tail toward the airshyport This led me to believe that the engine and other metal parts ahead of the antenna were blocking the antenna signal I decided to move the antenna which was mounted over the aluminum baggage compartment aft of the rear cockpit to a position above the center wing tank using the large aluminum gas tank as a ground plane The antenna was mounted on an aluminum bracket attached to the center square tube brace above the tank A short bonding strap was connected to the tank filler neck providing a good ground With the anshytenna in this position we have had no further complaints from the tower from the same distances out
In addition to an Omni in the transceiver I bought a portable Loran which is small enough to carry in a coat pocket This has not been entirely trouble free either but the Ray Jefferson Company people have been very helpshyful Although I dont do a lot of crossshycountry it has given me some very accurate guidance It is basically a marine unit derivative and cost about $300 Although it provides ground speed and other data I find the heading and DME are just about all I need and often direct me right towards the exact center of the destination airport
In routine operation of a Stearman there are two things which I regard as being just as critical as fuel and engine oil One is keeping those big soft main tires properly inflated and the other is to make sure the tail wheel steering asshysembly is in good working order These are very important for stability and conshytrol during roll-out which Ill discuss later Tail wheel lock mechanism 22 JANUARY 1991
should snap in place smartly and the tail wheel steering cables must be snug The tail wheel tire pressure needs a lot of attention also but for a different reason It carries a heavy load for its size and if its run underinflated youre looking at tire fabric in a very short time
There are at least three brands of tires available for the Stearman One has a tread made up of rectangular blocks another has concentric rings or grooves and the third is the classic Goodyear diamond tread I found the block tread was good for about 500 landings on concrete the grooved would do about 700 From a vintage appearance standpoint I prefer the diamond tread a pair of which I bought from Wilkerson Tire in Crewe West Virginia These Goodyear tires are produced in Sao Paulo Brazil where the molds were apshyparently moved to a number of years ago
In doing this restoration I found it a very enjoyable experience I got a tremendous amount of help from people like Glenn Gibbs of Stony Ridge Ohio who has become a very skillful fabric man and indeed many of his ideas are included here and from Frank Leffel who did much of the spraying and Tony Eskra who sanded his share of it Herb Wilford Chief Aircraft Maintenance at Dana Corp was one expert who made sure we stayed in line technically Looking after a half dozen jet aircraft Herb runs a very efficient operation with immaculate hangars and shops
There were many others of course and we spent a lot of enjoyable winter evenings working together and bantershying back and forth It was a great escape from the demands of a corporate management position and I slept most soundly during that period
I think the only real frustration aside from the staggering prices was waiting for delivery of parts and purchased sershyvices Delivery date promises were alshymost routinely ignored thus running the total project time over one year Apshyparently keeping promises has gone the way of the 45 rpm record in this country
There are a few lessons which may seem obvious but I feel are worth restatshying First of all the investment in both time and money is extremely high so its worth doing right and this includes buying the best material available
In the course of the work one can ftnd
a host of opportunities to take a shortcut and save some time or material In general these temptations are best avoided When the job is finished and its almost good enough no one will probably know the difference except you every time you look at that bird If youre anything like me youll always see enough defects no matter how careshyful you were I remind myself if its not quite right tear it up and do it over again Ive never regretted doing that
If may add a few observations to the myriad of information that has been written about the Boeing Stearman I have owned it now for 12 years and I still get a great thrill flying it Some say its heavy on the controls but 1 dont agree Solid yes but not heavy If you properly coordinate rudder and aileron stick pressures seem quite normal It is very forgiving I think with a good balance between responsiveness and sensitivity In short its a real pussy cat in the air Though it has a slow roll rate it loops beautifully spins easily but quits at the precise moment middot when youve had enough Strength - its like a Sherman tank Its solid feel derives from the lack of control-induced deflection owing to the truss biplane structure the use of control rods rather than cables and the basic rigidity of the tubular steel fuselage
Landing and roll-out is a little difshyferent with the task of keeping things in hand left entirely up to the pilot If ever there was a machine thats dynamically unstable in roll-out this must be it Response rate must be swift and instincshytive so a bit of concentration is helpful Over the years Ive logged 1430 landshyings in this machine Some of them would measure 58 on the Richter scale As I said its a rugged beast so the only damage was to my ego
A round carrier type approach seems best but youd better have a softer imshypact than the F-14 does or youll bounce 20 feet in the air If its done just right those big balloon tires come into play and nothing can match the soft quiet touchdown of a Stearman Most of the time it seems to land itself perfectshyly leading one to believe theres really nothing to it OK but I think Gordon Baxter our foremost Stearman spokesshyman had it right when its on the ground you cant trust it unless its tied to something
The E225 series Continental is enclosed in a very clean instalshy N22LW features this smart looking panel with padded ramshylation The baffling is anodized horn yokes
(Continued from Page 13) them have at it The reclining seats are from the Rangemaster version of the Navion produced in the early 1960s The Woodfins are very pleased with the results The instrument panel and the overheard Osborne panel have been finished off in a very professional manshyner The panel is meant for strictly VFR flying but is very well equipped with a loran and nav-com pair All the instrushyments in the plane are brand new To have as safe an airplane as he desired Larry felt it was necessary to replace all the instruments since some were 40 years old
For all intents and purposes the aircraft is a new old airplane Theres nothing not a hose or fitting that has not been replaced or gone over he remarked
Power for the Woodybird II is an E225 series Continental built up of new parts including the crankshaft It was also carefully balanced throughout its assembly
The sign and Woodybird emblem were both painted by Larrys neighbor Neil Kavanaugh Each emblem took 12 an hour for him to paint freehand
This is the second aircraft that Larry has restored The first Woodybird was completed in 1978 Much later he would sell the airplane during one of the Conventions at Oshkosh He has some very interesting comments about that sale now that some time has elapsed One of the things that happens when you restore things is the way it conshysumes you and after its over you beshycome a slave to it The first time around I had become a slave to the machine and I wanted out I just didnt want to do it anymore Well the smart thing to do is to sit on the side and let that pass Well somebody came along with a lot of money and wanted it and I sold it he recalled Two or three years later all of the sudden I realized that I didnt have my airplane anymore and I wanted it back so that started the search for this one
Larry has been a motors ports enshythusiast since his pre-teen years when he tried to convince ills dad to buy him a4 7 Mercury convertible complete with a zebra skin interior When his dad said You cant drive it for another 4 years what are you going to do with it Larry
responded Dad Im gonna polish it To pacify his young sons enthusiasm he allowed Larry to buy a go-cart His family was not rich by any stretch of the imagination but Larrys willingness to work hard on his projects would allow him to continue and he would progress into racing cars at the dragstrip then into sports cars and finally into motorshycycle racing Larry and his wife Debbie began to fly simply as an expedient way to get to motorcycle races since they had a few friends within the racing comshymunity that were making the same trips that they were and did not have to conshytend with a long arduous road trip That sparked the interest that has become a wonderful way to travel Motorcycles are still an important part of his life One of his customers is a favorite of his - Harley-Davidson They use the nails and pneumatic nail guns that Larry sells for a living to assemble the crates the big cycles are sillpped in He is the proud owner of an Ultra equipped with just about everything you would ever want on a motor vehicle including cruise control He and Debbie plan to ride the cruising motorcycle from Maryland to Alaska on a long tour this coming sumshymer He has nothing but praise for the reliability the Harley now has and is very pleased with both his sleek machines - his Harley Ultra and his Ryan Navion The Flagship of the Navion Fleet
If you would like more informashytion on the Navion contact the
American Navion Society Box 1810
Lodi CA 95241-1810 209339-4213
The initial membersillp fee is $60 and then $45 per year for annual dues
VINTAGE AIRPLANE 23
~T ()UI2 ~msJU~ I2HT()I2I~f3 by ~()r-m veter-sen
Davis DI-K N158Y SIN 508 Purchased as a basket case in August
1958 Jack Gretta (EAA 19255) of Chester CT spent six years rebuilding this Davis and installing a 125 hp Conshytinental engine under a one-time STC In 1973 a friend() put the pretty
Piper J-3C-65 N6114H SIN 19275 These photos were sent in by Robert
T (Bob) Hunt (EAA 165963 AIC 6123) of Hackettstown NJ who has been busy rebuilding this J-3 Cub along with George Burns (EAA 221818 AIC 10000) also of Hackettstown The wood spar wings required new spars all new bolts drag wires leading edges and attach fittings The covering was done in Stits HS-90X and Stits Aerothane
24 JANUARY 1992
parasol into the trees and four more years were required to return the Davis to airworthy condition
In 1991 another friend landed 01 N508Y in the trees while towing Jack Gretta in a Schweizer 1-19 glider Jack ended up in the trees also and admits it
A majored C-85 engine was installed along with a new Falcon wood prop (built on the Ole Fahlin certificate) Bob reports the engine started on the very
is a long way to the ground as a passhysenger It is expected the red and white Davis will again be ready for flight in 1992
This is the second Davis that Jack Gretta has owned having owned Davis D1-K N151Y SIN 510 from 1947 to 1956 During those years Jack rebuilt the airplane once and changed the enshygine from a Kinner 90 to a Kinner 165
Jack belonged to EAA Chapter 1 in Riverside CA way back in the early fifties and joined EAA in the mid-sixties while living at Cucamonga CA He has been involved with Davis airplanes for almost 46 years and we happily extend to Jack best wishes for the next 46 years
very first pull The smooth 800 X 4 tires that came with the project were in servshyiceable condition and re-instalLed on the completed airplane
This is the third airplane Bob has restored the first two being a PA-12 Super Cruiser and a PA-22 TriPacer Not one to up and quit having fun he is now commencing the rebuild of a PA-ll Cub Special
1952 Cessna 170B N2650D SIN 20802
This pristine 170B has been given the total TLC treatment since being purshychased in 1988 by its owners Ken and Helen Cobb (EAA 182685) of Naples Florida A new paint job in Alumigrip really improved the outside appearance right down to the original metal wheelshypants Inside a new interior was inshystalled including new seat coverings and the panel was updated with all new radios and complete instrument overshyhaul Under the cowling the Continenshytal 145 was majored to zero tolerance with chromed cylinders The original propeller and spinner were polished to a bright shine As Ken says This project started as a replace all rusty screws with stainless screws and grew into a very nice looking restoration
The 170B has approximately 3100 hours on the airframe with no damage
history heavy gear Cleveland brakes and original engine prop and wheelshypants Although the pretty Cessna has scored well at every fly-in to date Ken and Helen have yet to make the Oshkosh Fly-In We all hope they will be able to
make the flight from Florida to Wisconshysin in 1992 so we can get a close look at N2650D Congratulations to Ken and Helen Cobb on a nice job of replacing rusty screws Your efforts show exshycellent results
Cessna 140A N5300C SIN 15420 Purchased in 1966 by John Lucas
(EAA 370887) and Dave Emmett of
Emporium PA this particular 1950 Cessna 140A has been used for obtainshying STC approval for the installation of
a Continental 0-200 engine The 0-200 engine was purchased
from Lycoming in Williamsport PA who were using the engine for test purshyposes Installed in N5300C the first Continental 0-200 STC was approved Dec 1 1967 with revised approval dates of March 12 1980 July 2 1980 and May 11 1981 The first STC was sold on 12-4-78 and John reports they have been averaging about ten per year since that time Apparently the extra 10 to 15 horsepower makes the 140A pershyform remarkably well which explains the popularity of the STC
John Lucas passed his 80th birthday on July 23rd and has a new partner John Richard Lucas (his son) to carryon the good work with the 0-200 Cessna 140A N5300C Long live the marque
Taylorcraft DCO-65 C-FJLH From the far north comes this photo
of a Taylorcraft DCO-65 C-FJLH owned by Floyd Stromstedt of Box 296 Berwyn Alberta TOH OEO Canada Loshycated in the northwest part of Alberta almost at the beginning of the Acan highway the DCO-65 is the only one in the area in fact its the only one anybody in the area has seen Floyd enjoys flying the 65 hp tandem on wheels however he is curious if anyone has ever put a larger engine in a DCOshy65 such as a C-85 and if anyone has heard of such an airplane being put on floats Any help would be appreciated Write Floyd at the above address
VINTAGE AIRPLANE 25
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
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Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
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VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromeshymoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406shy388-6069 FAX 406388-0170 Repair stashytion No QK5R148N
Parachutes - Toll Free 1-800-526-2822 New amp Used Parachutes We take trade-ins 5-year repair or replacement warranty many styles in stock Parachute Associates Inc 2 Linda Lane Suite A Vincentown NJ 08088609859-3397 (C792)
ANC-19 Bulletin - Wood Aircraft Inspecshytion and Fabrication 1951 edition now available as reprint Early aircraft Service Notes rigging data other titles available Send SASE for listing and prices John W Grega 355 Grand Blvd Bedford OH 44146 (c-392)
VINTAGE AIRCRAFT AND ENGINES shyOut-of-print literature history restoration manuals etc Unique list of 2000+ scarce items $300 JOHN ROBY 3703V Nassau San Diego CA 92115 (Established 1960) (c-1092)
C-26 Champion Spark Plugs - New and reconditioned New - $1475 reconditioned shy$575 to $975 Eagle Air 2920 Emerald Drive Jonesboro GA 30236 404478shy2310 (c-1092)
GEE BEE R-2 MONOCOUPE 110 Spl Hall BULLDOG top scale rated model PLANS used by Replica Builders Plus others by Vern Clements EAA 9297 308 Palo Alto Caldwell 10 83605 Extensive Catalog $300
Now Available - 30-inch x 5-inch Golden Age smooth Aero Tyres and Custom Wire Wheels finished Authentic Irish Linen Fabric Covering Antique Instruments evaluated repaired or completely restored Vintage Aero 518962-2323 Send $300 for Catalogue Rt 22 Westport NY 12993
PLANS Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings Welded parts availshyable Write to PO Box 228 Needham MA 02192 or call days 617444-5480 (c-1092)
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30 JANUARY 1992
MEMBERSHIP INFORMATION
EAA
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
~~~~ lgt~~ bull y bull
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The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
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AEROCAR GIVING THE AUTOMOBILE ITS WINGS A chronicle of the 40-year history of the AEROCAR Produced in cooperation with designerinventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR - the roadable airplane (35 min)
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EAA OSHKOSH 91
AVIATION AT ITS BEST Experience this annual gathering of the family of flight with the offishycial 1991 EM Fly-In Convention video Enjoy the tribute to the 1930s Golden Age of Air Racing the 50th Anniversary of the Flying Tigers and a special salute to the Allied air power of Operation Deshysert Storm Plus plenty of anshytiques classics warbirds the latest in homebuilts ultralights and more (60 min)
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FASCINATION WITH FLIGHT From the quiet beauty of ballooning to the excitement of aerobatshyics this new video from EMs award-winning Paul Harvey Audio Video Center is a fast-paced overview of the many distinct facets of sport aviation Included in this show are segments on Balloons Hang-Gliders Ultralights Antiques and Classics Homebuilts Warbirds and more (30 min)
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Hear from some of the best-known names in aerobatics as they relate their experiences and suggestions for selecting the proper instructor training sequence airplane and more Ride along on an instrucshytional flight and get a feeling for basic aerobatic maneuvers from both inside and outside the cockpit A must for anyone thinking about pursuing aerobatic training or anyone with an interest in aerobatic flight (60 min)
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Meteor Earl Ortman in the MarcouxshyBromberg (nee Rider R-3) Steve Wittman in Bonzo Art Chester in the Goon Harry Crosby in his all metal CR-4 and the ancient by racing standards 1932 Wedell Williams of Joe Mackey owned by Roscoe Turner
Reportedly pumping out 2000 horseshypower Turners Meteor was the class of the act and if Roscoe didnt miss a pylon a continual problem he should have had an easy victory Earl Ortman as stated above from his article in POPULAR A VIA nON believed the Marcoux Bromberg could win and with an all-up weight 1500 pounds less than Turners that was a possibility The Firecracker had shown great potential in 1938 having won the Greve at a speed of over 250 miles per hour
Steve Wittman won the race to the scatter pylon and was still in the lead at the end of the first lap with Mackeys Wedell Williams incredibly in second place However Tony LeVier was burning up the field and took over the lead on the fifth lap Roscoe having cut
Roscoe polishes one of the pylons on his way to an unprecedented third win of the Thompson Trophy race
a pylon again but for the last time Having reflown the pylon Roscoe
put on an amazing show reeling in the other competitors one by one at speeds of over 300 mph until taking over the lead in the ninth lap His lap speeds dropped a little after that but by the end of the race he had managed to lap everyone again Roscoe Turner had won the Thompson for the third and last time
END OFAN ERA More than the start of the war in
Europe cast a pall over the National Air Races that led to the end of the Golden Age Many announcements at Cleveland also put the stamp on the end of an age Roscoe Turner announced his retirement Earl Ortman announced his retirement from racing to become an airline pilot and after 12 years of effishycient management Clifford and Philip Henderson the driving forces behind the National Air Races announced their retirement
Cy Caldwell in the October 1939 issue of AERO DIGEST stated that the races had lost their meaning In past years the National Air Races have unshydoubtedly performed a valuable funcshytion they were truly the proving ground of aviation The production of such ships as the Gee Bees and Mystery S Travel Air for instance showed our
(Continued on page 28)
Roscoe recieves the Thompson Trophy from Fred Crawford for the last time-Roscoe would immediately announce his retirement from air racing after his third win of the Thompson
VINTAGE AIRPLANE 9
by HG Frautschy
Type club members are as a rule enthusiastic proponents of their respecshytive aircraft and amopg the most enershygetic are those who call themselves Navioneers The American Navion Society (ANS) is one of the oldest Type Clubs in existence today and within their ranks are some individuals who have become experts at modifying older aircraft The Navion is one classic that
with at least a few
Larry Woodfin of Jarrettsville Marylandis one of the nthusiasticANS members who travelled to Appleton Wisconsin the week prior to the EAA Convention this past summer 79 N a vions and their owners arrived to take part in the American Navion Society Annual Fly-In Enjoying each others c(IlmplitlJy and flying Navions kept the
mfJ-cfi8J~im~~roit si~~lt1~Nmiddot(ncent1~lt~IDetllbci=tSJt)uSy with an ice cr~dJ$Oclal
arrival With the distance between Oshshyklt$h ~ndAppleton only 18 miles as the fustaircraft were landing at Oshkosh a
_~~~i Olaquo NAvitlnll were waiting for slot at Appleton The
Navioneers who made the trip to Oshshykosh from Appleton His Navion N222LW was on its first trip to the Midwest since it bad been totally resshytored over a 4 year peliod Larry fomid
his home field the ~ quit He hacL run out of gas An ul1le~enttll~)antillng on themiddotmiddotailpoi~middot~~middotn)a~r~it~~ Navjonwas ~Wt$~JQfgt~~ ~~
mass in-trail flight down to EAA OSHshyKOSH 91 Don Shoemaker Co-Chairshyman gtUhis years Navion Fly-n said it was a lot of fun - the weather was great so we just slipped right on in Don was quite complementary concernshying the job the Oshkosh contollers did briefing and tben handling the groups
coordination between the two facilities was outstanding according t~on
Once the Navions had arrived they werlt all parked in e same section of the south end of the AntiqueClassic aircraft camping area For lovers of the marque it was a sight to see
Larry Woodfm was one of the 49
the airplane in Pittstown New Jersey The previous owner had been working on the big Ryan for a year when he passed away only 3 days prior to its maiden flight The airplane then beshycame a burden upon the owners widow and her son an airline pilot had no desire for the big hulk so he counselled his mother to sell it Larry dealing through the owners son struck a deal to purchase the Navion He was pleased with the planes structure having detershymined that it was one of the straightest Navions that he had seen since his search began Larry tnivelled to New Jersey to close the deal When he arshyrived and the paperwork was to be signed the widow simply couldnt bear to part with the airplane and so Larry went home empty-handed The widows son however contacted Larry again and told him that the deal could be closed So Larry headed up to New Jersey to retrieve the languishing Navion only to have the same course of
action repeat again Larry patiently went home empty
handed one more time This would happen two more times There was one additional item
that added to the anxiety of the situation - the airport that the airplane resided
on was scheduled to be closed and the land
used for part of an Interstate highway
Finally with 4 days
to spare the deal was closed the aircraft preflighted and -Larry headed for home in what he felt was a basically airworthy airplane that still had quite a few items to be fixed or at least cleaned up before a major restorashytion would commence As fate would have it he did not have the luxury of a few extra hours to aquaint himself with the Navion after he got it home After arriving over his local area ~ PQJl-o tiu~ tbi Ql arg~ akit w~ fHf new prize He was iickied to deaffitha~ e~1lIIIt fIIhad been fortunate enough to buy the airplane and he was enjoying himself Then the bubble burst On short fmal to
Navions Navions everywhere Navions 49 Navions of one type or another came to EAA Oshkosh 91 from the American Navion Society Convention in Appleton Wisconsin A few others arrived swelling the total on the ground in this photo to 56
bell on the fuel pump stopped dinging far too early The pump registered only 20 gallons and the fuel was at the top of the filler neck Something was dreadshyfully wrong here The normal fuel capacity was twice that amount An investigation into the problem revealed the reason The Navion had not been flown for 7 years prior to Larrys purshychase having gone down in a forced landing At that time it was surmised the fuel vent system had been plugged so that as fuel was being drawn out of the fuel tanks by the engine driven pump the tanks were collapsing The fix for the fuel system problem was simple - the wing must come off Right then and there the serious restoration of the Navion began in ernest The entire airframe would come under close scrutiny as Larry wanted the safest posshysible airplane he could restore His thoughts on the effort required to restore an airplane could apply to anyone The devotion you put into them obviously you deprive a lot of family responshysibilities to do this and a lot of grass cutting on Saturday to come up with one of this caliber but it has been worth it
Compare the Navion in the photos with these two views from the 1947 Aircraft Yearbook You can readily see the chanshyges from the mod work done through the years
its been a very nice airplane a very safe airplane and I think thats what we like about it Larry has two teenage daughters Erin and Tara and his wife Debbie as cabinmates in the limousineshysized cockpit of the Navion It will carry literally anything that you can get into it and with three females at home thats usually what happens They want to bring everything but the kitchen sink
With his family his primary passhysengers Larry wanted an airplane that was as safe as he could reasonably exshypect it to be He likes the rugged build of the Navion (after all it was designed by the same folks at North American Aviation who brought us the P-51) and the reputation the plane has for being very strong Aerodynamics seems to always be a series of forces in comshypromise and the Navion is no excepshytion All that strength comes at a cost With a maximum gross weight of 2750 pounds the Navion is not the fastest retractable 225 hp airplane around The Woodybird II as Larry has named the Navion will cruise at a reasonable 132 knots while burning about 12 gallons of
A vgas per hour A little history on the Navion First
concei ved in the fertile mind of Dutch Kindelberger at North American A viashytion the NA-143 was to be North Americans entry into the what was exshypected to be the booming post-war civilian aviation market When the first production NA-145 Navions hit the ramps in 1946 they were touted in ads as having been manufactured by the Creators of P-51 Mustang and Advanced Army and Navy Aircraft Hoping to capitalize on name recognishytion by the military pilots who flew in combat the Navion would remain in production at North American until April 15 1947 With 280 of the 1109 produced still unsold the manufacturshying rights to the Navion were sold to Ryan Aeronautical in San Diego California They produced the airplane from 1948 until 1951 manufacturing 1265 Navions before shutting down the line Later versions of the plane were the D E and F models essentially remanufactured Navions with revised engine installations In the 1960s and 70s a version of the airplane known
as the Rangemaster appeared Sporting a full cabin instead of the bubble slidshying canopy the Rangemaster looks markedly different than its older brother Fewer than 300 of the
12 JANUARY 1992
o u
With just a bit of a crosswind Larry with his brother Jerry flying co-pilot breaks ground with the immaculate Woodybird II from runway 18 at Oshkosh
Rangemasters have ever been built Many have noted that the Meyers 200 bears a passing resemblance to the Ranshygem aster The type certificate for the Navion is now owned by the American Navion Society
The Woodybird is one of the aircraft produced by Ryan in 1949 Like most of its breathern Larrys Navion boasts a logbook full of modifications including a new oneshypiece windshield that features a sleeker profile The windows have been changed also The side windows feashyture a sleek flush mounting and the side windows are expanded in area as well as being one piece It really allows sushyperb visibility out of the cockpit The other modifications include the Palo Alto Tail a revision to the incidence of the horizontal tail The Navion originally had excessive incidence that caused too much drag during cruise flight Aileron balance kits have been added removing the goose egg balshyances from the ailerons and replacing them with an internal balance One of the most noticeable changes to anyone who had seen the Navion when it was new is the revised cowling
on the Woodybird The first Navions sported a rather ineffective updraft cooling system with a prominent chin grille below the prop Many early Navion owners would not have their engines reach TBO because of high oil temperatures Most of these have now been changed to the standard pressure cowl seen on this Navion About the only modification that he has not been able to add is an outside bagshygage door Unless you own the papershywork for one of these doors they simply are not available The latest addition to the airframe Larry plans is the addition of a rear step to make it a bit easier to climb into the cabin
The paint and trim on Larrys Ryan is Alumigrip selected for its durability and high gloss shine All of the paint and the prep work was done by a professhysional painter One of the most striking aspects of the Woodybird II is the painted-to-match propeller When he returned from Oshkosh one year Larry
was all set to paint the prop black with yellow tips just like many of the Warshybirds he had seen His wife Debbie nixed that idea though She talked him into doing something different The idea came from the Lopresti Swiftfury project which features a color scheme that includes a single color for all parts of the airframe Maintaining a prop painted like this is an ongoing effort Touching up the paint is a once a month maintenance item but Larry it quite pleased with the way it looks It does add a lot of character to the aircraft he noted The Woodybird emblem on the side of the fuselage also adds a bit of whimsy to the sleek 4-placer A neighshybor Neil Kavanaugh is a professional painter who is known around the country for his work in gold leaf and well known for his artwork gracing a few yachts In exchange for an Oshshykosh hat Neil applied the Woodybird to each side of the fuselage
The interior was dpne in the third year of the restoration A local shop that
specializes in Ferraris was interested in
tackling the job and Larry let (Continued on Page 23)
VINTAGE AIRPLANE 13
Child Of The Fifties A year and a half ago after earning
my private ticket I decided I wanted to own a plane After discussing the idea with my precious wife she said Well OK so long as it doesnt cost anyshything To many people that would have been the end of the whole thing But a newly licensed pilot is a dangerous thing I began to think I looked around the house for anything that I could sell barter or otherwise convert into a plane Then I saw it The boat on a trailer out in the yard What good was it anyway It was winter So I placed an ad in Trade-a-Plane It ran like this HAVE BOAT NEED PLANE WANT TO SWAP Quite frankly I was completely open to just about anything When the deal was done my boat was on its way to Missouri and I had a 1958 Straight Tail Cessna 172 It was a 14 JANUARY 1992
by Nino Lama Ale 12423
curious craft Being new in the world of have to go back to the fifties aviation I had never seen a 172 that So lets go back to a special time in looked like that I had trained in a plane history Even though we may say we called a Cessna 172 but it bore no remember those years our memories resemblance to my new acquisition tend to fade Heres a memory jogger
As it turns out what I had gotten in well start with those people who barter was something really special It flavored life for us - Marilyn Monroe was my child of the fifties To best Willie Mays Ike James Dean Joe understand why its so special we really McCarthy General MacArthur
Richard Nixon VICE President and Elvis Elvis was a firey 19 year old when he recorded his first song He made it big with his ducktail haircut and perpetual sneer If youre not back in the fifshyties with me yet rememshyber these Hound Dog All Shook Up Dont Be Cruel and Burning Love They were all on the album Heartbreak Hotel released in 1956 In 1958 Elvis married Priscilla Beaulieu and was drafted into the Army
If Elvis wasnt your thing then maybe youll
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fLYING-May 1956
remember Patti Page and Peggy Lee The Music Man West Side Story or Mack The Knife The Top Hits of the Fifties read like this 1950 - Goodshynight Irene 1951 - Tennessee Waltz 1952 - Cry 1953 - Song From the Moulin Rouge 1954 - Little Things Mean Alot 1955 - Rock Around the Clock 1956 - Dont Be Cruel 1957 - Tammy 1958 - Vol are and 1959shyMack The Knife
While the Pentagon under Charles E Wilson was undergoing the greatest build up of power in all history and the nation was in the grips of the peak of the Cold War the kids wore Davy Crocket hats and bought 30 million hula-hoops
The large cabin of the four-place Cessna allows room for a well equipped panel
It was the fifties that saw us become a nation of surburbanites Barbecues and the cocktail circuit were our escape Some of us built bomb shelters We fought in Korea We watched Bogie and Bacall Lucy and Ricky George and Gracie Sid and Imogene Kukla and Ollie and Jack Parr
In 1958 and 1959 AlaskaandHawaii became our 49th and 50th States Texans just had to cope with being the SECOND largest state in the Union The Russians launched Sputnik and then followed with a satellite manned with a dog It was the 1950s that saw a brave black woman refuse to give up her seat on a bus in Montgomery to a white
man Her arrest sparked the young and vibrant Martin Luther King into peaceshyful protest that changed us forever
If you were there but dont remember any of this then you must have been a Beat The coffeehouses oozed with smoke and poetry to the sound of finger snapping and bongos Slow blues protest songs and Depression ballads were cool
It was the era of cocktail circuits baby-sitters and back yard barbecues Cars were big powerful and made of plenty of metal Kitchens were jammed with chrome appliances and decorated in lots of bright reds yellows and blues Bicycles were sturdy with wide tires and built-in headlights
That was the Fifties The world of aviation was pretty exshy
citing back then There were a lot of thinkers and dreamers In the fifties a dreamer wasnt just someone who thought that ten more knots or a little more range would be nice Moulton B Taylor of Longview Washington was a 1950s dreamer He builtthe AEROCAR It was licensed in 1957 He envisioned one in every garage A subcompact car pulling a small trailer that made up the conversion of the auto to a comfortable family airplane Thats thinking Piper aircraft built and tested a twin engine Tri-Pacer It had two engines on one shaft turning a four-bladed propeller VTOL (Vertical Takeoff and Landing) aircraft were seen as the future for military aircraft It was a propeller driven plane that landed squarely on its
VINTAGE AIRPLANE 15
II
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16 JANUARY 1992
fin and rudder of the true 172
tail with the nose pointed straight up Thats dreaming
A viation was advancing Lockheed built the first prop-jet airliner The Douglas RB 66 twin engine jet reached the magic Mach 1 In the more munshydane vein a man named Piper was president of Piper Aircraft Richard Nixons brother-in-law Tom Ryan was a flight instructor and taught some of Hollywoods best to fly The four enshygine Super Constellation airliner ruled the sky They cost $2 million each Air fare from New York City to Los Anshygeles was $160 round-trip The Mooney Mark 20 hit the market
The fifties gave us a lot Who doesnt get a thrill at the sight of a candy apple red 56 Corvette or a jet black 57 TshyBird And Rock and Roll born of the fifties the more it changes the more it stays the same
So now let me tell about my Child of the Fifties I believe it to be one of the finest aircraft ever designed the Straight Tail Cessna 172 Truly born of the fifties its roomy comfortable and made of plenty of metal Im going to tell you about this aeroplane from the prospective of the era In 1955 Dwane L Wallace studied the plane and test flew it
The Businessmen have demanded a low cost easily handled plane to fly themselves Cessna has responded with a tricycle gear model Although there may have been such a demand made its also likely that Cessna was respondshying to the competition of the marketplace The Tri-Pacer with its tricycle gear was sweeping the market and giving the Cessna 170 taildragger a
run for its money The Tri-Pacer ads of the time showed a young woman dressed fonnally at the helm and spoke of flying ease room and comfort In 1957 even the guppy shaped Champ was fitted with a nosewheel and renamed the Tri-Traveler
The goal was to sell the public on the ease of flight The landing gear on the Straight Tail 172 was called LAND-O-MATIC landing gear The ads of the time said that all the pilot needed to do to land was drive the airplane down and it landed itself (And to think I took all those lessons) When the 172 was introduced in 1955 it was meant to supplement the popular Cessna 170 Cessna said at the time that there was no intention to replace the 170 but rather to offer the businessman an easier to fly and more comfortable airplane By 1955 there were 5000 170s flying The manufacshyturer also stated that the 172 was not a reworked 170 but a totally new design The striking feature of the 172 is with no doubt the prominent Straight Tail Engineers found that with the raising of the tail with tricycle landing gear a bigger tail and rudder provided better taxi takeoff and landing performance The newly introduced 172 boasted some special features including a low center of gravity resilient spring steel main landing gear and the same sturdy nosewheel as the big brother Cessna 310 The controls were not interconshynected and provided steering with the rudder or independent brakes steerable nosewheel or combination of the three Magazine advertisements said You drive it like a car
With its Land-O Matic landing gear and roomy cabin the early 172 was the precursor of what would become the most popular light plane of all time
C L Hamilton did the check ride for Flying magazine in November 1955 He calls the cockpit roomy lower and level as compared to the 170 Since dual controls were sold only as an option the test plane had only left hand controls That made the cockpit seem huge Taxiing the 172 was a revelation with the same feel and visibility as the Aero Commander Hamilton wrote About the only chance for ground damage when taxishying the 172 would be dropping the nosewheel into a hole In the air the 172 showed the same pleasant characshyteristics of the proven 170 except that the 172 is more stable - You can slow down until the needle stops inshydicating and she just goes on slow and steady The landing approach differs from the 170 as the 172 uses a very steep nose down approach Hamilton wrote With full 40 degrees on the paralift flaps overshoot slightly dump the flaps touch down with brakes on and youre in someones back yard We did it in 250 feet down and stopped In an emergency it no doubt could be
development was th e Met-Co-Aire Companys conversion of the 170 to tricycle landing gear (see copy of 1955 ad) Despite the statements of Cessna and the conversion by Met-Co-Aire the 170 was doomed to be replaced by the easy to fly 172 If you fly a 172 that has a back window and swept tail dont think youve experienced the classic 172 that changed the look and feel of light plane flight Youve only exshyperienced a distant relative The 172 of the fifties is not the same aeroplane as the modern version Upon entering the Classic 172 one is immediately imshypressed with the incredible visibility both overhead through the huge windscreen and forward over the cowlshying that does a great disappearing act down to the spinner The pilot and comshypanion sit very high in the cockpit adding to the feeling of openness and spaciousshyness The engine seems to run smoother than the contemporary version and it does It is afterall a small six cylinder engine compared to the larger four banger in the modern 172 One of the greatest joys of flying the Classic comes
the floor between pilot and copilot The bar clicks upward as the enormous para lift flaps drop from 10 to 40 degrees On your first flight it seems like youve just moved half the wing when you apply flaps In the air shes stable as a rock and trims easily for hands-off flight You wont set any speed records but you can count a solid 104 miles per hour burning about six gallons per hour And oh what a view
There s a new type club called the STRAIGHT TAIL CESSNA CLUB It was founded by my good friend and Straight Tail owner Ernie Colbert Ive recently been honored with the title of President The club currently has about 100 members and is growing fast Each member shares a great love for the Classic Straight Tail Cessna and knows that with change improvement does not necessarily follow I hope youve enshyjoyed this article The next time you see one of the Straight Tail Cessnas taxi by on its Land-O-Matic landing gear think of Elvis Bogie and me
Thanks to Richard VanEmerick my good friend for the classic Flying
done in less than that when its time to lower the flaps Flaps magazines used in this article An interesting contemporary are controlled by a great Johnson rod on
Rudy Eskras Stearman by Rudy Eskra
ANTIQUECLASSIC GRAND CHAMPION
MIDEASTERN REGION 1990
So much has been written about the Stearman its characteristics and resshytoration that it sometimes seems that everything that needed to be said about it has been said Undaunted AntiqueClasshysic owners all like to tell their own stories This is mine
This particular example was built for the Air Force in October 1944 thus being one of the last produced of a great series In the ensuing years since it was manufactured it has only been flown about 2300 hours I acquired it in 1979 It was in very good condition then and to the best I can determine it always has been Rather than the owner I look upon myself as a temporary custodian or caretaker and very fortunate to be that I hope that when it goes to the next owner it will be in better condition than when I got it and that the next guys can keep it going for many years to come
Its equipped with the 225 hp Lycomshying which with its nine cylinders biting them off clean sounds and runs
1 B JANUARY 1991
smoother than some of the other engines with which Stearman were equipped
In 1989 my friends and I stripped it down completely and replaced or refurshybished everything we thought could be improved We spared no expense as a whole drawer full of receipts and a very patient wife will attest to The engine was completely overhauled with cylinders chromed back to standard new pistons rings valve guides valves bearings The works Of course all parts were magna fluxed in the process
We found the wing woodwork in exshycellent condition and just a few small corrosion points on the fuselage tubing After refinishing the structure we inshystalled some new fuselage stringers (bird cage) which presumably had been broken when the airplane was pushed on its sides These aluminum stringers tend to precipitation harden and grow brittle with age
We recovered all surfaces with heavy duty Ceconite The final finish after the butyrate process on the fuselage center wing section and fins was two part Ranshythane polyurethane The blue trim was DuPont Imron However we used Ranshy
dolph butyrate dope exclusively on the wings aside from the trim Our reasonshying for doing this was because the polyurethane has less tendency to stain under the onslaught of engine emissions than dope and with its glossy surface is a pleasure to wipe down
Gasoline dye for example can penetrate dopes and lacquer finishes clear down to the fabric Since the wings are out away from this conshytamination but subject to more hangar rash and might need occasional touchshying up we felt that dope might be easier to touch up than the urethane
There has certainly been a lot of exshycellent information written about recovering and restoring Stearman aircraft and probably done by people far more versed in the art than I I got a lot of tips from reading and hearing them Some of the really good ideas came not from the professional manuals but from nonprofessional restorers We did do some of the things which we had developed on our own and felt improved the quality of the job somewhat Many of them are minor but perhaps the really first-class jobs are a collection of fine
details They have not been exhaustiveshyly tested in the laboratory but they worked for us To the extent they are of interest Ill pass them along here
Paints tend to grow more brittle with age and will crack from vibration where fabric stretches over sharp edges Even though this plane was over 45 years old and must have been recovered several times we were surprised to find a lot of sharp edges on many of the wood parts that come in contact with the fabric These were sanded to a small radius Ceconite reinforcing tape was applied on top of the fabric very liberally wherever the fabric laid over any edges and highly stressed skin locations far more than on the original This required a lot more painting and sanding between coats to hide the tape but in the end I think we have a finish which is far more resistant to cracking
Aircraft material suppliers may recommend that you buy some of their duct tape to cover any seams in aluminum parts such as on leading edges Apparently masking tape was used in these places in the original process and we preferred that since the duct tape is too thick and protrudes through the finished fabric
In order to provide a smoother surshyface over the aluminum D-section leadshying edges on the wings we first covered and heat shrunk an extra layer of fabric over them This tended to bridge over the seams and dimpled areas before inshystalling the fmallayer of Ceconite
All the experts will tell you to brush on the first coat of fabric primer such as Dacproof or whatever process youre using This may be right but you can often sand about 15 or 20 coats before the brush marks disappear I believe the reasoning is that brushing the stuff (which I suspect is really nitrate dope with a dye) will help you get it down into the fabric so it interlocks with the fibers Thats important because it alshymost must depend upon a mechanical bond to get it to stick to the dacron We found we could get full penetration by spraying so we sprayed and were satisshyfied with the result It is important not to oversaturate the fabric of course since it will drip onto the opposite fabric and these drops are very hard to hide
If you ever scrape or chip a doped finish you invariably find that the separation occurred at either the top or bottom interface of the silver dope coat
less adhesion and a lower tensile strength than clear dope since the aluminum particles are really impurities in the dope For this reason we kept the aluminum coats down to the minimum required to pass the light bulb opacity test thus providing the radiation shield for ultraviolet light About two coats of silver seem to accomplish this The rest of the many coats before the color was applied were clear butyrate which seems to stay more strong and pliable throughout its life Its not as easy to sand as the silver but I suppose thats another testimonial to its physical properties over that of the silver
Our inspector insisted that all rib stitching knots must be exposed as in the original rather than pulled under the skin as in Staggerwing Beech process We located aligned and perforated all the rib stitch holes with chalk lines snapped uniformly spaced across the length of the wing Of course these knots were located on the bottom of the bottom wing and on top of the top wing The result is a nice uniform appearance like lines of rivets when sighted from the end of the wing
Some like to make pie shaped slits in the tape to take away excess material where it wraps around the wing and fm tips Theres almost no way of hiding these cutouts under the finish so we didnt use that method Instead we heat shrunk the uncemented tape edges down after first cementing the tape on the ridge line of the bend only The tape edges were then cemented after they lay nice and snug on the surface This is not an original idea with us but the superior results make it worth mentioning
Some experts though not all recomshymend that when taping both the tape and the fabric surface to which it is applied be first painted with cement If this method is used air bubbles are trapped under the wet tape and very hard to remove We had better luck by apshyplying a very wet coat of cement to the fabric only and leaving the tape dry so that the air can be forced up through it Then a thirmed coat of cement can be applied to saturate the tape after its down smooth
Some cements as they come out of the can tend to dry rapidly or rope as you spread them One old-time airplane maker suggested we mix the cement with 30 percent nitrate dope and 30 pershycent nitrate thinner This not only eliminated that problem but also seemed to make the cement stick better
We used a hot knife to cut all the fabric in order to produce a clean sealed edge without the annoying ragged threads To do this we hammered and ground the copper tip of a forty watt soldering iron to a knife edge On another iron we rounded off the copper tip to a spherical radius and used it to hot pierce fabric drain holes after the lifesaver reinforcements were ceshymented in place I havent heard if anyone else uses this method but it realshyly works slick leaving a high strength fused ring on the hole perimeter The stiff plastic life saver reinforcements that are available commercially often curl or warp somewhat due to the shrinkage of the cement I believe that reinforcements punched out of leather stay flatter and more flexible while still strengthing the edge of the drain hole
Were convinced that silver dope has Rudys pretty white with blue trim Stearman runs up on the ramp
VINTAGE AIRPLANE 19
At the points where the rudder cables exit through the fuselage fabric we heat formed little vee-shaped plastic fairings to cover these points This produced a nice streamlined effect I think after covering them with another patch of fabric and ftnishing
When patches of fabric are needed such as those used to cover the inspecshytion rings we found a way to make the fabric patch much more manageable We stretched a piece of fabric over the open end of a small wooden box This was given the fabric prime coat shrunk with an iron and the required patches cut from it These stay nice and flat when theyre cut and cemented in place
Removing old paint from the cowling and other aluminum parts is no fun at all In scraping it off you stand the chance of scraping through the grey anodized surface also I gathered all of the painted aluminum pieces and took them to a furniture stripper who dipped and cleaned the whole works for $60 which I considered money well spent These were sprayed lightly with two part Dupont Varprime primer which Im convinced is better than the old zinc chromate originally used
The finish resulting with the Ranshythane polyurethane is superb and in this particular project at least seemed to be even more glossy than the Irnron we used on the leading edge trim During the work we had a lot of good consultshyations and help over the phone with the Randolph people We were also able to get a very good gloss in the white butyrate dope by keeping the wings flat and horizontal while spraying and floatshying on a lot of dope The final coat was thinned out more to give a good gloss Although we have no proof we suspect also that excessive thinning of the other coats of butyrate reduces the finished strength of the dope And this was also the opinion of an old-timer who used to do fabric at the Naval aircraft factory
We used 3M tapes for the finish color stripes in 34 inch and one inch widths This seems to have excellent adherence in service yet can be lifted off and retaped during the application in places where you didnt get it quite right the first time There is a thin transparent membrane of protective tape on top of it which must be removed after installashytion since this will yellow with age and will bake on permanently if it spends any time in the sun Its hard enough to peel off when its new
Taking a tip from the automobile
20 JANUARY 1991
The neat and tidy installation of the battery box and relay control panel mounted ott of the firewall
body guys we used nothing but 3M masking tape also as some of the cheap brands can really give you trouble either not sticking or sticking too hard When taping over new paint we first pressed the sticky side of the tape onto our work clothes to reduce the posshysibility of damaging the fresh surface with too much adhesion
One other problem can give you fits on a Stearman if youre not careful When installing the bird cages (stringers) on the fuselage tubing strucshyture its a good idea to temporarily inshystall the cowling and tail cone fairing in order to properly position the stringer assembly fore and aft Finding out that the cowling doesnt fit after the fabric is finished could really spoil your day
Its always amazing to see vinyl material used around the cockpit coamshy
ings of some real prize winners I found that nice glossy pieces of kid leather can be bought rather cheaply at places like Tandy Leather providing an authenshyticity that can be spotted a long way off For the coaming padding rather than layers of felt as used originally I tried some foam pipe insulation which is conveniently pre-slit fits nicely and after lacing the leather with rawhide seems to do a better job
During one of the routine magna flux inspections of the McCauley steel prop one tiny bit of corrosion at the blade hub fillet officially ended its flying career Although this was a devastating development I reflected that pulling the prop and delivering it for inspection to a prop shop 80 miles away - this every 100 hours - was a nuisance And I never could get through the hundred
Rudy Eskra and his prize winning stearman at the Mideastern Regional Fly-In in Marion Ohio
hour period without one protractor readshyjustment of the blade angles since both the centrifugal and aerodynamic forces tend to move the blades toward low pitch I decided to try a new Sensenich wood prop I was pleased to find that this yellow birch club is about 30 pounds lighter produces markedly less noise and vibration and seemed to result in no degradation in performance I believe that there were three pitches available I selected the middle one and I think I guessed right for operating in the low level elevation in the Great Lakes area
In reading about prop flight test comshyparisons Im always a little suspicious of conclusions drawn from airspeed data derived from a few test runs given all the variables in atmospheric condishytions instrument and observer error so I didnt bother trying to get too technical about it For what its worth my friend with a constant speed Hamilton on a 300 hp Stearman flys formation with me occasionally and seemed impressed with the airspeed of the lower-powered plane
When disassembling the wings we backed all flying and landing wires off
exactly four turns This permits reasshysembly to its previous condition whatever that was However we decided to go through the rerigging proshycedure anyway In doing this we folshylowed the Air Force maintenance and erection instructions - all 11 pages Dihedral and incidence boards were made up from the drawings and all dimensions and angles brought into tolerance Here again its my feeling that the plane is quite stable and pershyforms well
My airplane was absolutely standard when I got it except for the usual reshyplacement of the Bendix brake master cylinders I didnt mind hand cranking the inertia starter but there is no really safe and legal way to do that when going
Jout for a solo flight as many have found to their horror There must be a qualified pilot or mechanic at the conshytrols when youre out there turning the crank I therefore decided to install an electrical system
Designing the electrical system which incorporated a new alternator and rebuilt Bendix starter was the easiest part of the job Gathering all the documentation for application of all the
components and obtaining FAA apshyproval took a great deal of time and effort Since I do aerobatics I wanted a battery case and system which could withstand nine g So None seemed available so I designed and built a subshystantial aluminum case with a separate battery hold down assembly built in The Gil 35 battery manifold vent is conshynected to a bicarbonate of soda bottle with a clear plastic hose then down inside the landing strut fairing and overshyboard
There seems to be a tendency for the brakes to grab which can give the rear pilot a quick lift up about five feet in the air on first application A lot of this low level aerobatics can be prevented by applying only one brake at a time but the grabbing tendency can still be quite annoying To combat this I filed a chamfer about 1 14 inches by about 20 degrees from the leading edge of the primary shoe This is the top of the front shoe which provides the servo forces on the secondary shoe Brake operation is effective yet smooth Of course the brake lining must be kept free of oil and moisture and if they do get soaked its best to replace the friction material
VINTAGE AIRPLANE 21
The stainless steel exhaust manifold on the Lycoming 680 is also a challenge to ftnish I suspect chrome plate would tum blue in places I went through about ftve different high temperature silver paints and the best one Ive found is VHT 1200 degree paint made by Sperex Corporation in Gardena California But nothing lasts forever on that hot surface
If you have ever had a King KX145 NA V -COM radio youll probably agree its not a technological miracle When mine is working I get complaints from approach control that the transmisshysion is weak and garbled when heading inbound at eight or more miles out I noted that this improved if I turned and pointed the aircraft tail toward the airshyport This led me to believe that the engine and other metal parts ahead of the antenna were blocking the antenna signal I decided to move the antenna which was mounted over the aluminum baggage compartment aft of the rear cockpit to a position above the center wing tank using the large aluminum gas tank as a ground plane The antenna was mounted on an aluminum bracket attached to the center square tube brace above the tank A short bonding strap was connected to the tank filler neck providing a good ground With the anshytenna in this position we have had no further complaints from the tower from the same distances out
In addition to an Omni in the transceiver I bought a portable Loran which is small enough to carry in a coat pocket This has not been entirely trouble free either but the Ray Jefferson Company people have been very helpshyful Although I dont do a lot of crossshycountry it has given me some very accurate guidance It is basically a marine unit derivative and cost about $300 Although it provides ground speed and other data I find the heading and DME are just about all I need and often direct me right towards the exact center of the destination airport
In routine operation of a Stearman there are two things which I regard as being just as critical as fuel and engine oil One is keeping those big soft main tires properly inflated and the other is to make sure the tail wheel steering asshysembly is in good working order These are very important for stability and conshytrol during roll-out which Ill discuss later Tail wheel lock mechanism 22 JANUARY 1991
should snap in place smartly and the tail wheel steering cables must be snug The tail wheel tire pressure needs a lot of attention also but for a different reason It carries a heavy load for its size and if its run underinflated youre looking at tire fabric in a very short time
There are at least three brands of tires available for the Stearman One has a tread made up of rectangular blocks another has concentric rings or grooves and the third is the classic Goodyear diamond tread I found the block tread was good for about 500 landings on concrete the grooved would do about 700 From a vintage appearance standpoint I prefer the diamond tread a pair of which I bought from Wilkerson Tire in Crewe West Virginia These Goodyear tires are produced in Sao Paulo Brazil where the molds were apshyparently moved to a number of years ago
In doing this restoration I found it a very enjoyable experience I got a tremendous amount of help from people like Glenn Gibbs of Stony Ridge Ohio who has become a very skillful fabric man and indeed many of his ideas are included here and from Frank Leffel who did much of the spraying and Tony Eskra who sanded his share of it Herb Wilford Chief Aircraft Maintenance at Dana Corp was one expert who made sure we stayed in line technically Looking after a half dozen jet aircraft Herb runs a very efficient operation with immaculate hangars and shops
There were many others of course and we spent a lot of enjoyable winter evenings working together and bantershying back and forth It was a great escape from the demands of a corporate management position and I slept most soundly during that period
I think the only real frustration aside from the staggering prices was waiting for delivery of parts and purchased sershyvices Delivery date promises were alshymost routinely ignored thus running the total project time over one year Apshyparently keeping promises has gone the way of the 45 rpm record in this country
There are a few lessons which may seem obvious but I feel are worth restatshying First of all the investment in both time and money is extremely high so its worth doing right and this includes buying the best material available
In the course of the work one can ftnd
a host of opportunities to take a shortcut and save some time or material In general these temptations are best avoided When the job is finished and its almost good enough no one will probably know the difference except you every time you look at that bird If youre anything like me youll always see enough defects no matter how careshyful you were I remind myself if its not quite right tear it up and do it over again Ive never regretted doing that
If may add a few observations to the myriad of information that has been written about the Boeing Stearman I have owned it now for 12 years and I still get a great thrill flying it Some say its heavy on the controls but 1 dont agree Solid yes but not heavy If you properly coordinate rudder and aileron stick pressures seem quite normal It is very forgiving I think with a good balance between responsiveness and sensitivity In short its a real pussy cat in the air Though it has a slow roll rate it loops beautifully spins easily but quits at the precise moment middot when youve had enough Strength - its like a Sherman tank Its solid feel derives from the lack of control-induced deflection owing to the truss biplane structure the use of control rods rather than cables and the basic rigidity of the tubular steel fuselage
Landing and roll-out is a little difshyferent with the task of keeping things in hand left entirely up to the pilot If ever there was a machine thats dynamically unstable in roll-out this must be it Response rate must be swift and instincshytive so a bit of concentration is helpful Over the years Ive logged 1430 landshyings in this machine Some of them would measure 58 on the Richter scale As I said its a rugged beast so the only damage was to my ego
A round carrier type approach seems best but youd better have a softer imshypact than the F-14 does or youll bounce 20 feet in the air If its done just right those big balloon tires come into play and nothing can match the soft quiet touchdown of a Stearman Most of the time it seems to land itself perfectshyly leading one to believe theres really nothing to it OK but I think Gordon Baxter our foremost Stearman spokesshyman had it right when its on the ground you cant trust it unless its tied to something
The E225 series Continental is enclosed in a very clean instalshy N22LW features this smart looking panel with padded ramshylation The baffling is anodized horn yokes
(Continued from Page 13) them have at it The reclining seats are from the Rangemaster version of the Navion produced in the early 1960s The Woodfins are very pleased with the results The instrument panel and the overheard Osborne panel have been finished off in a very professional manshyner The panel is meant for strictly VFR flying but is very well equipped with a loran and nav-com pair All the instrushyments in the plane are brand new To have as safe an airplane as he desired Larry felt it was necessary to replace all the instruments since some were 40 years old
For all intents and purposes the aircraft is a new old airplane Theres nothing not a hose or fitting that has not been replaced or gone over he remarked
Power for the Woodybird II is an E225 series Continental built up of new parts including the crankshaft It was also carefully balanced throughout its assembly
The sign and Woodybird emblem were both painted by Larrys neighbor Neil Kavanaugh Each emblem took 12 an hour for him to paint freehand
This is the second aircraft that Larry has restored The first Woodybird was completed in 1978 Much later he would sell the airplane during one of the Conventions at Oshkosh He has some very interesting comments about that sale now that some time has elapsed One of the things that happens when you restore things is the way it conshysumes you and after its over you beshycome a slave to it The first time around I had become a slave to the machine and I wanted out I just didnt want to do it anymore Well the smart thing to do is to sit on the side and let that pass Well somebody came along with a lot of money and wanted it and I sold it he recalled Two or three years later all of the sudden I realized that I didnt have my airplane anymore and I wanted it back so that started the search for this one
Larry has been a motors ports enshythusiast since his pre-teen years when he tried to convince ills dad to buy him a4 7 Mercury convertible complete with a zebra skin interior When his dad said You cant drive it for another 4 years what are you going to do with it Larry
responded Dad Im gonna polish it To pacify his young sons enthusiasm he allowed Larry to buy a go-cart His family was not rich by any stretch of the imagination but Larrys willingness to work hard on his projects would allow him to continue and he would progress into racing cars at the dragstrip then into sports cars and finally into motorshycycle racing Larry and his wife Debbie began to fly simply as an expedient way to get to motorcycle races since they had a few friends within the racing comshymunity that were making the same trips that they were and did not have to conshytend with a long arduous road trip That sparked the interest that has become a wonderful way to travel Motorcycles are still an important part of his life One of his customers is a favorite of his - Harley-Davidson They use the nails and pneumatic nail guns that Larry sells for a living to assemble the crates the big cycles are sillpped in He is the proud owner of an Ultra equipped with just about everything you would ever want on a motor vehicle including cruise control He and Debbie plan to ride the cruising motorcycle from Maryland to Alaska on a long tour this coming sumshymer He has nothing but praise for the reliability the Harley now has and is very pleased with both his sleek machines - his Harley Ultra and his Ryan Navion The Flagship of the Navion Fleet
If you would like more informashytion on the Navion contact the
American Navion Society Box 1810
Lodi CA 95241-1810 209339-4213
The initial membersillp fee is $60 and then $45 per year for annual dues
VINTAGE AIRPLANE 23
~T ()UI2 ~msJU~ I2HT()I2I~f3 by ~()r-m veter-sen
Davis DI-K N158Y SIN 508 Purchased as a basket case in August
1958 Jack Gretta (EAA 19255) of Chester CT spent six years rebuilding this Davis and installing a 125 hp Conshytinental engine under a one-time STC In 1973 a friend() put the pretty
Piper J-3C-65 N6114H SIN 19275 These photos were sent in by Robert
T (Bob) Hunt (EAA 165963 AIC 6123) of Hackettstown NJ who has been busy rebuilding this J-3 Cub along with George Burns (EAA 221818 AIC 10000) also of Hackettstown The wood spar wings required new spars all new bolts drag wires leading edges and attach fittings The covering was done in Stits HS-90X and Stits Aerothane
24 JANUARY 1992
parasol into the trees and four more years were required to return the Davis to airworthy condition
In 1991 another friend landed 01 N508Y in the trees while towing Jack Gretta in a Schweizer 1-19 glider Jack ended up in the trees also and admits it
A majored C-85 engine was installed along with a new Falcon wood prop (built on the Ole Fahlin certificate) Bob reports the engine started on the very
is a long way to the ground as a passhysenger It is expected the red and white Davis will again be ready for flight in 1992
This is the second Davis that Jack Gretta has owned having owned Davis D1-K N151Y SIN 510 from 1947 to 1956 During those years Jack rebuilt the airplane once and changed the enshygine from a Kinner 90 to a Kinner 165
Jack belonged to EAA Chapter 1 in Riverside CA way back in the early fifties and joined EAA in the mid-sixties while living at Cucamonga CA He has been involved with Davis airplanes for almost 46 years and we happily extend to Jack best wishes for the next 46 years
very first pull The smooth 800 X 4 tires that came with the project were in servshyiceable condition and re-instalLed on the completed airplane
This is the third airplane Bob has restored the first two being a PA-12 Super Cruiser and a PA-22 TriPacer Not one to up and quit having fun he is now commencing the rebuild of a PA-ll Cub Special
1952 Cessna 170B N2650D SIN 20802
This pristine 170B has been given the total TLC treatment since being purshychased in 1988 by its owners Ken and Helen Cobb (EAA 182685) of Naples Florida A new paint job in Alumigrip really improved the outside appearance right down to the original metal wheelshypants Inside a new interior was inshystalled including new seat coverings and the panel was updated with all new radios and complete instrument overshyhaul Under the cowling the Continenshytal 145 was majored to zero tolerance with chromed cylinders The original propeller and spinner were polished to a bright shine As Ken says This project started as a replace all rusty screws with stainless screws and grew into a very nice looking restoration
The 170B has approximately 3100 hours on the airframe with no damage
history heavy gear Cleveland brakes and original engine prop and wheelshypants Although the pretty Cessna has scored well at every fly-in to date Ken and Helen have yet to make the Oshkosh Fly-In We all hope they will be able to
make the flight from Florida to Wisconshysin in 1992 so we can get a close look at N2650D Congratulations to Ken and Helen Cobb on a nice job of replacing rusty screws Your efforts show exshycellent results
Cessna 140A N5300C SIN 15420 Purchased in 1966 by John Lucas
(EAA 370887) and Dave Emmett of
Emporium PA this particular 1950 Cessna 140A has been used for obtainshying STC approval for the installation of
a Continental 0-200 engine The 0-200 engine was purchased
from Lycoming in Williamsport PA who were using the engine for test purshyposes Installed in N5300C the first Continental 0-200 STC was approved Dec 1 1967 with revised approval dates of March 12 1980 July 2 1980 and May 11 1981 The first STC was sold on 12-4-78 and John reports they have been averaging about ten per year since that time Apparently the extra 10 to 15 horsepower makes the 140A pershyform remarkably well which explains the popularity of the STC
John Lucas passed his 80th birthday on July 23rd and has a new partner John Richard Lucas (his son) to carryon the good work with the 0-200 Cessna 140A N5300C Long live the marque
Taylorcraft DCO-65 C-FJLH From the far north comes this photo
of a Taylorcraft DCO-65 C-FJLH owned by Floyd Stromstedt of Box 296 Berwyn Alberta TOH OEO Canada Loshycated in the northwest part of Alberta almost at the beginning of the Acan highway the DCO-65 is the only one in the area in fact its the only one anybody in the area has seen Floyd enjoys flying the 65 hp tandem on wheels however he is curious if anyone has ever put a larger engine in a DCOshy65 such as a C-85 and if anyone has heard of such an airplane being put on floats Any help would be appreciated Write Floyd at the above address
VINTAGE AIRPLANE 25
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
Kent England Cesare Arcari Corgeno Va Italy Ted Bahl Fresno CA James R Baker Colorado Springs CO James R Barnett Niagara Falls
Canada Wayne Bausch AmesIA John R Beal Faribault MN Carlo Berti Modena Italy Bob G Berwick Las Vegas NV Harold Bish Hermann MO Frank W Blundell Lock Haven PA Scott Boelman Rancho Santa Marga
CA Claude Brochu Prince Cookshire
Canada W J Brockhouse
Prairie Village KS Wesley Brown Kailua Kona HI
(Sponsor Arthur F Stockel) Barry Burgoon Winter Haven FL Frank Cella Park Ridge IL Glen Childers Ada OK Bernard W Clayton Wolfe City TX Chris Coios Haverhill MA Charles Cole Brookneal V A Steven E Collins San Diego CA William H Cone Jr San Diego CA Charles Conrad Jr Huntington
Beach CA John P Coppolelli San Diego CA Milton Crookston Santa Barbara CA Robert Deleon Stafford TX Richard Delmas St Louis MO Duane Dickson Belmont CA Chuck Doyle Jr Minnetonka MN Carl Driftmyer Port Clinton OH Patrick J Driscoll Caldwell ID Harry Drover Ontario Canada Larry Eberst Delaware OH Bryon Engskow Pompano Beach FL Leighton B Ferguson Peru IN Jeffrey H Forrest Livonia MI Douglas Freeman Farmington ME Mary P Gabriel West Wareham MA Charles H Gaffeney Wilmington DE Victor Gaston Madrid Spain Scott A Gifford Safford AZ Dean L Gustavson
Salt Lake City UT Benjamin H Hall Jr Tullahoma TN Sherman W Hallowell Jr Carmel ME Aaron W Hamel St Charles MO
William D Hammond Littleton MA John J Hart Jr Wichita KS James Hawks Beverly MA Paul A Hayes Phoenix AZ Steven L Hendrickson Everett W A William N Hester Reidsville NC Bruce Hickle Crystal River FL Richard Hilsinger Westfield NJ T C Hoagland Port Orchard WA Richard Hoffman Sherman Oaks CA Rodolfo Hott Osorno Chile Jim W Howard Mc Minnville TN Kenneth L Howard Collinsville OK Ernest D Howes
West Wareham MA John V Hufford Lexington KY Joseph D Jackson Sr LockportIL Robert R Johnson Brooklyn WI David J Karl Carrollton GA Dale E Kennedy Fairmont WV Scott Klein Farmington UT Tim H Klohn Hudson Canada Larry Knechtel Seattle WA Brian Koldyk Saskatoon Canada George Kost Nome AK Lois D Kowalski Englewood CO Joseph R Kuth Duluth MN Rene Lafreniere Calgary Canada Don Lance Three Mile Bay NY Clyde A Laughlin Seattle W A Bernard Leeward Chapel Hill NC George Leighton Seattle W A Michael Leighton Lantana FL James W Lobb Waxahachie TX Clifton Lowe Cadiz KY Anthony Maiuro New Albany IN Marvin C May Princeton IL Robert F Melillo Great Barrington MA David A Mihalic Mammoth Cave KY Dion H Miller Shady Cove OR Douglas D Miller Shreveport LA Jerry Miller Vulcan MI Price Miller Gig Harbor W A
(Sponsor John Holmberg) Vern T Miller Hillsboro NC William R Miller ColumbusOH Stephen Mitchell Castle Hill Australia Karen S Monteith South Milwaukee
WI Jeff Moody San Gabriel CA Arthur M Moose Mt Pleasant NC Patrick E Morency Edmonton Canada Kenneth D Morris Plantsville CT Troy Naber York NE Steve R Nagel Houston TX Harold G Nelson Crawford TX
Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
Calumet MI Lawrence A Terrigno Placentia CA Mark J Tyoe Little Falls NY Paul H Vellinga Mesa AZ Calvin Wagner Sarasota FL Robert Wagner West Milton OH
(Sponsor Ralph Orndorf) Robert T Warner Leesburg VA William E Warren Parsonsburg MD Mark A Westall Sanibel Island FL Gary S Whittker Kingsport TN Peter A Wickwire Townsend GA Carl J Wilgosz Maple Heights OH Richard S Wilkins
Port St Lucie FL Robert H Williams Weil Am Rhein
Germany Robert Wood Cocoa FL Bill Wright Saint Helena CA Paul L Yount Jr Houston TX James L Zale Elizabethtown PA
VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromeshymoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406shy388-6069 FAX 406388-0170 Repair stashytion No QK5R148N
Parachutes - Toll Free 1-800-526-2822 New amp Used Parachutes We take trade-ins 5-year repair or replacement warranty many styles in stock Parachute Associates Inc 2 Linda Lane Suite A Vincentown NJ 08088609859-3397 (C792)
ANC-19 Bulletin - Wood Aircraft Inspecshytion and Fabrication 1951 edition now available as reprint Early aircraft Service Notes rigging data other titles available Send SASE for listing and prices John W Grega 355 Grand Blvd Bedford OH 44146 (c-392)
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30 JANUARY 1992
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
~~~~ lgt~~ bull y bull
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The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
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by HG Frautschy
Type club members are as a rule enthusiastic proponents of their respecshytive aircraft and amopg the most enershygetic are those who call themselves Navioneers The American Navion Society (ANS) is one of the oldest Type Clubs in existence today and within their ranks are some individuals who have become experts at modifying older aircraft The Navion is one classic that
with at least a few
Larry Woodfin of Jarrettsville Marylandis one of the nthusiasticANS members who travelled to Appleton Wisconsin the week prior to the EAA Convention this past summer 79 N a vions and their owners arrived to take part in the American Navion Society Annual Fly-In Enjoying each others c(IlmplitlJy and flying Navions kept the
mfJ-cfi8J~im~~roit si~~lt1~Nmiddot(ncent1~lt~IDetllbci=tSJt)uSy with an ice cr~dJ$Oclal
arrival With the distance between Oshshyklt$h ~ndAppleton only 18 miles as the fustaircraft were landing at Oshkosh a
_~~~i Olaquo NAvitlnll were waiting for slot at Appleton The
Navioneers who made the trip to Oshshykosh from Appleton His Navion N222LW was on its first trip to the Midwest since it bad been totally resshytored over a 4 year peliod Larry fomid
his home field the ~ quit He hacL run out of gas An ul1le~enttll~)antillng on themiddotmiddotailpoi~middot~~middotn)a~r~it~~ Navjonwas ~Wt$~JQfgt~~ ~~
mass in-trail flight down to EAA OSHshyKOSH 91 Don Shoemaker Co-Chairshyman gtUhis years Navion Fly-n said it was a lot of fun - the weather was great so we just slipped right on in Don was quite complementary concernshying the job the Oshkosh contollers did briefing and tben handling the groups
coordination between the two facilities was outstanding according t~on
Once the Navions had arrived they werlt all parked in e same section of the south end of the AntiqueClassic aircraft camping area For lovers of the marque it was a sight to see
Larry Woodfm was one of the 49
the airplane in Pittstown New Jersey The previous owner had been working on the big Ryan for a year when he passed away only 3 days prior to its maiden flight The airplane then beshycame a burden upon the owners widow and her son an airline pilot had no desire for the big hulk so he counselled his mother to sell it Larry dealing through the owners son struck a deal to purchase the Navion He was pleased with the planes structure having detershymined that it was one of the straightest Navions that he had seen since his search began Larry tnivelled to New Jersey to close the deal When he arshyrived and the paperwork was to be signed the widow simply couldnt bear to part with the airplane and so Larry went home empty-handed The widows son however contacted Larry again and told him that the deal could be closed So Larry headed up to New Jersey to retrieve the languishing Navion only to have the same course of
action repeat again Larry patiently went home empty
handed one more time This would happen two more times There was one additional item
that added to the anxiety of the situation - the airport that the airplane resided
on was scheduled to be closed and the land
used for part of an Interstate highway
Finally with 4 days
to spare the deal was closed the aircraft preflighted and -Larry headed for home in what he felt was a basically airworthy airplane that still had quite a few items to be fixed or at least cleaned up before a major restorashytion would commence As fate would have it he did not have the luxury of a few extra hours to aquaint himself with the Navion after he got it home After arriving over his local area ~ PQJl-o tiu~ tbi Ql arg~ akit w~ fHf new prize He was iickied to deaffitha~ e~1lIIIt fIIhad been fortunate enough to buy the airplane and he was enjoying himself Then the bubble burst On short fmal to
Navions Navions everywhere Navions 49 Navions of one type or another came to EAA Oshkosh 91 from the American Navion Society Convention in Appleton Wisconsin A few others arrived swelling the total on the ground in this photo to 56
bell on the fuel pump stopped dinging far too early The pump registered only 20 gallons and the fuel was at the top of the filler neck Something was dreadshyfully wrong here The normal fuel capacity was twice that amount An investigation into the problem revealed the reason The Navion had not been flown for 7 years prior to Larrys purshychase having gone down in a forced landing At that time it was surmised the fuel vent system had been plugged so that as fuel was being drawn out of the fuel tanks by the engine driven pump the tanks were collapsing The fix for the fuel system problem was simple - the wing must come off Right then and there the serious restoration of the Navion began in ernest The entire airframe would come under close scrutiny as Larry wanted the safest posshysible airplane he could restore His thoughts on the effort required to restore an airplane could apply to anyone The devotion you put into them obviously you deprive a lot of family responshysibilities to do this and a lot of grass cutting on Saturday to come up with one of this caliber but it has been worth it
Compare the Navion in the photos with these two views from the 1947 Aircraft Yearbook You can readily see the chanshyges from the mod work done through the years
its been a very nice airplane a very safe airplane and I think thats what we like about it Larry has two teenage daughters Erin and Tara and his wife Debbie as cabinmates in the limousineshysized cockpit of the Navion It will carry literally anything that you can get into it and with three females at home thats usually what happens They want to bring everything but the kitchen sink
With his family his primary passhysengers Larry wanted an airplane that was as safe as he could reasonably exshypect it to be He likes the rugged build of the Navion (after all it was designed by the same folks at North American Aviation who brought us the P-51) and the reputation the plane has for being very strong Aerodynamics seems to always be a series of forces in comshypromise and the Navion is no excepshytion All that strength comes at a cost With a maximum gross weight of 2750 pounds the Navion is not the fastest retractable 225 hp airplane around The Woodybird II as Larry has named the Navion will cruise at a reasonable 132 knots while burning about 12 gallons of
A vgas per hour A little history on the Navion First
concei ved in the fertile mind of Dutch Kindelberger at North American A viashytion the NA-143 was to be North Americans entry into the what was exshypected to be the booming post-war civilian aviation market When the first production NA-145 Navions hit the ramps in 1946 they were touted in ads as having been manufactured by the Creators of P-51 Mustang and Advanced Army and Navy Aircraft Hoping to capitalize on name recognishytion by the military pilots who flew in combat the Navion would remain in production at North American until April 15 1947 With 280 of the 1109 produced still unsold the manufacturshying rights to the Navion were sold to Ryan Aeronautical in San Diego California They produced the airplane from 1948 until 1951 manufacturing 1265 Navions before shutting down the line Later versions of the plane were the D E and F models essentially remanufactured Navions with revised engine installations In the 1960s and 70s a version of the airplane known
as the Rangemaster appeared Sporting a full cabin instead of the bubble slidshying canopy the Rangemaster looks markedly different than its older brother Fewer than 300 of the
12 JANUARY 1992
o u
With just a bit of a crosswind Larry with his brother Jerry flying co-pilot breaks ground with the immaculate Woodybird II from runway 18 at Oshkosh
Rangemasters have ever been built Many have noted that the Meyers 200 bears a passing resemblance to the Ranshygem aster The type certificate for the Navion is now owned by the American Navion Society
The Woodybird is one of the aircraft produced by Ryan in 1949 Like most of its breathern Larrys Navion boasts a logbook full of modifications including a new oneshypiece windshield that features a sleeker profile The windows have been changed also The side windows feashyture a sleek flush mounting and the side windows are expanded in area as well as being one piece It really allows sushyperb visibility out of the cockpit The other modifications include the Palo Alto Tail a revision to the incidence of the horizontal tail The Navion originally had excessive incidence that caused too much drag during cruise flight Aileron balance kits have been added removing the goose egg balshyances from the ailerons and replacing them with an internal balance One of the most noticeable changes to anyone who had seen the Navion when it was new is the revised cowling
on the Woodybird The first Navions sported a rather ineffective updraft cooling system with a prominent chin grille below the prop Many early Navion owners would not have their engines reach TBO because of high oil temperatures Most of these have now been changed to the standard pressure cowl seen on this Navion About the only modification that he has not been able to add is an outside bagshygage door Unless you own the papershywork for one of these doors they simply are not available The latest addition to the airframe Larry plans is the addition of a rear step to make it a bit easier to climb into the cabin
The paint and trim on Larrys Ryan is Alumigrip selected for its durability and high gloss shine All of the paint and the prep work was done by a professhysional painter One of the most striking aspects of the Woodybird II is the painted-to-match propeller When he returned from Oshkosh one year Larry
was all set to paint the prop black with yellow tips just like many of the Warshybirds he had seen His wife Debbie nixed that idea though She talked him into doing something different The idea came from the Lopresti Swiftfury project which features a color scheme that includes a single color for all parts of the airframe Maintaining a prop painted like this is an ongoing effort Touching up the paint is a once a month maintenance item but Larry it quite pleased with the way it looks It does add a lot of character to the aircraft he noted The Woodybird emblem on the side of the fuselage also adds a bit of whimsy to the sleek 4-placer A neighshybor Neil Kavanaugh is a professional painter who is known around the country for his work in gold leaf and well known for his artwork gracing a few yachts In exchange for an Oshshykosh hat Neil applied the Woodybird to each side of the fuselage
The interior was dpne in the third year of the restoration A local shop that
specializes in Ferraris was interested in
tackling the job and Larry let (Continued on Page 23)
VINTAGE AIRPLANE 13
Child Of The Fifties A year and a half ago after earning
my private ticket I decided I wanted to own a plane After discussing the idea with my precious wife she said Well OK so long as it doesnt cost anyshything To many people that would have been the end of the whole thing But a newly licensed pilot is a dangerous thing I began to think I looked around the house for anything that I could sell barter or otherwise convert into a plane Then I saw it The boat on a trailer out in the yard What good was it anyway It was winter So I placed an ad in Trade-a-Plane It ran like this HAVE BOAT NEED PLANE WANT TO SWAP Quite frankly I was completely open to just about anything When the deal was done my boat was on its way to Missouri and I had a 1958 Straight Tail Cessna 172 It was a 14 JANUARY 1992
by Nino Lama Ale 12423
curious craft Being new in the world of have to go back to the fifties aviation I had never seen a 172 that So lets go back to a special time in looked like that I had trained in a plane history Even though we may say we called a Cessna 172 but it bore no remember those years our memories resemblance to my new acquisition tend to fade Heres a memory jogger
As it turns out what I had gotten in well start with those people who barter was something really special It flavored life for us - Marilyn Monroe was my child of the fifties To best Willie Mays Ike James Dean Joe understand why its so special we really McCarthy General MacArthur
Richard Nixon VICE President and Elvis Elvis was a firey 19 year old when he recorded his first song He made it big with his ducktail haircut and perpetual sneer If youre not back in the fifshyties with me yet rememshyber these Hound Dog All Shook Up Dont Be Cruel and Burning Love They were all on the album Heartbreak Hotel released in 1956 In 1958 Elvis married Priscilla Beaulieu and was drafted into the Army
If Elvis wasnt your thing then maybe youll
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fLYING-May 1956
remember Patti Page and Peggy Lee The Music Man West Side Story or Mack The Knife The Top Hits of the Fifties read like this 1950 - Goodshynight Irene 1951 - Tennessee Waltz 1952 - Cry 1953 - Song From the Moulin Rouge 1954 - Little Things Mean Alot 1955 - Rock Around the Clock 1956 - Dont Be Cruel 1957 - Tammy 1958 - Vol are and 1959shyMack The Knife
While the Pentagon under Charles E Wilson was undergoing the greatest build up of power in all history and the nation was in the grips of the peak of the Cold War the kids wore Davy Crocket hats and bought 30 million hula-hoops
The large cabin of the four-place Cessna allows room for a well equipped panel
It was the fifties that saw us become a nation of surburbanites Barbecues and the cocktail circuit were our escape Some of us built bomb shelters We fought in Korea We watched Bogie and Bacall Lucy and Ricky George and Gracie Sid and Imogene Kukla and Ollie and Jack Parr
In 1958 and 1959 AlaskaandHawaii became our 49th and 50th States Texans just had to cope with being the SECOND largest state in the Union The Russians launched Sputnik and then followed with a satellite manned with a dog It was the 1950s that saw a brave black woman refuse to give up her seat on a bus in Montgomery to a white
man Her arrest sparked the young and vibrant Martin Luther King into peaceshyful protest that changed us forever
If you were there but dont remember any of this then you must have been a Beat The coffeehouses oozed with smoke and poetry to the sound of finger snapping and bongos Slow blues protest songs and Depression ballads were cool
It was the era of cocktail circuits baby-sitters and back yard barbecues Cars were big powerful and made of plenty of metal Kitchens were jammed with chrome appliances and decorated in lots of bright reds yellows and blues Bicycles were sturdy with wide tires and built-in headlights
That was the Fifties The world of aviation was pretty exshy
citing back then There were a lot of thinkers and dreamers In the fifties a dreamer wasnt just someone who thought that ten more knots or a little more range would be nice Moulton B Taylor of Longview Washington was a 1950s dreamer He builtthe AEROCAR It was licensed in 1957 He envisioned one in every garage A subcompact car pulling a small trailer that made up the conversion of the auto to a comfortable family airplane Thats thinking Piper aircraft built and tested a twin engine Tri-Pacer It had two engines on one shaft turning a four-bladed propeller VTOL (Vertical Takeoff and Landing) aircraft were seen as the future for military aircraft It was a propeller driven plane that landed squarely on its
VINTAGE AIRPLANE 15
II
Now METCOmiddotAIRE
Presents
The New (Lett) Prior to the introduction of the straight Tail 172 Met-Co-Aire offered this nosewheel conversion of the standard Cessna 170 Ninos 172 sports the redesigned
CESSNA 170 TRICYCLE GEAR Look al Ihis
MODERN 170 Note excellent visibility the beautishyful lines Engineered and designed to increase the utility and beauty of your Cessna A conversion that enhances the appearance and value of your airplane Fully steerable with rudder pedals assuring safe quick stops with positive ground control at all times
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16 JANUARY 1992
fin and rudder of the true 172
tail with the nose pointed straight up Thats dreaming
A viation was advancing Lockheed built the first prop-jet airliner The Douglas RB 66 twin engine jet reached the magic Mach 1 In the more munshydane vein a man named Piper was president of Piper Aircraft Richard Nixons brother-in-law Tom Ryan was a flight instructor and taught some of Hollywoods best to fly The four enshygine Super Constellation airliner ruled the sky They cost $2 million each Air fare from New York City to Los Anshygeles was $160 round-trip The Mooney Mark 20 hit the market
The fifties gave us a lot Who doesnt get a thrill at the sight of a candy apple red 56 Corvette or a jet black 57 TshyBird And Rock and Roll born of the fifties the more it changes the more it stays the same
So now let me tell about my Child of the Fifties I believe it to be one of the finest aircraft ever designed the Straight Tail Cessna 172 Truly born of the fifties its roomy comfortable and made of plenty of metal Im going to tell you about this aeroplane from the prospective of the era In 1955 Dwane L Wallace studied the plane and test flew it
The Businessmen have demanded a low cost easily handled plane to fly themselves Cessna has responded with a tricycle gear model Although there may have been such a demand made its also likely that Cessna was respondshying to the competition of the marketplace The Tri-Pacer with its tricycle gear was sweeping the market and giving the Cessna 170 taildragger a
run for its money The Tri-Pacer ads of the time showed a young woman dressed fonnally at the helm and spoke of flying ease room and comfort In 1957 even the guppy shaped Champ was fitted with a nosewheel and renamed the Tri-Traveler
The goal was to sell the public on the ease of flight The landing gear on the Straight Tail 172 was called LAND-O-MATIC landing gear The ads of the time said that all the pilot needed to do to land was drive the airplane down and it landed itself (And to think I took all those lessons) When the 172 was introduced in 1955 it was meant to supplement the popular Cessna 170 Cessna said at the time that there was no intention to replace the 170 but rather to offer the businessman an easier to fly and more comfortable airplane By 1955 there were 5000 170s flying The manufacshyturer also stated that the 172 was not a reworked 170 but a totally new design The striking feature of the 172 is with no doubt the prominent Straight Tail Engineers found that with the raising of the tail with tricycle landing gear a bigger tail and rudder provided better taxi takeoff and landing performance The newly introduced 172 boasted some special features including a low center of gravity resilient spring steel main landing gear and the same sturdy nosewheel as the big brother Cessna 310 The controls were not interconshynected and provided steering with the rudder or independent brakes steerable nosewheel or combination of the three Magazine advertisements said You drive it like a car
With its Land-O Matic landing gear and roomy cabin the early 172 was the precursor of what would become the most popular light plane of all time
C L Hamilton did the check ride for Flying magazine in November 1955 He calls the cockpit roomy lower and level as compared to the 170 Since dual controls were sold only as an option the test plane had only left hand controls That made the cockpit seem huge Taxiing the 172 was a revelation with the same feel and visibility as the Aero Commander Hamilton wrote About the only chance for ground damage when taxishying the 172 would be dropping the nosewheel into a hole In the air the 172 showed the same pleasant characshyteristics of the proven 170 except that the 172 is more stable - You can slow down until the needle stops inshydicating and she just goes on slow and steady The landing approach differs from the 170 as the 172 uses a very steep nose down approach Hamilton wrote With full 40 degrees on the paralift flaps overshoot slightly dump the flaps touch down with brakes on and youre in someones back yard We did it in 250 feet down and stopped In an emergency it no doubt could be
development was th e Met-Co-Aire Companys conversion of the 170 to tricycle landing gear (see copy of 1955 ad) Despite the statements of Cessna and the conversion by Met-Co-Aire the 170 was doomed to be replaced by the easy to fly 172 If you fly a 172 that has a back window and swept tail dont think youve experienced the classic 172 that changed the look and feel of light plane flight Youve only exshyperienced a distant relative The 172 of the fifties is not the same aeroplane as the modern version Upon entering the Classic 172 one is immediately imshypressed with the incredible visibility both overhead through the huge windscreen and forward over the cowlshying that does a great disappearing act down to the spinner The pilot and comshypanion sit very high in the cockpit adding to the feeling of openness and spaciousshyness The engine seems to run smoother than the contemporary version and it does It is afterall a small six cylinder engine compared to the larger four banger in the modern 172 One of the greatest joys of flying the Classic comes
the floor between pilot and copilot The bar clicks upward as the enormous para lift flaps drop from 10 to 40 degrees On your first flight it seems like youve just moved half the wing when you apply flaps In the air shes stable as a rock and trims easily for hands-off flight You wont set any speed records but you can count a solid 104 miles per hour burning about six gallons per hour And oh what a view
There s a new type club called the STRAIGHT TAIL CESSNA CLUB It was founded by my good friend and Straight Tail owner Ernie Colbert Ive recently been honored with the title of President The club currently has about 100 members and is growing fast Each member shares a great love for the Classic Straight Tail Cessna and knows that with change improvement does not necessarily follow I hope youve enshyjoyed this article The next time you see one of the Straight Tail Cessnas taxi by on its Land-O-Matic landing gear think of Elvis Bogie and me
Thanks to Richard VanEmerick my good friend for the classic Flying
done in less than that when its time to lower the flaps Flaps magazines used in this article An interesting contemporary are controlled by a great Johnson rod on
Rudy Eskras Stearman by Rudy Eskra
ANTIQUECLASSIC GRAND CHAMPION
MIDEASTERN REGION 1990
So much has been written about the Stearman its characteristics and resshytoration that it sometimes seems that everything that needed to be said about it has been said Undaunted AntiqueClasshysic owners all like to tell their own stories This is mine
This particular example was built for the Air Force in October 1944 thus being one of the last produced of a great series In the ensuing years since it was manufactured it has only been flown about 2300 hours I acquired it in 1979 It was in very good condition then and to the best I can determine it always has been Rather than the owner I look upon myself as a temporary custodian or caretaker and very fortunate to be that I hope that when it goes to the next owner it will be in better condition than when I got it and that the next guys can keep it going for many years to come
Its equipped with the 225 hp Lycomshying which with its nine cylinders biting them off clean sounds and runs
1 B JANUARY 1991
smoother than some of the other engines with which Stearman were equipped
In 1989 my friends and I stripped it down completely and replaced or refurshybished everything we thought could be improved We spared no expense as a whole drawer full of receipts and a very patient wife will attest to The engine was completely overhauled with cylinders chromed back to standard new pistons rings valve guides valves bearings The works Of course all parts were magna fluxed in the process
We found the wing woodwork in exshycellent condition and just a few small corrosion points on the fuselage tubing After refinishing the structure we inshystalled some new fuselage stringers (bird cage) which presumably had been broken when the airplane was pushed on its sides These aluminum stringers tend to precipitation harden and grow brittle with age
We recovered all surfaces with heavy duty Ceconite The final finish after the butyrate process on the fuselage center wing section and fins was two part Ranshythane polyurethane The blue trim was DuPont Imron However we used Ranshy
dolph butyrate dope exclusively on the wings aside from the trim Our reasonshying for doing this was because the polyurethane has less tendency to stain under the onslaught of engine emissions than dope and with its glossy surface is a pleasure to wipe down
Gasoline dye for example can penetrate dopes and lacquer finishes clear down to the fabric Since the wings are out away from this conshytamination but subject to more hangar rash and might need occasional touchshying up we felt that dope might be easier to touch up than the urethane
There has certainly been a lot of exshycellent information written about recovering and restoring Stearman aircraft and probably done by people far more versed in the art than I I got a lot of tips from reading and hearing them Some of the really good ideas came not from the professional manuals but from nonprofessional restorers We did do some of the things which we had developed on our own and felt improved the quality of the job somewhat Many of them are minor but perhaps the really first-class jobs are a collection of fine
details They have not been exhaustiveshyly tested in the laboratory but they worked for us To the extent they are of interest Ill pass them along here
Paints tend to grow more brittle with age and will crack from vibration where fabric stretches over sharp edges Even though this plane was over 45 years old and must have been recovered several times we were surprised to find a lot of sharp edges on many of the wood parts that come in contact with the fabric These were sanded to a small radius Ceconite reinforcing tape was applied on top of the fabric very liberally wherever the fabric laid over any edges and highly stressed skin locations far more than on the original This required a lot more painting and sanding between coats to hide the tape but in the end I think we have a finish which is far more resistant to cracking
Aircraft material suppliers may recommend that you buy some of their duct tape to cover any seams in aluminum parts such as on leading edges Apparently masking tape was used in these places in the original process and we preferred that since the duct tape is too thick and protrudes through the finished fabric
In order to provide a smoother surshyface over the aluminum D-section leadshying edges on the wings we first covered and heat shrunk an extra layer of fabric over them This tended to bridge over the seams and dimpled areas before inshystalling the fmallayer of Ceconite
All the experts will tell you to brush on the first coat of fabric primer such as Dacproof or whatever process youre using This may be right but you can often sand about 15 or 20 coats before the brush marks disappear I believe the reasoning is that brushing the stuff (which I suspect is really nitrate dope with a dye) will help you get it down into the fabric so it interlocks with the fibers Thats important because it alshymost must depend upon a mechanical bond to get it to stick to the dacron We found we could get full penetration by spraying so we sprayed and were satisshyfied with the result It is important not to oversaturate the fabric of course since it will drip onto the opposite fabric and these drops are very hard to hide
If you ever scrape or chip a doped finish you invariably find that the separation occurred at either the top or bottom interface of the silver dope coat
less adhesion and a lower tensile strength than clear dope since the aluminum particles are really impurities in the dope For this reason we kept the aluminum coats down to the minimum required to pass the light bulb opacity test thus providing the radiation shield for ultraviolet light About two coats of silver seem to accomplish this The rest of the many coats before the color was applied were clear butyrate which seems to stay more strong and pliable throughout its life Its not as easy to sand as the silver but I suppose thats another testimonial to its physical properties over that of the silver
Our inspector insisted that all rib stitching knots must be exposed as in the original rather than pulled under the skin as in Staggerwing Beech process We located aligned and perforated all the rib stitch holes with chalk lines snapped uniformly spaced across the length of the wing Of course these knots were located on the bottom of the bottom wing and on top of the top wing The result is a nice uniform appearance like lines of rivets when sighted from the end of the wing
Some like to make pie shaped slits in the tape to take away excess material where it wraps around the wing and fm tips Theres almost no way of hiding these cutouts under the finish so we didnt use that method Instead we heat shrunk the uncemented tape edges down after first cementing the tape on the ridge line of the bend only The tape edges were then cemented after they lay nice and snug on the surface This is not an original idea with us but the superior results make it worth mentioning
Some experts though not all recomshymend that when taping both the tape and the fabric surface to which it is applied be first painted with cement If this method is used air bubbles are trapped under the wet tape and very hard to remove We had better luck by apshyplying a very wet coat of cement to the fabric only and leaving the tape dry so that the air can be forced up through it Then a thirmed coat of cement can be applied to saturate the tape after its down smooth
Some cements as they come out of the can tend to dry rapidly or rope as you spread them One old-time airplane maker suggested we mix the cement with 30 percent nitrate dope and 30 pershycent nitrate thinner This not only eliminated that problem but also seemed to make the cement stick better
We used a hot knife to cut all the fabric in order to produce a clean sealed edge without the annoying ragged threads To do this we hammered and ground the copper tip of a forty watt soldering iron to a knife edge On another iron we rounded off the copper tip to a spherical radius and used it to hot pierce fabric drain holes after the lifesaver reinforcements were ceshymented in place I havent heard if anyone else uses this method but it realshyly works slick leaving a high strength fused ring on the hole perimeter The stiff plastic life saver reinforcements that are available commercially often curl or warp somewhat due to the shrinkage of the cement I believe that reinforcements punched out of leather stay flatter and more flexible while still strengthing the edge of the drain hole
Were convinced that silver dope has Rudys pretty white with blue trim Stearman runs up on the ramp
VINTAGE AIRPLANE 19
At the points where the rudder cables exit through the fuselage fabric we heat formed little vee-shaped plastic fairings to cover these points This produced a nice streamlined effect I think after covering them with another patch of fabric and ftnishing
When patches of fabric are needed such as those used to cover the inspecshytion rings we found a way to make the fabric patch much more manageable We stretched a piece of fabric over the open end of a small wooden box This was given the fabric prime coat shrunk with an iron and the required patches cut from it These stay nice and flat when theyre cut and cemented in place
Removing old paint from the cowling and other aluminum parts is no fun at all In scraping it off you stand the chance of scraping through the grey anodized surface also I gathered all of the painted aluminum pieces and took them to a furniture stripper who dipped and cleaned the whole works for $60 which I considered money well spent These were sprayed lightly with two part Dupont Varprime primer which Im convinced is better than the old zinc chromate originally used
The finish resulting with the Ranshythane polyurethane is superb and in this particular project at least seemed to be even more glossy than the Irnron we used on the leading edge trim During the work we had a lot of good consultshyations and help over the phone with the Randolph people We were also able to get a very good gloss in the white butyrate dope by keeping the wings flat and horizontal while spraying and floatshying on a lot of dope The final coat was thinned out more to give a good gloss Although we have no proof we suspect also that excessive thinning of the other coats of butyrate reduces the finished strength of the dope And this was also the opinion of an old-timer who used to do fabric at the Naval aircraft factory
We used 3M tapes for the finish color stripes in 34 inch and one inch widths This seems to have excellent adherence in service yet can be lifted off and retaped during the application in places where you didnt get it quite right the first time There is a thin transparent membrane of protective tape on top of it which must be removed after installashytion since this will yellow with age and will bake on permanently if it spends any time in the sun Its hard enough to peel off when its new
Taking a tip from the automobile
20 JANUARY 1991
The neat and tidy installation of the battery box and relay control panel mounted ott of the firewall
body guys we used nothing but 3M masking tape also as some of the cheap brands can really give you trouble either not sticking or sticking too hard When taping over new paint we first pressed the sticky side of the tape onto our work clothes to reduce the posshysibility of damaging the fresh surface with too much adhesion
One other problem can give you fits on a Stearman if youre not careful When installing the bird cages (stringers) on the fuselage tubing strucshyture its a good idea to temporarily inshystall the cowling and tail cone fairing in order to properly position the stringer assembly fore and aft Finding out that the cowling doesnt fit after the fabric is finished could really spoil your day
Its always amazing to see vinyl material used around the cockpit coamshy
ings of some real prize winners I found that nice glossy pieces of kid leather can be bought rather cheaply at places like Tandy Leather providing an authenshyticity that can be spotted a long way off For the coaming padding rather than layers of felt as used originally I tried some foam pipe insulation which is conveniently pre-slit fits nicely and after lacing the leather with rawhide seems to do a better job
During one of the routine magna flux inspections of the McCauley steel prop one tiny bit of corrosion at the blade hub fillet officially ended its flying career Although this was a devastating development I reflected that pulling the prop and delivering it for inspection to a prop shop 80 miles away - this every 100 hours - was a nuisance And I never could get through the hundred
Rudy Eskra and his prize winning stearman at the Mideastern Regional Fly-In in Marion Ohio
hour period without one protractor readshyjustment of the blade angles since both the centrifugal and aerodynamic forces tend to move the blades toward low pitch I decided to try a new Sensenich wood prop I was pleased to find that this yellow birch club is about 30 pounds lighter produces markedly less noise and vibration and seemed to result in no degradation in performance I believe that there were three pitches available I selected the middle one and I think I guessed right for operating in the low level elevation in the Great Lakes area
In reading about prop flight test comshyparisons Im always a little suspicious of conclusions drawn from airspeed data derived from a few test runs given all the variables in atmospheric condishytions instrument and observer error so I didnt bother trying to get too technical about it For what its worth my friend with a constant speed Hamilton on a 300 hp Stearman flys formation with me occasionally and seemed impressed with the airspeed of the lower-powered plane
When disassembling the wings we backed all flying and landing wires off
exactly four turns This permits reasshysembly to its previous condition whatever that was However we decided to go through the rerigging proshycedure anyway In doing this we folshylowed the Air Force maintenance and erection instructions - all 11 pages Dihedral and incidence boards were made up from the drawings and all dimensions and angles brought into tolerance Here again its my feeling that the plane is quite stable and pershyforms well
My airplane was absolutely standard when I got it except for the usual reshyplacement of the Bendix brake master cylinders I didnt mind hand cranking the inertia starter but there is no really safe and legal way to do that when going
Jout for a solo flight as many have found to their horror There must be a qualified pilot or mechanic at the conshytrols when youre out there turning the crank I therefore decided to install an electrical system
Designing the electrical system which incorporated a new alternator and rebuilt Bendix starter was the easiest part of the job Gathering all the documentation for application of all the
components and obtaining FAA apshyproval took a great deal of time and effort Since I do aerobatics I wanted a battery case and system which could withstand nine g So None seemed available so I designed and built a subshystantial aluminum case with a separate battery hold down assembly built in The Gil 35 battery manifold vent is conshynected to a bicarbonate of soda bottle with a clear plastic hose then down inside the landing strut fairing and overshyboard
There seems to be a tendency for the brakes to grab which can give the rear pilot a quick lift up about five feet in the air on first application A lot of this low level aerobatics can be prevented by applying only one brake at a time but the grabbing tendency can still be quite annoying To combat this I filed a chamfer about 1 14 inches by about 20 degrees from the leading edge of the primary shoe This is the top of the front shoe which provides the servo forces on the secondary shoe Brake operation is effective yet smooth Of course the brake lining must be kept free of oil and moisture and if they do get soaked its best to replace the friction material
VINTAGE AIRPLANE 21
The stainless steel exhaust manifold on the Lycoming 680 is also a challenge to ftnish I suspect chrome plate would tum blue in places I went through about ftve different high temperature silver paints and the best one Ive found is VHT 1200 degree paint made by Sperex Corporation in Gardena California But nothing lasts forever on that hot surface
If you have ever had a King KX145 NA V -COM radio youll probably agree its not a technological miracle When mine is working I get complaints from approach control that the transmisshysion is weak and garbled when heading inbound at eight or more miles out I noted that this improved if I turned and pointed the aircraft tail toward the airshyport This led me to believe that the engine and other metal parts ahead of the antenna were blocking the antenna signal I decided to move the antenna which was mounted over the aluminum baggage compartment aft of the rear cockpit to a position above the center wing tank using the large aluminum gas tank as a ground plane The antenna was mounted on an aluminum bracket attached to the center square tube brace above the tank A short bonding strap was connected to the tank filler neck providing a good ground With the anshytenna in this position we have had no further complaints from the tower from the same distances out
In addition to an Omni in the transceiver I bought a portable Loran which is small enough to carry in a coat pocket This has not been entirely trouble free either but the Ray Jefferson Company people have been very helpshyful Although I dont do a lot of crossshycountry it has given me some very accurate guidance It is basically a marine unit derivative and cost about $300 Although it provides ground speed and other data I find the heading and DME are just about all I need and often direct me right towards the exact center of the destination airport
In routine operation of a Stearman there are two things which I regard as being just as critical as fuel and engine oil One is keeping those big soft main tires properly inflated and the other is to make sure the tail wheel steering asshysembly is in good working order These are very important for stability and conshytrol during roll-out which Ill discuss later Tail wheel lock mechanism 22 JANUARY 1991
should snap in place smartly and the tail wheel steering cables must be snug The tail wheel tire pressure needs a lot of attention also but for a different reason It carries a heavy load for its size and if its run underinflated youre looking at tire fabric in a very short time
There are at least three brands of tires available for the Stearman One has a tread made up of rectangular blocks another has concentric rings or grooves and the third is the classic Goodyear diamond tread I found the block tread was good for about 500 landings on concrete the grooved would do about 700 From a vintage appearance standpoint I prefer the diamond tread a pair of which I bought from Wilkerson Tire in Crewe West Virginia These Goodyear tires are produced in Sao Paulo Brazil where the molds were apshyparently moved to a number of years ago
In doing this restoration I found it a very enjoyable experience I got a tremendous amount of help from people like Glenn Gibbs of Stony Ridge Ohio who has become a very skillful fabric man and indeed many of his ideas are included here and from Frank Leffel who did much of the spraying and Tony Eskra who sanded his share of it Herb Wilford Chief Aircraft Maintenance at Dana Corp was one expert who made sure we stayed in line technically Looking after a half dozen jet aircraft Herb runs a very efficient operation with immaculate hangars and shops
There were many others of course and we spent a lot of enjoyable winter evenings working together and bantershying back and forth It was a great escape from the demands of a corporate management position and I slept most soundly during that period
I think the only real frustration aside from the staggering prices was waiting for delivery of parts and purchased sershyvices Delivery date promises were alshymost routinely ignored thus running the total project time over one year Apshyparently keeping promises has gone the way of the 45 rpm record in this country
There are a few lessons which may seem obvious but I feel are worth restatshying First of all the investment in both time and money is extremely high so its worth doing right and this includes buying the best material available
In the course of the work one can ftnd
a host of opportunities to take a shortcut and save some time or material In general these temptations are best avoided When the job is finished and its almost good enough no one will probably know the difference except you every time you look at that bird If youre anything like me youll always see enough defects no matter how careshyful you were I remind myself if its not quite right tear it up and do it over again Ive never regretted doing that
If may add a few observations to the myriad of information that has been written about the Boeing Stearman I have owned it now for 12 years and I still get a great thrill flying it Some say its heavy on the controls but 1 dont agree Solid yes but not heavy If you properly coordinate rudder and aileron stick pressures seem quite normal It is very forgiving I think with a good balance between responsiveness and sensitivity In short its a real pussy cat in the air Though it has a slow roll rate it loops beautifully spins easily but quits at the precise moment middot when youve had enough Strength - its like a Sherman tank Its solid feel derives from the lack of control-induced deflection owing to the truss biplane structure the use of control rods rather than cables and the basic rigidity of the tubular steel fuselage
Landing and roll-out is a little difshyferent with the task of keeping things in hand left entirely up to the pilot If ever there was a machine thats dynamically unstable in roll-out this must be it Response rate must be swift and instincshytive so a bit of concentration is helpful Over the years Ive logged 1430 landshyings in this machine Some of them would measure 58 on the Richter scale As I said its a rugged beast so the only damage was to my ego
A round carrier type approach seems best but youd better have a softer imshypact than the F-14 does or youll bounce 20 feet in the air If its done just right those big balloon tires come into play and nothing can match the soft quiet touchdown of a Stearman Most of the time it seems to land itself perfectshyly leading one to believe theres really nothing to it OK but I think Gordon Baxter our foremost Stearman spokesshyman had it right when its on the ground you cant trust it unless its tied to something
The E225 series Continental is enclosed in a very clean instalshy N22LW features this smart looking panel with padded ramshylation The baffling is anodized horn yokes
(Continued from Page 13) them have at it The reclining seats are from the Rangemaster version of the Navion produced in the early 1960s The Woodfins are very pleased with the results The instrument panel and the overheard Osborne panel have been finished off in a very professional manshyner The panel is meant for strictly VFR flying but is very well equipped with a loran and nav-com pair All the instrushyments in the plane are brand new To have as safe an airplane as he desired Larry felt it was necessary to replace all the instruments since some were 40 years old
For all intents and purposes the aircraft is a new old airplane Theres nothing not a hose or fitting that has not been replaced or gone over he remarked
Power for the Woodybird II is an E225 series Continental built up of new parts including the crankshaft It was also carefully balanced throughout its assembly
The sign and Woodybird emblem were both painted by Larrys neighbor Neil Kavanaugh Each emblem took 12 an hour for him to paint freehand
This is the second aircraft that Larry has restored The first Woodybird was completed in 1978 Much later he would sell the airplane during one of the Conventions at Oshkosh He has some very interesting comments about that sale now that some time has elapsed One of the things that happens when you restore things is the way it conshysumes you and after its over you beshycome a slave to it The first time around I had become a slave to the machine and I wanted out I just didnt want to do it anymore Well the smart thing to do is to sit on the side and let that pass Well somebody came along with a lot of money and wanted it and I sold it he recalled Two or three years later all of the sudden I realized that I didnt have my airplane anymore and I wanted it back so that started the search for this one
Larry has been a motors ports enshythusiast since his pre-teen years when he tried to convince ills dad to buy him a4 7 Mercury convertible complete with a zebra skin interior When his dad said You cant drive it for another 4 years what are you going to do with it Larry
responded Dad Im gonna polish it To pacify his young sons enthusiasm he allowed Larry to buy a go-cart His family was not rich by any stretch of the imagination but Larrys willingness to work hard on his projects would allow him to continue and he would progress into racing cars at the dragstrip then into sports cars and finally into motorshycycle racing Larry and his wife Debbie began to fly simply as an expedient way to get to motorcycle races since they had a few friends within the racing comshymunity that were making the same trips that they were and did not have to conshytend with a long arduous road trip That sparked the interest that has become a wonderful way to travel Motorcycles are still an important part of his life One of his customers is a favorite of his - Harley-Davidson They use the nails and pneumatic nail guns that Larry sells for a living to assemble the crates the big cycles are sillpped in He is the proud owner of an Ultra equipped with just about everything you would ever want on a motor vehicle including cruise control He and Debbie plan to ride the cruising motorcycle from Maryland to Alaska on a long tour this coming sumshymer He has nothing but praise for the reliability the Harley now has and is very pleased with both his sleek machines - his Harley Ultra and his Ryan Navion The Flagship of the Navion Fleet
If you would like more informashytion on the Navion contact the
American Navion Society Box 1810
Lodi CA 95241-1810 209339-4213
The initial membersillp fee is $60 and then $45 per year for annual dues
VINTAGE AIRPLANE 23
~T ()UI2 ~msJU~ I2HT()I2I~f3 by ~()r-m veter-sen
Davis DI-K N158Y SIN 508 Purchased as a basket case in August
1958 Jack Gretta (EAA 19255) of Chester CT spent six years rebuilding this Davis and installing a 125 hp Conshytinental engine under a one-time STC In 1973 a friend() put the pretty
Piper J-3C-65 N6114H SIN 19275 These photos were sent in by Robert
T (Bob) Hunt (EAA 165963 AIC 6123) of Hackettstown NJ who has been busy rebuilding this J-3 Cub along with George Burns (EAA 221818 AIC 10000) also of Hackettstown The wood spar wings required new spars all new bolts drag wires leading edges and attach fittings The covering was done in Stits HS-90X and Stits Aerothane
24 JANUARY 1992
parasol into the trees and four more years were required to return the Davis to airworthy condition
In 1991 another friend landed 01 N508Y in the trees while towing Jack Gretta in a Schweizer 1-19 glider Jack ended up in the trees also and admits it
A majored C-85 engine was installed along with a new Falcon wood prop (built on the Ole Fahlin certificate) Bob reports the engine started on the very
is a long way to the ground as a passhysenger It is expected the red and white Davis will again be ready for flight in 1992
This is the second Davis that Jack Gretta has owned having owned Davis D1-K N151Y SIN 510 from 1947 to 1956 During those years Jack rebuilt the airplane once and changed the enshygine from a Kinner 90 to a Kinner 165
Jack belonged to EAA Chapter 1 in Riverside CA way back in the early fifties and joined EAA in the mid-sixties while living at Cucamonga CA He has been involved with Davis airplanes for almost 46 years and we happily extend to Jack best wishes for the next 46 years
very first pull The smooth 800 X 4 tires that came with the project were in servshyiceable condition and re-instalLed on the completed airplane
This is the third airplane Bob has restored the first two being a PA-12 Super Cruiser and a PA-22 TriPacer Not one to up and quit having fun he is now commencing the rebuild of a PA-ll Cub Special
1952 Cessna 170B N2650D SIN 20802
This pristine 170B has been given the total TLC treatment since being purshychased in 1988 by its owners Ken and Helen Cobb (EAA 182685) of Naples Florida A new paint job in Alumigrip really improved the outside appearance right down to the original metal wheelshypants Inside a new interior was inshystalled including new seat coverings and the panel was updated with all new radios and complete instrument overshyhaul Under the cowling the Continenshytal 145 was majored to zero tolerance with chromed cylinders The original propeller and spinner were polished to a bright shine As Ken says This project started as a replace all rusty screws with stainless screws and grew into a very nice looking restoration
The 170B has approximately 3100 hours on the airframe with no damage
history heavy gear Cleveland brakes and original engine prop and wheelshypants Although the pretty Cessna has scored well at every fly-in to date Ken and Helen have yet to make the Oshkosh Fly-In We all hope they will be able to
make the flight from Florida to Wisconshysin in 1992 so we can get a close look at N2650D Congratulations to Ken and Helen Cobb on a nice job of replacing rusty screws Your efforts show exshycellent results
Cessna 140A N5300C SIN 15420 Purchased in 1966 by John Lucas
(EAA 370887) and Dave Emmett of
Emporium PA this particular 1950 Cessna 140A has been used for obtainshying STC approval for the installation of
a Continental 0-200 engine The 0-200 engine was purchased
from Lycoming in Williamsport PA who were using the engine for test purshyposes Installed in N5300C the first Continental 0-200 STC was approved Dec 1 1967 with revised approval dates of March 12 1980 July 2 1980 and May 11 1981 The first STC was sold on 12-4-78 and John reports they have been averaging about ten per year since that time Apparently the extra 10 to 15 horsepower makes the 140A pershyform remarkably well which explains the popularity of the STC
John Lucas passed his 80th birthday on July 23rd and has a new partner John Richard Lucas (his son) to carryon the good work with the 0-200 Cessna 140A N5300C Long live the marque
Taylorcraft DCO-65 C-FJLH From the far north comes this photo
of a Taylorcraft DCO-65 C-FJLH owned by Floyd Stromstedt of Box 296 Berwyn Alberta TOH OEO Canada Loshycated in the northwest part of Alberta almost at the beginning of the Acan highway the DCO-65 is the only one in the area in fact its the only one anybody in the area has seen Floyd enjoys flying the 65 hp tandem on wheels however he is curious if anyone has ever put a larger engine in a DCOshy65 such as a C-85 and if anyone has heard of such an airplane being put on floats Any help would be appreciated Write Floyd at the above address
VINTAGE AIRPLANE 25
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
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(Sponsor Arthur F Stockel) Barry Burgoon Winter Haven FL Frank Cella Park Ridge IL Glen Childers Ada OK Bernard W Clayton Wolfe City TX Chris Coios Haverhill MA Charles Cole Brookneal V A Steven E Collins San Diego CA William H Cone Jr San Diego CA Charles Conrad Jr Huntington
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West Wareham MA John V Hufford Lexington KY Joseph D Jackson Sr LockportIL Robert R Johnson Brooklyn WI David J Karl Carrollton GA Dale E Kennedy Fairmont WV Scott Klein Farmington UT Tim H Klohn Hudson Canada Larry Knechtel Seattle WA Brian Koldyk Saskatoon Canada George Kost Nome AK Lois D Kowalski Englewood CO Joseph R Kuth Duluth MN Rene Lafreniere Calgary Canada Don Lance Three Mile Bay NY Clyde A Laughlin Seattle W A Bernard Leeward Chapel Hill NC George Leighton Seattle W A Michael Leighton Lantana FL James W Lobb Waxahachie TX Clifton Lowe Cadiz KY Anthony Maiuro New Albany IN Marvin C May Princeton IL Robert F Melillo Great Barrington MA David A Mihalic Mammoth Cave KY Dion H Miller Shady Cove OR Douglas D Miller Shreveport LA Jerry Miller Vulcan MI Price Miller Gig Harbor W A
(Sponsor John Holmberg) Vern T Miller Hillsboro NC William R Miller ColumbusOH Stephen Mitchell Castle Hill Australia Karen S Monteith South Milwaukee
WI Jeff Moody San Gabriel CA Arthur M Moose Mt Pleasant NC Patrick E Morency Edmonton Canada Kenneth D Morris Plantsville CT Troy Naber York NE Steve R Nagel Houston TX Harold G Nelson Crawford TX
Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
Calumet MI Lawrence A Terrigno Placentia CA Mark J Tyoe Little Falls NY Paul H Vellinga Mesa AZ Calvin Wagner Sarasota FL Robert Wagner West Milton OH
(Sponsor Ralph Orndorf) Robert T Warner Leesburg VA William E Warren Parsonsburg MD Mark A Westall Sanibel Island FL Gary S Whittker Kingsport TN Peter A Wickwire Townsend GA Carl J Wilgosz Maple Heights OH Richard S Wilkins
Port St Lucie FL Robert H Williams Weil Am Rhein
Germany Robert Wood Cocoa FL Bill Wright Saint Helena CA Paul L Yount Jr Houston TX James L Zale Elizabethtown PA
VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
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ANC-19 Bulletin - Wood Aircraft Inspecshytion and Fabrication 1951 edition now available as reprint Early aircraft Service Notes rigging data other titles available Send SASE for listing and prices John W Grega 355 Grand Blvd Bedford OH 44146 (c-392)
VINTAGE AIRCRAFT AND ENGINES shyOut-of-print literature history restoration manuals etc Unique list of 2000+ scarce items $300 JOHN ROBY 3703V Nassau San Diego CA 92115 (Established 1960) (c-1092)
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Now Available - 30-inch x 5-inch Golden Age smooth Aero Tyres and Custom Wire Wheels finished Authentic Irish Linen Fabric Covering Antique Instruments evaluated repaired or completely restored Vintage Aero 518962-2323 Send $300 for Catalogue Rt 22 Westport NY 12993
PLANS Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings Welded parts availshyable Write to PO Box 228 Needham MA 02192 or call days 617444-5480 (c-1092)
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Or write EAA-STC EAA Aviation Center Oshkosh WI 54903-3065
For faster service have your airplanes N number and serial number your engines make model and serial number and your credit card number ready
30 JANUARY 1992
MEMBERSHIP INFORMATION
EAA
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ANTIQUECLASSICS
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Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird memshybers are required to be members of EAA
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EAA membership and EAA EXshyPERIMENTER magazine is available for $2800 per year (Sport Aviation not inshycluded) Current EAA members may receiveEAA EXPERIMENTER for$1800 per year
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
~~~~ lgt~~ bull y bull
~VJ~ ~ bull ~llJ~f~- ~ bull S~fmiddotl
The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
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arrival With the distance between Oshshyklt$h ~ndAppleton only 18 miles as the fustaircraft were landing at Oshkosh a
_~~~i Olaquo NAvitlnll were waiting for slot at Appleton The
Navioneers who made the trip to Oshshykosh from Appleton His Navion N222LW was on its first trip to the Midwest since it bad been totally resshytored over a 4 year peliod Larry fomid
his home field the ~ quit He hacL run out of gas An ul1le~enttll~)antillng on themiddotmiddotailpoi~middot~~middotn)a~r~it~~ Navjonwas ~Wt$~JQfgt~~ ~~
mass in-trail flight down to EAA OSHshyKOSH 91 Don Shoemaker Co-Chairshyman gtUhis years Navion Fly-n said it was a lot of fun - the weather was great so we just slipped right on in Don was quite complementary concernshying the job the Oshkosh contollers did briefing and tben handling the groups
coordination between the two facilities was outstanding according t~on
Once the Navions had arrived they werlt all parked in e same section of the south end of the AntiqueClassic aircraft camping area For lovers of the marque it was a sight to see
Larry Woodfm was one of the 49
the airplane in Pittstown New Jersey The previous owner had been working on the big Ryan for a year when he passed away only 3 days prior to its maiden flight The airplane then beshycame a burden upon the owners widow and her son an airline pilot had no desire for the big hulk so he counselled his mother to sell it Larry dealing through the owners son struck a deal to purchase the Navion He was pleased with the planes structure having detershymined that it was one of the straightest Navions that he had seen since his search began Larry tnivelled to New Jersey to close the deal When he arshyrived and the paperwork was to be signed the widow simply couldnt bear to part with the airplane and so Larry went home empty-handed The widows son however contacted Larry again and told him that the deal could be closed So Larry headed up to New Jersey to retrieve the languishing Navion only to have the same course of
action repeat again Larry patiently went home empty
handed one more time This would happen two more times There was one additional item
that added to the anxiety of the situation - the airport that the airplane resided
on was scheduled to be closed and the land
used for part of an Interstate highway
Finally with 4 days
to spare the deal was closed the aircraft preflighted and -Larry headed for home in what he felt was a basically airworthy airplane that still had quite a few items to be fixed or at least cleaned up before a major restorashytion would commence As fate would have it he did not have the luxury of a few extra hours to aquaint himself with the Navion after he got it home After arriving over his local area ~ PQJl-o tiu~ tbi Ql arg~ akit w~ fHf new prize He was iickied to deaffitha~ e~1lIIIt fIIhad been fortunate enough to buy the airplane and he was enjoying himself Then the bubble burst On short fmal to
Navions Navions everywhere Navions 49 Navions of one type or another came to EAA Oshkosh 91 from the American Navion Society Convention in Appleton Wisconsin A few others arrived swelling the total on the ground in this photo to 56
bell on the fuel pump stopped dinging far too early The pump registered only 20 gallons and the fuel was at the top of the filler neck Something was dreadshyfully wrong here The normal fuel capacity was twice that amount An investigation into the problem revealed the reason The Navion had not been flown for 7 years prior to Larrys purshychase having gone down in a forced landing At that time it was surmised the fuel vent system had been plugged so that as fuel was being drawn out of the fuel tanks by the engine driven pump the tanks were collapsing The fix for the fuel system problem was simple - the wing must come off Right then and there the serious restoration of the Navion began in ernest The entire airframe would come under close scrutiny as Larry wanted the safest posshysible airplane he could restore His thoughts on the effort required to restore an airplane could apply to anyone The devotion you put into them obviously you deprive a lot of family responshysibilities to do this and a lot of grass cutting on Saturday to come up with one of this caliber but it has been worth it
Compare the Navion in the photos with these two views from the 1947 Aircraft Yearbook You can readily see the chanshyges from the mod work done through the years
its been a very nice airplane a very safe airplane and I think thats what we like about it Larry has two teenage daughters Erin and Tara and his wife Debbie as cabinmates in the limousineshysized cockpit of the Navion It will carry literally anything that you can get into it and with three females at home thats usually what happens They want to bring everything but the kitchen sink
With his family his primary passhysengers Larry wanted an airplane that was as safe as he could reasonably exshypect it to be He likes the rugged build of the Navion (after all it was designed by the same folks at North American Aviation who brought us the P-51) and the reputation the plane has for being very strong Aerodynamics seems to always be a series of forces in comshypromise and the Navion is no excepshytion All that strength comes at a cost With a maximum gross weight of 2750 pounds the Navion is not the fastest retractable 225 hp airplane around The Woodybird II as Larry has named the Navion will cruise at a reasonable 132 knots while burning about 12 gallons of
A vgas per hour A little history on the Navion First
concei ved in the fertile mind of Dutch Kindelberger at North American A viashytion the NA-143 was to be North Americans entry into the what was exshypected to be the booming post-war civilian aviation market When the first production NA-145 Navions hit the ramps in 1946 they were touted in ads as having been manufactured by the Creators of P-51 Mustang and Advanced Army and Navy Aircraft Hoping to capitalize on name recognishytion by the military pilots who flew in combat the Navion would remain in production at North American until April 15 1947 With 280 of the 1109 produced still unsold the manufacturshying rights to the Navion were sold to Ryan Aeronautical in San Diego California They produced the airplane from 1948 until 1951 manufacturing 1265 Navions before shutting down the line Later versions of the plane were the D E and F models essentially remanufactured Navions with revised engine installations In the 1960s and 70s a version of the airplane known
as the Rangemaster appeared Sporting a full cabin instead of the bubble slidshying canopy the Rangemaster looks markedly different than its older brother Fewer than 300 of the
12 JANUARY 1992
o u
With just a bit of a crosswind Larry with his brother Jerry flying co-pilot breaks ground with the immaculate Woodybird II from runway 18 at Oshkosh
Rangemasters have ever been built Many have noted that the Meyers 200 bears a passing resemblance to the Ranshygem aster The type certificate for the Navion is now owned by the American Navion Society
The Woodybird is one of the aircraft produced by Ryan in 1949 Like most of its breathern Larrys Navion boasts a logbook full of modifications including a new oneshypiece windshield that features a sleeker profile The windows have been changed also The side windows feashyture a sleek flush mounting and the side windows are expanded in area as well as being one piece It really allows sushyperb visibility out of the cockpit The other modifications include the Palo Alto Tail a revision to the incidence of the horizontal tail The Navion originally had excessive incidence that caused too much drag during cruise flight Aileron balance kits have been added removing the goose egg balshyances from the ailerons and replacing them with an internal balance One of the most noticeable changes to anyone who had seen the Navion when it was new is the revised cowling
on the Woodybird The first Navions sported a rather ineffective updraft cooling system with a prominent chin grille below the prop Many early Navion owners would not have their engines reach TBO because of high oil temperatures Most of these have now been changed to the standard pressure cowl seen on this Navion About the only modification that he has not been able to add is an outside bagshygage door Unless you own the papershywork for one of these doors they simply are not available The latest addition to the airframe Larry plans is the addition of a rear step to make it a bit easier to climb into the cabin
The paint and trim on Larrys Ryan is Alumigrip selected for its durability and high gloss shine All of the paint and the prep work was done by a professhysional painter One of the most striking aspects of the Woodybird II is the painted-to-match propeller When he returned from Oshkosh one year Larry
was all set to paint the prop black with yellow tips just like many of the Warshybirds he had seen His wife Debbie nixed that idea though She talked him into doing something different The idea came from the Lopresti Swiftfury project which features a color scheme that includes a single color for all parts of the airframe Maintaining a prop painted like this is an ongoing effort Touching up the paint is a once a month maintenance item but Larry it quite pleased with the way it looks It does add a lot of character to the aircraft he noted The Woodybird emblem on the side of the fuselage also adds a bit of whimsy to the sleek 4-placer A neighshybor Neil Kavanaugh is a professional painter who is known around the country for his work in gold leaf and well known for his artwork gracing a few yachts In exchange for an Oshshykosh hat Neil applied the Woodybird to each side of the fuselage
The interior was dpne in the third year of the restoration A local shop that
specializes in Ferraris was interested in
tackling the job and Larry let (Continued on Page 23)
VINTAGE AIRPLANE 13
Child Of The Fifties A year and a half ago after earning
my private ticket I decided I wanted to own a plane After discussing the idea with my precious wife she said Well OK so long as it doesnt cost anyshything To many people that would have been the end of the whole thing But a newly licensed pilot is a dangerous thing I began to think I looked around the house for anything that I could sell barter or otherwise convert into a plane Then I saw it The boat on a trailer out in the yard What good was it anyway It was winter So I placed an ad in Trade-a-Plane It ran like this HAVE BOAT NEED PLANE WANT TO SWAP Quite frankly I was completely open to just about anything When the deal was done my boat was on its way to Missouri and I had a 1958 Straight Tail Cessna 172 It was a 14 JANUARY 1992
by Nino Lama Ale 12423
curious craft Being new in the world of have to go back to the fifties aviation I had never seen a 172 that So lets go back to a special time in looked like that I had trained in a plane history Even though we may say we called a Cessna 172 but it bore no remember those years our memories resemblance to my new acquisition tend to fade Heres a memory jogger
As it turns out what I had gotten in well start with those people who barter was something really special It flavored life for us - Marilyn Monroe was my child of the fifties To best Willie Mays Ike James Dean Joe understand why its so special we really McCarthy General MacArthur
Richard Nixon VICE President and Elvis Elvis was a firey 19 year old when he recorded his first song He made it big with his ducktail haircut and perpetual sneer If youre not back in the fifshyties with me yet rememshyber these Hound Dog All Shook Up Dont Be Cruel and Burning Love They were all on the album Heartbreak Hotel released in 1956 In 1958 Elvis married Priscilla Beaulieu and was drafted into the Army
If Elvis wasnt your thing then maybe youll
5 GREAT CESSNAS-THE COMPLETE AIR FLEET FOR gVERY BUSINESS NEED
fast 4middotplace business airplane Top seller ~ In over 150 mph class New hushmiddot ~ flight features-Hone striping Agreat
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Proved by over 5000 owners-cruises over 120 mph $8295 fob Wichita
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now in regular use $54950 fob Wichita
fLYING-May 1956
remember Patti Page and Peggy Lee The Music Man West Side Story or Mack The Knife The Top Hits of the Fifties read like this 1950 - Goodshynight Irene 1951 - Tennessee Waltz 1952 - Cry 1953 - Song From the Moulin Rouge 1954 - Little Things Mean Alot 1955 - Rock Around the Clock 1956 - Dont Be Cruel 1957 - Tammy 1958 - Vol are and 1959shyMack The Knife
While the Pentagon under Charles E Wilson was undergoing the greatest build up of power in all history and the nation was in the grips of the peak of the Cold War the kids wore Davy Crocket hats and bought 30 million hula-hoops
The large cabin of the four-place Cessna allows room for a well equipped panel
It was the fifties that saw us become a nation of surburbanites Barbecues and the cocktail circuit were our escape Some of us built bomb shelters We fought in Korea We watched Bogie and Bacall Lucy and Ricky George and Gracie Sid and Imogene Kukla and Ollie and Jack Parr
In 1958 and 1959 AlaskaandHawaii became our 49th and 50th States Texans just had to cope with being the SECOND largest state in the Union The Russians launched Sputnik and then followed with a satellite manned with a dog It was the 1950s that saw a brave black woman refuse to give up her seat on a bus in Montgomery to a white
man Her arrest sparked the young and vibrant Martin Luther King into peaceshyful protest that changed us forever
If you were there but dont remember any of this then you must have been a Beat The coffeehouses oozed with smoke and poetry to the sound of finger snapping and bongos Slow blues protest songs and Depression ballads were cool
It was the era of cocktail circuits baby-sitters and back yard barbecues Cars were big powerful and made of plenty of metal Kitchens were jammed with chrome appliances and decorated in lots of bright reds yellows and blues Bicycles were sturdy with wide tires and built-in headlights
That was the Fifties The world of aviation was pretty exshy
citing back then There were a lot of thinkers and dreamers In the fifties a dreamer wasnt just someone who thought that ten more knots or a little more range would be nice Moulton B Taylor of Longview Washington was a 1950s dreamer He builtthe AEROCAR It was licensed in 1957 He envisioned one in every garage A subcompact car pulling a small trailer that made up the conversion of the auto to a comfortable family airplane Thats thinking Piper aircraft built and tested a twin engine Tri-Pacer It had two engines on one shaft turning a four-bladed propeller VTOL (Vertical Takeoff and Landing) aircraft were seen as the future for military aircraft It was a propeller driven plane that landed squarely on its
VINTAGE AIRPLANE 15
II
Now METCOmiddotAIRE
Presents
The New (Lett) Prior to the introduction of the straight Tail 172 Met-Co-Aire offered this nosewheel conversion of the standard Cessna 170 Ninos 172 sports the redesigned
CESSNA 170 TRICYCLE GEAR Look al Ihis
MODERN 170 Note excellent visibility the beautishyful lines Engineered and designed to increase the utility and beauty of your Cessna A conversion that enhances the appearance and value of your airplane Fully steerable with rudder pedals assuring safe quick stops with positive ground control at all times
Complete kit furnished with all necessary assemblies and hardware for simple easy Installation
OTHER MET-CO-AIRE CONVERSIONS
Tricycle Gear Conversion for the Cessna 180 will be available in the near future
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LAmbert 5middot6521
16 JANUARY 1992
fin and rudder of the true 172
tail with the nose pointed straight up Thats dreaming
A viation was advancing Lockheed built the first prop-jet airliner The Douglas RB 66 twin engine jet reached the magic Mach 1 In the more munshydane vein a man named Piper was president of Piper Aircraft Richard Nixons brother-in-law Tom Ryan was a flight instructor and taught some of Hollywoods best to fly The four enshygine Super Constellation airliner ruled the sky They cost $2 million each Air fare from New York City to Los Anshygeles was $160 round-trip The Mooney Mark 20 hit the market
The fifties gave us a lot Who doesnt get a thrill at the sight of a candy apple red 56 Corvette or a jet black 57 TshyBird And Rock and Roll born of the fifties the more it changes the more it stays the same
So now let me tell about my Child of the Fifties I believe it to be one of the finest aircraft ever designed the Straight Tail Cessna 172 Truly born of the fifties its roomy comfortable and made of plenty of metal Im going to tell you about this aeroplane from the prospective of the era In 1955 Dwane L Wallace studied the plane and test flew it
The Businessmen have demanded a low cost easily handled plane to fly themselves Cessna has responded with a tricycle gear model Although there may have been such a demand made its also likely that Cessna was respondshying to the competition of the marketplace The Tri-Pacer with its tricycle gear was sweeping the market and giving the Cessna 170 taildragger a
run for its money The Tri-Pacer ads of the time showed a young woman dressed fonnally at the helm and spoke of flying ease room and comfort In 1957 even the guppy shaped Champ was fitted with a nosewheel and renamed the Tri-Traveler
The goal was to sell the public on the ease of flight The landing gear on the Straight Tail 172 was called LAND-O-MATIC landing gear The ads of the time said that all the pilot needed to do to land was drive the airplane down and it landed itself (And to think I took all those lessons) When the 172 was introduced in 1955 it was meant to supplement the popular Cessna 170 Cessna said at the time that there was no intention to replace the 170 but rather to offer the businessman an easier to fly and more comfortable airplane By 1955 there were 5000 170s flying The manufacshyturer also stated that the 172 was not a reworked 170 but a totally new design The striking feature of the 172 is with no doubt the prominent Straight Tail Engineers found that with the raising of the tail with tricycle landing gear a bigger tail and rudder provided better taxi takeoff and landing performance The newly introduced 172 boasted some special features including a low center of gravity resilient spring steel main landing gear and the same sturdy nosewheel as the big brother Cessna 310 The controls were not interconshynected and provided steering with the rudder or independent brakes steerable nosewheel or combination of the three Magazine advertisements said You drive it like a car
With its Land-O Matic landing gear and roomy cabin the early 172 was the precursor of what would become the most popular light plane of all time
C L Hamilton did the check ride for Flying magazine in November 1955 He calls the cockpit roomy lower and level as compared to the 170 Since dual controls were sold only as an option the test plane had only left hand controls That made the cockpit seem huge Taxiing the 172 was a revelation with the same feel and visibility as the Aero Commander Hamilton wrote About the only chance for ground damage when taxishying the 172 would be dropping the nosewheel into a hole In the air the 172 showed the same pleasant characshyteristics of the proven 170 except that the 172 is more stable - You can slow down until the needle stops inshydicating and she just goes on slow and steady The landing approach differs from the 170 as the 172 uses a very steep nose down approach Hamilton wrote With full 40 degrees on the paralift flaps overshoot slightly dump the flaps touch down with brakes on and youre in someones back yard We did it in 250 feet down and stopped In an emergency it no doubt could be
development was th e Met-Co-Aire Companys conversion of the 170 to tricycle landing gear (see copy of 1955 ad) Despite the statements of Cessna and the conversion by Met-Co-Aire the 170 was doomed to be replaced by the easy to fly 172 If you fly a 172 that has a back window and swept tail dont think youve experienced the classic 172 that changed the look and feel of light plane flight Youve only exshyperienced a distant relative The 172 of the fifties is not the same aeroplane as the modern version Upon entering the Classic 172 one is immediately imshypressed with the incredible visibility both overhead through the huge windscreen and forward over the cowlshying that does a great disappearing act down to the spinner The pilot and comshypanion sit very high in the cockpit adding to the feeling of openness and spaciousshyness The engine seems to run smoother than the contemporary version and it does It is afterall a small six cylinder engine compared to the larger four banger in the modern 172 One of the greatest joys of flying the Classic comes
the floor between pilot and copilot The bar clicks upward as the enormous para lift flaps drop from 10 to 40 degrees On your first flight it seems like youve just moved half the wing when you apply flaps In the air shes stable as a rock and trims easily for hands-off flight You wont set any speed records but you can count a solid 104 miles per hour burning about six gallons per hour And oh what a view
There s a new type club called the STRAIGHT TAIL CESSNA CLUB It was founded by my good friend and Straight Tail owner Ernie Colbert Ive recently been honored with the title of President The club currently has about 100 members and is growing fast Each member shares a great love for the Classic Straight Tail Cessna and knows that with change improvement does not necessarily follow I hope youve enshyjoyed this article The next time you see one of the Straight Tail Cessnas taxi by on its Land-O-Matic landing gear think of Elvis Bogie and me
Thanks to Richard VanEmerick my good friend for the classic Flying
done in less than that when its time to lower the flaps Flaps magazines used in this article An interesting contemporary are controlled by a great Johnson rod on
Rudy Eskras Stearman by Rudy Eskra
ANTIQUECLASSIC GRAND CHAMPION
MIDEASTERN REGION 1990
So much has been written about the Stearman its characteristics and resshytoration that it sometimes seems that everything that needed to be said about it has been said Undaunted AntiqueClasshysic owners all like to tell their own stories This is mine
This particular example was built for the Air Force in October 1944 thus being one of the last produced of a great series In the ensuing years since it was manufactured it has only been flown about 2300 hours I acquired it in 1979 It was in very good condition then and to the best I can determine it always has been Rather than the owner I look upon myself as a temporary custodian or caretaker and very fortunate to be that I hope that when it goes to the next owner it will be in better condition than when I got it and that the next guys can keep it going for many years to come
Its equipped with the 225 hp Lycomshying which with its nine cylinders biting them off clean sounds and runs
1 B JANUARY 1991
smoother than some of the other engines with which Stearman were equipped
In 1989 my friends and I stripped it down completely and replaced or refurshybished everything we thought could be improved We spared no expense as a whole drawer full of receipts and a very patient wife will attest to The engine was completely overhauled with cylinders chromed back to standard new pistons rings valve guides valves bearings The works Of course all parts were magna fluxed in the process
We found the wing woodwork in exshycellent condition and just a few small corrosion points on the fuselage tubing After refinishing the structure we inshystalled some new fuselage stringers (bird cage) which presumably had been broken when the airplane was pushed on its sides These aluminum stringers tend to precipitation harden and grow brittle with age
We recovered all surfaces with heavy duty Ceconite The final finish after the butyrate process on the fuselage center wing section and fins was two part Ranshythane polyurethane The blue trim was DuPont Imron However we used Ranshy
dolph butyrate dope exclusively on the wings aside from the trim Our reasonshying for doing this was because the polyurethane has less tendency to stain under the onslaught of engine emissions than dope and with its glossy surface is a pleasure to wipe down
Gasoline dye for example can penetrate dopes and lacquer finishes clear down to the fabric Since the wings are out away from this conshytamination but subject to more hangar rash and might need occasional touchshying up we felt that dope might be easier to touch up than the urethane
There has certainly been a lot of exshycellent information written about recovering and restoring Stearman aircraft and probably done by people far more versed in the art than I I got a lot of tips from reading and hearing them Some of the really good ideas came not from the professional manuals but from nonprofessional restorers We did do some of the things which we had developed on our own and felt improved the quality of the job somewhat Many of them are minor but perhaps the really first-class jobs are a collection of fine
details They have not been exhaustiveshyly tested in the laboratory but they worked for us To the extent they are of interest Ill pass them along here
Paints tend to grow more brittle with age and will crack from vibration where fabric stretches over sharp edges Even though this plane was over 45 years old and must have been recovered several times we were surprised to find a lot of sharp edges on many of the wood parts that come in contact with the fabric These were sanded to a small radius Ceconite reinforcing tape was applied on top of the fabric very liberally wherever the fabric laid over any edges and highly stressed skin locations far more than on the original This required a lot more painting and sanding between coats to hide the tape but in the end I think we have a finish which is far more resistant to cracking
Aircraft material suppliers may recommend that you buy some of their duct tape to cover any seams in aluminum parts such as on leading edges Apparently masking tape was used in these places in the original process and we preferred that since the duct tape is too thick and protrudes through the finished fabric
In order to provide a smoother surshyface over the aluminum D-section leadshying edges on the wings we first covered and heat shrunk an extra layer of fabric over them This tended to bridge over the seams and dimpled areas before inshystalling the fmallayer of Ceconite
All the experts will tell you to brush on the first coat of fabric primer such as Dacproof or whatever process youre using This may be right but you can often sand about 15 or 20 coats before the brush marks disappear I believe the reasoning is that brushing the stuff (which I suspect is really nitrate dope with a dye) will help you get it down into the fabric so it interlocks with the fibers Thats important because it alshymost must depend upon a mechanical bond to get it to stick to the dacron We found we could get full penetration by spraying so we sprayed and were satisshyfied with the result It is important not to oversaturate the fabric of course since it will drip onto the opposite fabric and these drops are very hard to hide
If you ever scrape or chip a doped finish you invariably find that the separation occurred at either the top or bottom interface of the silver dope coat
less adhesion and a lower tensile strength than clear dope since the aluminum particles are really impurities in the dope For this reason we kept the aluminum coats down to the minimum required to pass the light bulb opacity test thus providing the radiation shield for ultraviolet light About two coats of silver seem to accomplish this The rest of the many coats before the color was applied were clear butyrate which seems to stay more strong and pliable throughout its life Its not as easy to sand as the silver but I suppose thats another testimonial to its physical properties over that of the silver
Our inspector insisted that all rib stitching knots must be exposed as in the original rather than pulled under the skin as in Staggerwing Beech process We located aligned and perforated all the rib stitch holes with chalk lines snapped uniformly spaced across the length of the wing Of course these knots were located on the bottom of the bottom wing and on top of the top wing The result is a nice uniform appearance like lines of rivets when sighted from the end of the wing
Some like to make pie shaped slits in the tape to take away excess material where it wraps around the wing and fm tips Theres almost no way of hiding these cutouts under the finish so we didnt use that method Instead we heat shrunk the uncemented tape edges down after first cementing the tape on the ridge line of the bend only The tape edges were then cemented after they lay nice and snug on the surface This is not an original idea with us but the superior results make it worth mentioning
Some experts though not all recomshymend that when taping both the tape and the fabric surface to which it is applied be first painted with cement If this method is used air bubbles are trapped under the wet tape and very hard to remove We had better luck by apshyplying a very wet coat of cement to the fabric only and leaving the tape dry so that the air can be forced up through it Then a thirmed coat of cement can be applied to saturate the tape after its down smooth
Some cements as they come out of the can tend to dry rapidly or rope as you spread them One old-time airplane maker suggested we mix the cement with 30 percent nitrate dope and 30 pershycent nitrate thinner This not only eliminated that problem but also seemed to make the cement stick better
We used a hot knife to cut all the fabric in order to produce a clean sealed edge without the annoying ragged threads To do this we hammered and ground the copper tip of a forty watt soldering iron to a knife edge On another iron we rounded off the copper tip to a spherical radius and used it to hot pierce fabric drain holes after the lifesaver reinforcements were ceshymented in place I havent heard if anyone else uses this method but it realshyly works slick leaving a high strength fused ring on the hole perimeter The stiff plastic life saver reinforcements that are available commercially often curl or warp somewhat due to the shrinkage of the cement I believe that reinforcements punched out of leather stay flatter and more flexible while still strengthing the edge of the drain hole
Were convinced that silver dope has Rudys pretty white with blue trim Stearman runs up on the ramp
VINTAGE AIRPLANE 19
At the points where the rudder cables exit through the fuselage fabric we heat formed little vee-shaped plastic fairings to cover these points This produced a nice streamlined effect I think after covering them with another patch of fabric and ftnishing
When patches of fabric are needed such as those used to cover the inspecshytion rings we found a way to make the fabric patch much more manageable We stretched a piece of fabric over the open end of a small wooden box This was given the fabric prime coat shrunk with an iron and the required patches cut from it These stay nice and flat when theyre cut and cemented in place
Removing old paint from the cowling and other aluminum parts is no fun at all In scraping it off you stand the chance of scraping through the grey anodized surface also I gathered all of the painted aluminum pieces and took them to a furniture stripper who dipped and cleaned the whole works for $60 which I considered money well spent These were sprayed lightly with two part Dupont Varprime primer which Im convinced is better than the old zinc chromate originally used
The finish resulting with the Ranshythane polyurethane is superb and in this particular project at least seemed to be even more glossy than the Irnron we used on the leading edge trim During the work we had a lot of good consultshyations and help over the phone with the Randolph people We were also able to get a very good gloss in the white butyrate dope by keeping the wings flat and horizontal while spraying and floatshying on a lot of dope The final coat was thinned out more to give a good gloss Although we have no proof we suspect also that excessive thinning of the other coats of butyrate reduces the finished strength of the dope And this was also the opinion of an old-timer who used to do fabric at the Naval aircraft factory
We used 3M tapes for the finish color stripes in 34 inch and one inch widths This seems to have excellent adherence in service yet can be lifted off and retaped during the application in places where you didnt get it quite right the first time There is a thin transparent membrane of protective tape on top of it which must be removed after installashytion since this will yellow with age and will bake on permanently if it spends any time in the sun Its hard enough to peel off when its new
Taking a tip from the automobile
20 JANUARY 1991
The neat and tidy installation of the battery box and relay control panel mounted ott of the firewall
body guys we used nothing but 3M masking tape also as some of the cheap brands can really give you trouble either not sticking or sticking too hard When taping over new paint we first pressed the sticky side of the tape onto our work clothes to reduce the posshysibility of damaging the fresh surface with too much adhesion
One other problem can give you fits on a Stearman if youre not careful When installing the bird cages (stringers) on the fuselage tubing strucshyture its a good idea to temporarily inshystall the cowling and tail cone fairing in order to properly position the stringer assembly fore and aft Finding out that the cowling doesnt fit after the fabric is finished could really spoil your day
Its always amazing to see vinyl material used around the cockpit coamshy
ings of some real prize winners I found that nice glossy pieces of kid leather can be bought rather cheaply at places like Tandy Leather providing an authenshyticity that can be spotted a long way off For the coaming padding rather than layers of felt as used originally I tried some foam pipe insulation which is conveniently pre-slit fits nicely and after lacing the leather with rawhide seems to do a better job
During one of the routine magna flux inspections of the McCauley steel prop one tiny bit of corrosion at the blade hub fillet officially ended its flying career Although this was a devastating development I reflected that pulling the prop and delivering it for inspection to a prop shop 80 miles away - this every 100 hours - was a nuisance And I never could get through the hundred
Rudy Eskra and his prize winning stearman at the Mideastern Regional Fly-In in Marion Ohio
hour period without one protractor readshyjustment of the blade angles since both the centrifugal and aerodynamic forces tend to move the blades toward low pitch I decided to try a new Sensenich wood prop I was pleased to find that this yellow birch club is about 30 pounds lighter produces markedly less noise and vibration and seemed to result in no degradation in performance I believe that there were three pitches available I selected the middle one and I think I guessed right for operating in the low level elevation in the Great Lakes area
In reading about prop flight test comshyparisons Im always a little suspicious of conclusions drawn from airspeed data derived from a few test runs given all the variables in atmospheric condishytions instrument and observer error so I didnt bother trying to get too technical about it For what its worth my friend with a constant speed Hamilton on a 300 hp Stearman flys formation with me occasionally and seemed impressed with the airspeed of the lower-powered plane
When disassembling the wings we backed all flying and landing wires off
exactly four turns This permits reasshysembly to its previous condition whatever that was However we decided to go through the rerigging proshycedure anyway In doing this we folshylowed the Air Force maintenance and erection instructions - all 11 pages Dihedral and incidence boards were made up from the drawings and all dimensions and angles brought into tolerance Here again its my feeling that the plane is quite stable and pershyforms well
My airplane was absolutely standard when I got it except for the usual reshyplacement of the Bendix brake master cylinders I didnt mind hand cranking the inertia starter but there is no really safe and legal way to do that when going
Jout for a solo flight as many have found to their horror There must be a qualified pilot or mechanic at the conshytrols when youre out there turning the crank I therefore decided to install an electrical system
Designing the electrical system which incorporated a new alternator and rebuilt Bendix starter was the easiest part of the job Gathering all the documentation for application of all the
components and obtaining FAA apshyproval took a great deal of time and effort Since I do aerobatics I wanted a battery case and system which could withstand nine g So None seemed available so I designed and built a subshystantial aluminum case with a separate battery hold down assembly built in The Gil 35 battery manifold vent is conshynected to a bicarbonate of soda bottle with a clear plastic hose then down inside the landing strut fairing and overshyboard
There seems to be a tendency for the brakes to grab which can give the rear pilot a quick lift up about five feet in the air on first application A lot of this low level aerobatics can be prevented by applying only one brake at a time but the grabbing tendency can still be quite annoying To combat this I filed a chamfer about 1 14 inches by about 20 degrees from the leading edge of the primary shoe This is the top of the front shoe which provides the servo forces on the secondary shoe Brake operation is effective yet smooth Of course the brake lining must be kept free of oil and moisture and if they do get soaked its best to replace the friction material
VINTAGE AIRPLANE 21
The stainless steel exhaust manifold on the Lycoming 680 is also a challenge to ftnish I suspect chrome plate would tum blue in places I went through about ftve different high temperature silver paints and the best one Ive found is VHT 1200 degree paint made by Sperex Corporation in Gardena California But nothing lasts forever on that hot surface
If you have ever had a King KX145 NA V -COM radio youll probably agree its not a technological miracle When mine is working I get complaints from approach control that the transmisshysion is weak and garbled when heading inbound at eight or more miles out I noted that this improved if I turned and pointed the aircraft tail toward the airshyport This led me to believe that the engine and other metal parts ahead of the antenna were blocking the antenna signal I decided to move the antenna which was mounted over the aluminum baggage compartment aft of the rear cockpit to a position above the center wing tank using the large aluminum gas tank as a ground plane The antenna was mounted on an aluminum bracket attached to the center square tube brace above the tank A short bonding strap was connected to the tank filler neck providing a good ground With the anshytenna in this position we have had no further complaints from the tower from the same distances out
In addition to an Omni in the transceiver I bought a portable Loran which is small enough to carry in a coat pocket This has not been entirely trouble free either but the Ray Jefferson Company people have been very helpshyful Although I dont do a lot of crossshycountry it has given me some very accurate guidance It is basically a marine unit derivative and cost about $300 Although it provides ground speed and other data I find the heading and DME are just about all I need and often direct me right towards the exact center of the destination airport
In routine operation of a Stearman there are two things which I regard as being just as critical as fuel and engine oil One is keeping those big soft main tires properly inflated and the other is to make sure the tail wheel steering asshysembly is in good working order These are very important for stability and conshytrol during roll-out which Ill discuss later Tail wheel lock mechanism 22 JANUARY 1991
should snap in place smartly and the tail wheel steering cables must be snug The tail wheel tire pressure needs a lot of attention also but for a different reason It carries a heavy load for its size and if its run underinflated youre looking at tire fabric in a very short time
There are at least three brands of tires available for the Stearman One has a tread made up of rectangular blocks another has concentric rings or grooves and the third is the classic Goodyear diamond tread I found the block tread was good for about 500 landings on concrete the grooved would do about 700 From a vintage appearance standpoint I prefer the diamond tread a pair of which I bought from Wilkerson Tire in Crewe West Virginia These Goodyear tires are produced in Sao Paulo Brazil where the molds were apshyparently moved to a number of years ago
In doing this restoration I found it a very enjoyable experience I got a tremendous amount of help from people like Glenn Gibbs of Stony Ridge Ohio who has become a very skillful fabric man and indeed many of his ideas are included here and from Frank Leffel who did much of the spraying and Tony Eskra who sanded his share of it Herb Wilford Chief Aircraft Maintenance at Dana Corp was one expert who made sure we stayed in line technically Looking after a half dozen jet aircraft Herb runs a very efficient operation with immaculate hangars and shops
There were many others of course and we spent a lot of enjoyable winter evenings working together and bantershying back and forth It was a great escape from the demands of a corporate management position and I slept most soundly during that period
I think the only real frustration aside from the staggering prices was waiting for delivery of parts and purchased sershyvices Delivery date promises were alshymost routinely ignored thus running the total project time over one year Apshyparently keeping promises has gone the way of the 45 rpm record in this country
There are a few lessons which may seem obvious but I feel are worth restatshying First of all the investment in both time and money is extremely high so its worth doing right and this includes buying the best material available
In the course of the work one can ftnd
a host of opportunities to take a shortcut and save some time or material In general these temptations are best avoided When the job is finished and its almost good enough no one will probably know the difference except you every time you look at that bird If youre anything like me youll always see enough defects no matter how careshyful you were I remind myself if its not quite right tear it up and do it over again Ive never regretted doing that
If may add a few observations to the myriad of information that has been written about the Boeing Stearman I have owned it now for 12 years and I still get a great thrill flying it Some say its heavy on the controls but 1 dont agree Solid yes but not heavy If you properly coordinate rudder and aileron stick pressures seem quite normal It is very forgiving I think with a good balance between responsiveness and sensitivity In short its a real pussy cat in the air Though it has a slow roll rate it loops beautifully spins easily but quits at the precise moment middot when youve had enough Strength - its like a Sherman tank Its solid feel derives from the lack of control-induced deflection owing to the truss biplane structure the use of control rods rather than cables and the basic rigidity of the tubular steel fuselage
Landing and roll-out is a little difshyferent with the task of keeping things in hand left entirely up to the pilot If ever there was a machine thats dynamically unstable in roll-out this must be it Response rate must be swift and instincshytive so a bit of concentration is helpful Over the years Ive logged 1430 landshyings in this machine Some of them would measure 58 on the Richter scale As I said its a rugged beast so the only damage was to my ego
A round carrier type approach seems best but youd better have a softer imshypact than the F-14 does or youll bounce 20 feet in the air If its done just right those big balloon tires come into play and nothing can match the soft quiet touchdown of a Stearman Most of the time it seems to land itself perfectshyly leading one to believe theres really nothing to it OK but I think Gordon Baxter our foremost Stearman spokesshyman had it right when its on the ground you cant trust it unless its tied to something
The E225 series Continental is enclosed in a very clean instalshy N22LW features this smart looking panel with padded ramshylation The baffling is anodized horn yokes
(Continued from Page 13) them have at it The reclining seats are from the Rangemaster version of the Navion produced in the early 1960s The Woodfins are very pleased with the results The instrument panel and the overheard Osborne panel have been finished off in a very professional manshyner The panel is meant for strictly VFR flying but is very well equipped with a loran and nav-com pair All the instrushyments in the plane are brand new To have as safe an airplane as he desired Larry felt it was necessary to replace all the instruments since some were 40 years old
For all intents and purposes the aircraft is a new old airplane Theres nothing not a hose or fitting that has not been replaced or gone over he remarked
Power for the Woodybird II is an E225 series Continental built up of new parts including the crankshaft It was also carefully balanced throughout its assembly
The sign and Woodybird emblem were both painted by Larrys neighbor Neil Kavanaugh Each emblem took 12 an hour for him to paint freehand
This is the second aircraft that Larry has restored The first Woodybird was completed in 1978 Much later he would sell the airplane during one of the Conventions at Oshkosh He has some very interesting comments about that sale now that some time has elapsed One of the things that happens when you restore things is the way it conshysumes you and after its over you beshycome a slave to it The first time around I had become a slave to the machine and I wanted out I just didnt want to do it anymore Well the smart thing to do is to sit on the side and let that pass Well somebody came along with a lot of money and wanted it and I sold it he recalled Two or three years later all of the sudden I realized that I didnt have my airplane anymore and I wanted it back so that started the search for this one
Larry has been a motors ports enshythusiast since his pre-teen years when he tried to convince ills dad to buy him a4 7 Mercury convertible complete with a zebra skin interior When his dad said You cant drive it for another 4 years what are you going to do with it Larry
responded Dad Im gonna polish it To pacify his young sons enthusiasm he allowed Larry to buy a go-cart His family was not rich by any stretch of the imagination but Larrys willingness to work hard on his projects would allow him to continue and he would progress into racing cars at the dragstrip then into sports cars and finally into motorshycycle racing Larry and his wife Debbie began to fly simply as an expedient way to get to motorcycle races since they had a few friends within the racing comshymunity that were making the same trips that they were and did not have to conshytend with a long arduous road trip That sparked the interest that has become a wonderful way to travel Motorcycles are still an important part of his life One of his customers is a favorite of his - Harley-Davidson They use the nails and pneumatic nail guns that Larry sells for a living to assemble the crates the big cycles are sillpped in He is the proud owner of an Ultra equipped with just about everything you would ever want on a motor vehicle including cruise control He and Debbie plan to ride the cruising motorcycle from Maryland to Alaska on a long tour this coming sumshymer He has nothing but praise for the reliability the Harley now has and is very pleased with both his sleek machines - his Harley Ultra and his Ryan Navion The Flagship of the Navion Fleet
If you would like more informashytion on the Navion contact the
American Navion Society Box 1810
Lodi CA 95241-1810 209339-4213
The initial membersillp fee is $60 and then $45 per year for annual dues
VINTAGE AIRPLANE 23
~T ()UI2 ~msJU~ I2HT()I2I~f3 by ~()r-m veter-sen
Davis DI-K N158Y SIN 508 Purchased as a basket case in August
1958 Jack Gretta (EAA 19255) of Chester CT spent six years rebuilding this Davis and installing a 125 hp Conshytinental engine under a one-time STC In 1973 a friend() put the pretty
Piper J-3C-65 N6114H SIN 19275 These photos were sent in by Robert
T (Bob) Hunt (EAA 165963 AIC 6123) of Hackettstown NJ who has been busy rebuilding this J-3 Cub along with George Burns (EAA 221818 AIC 10000) also of Hackettstown The wood spar wings required new spars all new bolts drag wires leading edges and attach fittings The covering was done in Stits HS-90X and Stits Aerothane
24 JANUARY 1992
parasol into the trees and four more years were required to return the Davis to airworthy condition
In 1991 another friend landed 01 N508Y in the trees while towing Jack Gretta in a Schweizer 1-19 glider Jack ended up in the trees also and admits it
A majored C-85 engine was installed along with a new Falcon wood prop (built on the Ole Fahlin certificate) Bob reports the engine started on the very
is a long way to the ground as a passhysenger It is expected the red and white Davis will again be ready for flight in 1992
This is the second Davis that Jack Gretta has owned having owned Davis D1-K N151Y SIN 510 from 1947 to 1956 During those years Jack rebuilt the airplane once and changed the enshygine from a Kinner 90 to a Kinner 165
Jack belonged to EAA Chapter 1 in Riverside CA way back in the early fifties and joined EAA in the mid-sixties while living at Cucamonga CA He has been involved with Davis airplanes for almost 46 years and we happily extend to Jack best wishes for the next 46 years
very first pull The smooth 800 X 4 tires that came with the project were in servshyiceable condition and re-instalLed on the completed airplane
This is the third airplane Bob has restored the first two being a PA-12 Super Cruiser and a PA-22 TriPacer Not one to up and quit having fun he is now commencing the rebuild of a PA-ll Cub Special
1952 Cessna 170B N2650D SIN 20802
This pristine 170B has been given the total TLC treatment since being purshychased in 1988 by its owners Ken and Helen Cobb (EAA 182685) of Naples Florida A new paint job in Alumigrip really improved the outside appearance right down to the original metal wheelshypants Inside a new interior was inshystalled including new seat coverings and the panel was updated with all new radios and complete instrument overshyhaul Under the cowling the Continenshytal 145 was majored to zero tolerance with chromed cylinders The original propeller and spinner were polished to a bright shine As Ken says This project started as a replace all rusty screws with stainless screws and grew into a very nice looking restoration
The 170B has approximately 3100 hours on the airframe with no damage
history heavy gear Cleveland brakes and original engine prop and wheelshypants Although the pretty Cessna has scored well at every fly-in to date Ken and Helen have yet to make the Oshkosh Fly-In We all hope they will be able to
make the flight from Florida to Wisconshysin in 1992 so we can get a close look at N2650D Congratulations to Ken and Helen Cobb on a nice job of replacing rusty screws Your efforts show exshycellent results
Cessna 140A N5300C SIN 15420 Purchased in 1966 by John Lucas
(EAA 370887) and Dave Emmett of
Emporium PA this particular 1950 Cessna 140A has been used for obtainshying STC approval for the installation of
a Continental 0-200 engine The 0-200 engine was purchased
from Lycoming in Williamsport PA who were using the engine for test purshyposes Installed in N5300C the first Continental 0-200 STC was approved Dec 1 1967 with revised approval dates of March 12 1980 July 2 1980 and May 11 1981 The first STC was sold on 12-4-78 and John reports they have been averaging about ten per year since that time Apparently the extra 10 to 15 horsepower makes the 140A pershyform remarkably well which explains the popularity of the STC
John Lucas passed his 80th birthday on July 23rd and has a new partner John Richard Lucas (his son) to carryon the good work with the 0-200 Cessna 140A N5300C Long live the marque
Taylorcraft DCO-65 C-FJLH From the far north comes this photo
of a Taylorcraft DCO-65 C-FJLH owned by Floyd Stromstedt of Box 296 Berwyn Alberta TOH OEO Canada Loshycated in the northwest part of Alberta almost at the beginning of the Acan highway the DCO-65 is the only one in the area in fact its the only one anybody in the area has seen Floyd enjoys flying the 65 hp tandem on wheels however he is curious if anyone has ever put a larger engine in a DCOshy65 such as a C-85 and if anyone has heard of such an airplane being put on floats Any help would be appreciated Write Floyd at the above address
VINTAGE AIRPLANE 25
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
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Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
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(Sponsor Ralph Orndorf) Robert T Warner Leesburg VA William E Warren Parsonsburg MD Mark A Westall Sanibel Island FL Gary S Whittker Kingsport TN Peter A Wickwire Townsend GA Carl J Wilgosz Maple Heights OH Richard S Wilkins
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Germany Robert Wood Cocoa FL Bill Wright Saint Helena CA Paul L Yount Jr Houston TX James L Zale Elizabethtown PA
VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
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PLANS Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings Welded parts availshyable Write to PO Box 228 Needham MA 02192 or call days 617444-5480 (c-1092)
AIRCRAFT OWNERS SAVE MONEY FLY AUTOGAS If you use 80 octane avgas now you could be using less expensive autogas with an EMmiddotSTC
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30 JANUARY 1992
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 1 9 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership (FAX (414) 426-4873
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
~~~~ lgt~~ bull y bull
~VJ~ ~ bull ~llJ~f~- ~ bull S~fmiddotl
The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
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Navions Navions everywhere Navions 49 Navions of one type or another came to EAA Oshkosh 91 from the American Navion Society Convention in Appleton Wisconsin A few others arrived swelling the total on the ground in this photo to 56
bell on the fuel pump stopped dinging far too early The pump registered only 20 gallons and the fuel was at the top of the filler neck Something was dreadshyfully wrong here The normal fuel capacity was twice that amount An investigation into the problem revealed the reason The Navion had not been flown for 7 years prior to Larrys purshychase having gone down in a forced landing At that time it was surmised the fuel vent system had been plugged so that as fuel was being drawn out of the fuel tanks by the engine driven pump the tanks were collapsing The fix for the fuel system problem was simple - the wing must come off Right then and there the serious restoration of the Navion began in ernest The entire airframe would come under close scrutiny as Larry wanted the safest posshysible airplane he could restore His thoughts on the effort required to restore an airplane could apply to anyone The devotion you put into them obviously you deprive a lot of family responshysibilities to do this and a lot of grass cutting on Saturday to come up with one of this caliber but it has been worth it
Compare the Navion in the photos with these two views from the 1947 Aircraft Yearbook You can readily see the chanshyges from the mod work done through the years
its been a very nice airplane a very safe airplane and I think thats what we like about it Larry has two teenage daughters Erin and Tara and his wife Debbie as cabinmates in the limousineshysized cockpit of the Navion It will carry literally anything that you can get into it and with three females at home thats usually what happens They want to bring everything but the kitchen sink
With his family his primary passhysengers Larry wanted an airplane that was as safe as he could reasonably exshypect it to be He likes the rugged build of the Navion (after all it was designed by the same folks at North American Aviation who brought us the P-51) and the reputation the plane has for being very strong Aerodynamics seems to always be a series of forces in comshypromise and the Navion is no excepshytion All that strength comes at a cost With a maximum gross weight of 2750 pounds the Navion is not the fastest retractable 225 hp airplane around The Woodybird II as Larry has named the Navion will cruise at a reasonable 132 knots while burning about 12 gallons of
A vgas per hour A little history on the Navion First
concei ved in the fertile mind of Dutch Kindelberger at North American A viashytion the NA-143 was to be North Americans entry into the what was exshypected to be the booming post-war civilian aviation market When the first production NA-145 Navions hit the ramps in 1946 they were touted in ads as having been manufactured by the Creators of P-51 Mustang and Advanced Army and Navy Aircraft Hoping to capitalize on name recognishytion by the military pilots who flew in combat the Navion would remain in production at North American until April 15 1947 With 280 of the 1109 produced still unsold the manufacturshying rights to the Navion were sold to Ryan Aeronautical in San Diego California They produced the airplane from 1948 until 1951 manufacturing 1265 Navions before shutting down the line Later versions of the plane were the D E and F models essentially remanufactured Navions with revised engine installations In the 1960s and 70s a version of the airplane known
as the Rangemaster appeared Sporting a full cabin instead of the bubble slidshying canopy the Rangemaster looks markedly different than its older brother Fewer than 300 of the
12 JANUARY 1992
o u
With just a bit of a crosswind Larry with his brother Jerry flying co-pilot breaks ground with the immaculate Woodybird II from runway 18 at Oshkosh
Rangemasters have ever been built Many have noted that the Meyers 200 bears a passing resemblance to the Ranshygem aster The type certificate for the Navion is now owned by the American Navion Society
The Woodybird is one of the aircraft produced by Ryan in 1949 Like most of its breathern Larrys Navion boasts a logbook full of modifications including a new oneshypiece windshield that features a sleeker profile The windows have been changed also The side windows feashyture a sleek flush mounting and the side windows are expanded in area as well as being one piece It really allows sushyperb visibility out of the cockpit The other modifications include the Palo Alto Tail a revision to the incidence of the horizontal tail The Navion originally had excessive incidence that caused too much drag during cruise flight Aileron balance kits have been added removing the goose egg balshyances from the ailerons and replacing them with an internal balance One of the most noticeable changes to anyone who had seen the Navion when it was new is the revised cowling
on the Woodybird The first Navions sported a rather ineffective updraft cooling system with a prominent chin grille below the prop Many early Navion owners would not have their engines reach TBO because of high oil temperatures Most of these have now been changed to the standard pressure cowl seen on this Navion About the only modification that he has not been able to add is an outside bagshygage door Unless you own the papershywork for one of these doors they simply are not available The latest addition to the airframe Larry plans is the addition of a rear step to make it a bit easier to climb into the cabin
The paint and trim on Larrys Ryan is Alumigrip selected for its durability and high gloss shine All of the paint and the prep work was done by a professhysional painter One of the most striking aspects of the Woodybird II is the painted-to-match propeller When he returned from Oshkosh one year Larry
was all set to paint the prop black with yellow tips just like many of the Warshybirds he had seen His wife Debbie nixed that idea though She talked him into doing something different The idea came from the Lopresti Swiftfury project which features a color scheme that includes a single color for all parts of the airframe Maintaining a prop painted like this is an ongoing effort Touching up the paint is a once a month maintenance item but Larry it quite pleased with the way it looks It does add a lot of character to the aircraft he noted The Woodybird emblem on the side of the fuselage also adds a bit of whimsy to the sleek 4-placer A neighshybor Neil Kavanaugh is a professional painter who is known around the country for his work in gold leaf and well known for his artwork gracing a few yachts In exchange for an Oshshykosh hat Neil applied the Woodybird to each side of the fuselage
The interior was dpne in the third year of the restoration A local shop that
specializes in Ferraris was interested in
tackling the job and Larry let (Continued on Page 23)
VINTAGE AIRPLANE 13
Child Of The Fifties A year and a half ago after earning
my private ticket I decided I wanted to own a plane After discussing the idea with my precious wife she said Well OK so long as it doesnt cost anyshything To many people that would have been the end of the whole thing But a newly licensed pilot is a dangerous thing I began to think I looked around the house for anything that I could sell barter or otherwise convert into a plane Then I saw it The boat on a trailer out in the yard What good was it anyway It was winter So I placed an ad in Trade-a-Plane It ran like this HAVE BOAT NEED PLANE WANT TO SWAP Quite frankly I was completely open to just about anything When the deal was done my boat was on its way to Missouri and I had a 1958 Straight Tail Cessna 172 It was a 14 JANUARY 1992
by Nino Lama Ale 12423
curious craft Being new in the world of have to go back to the fifties aviation I had never seen a 172 that So lets go back to a special time in looked like that I had trained in a plane history Even though we may say we called a Cessna 172 but it bore no remember those years our memories resemblance to my new acquisition tend to fade Heres a memory jogger
As it turns out what I had gotten in well start with those people who barter was something really special It flavored life for us - Marilyn Monroe was my child of the fifties To best Willie Mays Ike James Dean Joe understand why its so special we really McCarthy General MacArthur
Richard Nixon VICE President and Elvis Elvis was a firey 19 year old when he recorded his first song He made it big with his ducktail haircut and perpetual sneer If youre not back in the fifshyties with me yet rememshyber these Hound Dog All Shook Up Dont Be Cruel and Burning Love They were all on the album Heartbreak Hotel released in 1956 In 1958 Elvis married Priscilla Beaulieu and was drafted into the Army
If Elvis wasnt your thing then maybe youll
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now in regular use $54950 fob Wichita
fLYING-May 1956
remember Patti Page and Peggy Lee The Music Man West Side Story or Mack The Knife The Top Hits of the Fifties read like this 1950 - Goodshynight Irene 1951 - Tennessee Waltz 1952 - Cry 1953 - Song From the Moulin Rouge 1954 - Little Things Mean Alot 1955 - Rock Around the Clock 1956 - Dont Be Cruel 1957 - Tammy 1958 - Vol are and 1959shyMack The Knife
While the Pentagon under Charles E Wilson was undergoing the greatest build up of power in all history and the nation was in the grips of the peak of the Cold War the kids wore Davy Crocket hats and bought 30 million hula-hoops
The large cabin of the four-place Cessna allows room for a well equipped panel
It was the fifties that saw us become a nation of surburbanites Barbecues and the cocktail circuit were our escape Some of us built bomb shelters We fought in Korea We watched Bogie and Bacall Lucy and Ricky George and Gracie Sid and Imogene Kukla and Ollie and Jack Parr
In 1958 and 1959 AlaskaandHawaii became our 49th and 50th States Texans just had to cope with being the SECOND largest state in the Union The Russians launched Sputnik and then followed with a satellite manned with a dog It was the 1950s that saw a brave black woman refuse to give up her seat on a bus in Montgomery to a white
man Her arrest sparked the young and vibrant Martin Luther King into peaceshyful protest that changed us forever
If you were there but dont remember any of this then you must have been a Beat The coffeehouses oozed with smoke and poetry to the sound of finger snapping and bongos Slow blues protest songs and Depression ballads were cool
It was the era of cocktail circuits baby-sitters and back yard barbecues Cars were big powerful and made of plenty of metal Kitchens were jammed with chrome appliances and decorated in lots of bright reds yellows and blues Bicycles were sturdy with wide tires and built-in headlights
That was the Fifties The world of aviation was pretty exshy
citing back then There were a lot of thinkers and dreamers In the fifties a dreamer wasnt just someone who thought that ten more knots or a little more range would be nice Moulton B Taylor of Longview Washington was a 1950s dreamer He builtthe AEROCAR It was licensed in 1957 He envisioned one in every garage A subcompact car pulling a small trailer that made up the conversion of the auto to a comfortable family airplane Thats thinking Piper aircraft built and tested a twin engine Tri-Pacer It had two engines on one shaft turning a four-bladed propeller VTOL (Vertical Takeoff and Landing) aircraft were seen as the future for military aircraft It was a propeller driven plane that landed squarely on its
VINTAGE AIRPLANE 15
II
Now METCOmiddotAIRE
Presents
The New (Lett) Prior to the introduction of the straight Tail 172 Met-Co-Aire offered this nosewheel conversion of the standard Cessna 170 Ninos 172 sports the redesigned
CESSNA 170 TRICYCLE GEAR Look al Ihis
MODERN 170 Note excellent visibility the beautishyful lines Engineered and designed to increase the utility and beauty of your Cessna A conversion that enhances the appearance and value of your airplane Fully steerable with rudder pedals assuring safe quick stops with positive ground control at all times
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Tricycle Gear Conversion for the Cessna 180 will be available in the near future
Fuselages for Stinson amp Piper Metal Wings Cessna-Stinson-Ercoupe
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LAmbert 5middot6521
16 JANUARY 1992
fin and rudder of the true 172
tail with the nose pointed straight up Thats dreaming
A viation was advancing Lockheed built the first prop-jet airliner The Douglas RB 66 twin engine jet reached the magic Mach 1 In the more munshydane vein a man named Piper was president of Piper Aircraft Richard Nixons brother-in-law Tom Ryan was a flight instructor and taught some of Hollywoods best to fly The four enshygine Super Constellation airliner ruled the sky They cost $2 million each Air fare from New York City to Los Anshygeles was $160 round-trip The Mooney Mark 20 hit the market
The fifties gave us a lot Who doesnt get a thrill at the sight of a candy apple red 56 Corvette or a jet black 57 TshyBird And Rock and Roll born of the fifties the more it changes the more it stays the same
So now let me tell about my Child of the Fifties I believe it to be one of the finest aircraft ever designed the Straight Tail Cessna 172 Truly born of the fifties its roomy comfortable and made of plenty of metal Im going to tell you about this aeroplane from the prospective of the era In 1955 Dwane L Wallace studied the plane and test flew it
The Businessmen have demanded a low cost easily handled plane to fly themselves Cessna has responded with a tricycle gear model Although there may have been such a demand made its also likely that Cessna was respondshying to the competition of the marketplace The Tri-Pacer with its tricycle gear was sweeping the market and giving the Cessna 170 taildragger a
run for its money The Tri-Pacer ads of the time showed a young woman dressed fonnally at the helm and spoke of flying ease room and comfort In 1957 even the guppy shaped Champ was fitted with a nosewheel and renamed the Tri-Traveler
The goal was to sell the public on the ease of flight The landing gear on the Straight Tail 172 was called LAND-O-MATIC landing gear The ads of the time said that all the pilot needed to do to land was drive the airplane down and it landed itself (And to think I took all those lessons) When the 172 was introduced in 1955 it was meant to supplement the popular Cessna 170 Cessna said at the time that there was no intention to replace the 170 but rather to offer the businessman an easier to fly and more comfortable airplane By 1955 there were 5000 170s flying The manufacshyturer also stated that the 172 was not a reworked 170 but a totally new design The striking feature of the 172 is with no doubt the prominent Straight Tail Engineers found that with the raising of the tail with tricycle landing gear a bigger tail and rudder provided better taxi takeoff and landing performance The newly introduced 172 boasted some special features including a low center of gravity resilient spring steel main landing gear and the same sturdy nosewheel as the big brother Cessna 310 The controls were not interconshynected and provided steering with the rudder or independent brakes steerable nosewheel or combination of the three Magazine advertisements said You drive it like a car
With its Land-O Matic landing gear and roomy cabin the early 172 was the precursor of what would become the most popular light plane of all time
C L Hamilton did the check ride for Flying magazine in November 1955 He calls the cockpit roomy lower and level as compared to the 170 Since dual controls were sold only as an option the test plane had only left hand controls That made the cockpit seem huge Taxiing the 172 was a revelation with the same feel and visibility as the Aero Commander Hamilton wrote About the only chance for ground damage when taxishying the 172 would be dropping the nosewheel into a hole In the air the 172 showed the same pleasant characshyteristics of the proven 170 except that the 172 is more stable - You can slow down until the needle stops inshydicating and she just goes on slow and steady The landing approach differs from the 170 as the 172 uses a very steep nose down approach Hamilton wrote With full 40 degrees on the paralift flaps overshoot slightly dump the flaps touch down with brakes on and youre in someones back yard We did it in 250 feet down and stopped In an emergency it no doubt could be
development was th e Met-Co-Aire Companys conversion of the 170 to tricycle landing gear (see copy of 1955 ad) Despite the statements of Cessna and the conversion by Met-Co-Aire the 170 was doomed to be replaced by the easy to fly 172 If you fly a 172 that has a back window and swept tail dont think youve experienced the classic 172 that changed the look and feel of light plane flight Youve only exshyperienced a distant relative The 172 of the fifties is not the same aeroplane as the modern version Upon entering the Classic 172 one is immediately imshypressed with the incredible visibility both overhead through the huge windscreen and forward over the cowlshying that does a great disappearing act down to the spinner The pilot and comshypanion sit very high in the cockpit adding to the feeling of openness and spaciousshyness The engine seems to run smoother than the contemporary version and it does It is afterall a small six cylinder engine compared to the larger four banger in the modern 172 One of the greatest joys of flying the Classic comes
the floor between pilot and copilot The bar clicks upward as the enormous para lift flaps drop from 10 to 40 degrees On your first flight it seems like youve just moved half the wing when you apply flaps In the air shes stable as a rock and trims easily for hands-off flight You wont set any speed records but you can count a solid 104 miles per hour burning about six gallons per hour And oh what a view
There s a new type club called the STRAIGHT TAIL CESSNA CLUB It was founded by my good friend and Straight Tail owner Ernie Colbert Ive recently been honored with the title of President The club currently has about 100 members and is growing fast Each member shares a great love for the Classic Straight Tail Cessna and knows that with change improvement does not necessarily follow I hope youve enshyjoyed this article The next time you see one of the Straight Tail Cessnas taxi by on its Land-O-Matic landing gear think of Elvis Bogie and me
Thanks to Richard VanEmerick my good friend for the classic Flying
done in less than that when its time to lower the flaps Flaps magazines used in this article An interesting contemporary are controlled by a great Johnson rod on
Rudy Eskras Stearman by Rudy Eskra
ANTIQUECLASSIC GRAND CHAMPION
MIDEASTERN REGION 1990
So much has been written about the Stearman its characteristics and resshytoration that it sometimes seems that everything that needed to be said about it has been said Undaunted AntiqueClasshysic owners all like to tell their own stories This is mine
This particular example was built for the Air Force in October 1944 thus being one of the last produced of a great series In the ensuing years since it was manufactured it has only been flown about 2300 hours I acquired it in 1979 It was in very good condition then and to the best I can determine it always has been Rather than the owner I look upon myself as a temporary custodian or caretaker and very fortunate to be that I hope that when it goes to the next owner it will be in better condition than when I got it and that the next guys can keep it going for many years to come
Its equipped with the 225 hp Lycomshying which with its nine cylinders biting them off clean sounds and runs
1 B JANUARY 1991
smoother than some of the other engines with which Stearman were equipped
In 1989 my friends and I stripped it down completely and replaced or refurshybished everything we thought could be improved We spared no expense as a whole drawer full of receipts and a very patient wife will attest to The engine was completely overhauled with cylinders chromed back to standard new pistons rings valve guides valves bearings The works Of course all parts were magna fluxed in the process
We found the wing woodwork in exshycellent condition and just a few small corrosion points on the fuselage tubing After refinishing the structure we inshystalled some new fuselage stringers (bird cage) which presumably had been broken when the airplane was pushed on its sides These aluminum stringers tend to precipitation harden and grow brittle with age
We recovered all surfaces with heavy duty Ceconite The final finish after the butyrate process on the fuselage center wing section and fins was two part Ranshythane polyurethane The blue trim was DuPont Imron However we used Ranshy
dolph butyrate dope exclusively on the wings aside from the trim Our reasonshying for doing this was because the polyurethane has less tendency to stain under the onslaught of engine emissions than dope and with its glossy surface is a pleasure to wipe down
Gasoline dye for example can penetrate dopes and lacquer finishes clear down to the fabric Since the wings are out away from this conshytamination but subject to more hangar rash and might need occasional touchshying up we felt that dope might be easier to touch up than the urethane
There has certainly been a lot of exshycellent information written about recovering and restoring Stearman aircraft and probably done by people far more versed in the art than I I got a lot of tips from reading and hearing them Some of the really good ideas came not from the professional manuals but from nonprofessional restorers We did do some of the things which we had developed on our own and felt improved the quality of the job somewhat Many of them are minor but perhaps the really first-class jobs are a collection of fine
details They have not been exhaustiveshyly tested in the laboratory but they worked for us To the extent they are of interest Ill pass them along here
Paints tend to grow more brittle with age and will crack from vibration where fabric stretches over sharp edges Even though this plane was over 45 years old and must have been recovered several times we were surprised to find a lot of sharp edges on many of the wood parts that come in contact with the fabric These were sanded to a small radius Ceconite reinforcing tape was applied on top of the fabric very liberally wherever the fabric laid over any edges and highly stressed skin locations far more than on the original This required a lot more painting and sanding between coats to hide the tape but in the end I think we have a finish which is far more resistant to cracking
Aircraft material suppliers may recommend that you buy some of their duct tape to cover any seams in aluminum parts such as on leading edges Apparently masking tape was used in these places in the original process and we preferred that since the duct tape is too thick and protrudes through the finished fabric
In order to provide a smoother surshyface over the aluminum D-section leadshying edges on the wings we first covered and heat shrunk an extra layer of fabric over them This tended to bridge over the seams and dimpled areas before inshystalling the fmallayer of Ceconite
All the experts will tell you to brush on the first coat of fabric primer such as Dacproof or whatever process youre using This may be right but you can often sand about 15 or 20 coats before the brush marks disappear I believe the reasoning is that brushing the stuff (which I suspect is really nitrate dope with a dye) will help you get it down into the fabric so it interlocks with the fibers Thats important because it alshymost must depend upon a mechanical bond to get it to stick to the dacron We found we could get full penetration by spraying so we sprayed and were satisshyfied with the result It is important not to oversaturate the fabric of course since it will drip onto the opposite fabric and these drops are very hard to hide
If you ever scrape or chip a doped finish you invariably find that the separation occurred at either the top or bottom interface of the silver dope coat
less adhesion and a lower tensile strength than clear dope since the aluminum particles are really impurities in the dope For this reason we kept the aluminum coats down to the minimum required to pass the light bulb opacity test thus providing the radiation shield for ultraviolet light About two coats of silver seem to accomplish this The rest of the many coats before the color was applied were clear butyrate which seems to stay more strong and pliable throughout its life Its not as easy to sand as the silver but I suppose thats another testimonial to its physical properties over that of the silver
Our inspector insisted that all rib stitching knots must be exposed as in the original rather than pulled under the skin as in Staggerwing Beech process We located aligned and perforated all the rib stitch holes with chalk lines snapped uniformly spaced across the length of the wing Of course these knots were located on the bottom of the bottom wing and on top of the top wing The result is a nice uniform appearance like lines of rivets when sighted from the end of the wing
Some like to make pie shaped slits in the tape to take away excess material where it wraps around the wing and fm tips Theres almost no way of hiding these cutouts under the finish so we didnt use that method Instead we heat shrunk the uncemented tape edges down after first cementing the tape on the ridge line of the bend only The tape edges were then cemented after they lay nice and snug on the surface This is not an original idea with us but the superior results make it worth mentioning
Some experts though not all recomshymend that when taping both the tape and the fabric surface to which it is applied be first painted with cement If this method is used air bubbles are trapped under the wet tape and very hard to remove We had better luck by apshyplying a very wet coat of cement to the fabric only and leaving the tape dry so that the air can be forced up through it Then a thirmed coat of cement can be applied to saturate the tape after its down smooth
Some cements as they come out of the can tend to dry rapidly or rope as you spread them One old-time airplane maker suggested we mix the cement with 30 percent nitrate dope and 30 pershycent nitrate thinner This not only eliminated that problem but also seemed to make the cement stick better
We used a hot knife to cut all the fabric in order to produce a clean sealed edge without the annoying ragged threads To do this we hammered and ground the copper tip of a forty watt soldering iron to a knife edge On another iron we rounded off the copper tip to a spherical radius and used it to hot pierce fabric drain holes after the lifesaver reinforcements were ceshymented in place I havent heard if anyone else uses this method but it realshyly works slick leaving a high strength fused ring on the hole perimeter The stiff plastic life saver reinforcements that are available commercially often curl or warp somewhat due to the shrinkage of the cement I believe that reinforcements punched out of leather stay flatter and more flexible while still strengthing the edge of the drain hole
Were convinced that silver dope has Rudys pretty white with blue trim Stearman runs up on the ramp
VINTAGE AIRPLANE 19
At the points where the rudder cables exit through the fuselage fabric we heat formed little vee-shaped plastic fairings to cover these points This produced a nice streamlined effect I think after covering them with another patch of fabric and ftnishing
When patches of fabric are needed such as those used to cover the inspecshytion rings we found a way to make the fabric patch much more manageable We stretched a piece of fabric over the open end of a small wooden box This was given the fabric prime coat shrunk with an iron and the required patches cut from it These stay nice and flat when theyre cut and cemented in place
Removing old paint from the cowling and other aluminum parts is no fun at all In scraping it off you stand the chance of scraping through the grey anodized surface also I gathered all of the painted aluminum pieces and took them to a furniture stripper who dipped and cleaned the whole works for $60 which I considered money well spent These were sprayed lightly with two part Dupont Varprime primer which Im convinced is better than the old zinc chromate originally used
The finish resulting with the Ranshythane polyurethane is superb and in this particular project at least seemed to be even more glossy than the Irnron we used on the leading edge trim During the work we had a lot of good consultshyations and help over the phone with the Randolph people We were also able to get a very good gloss in the white butyrate dope by keeping the wings flat and horizontal while spraying and floatshying on a lot of dope The final coat was thinned out more to give a good gloss Although we have no proof we suspect also that excessive thinning of the other coats of butyrate reduces the finished strength of the dope And this was also the opinion of an old-timer who used to do fabric at the Naval aircraft factory
We used 3M tapes for the finish color stripes in 34 inch and one inch widths This seems to have excellent adherence in service yet can be lifted off and retaped during the application in places where you didnt get it quite right the first time There is a thin transparent membrane of protective tape on top of it which must be removed after installashytion since this will yellow with age and will bake on permanently if it spends any time in the sun Its hard enough to peel off when its new
Taking a tip from the automobile
20 JANUARY 1991
The neat and tidy installation of the battery box and relay control panel mounted ott of the firewall
body guys we used nothing but 3M masking tape also as some of the cheap brands can really give you trouble either not sticking or sticking too hard When taping over new paint we first pressed the sticky side of the tape onto our work clothes to reduce the posshysibility of damaging the fresh surface with too much adhesion
One other problem can give you fits on a Stearman if youre not careful When installing the bird cages (stringers) on the fuselage tubing strucshyture its a good idea to temporarily inshystall the cowling and tail cone fairing in order to properly position the stringer assembly fore and aft Finding out that the cowling doesnt fit after the fabric is finished could really spoil your day
Its always amazing to see vinyl material used around the cockpit coamshy
ings of some real prize winners I found that nice glossy pieces of kid leather can be bought rather cheaply at places like Tandy Leather providing an authenshyticity that can be spotted a long way off For the coaming padding rather than layers of felt as used originally I tried some foam pipe insulation which is conveniently pre-slit fits nicely and after lacing the leather with rawhide seems to do a better job
During one of the routine magna flux inspections of the McCauley steel prop one tiny bit of corrosion at the blade hub fillet officially ended its flying career Although this was a devastating development I reflected that pulling the prop and delivering it for inspection to a prop shop 80 miles away - this every 100 hours - was a nuisance And I never could get through the hundred
Rudy Eskra and his prize winning stearman at the Mideastern Regional Fly-In in Marion Ohio
hour period without one protractor readshyjustment of the blade angles since both the centrifugal and aerodynamic forces tend to move the blades toward low pitch I decided to try a new Sensenich wood prop I was pleased to find that this yellow birch club is about 30 pounds lighter produces markedly less noise and vibration and seemed to result in no degradation in performance I believe that there were three pitches available I selected the middle one and I think I guessed right for operating in the low level elevation in the Great Lakes area
In reading about prop flight test comshyparisons Im always a little suspicious of conclusions drawn from airspeed data derived from a few test runs given all the variables in atmospheric condishytions instrument and observer error so I didnt bother trying to get too technical about it For what its worth my friend with a constant speed Hamilton on a 300 hp Stearman flys formation with me occasionally and seemed impressed with the airspeed of the lower-powered plane
When disassembling the wings we backed all flying and landing wires off
exactly four turns This permits reasshysembly to its previous condition whatever that was However we decided to go through the rerigging proshycedure anyway In doing this we folshylowed the Air Force maintenance and erection instructions - all 11 pages Dihedral and incidence boards were made up from the drawings and all dimensions and angles brought into tolerance Here again its my feeling that the plane is quite stable and pershyforms well
My airplane was absolutely standard when I got it except for the usual reshyplacement of the Bendix brake master cylinders I didnt mind hand cranking the inertia starter but there is no really safe and legal way to do that when going
Jout for a solo flight as many have found to their horror There must be a qualified pilot or mechanic at the conshytrols when youre out there turning the crank I therefore decided to install an electrical system
Designing the electrical system which incorporated a new alternator and rebuilt Bendix starter was the easiest part of the job Gathering all the documentation for application of all the
components and obtaining FAA apshyproval took a great deal of time and effort Since I do aerobatics I wanted a battery case and system which could withstand nine g So None seemed available so I designed and built a subshystantial aluminum case with a separate battery hold down assembly built in The Gil 35 battery manifold vent is conshynected to a bicarbonate of soda bottle with a clear plastic hose then down inside the landing strut fairing and overshyboard
There seems to be a tendency for the brakes to grab which can give the rear pilot a quick lift up about five feet in the air on first application A lot of this low level aerobatics can be prevented by applying only one brake at a time but the grabbing tendency can still be quite annoying To combat this I filed a chamfer about 1 14 inches by about 20 degrees from the leading edge of the primary shoe This is the top of the front shoe which provides the servo forces on the secondary shoe Brake operation is effective yet smooth Of course the brake lining must be kept free of oil and moisture and if they do get soaked its best to replace the friction material
VINTAGE AIRPLANE 21
The stainless steel exhaust manifold on the Lycoming 680 is also a challenge to ftnish I suspect chrome plate would tum blue in places I went through about ftve different high temperature silver paints and the best one Ive found is VHT 1200 degree paint made by Sperex Corporation in Gardena California But nothing lasts forever on that hot surface
If you have ever had a King KX145 NA V -COM radio youll probably agree its not a technological miracle When mine is working I get complaints from approach control that the transmisshysion is weak and garbled when heading inbound at eight or more miles out I noted that this improved if I turned and pointed the aircraft tail toward the airshyport This led me to believe that the engine and other metal parts ahead of the antenna were blocking the antenna signal I decided to move the antenna which was mounted over the aluminum baggage compartment aft of the rear cockpit to a position above the center wing tank using the large aluminum gas tank as a ground plane The antenna was mounted on an aluminum bracket attached to the center square tube brace above the tank A short bonding strap was connected to the tank filler neck providing a good ground With the anshytenna in this position we have had no further complaints from the tower from the same distances out
In addition to an Omni in the transceiver I bought a portable Loran which is small enough to carry in a coat pocket This has not been entirely trouble free either but the Ray Jefferson Company people have been very helpshyful Although I dont do a lot of crossshycountry it has given me some very accurate guidance It is basically a marine unit derivative and cost about $300 Although it provides ground speed and other data I find the heading and DME are just about all I need and often direct me right towards the exact center of the destination airport
In routine operation of a Stearman there are two things which I regard as being just as critical as fuel and engine oil One is keeping those big soft main tires properly inflated and the other is to make sure the tail wheel steering asshysembly is in good working order These are very important for stability and conshytrol during roll-out which Ill discuss later Tail wheel lock mechanism 22 JANUARY 1991
should snap in place smartly and the tail wheel steering cables must be snug The tail wheel tire pressure needs a lot of attention also but for a different reason It carries a heavy load for its size and if its run underinflated youre looking at tire fabric in a very short time
There are at least three brands of tires available for the Stearman One has a tread made up of rectangular blocks another has concentric rings or grooves and the third is the classic Goodyear diamond tread I found the block tread was good for about 500 landings on concrete the grooved would do about 700 From a vintage appearance standpoint I prefer the diamond tread a pair of which I bought from Wilkerson Tire in Crewe West Virginia These Goodyear tires are produced in Sao Paulo Brazil where the molds were apshyparently moved to a number of years ago
In doing this restoration I found it a very enjoyable experience I got a tremendous amount of help from people like Glenn Gibbs of Stony Ridge Ohio who has become a very skillful fabric man and indeed many of his ideas are included here and from Frank Leffel who did much of the spraying and Tony Eskra who sanded his share of it Herb Wilford Chief Aircraft Maintenance at Dana Corp was one expert who made sure we stayed in line technically Looking after a half dozen jet aircraft Herb runs a very efficient operation with immaculate hangars and shops
There were many others of course and we spent a lot of enjoyable winter evenings working together and bantershying back and forth It was a great escape from the demands of a corporate management position and I slept most soundly during that period
I think the only real frustration aside from the staggering prices was waiting for delivery of parts and purchased sershyvices Delivery date promises were alshymost routinely ignored thus running the total project time over one year Apshyparently keeping promises has gone the way of the 45 rpm record in this country
There are a few lessons which may seem obvious but I feel are worth restatshying First of all the investment in both time and money is extremely high so its worth doing right and this includes buying the best material available
In the course of the work one can ftnd
a host of opportunities to take a shortcut and save some time or material In general these temptations are best avoided When the job is finished and its almost good enough no one will probably know the difference except you every time you look at that bird If youre anything like me youll always see enough defects no matter how careshyful you were I remind myself if its not quite right tear it up and do it over again Ive never regretted doing that
If may add a few observations to the myriad of information that has been written about the Boeing Stearman I have owned it now for 12 years and I still get a great thrill flying it Some say its heavy on the controls but 1 dont agree Solid yes but not heavy If you properly coordinate rudder and aileron stick pressures seem quite normal It is very forgiving I think with a good balance between responsiveness and sensitivity In short its a real pussy cat in the air Though it has a slow roll rate it loops beautifully spins easily but quits at the precise moment middot when youve had enough Strength - its like a Sherman tank Its solid feel derives from the lack of control-induced deflection owing to the truss biplane structure the use of control rods rather than cables and the basic rigidity of the tubular steel fuselage
Landing and roll-out is a little difshyferent with the task of keeping things in hand left entirely up to the pilot If ever there was a machine thats dynamically unstable in roll-out this must be it Response rate must be swift and instincshytive so a bit of concentration is helpful Over the years Ive logged 1430 landshyings in this machine Some of them would measure 58 on the Richter scale As I said its a rugged beast so the only damage was to my ego
A round carrier type approach seems best but youd better have a softer imshypact than the F-14 does or youll bounce 20 feet in the air If its done just right those big balloon tires come into play and nothing can match the soft quiet touchdown of a Stearman Most of the time it seems to land itself perfectshyly leading one to believe theres really nothing to it OK but I think Gordon Baxter our foremost Stearman spokesshyman had it right when its on the ground you cant trust it unless its tied to something
The E225 series Continental is enclosed in a very clean instalshy N22LW features this smart looking panel with padded ramshylation The baffling is anodized horn yokes
(Continued from Page 13) them have at it The reclining seats are from the Rangemaster version of the Navion produced in the early 1960s The Woodfins are very pleased with the results The instrument panel and the overheard Osborne panel have been finished off in a very professional manshyner The panel is meant for strictly VFR flying but is very well equipped with a loran and nav-com pair All the instrushyments in the plane are brand new To have as safe an airplane as he desired Larry felt it was necessary to replace all the instruments since some were 40 years old
For all intents and purposes the aircraft is a new old airplane Theres nothing not a hose or fitting that has not been replaced or gone over he remarked
Power for the Woodybird II is an E225 series Continental built up of new parts including the crankshaft It was also carefully balanced throughout its assembly
The sign and Woodybird emblem were both painted by Larrys neighbor Neil Kavanaugh Each emblem took 12 an hour for him to paint freehand
This is the second aircraft that Larry has restored The first Woodybird was completed in 1978 Much later he would sell the airplane during one of the Conventions at Oshkosh He has some very interesting comments about that sale now that some time has elapsed One of the things that happens when you restore things is the way it conshysumes you and after its over you beshycome a slave to it The first time around I had become a slave to the machine and I wanted out I just didnt want to do it anymore Well the smart thing to do is to sit on the side and let that pass Well somebody came along with a lot of money and wanted it and I sold it he recalled Two or three years later all of the sudden I realized that I didnt have my airplane anymore and I wanted it back so that started the search for this one
Larry has been a motors ports enshythusiast since his pre-teen years when he tried to convince ills dad to buy him a4 7 Mercury convertible complete with a zebra skin interior When his dad said You cant drive it for another 4 years what are you going to do with it Larry
responded Dad Im gonna polish it To pacify his young sons enthusiasm he allowed Larry to buy a go-cart His family was not rich by any stretch of the imagination but Larrys willingness to work hard on his projects would allow him to continue and he would progress into racing cars at the dragstrip then into sports cars and finally into motorshycycle racing Larry and his wife Debbie began to fly simply as an expedient way to get to motorcycle races since they had a few friends within the racing comshymunity that were making the same trips that they were and did not have to conshytend with a long arduous road trip That sparked the interest that has become a wonderful way to travel Motorcycles are still an important part of his life One of his customers is a favorite of his - Harley-Davidson They use the nails and pneumatic nail guns that Larry sells for a living to assemble the crates the big cycles are sillpped in He is the proud owner of an Ultra equipped with just about everything you would ever want on a motor vehicle including cruise control He and Debbie plan to ride the cruising motorcycle from Maryland to Alaska on a long tour this coming sumshymer He has nothing but praise for the reliability the Harley now has and is very pleased with both his sleek machines - his Harley Ultra and his Ryan Navion The Flagship of the Navion Fleet
If you would like more informashytion on the Navion contact the
American Navion Society Box 1810
Lodi CA 95241-1810 209339-4213
The initial membersillp fee is $60 and then $45 per year for annual dues
VINTAGE AIRPLANE 23
~T ()UI2 ~msJU~ I2HT()I2I~f3 by ~()r-m veter-sen
Davis DI-K N158Y SIN 508 Purchased as a basket case in August
1958 Jack Gretta (EAA 19255) of Chester CT spent six years rebuilding this Davis and installing a 125 hp Conshytinental engine under a one-time STC In 1973 a friend() put the pretty
Piper J-3C-65 N6114H SIN 19275 These photos were sent in by Robert
T (Bob) Hunt (EAA 165963 AIC 6123) of Hackettstown NJ who has been busy rebuilding this J-3 Cub along with George Burns (EAA 221818 AIC 10000) also of Hackettstown The wood spar wings required new spars all new bolts drag wires leading edges and attach fittings The covering was done in Stits HS-90X and Stits Aerothane
24 JANUARY 1992
parasol into the trees and four more years were required to return the Davis to airworthy condition
In 1991 another friend landed 01 N508Y in the trees while towing Jack Gretta in a Schweizer 1-19 glider Jack ended up in the trees also and admits it
A majored C-85 engine was installed along with a new Falcon wood prop (built on the Ole Fahlin certificate) Bob reports the engine started on the very
is a long way to the ground as a passhysenger It is expected the red and white Davis will again be ready for flight in 1992
This is the second Davis that Jack Gretta has owned having owned Davis D1-K N151Y SIN 510 from 1947 to 1956 During those years Jack rebuilt the airplane once and changed the enshygine from a Kinner 90 to a Kinner 165
Jack belonged to EAA Chapter 1 in Riverside CA way back in the early fifties and joined EAA in the mid-sixties while living at Cucamonga CA He has been involved with Davis airplanes for almost 46 years and we happily extend to Jack best wishes for the next 46 years
very first pull The smooth 800 X 4 tires that came with the project were in servshyiceable condition and re-instalLed on the completed airplane
This is the third airplane Bob has restored the first two being a PA-12 Super Cruiser and a PA-22 TriPacer Not one to up and quit having fun he is now commencing the rebuild of a PA-ll Cub Special
1952 Cessna 170B N2650D SIN 20802
This pristine 170B has been given the total TLC treatment since being purshychased in 1988 by its owners Ken and Helen Cobb (EAA 182685) of Naples Florida A new paint job in Alumigrip really improved the outside appearance right down to the original metal wheelshypants Inside a new interior was inshystalled including new seat coverings and the panel was updated with all new radios and complete instrument overshyhaul Under the cowling the Continenshytal 145 was majored to zero tolerance with chromed cylinders The original propeller and spinner were polished to a bright shine As Ken says This project started as a replace all rusty screws with stainless screws and grew into a very nice looking restoration
The 170B has approximately 3100 hours on the airframe with no damage
history heavy gear Cleveland brakes and original engine prop and wheelshypants Although the pretty Cessna has scored well at every fly-in to date Ken and Helen have yet to make the Oshkosh Fly-In We all hope they will be able to
make the flight from Florida to Wisconshysin in 1992 so we can get a close look at N2650D Congratulations to Ken and Helen Cobb on a nice job of replacing rusty screws Your efforts show exshycellent results
Cessna 140A N5300C SIN 15420 Purchased in 1966 by John Lucas
(EAA 370887) and Dave Emmett of
Emporium PA this particular 1950 Cessna 140A has been used for obtainshying STC approval for the installation of
a Continental 0-200 engine The 0-200 engine was purchased
from Lycoming in Williamsport PA who were using the engine for test purshyposes Installed in N5300C the first Continental 0-200 STC was approved Dec 1 1967 with revised approval dates of March 12 1980 July 2 1980 and May 11 1981 The first STC was sold on 12-4-78 and John reports they have been averaging about ten per year since that time Apparently the extra 10 to 15 horsepower makes the 140A pershyform remarkably well which explains the popularity of the STC
John Lucas passed his 80th birthday on July 23rd and has a new partner John Richard Lucas (his son) to carryon the good work with the 0-200 Cessna 140A N5300C Long live the marque
Taylorcraft DCO-65 C-FJLH From the far north comes this photo
of a Taylorcraft DCO-65 C-FJLH owned by Floyd Stromstedt of Box 296 Berwyn Alberta TOH OEO Canada Loshycated in the northwest part of Alberta almost at the beginning of the Acan highway the DCO-65 is the only one in the area in fact its the only one anybody in the area has seen Floyd enjoys flying the 65 hp tandem on wheels however he is curious if anyone has ever put a larger engine in a DCOshy65 such as a C-85 and if anyone has heard of such an airplane being put on floats Any help would be appreciated Write Floyd at the above address
VINTAGE AIRPLANE 25
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
Kent England Cesare Arcari Corgeno Va Italy Ted Bahl Fresno CA James R Baker Colorado Springs CO James R Barnett Niagara Falls
Canada Wayne Bausch AmesIA John R Beal Faribault MN Carlo Berti Modena Italy Bob G Berwick Las Vegas NV Harold Bish Hermann MO Frank W Blundell Lock Haven PA Scott Boelman Rancho Santa Marga
CA Claude Brochu Prince Cookshire
Canada W J Brockhouse
Prairie Village KS Wesley Brown Kailua Kona HI
(Sponsor Arthur F Stockel) Barry Burgoon Winter Haven FL Frank Cella Park Ridge IL Glen Childers Ada OK Bernard W Clayton Wolfe City TX Chris Coios Haverhill MA Charles Cole Brookneal V A Steven E Collins San Diego CA William H Cone Jr San Diego CA Charles Conrad Jr Huntington
Beach CA John P Coppolelli San Diego CA Milton Crookston Santa Barbara CA Robert Deleon Stafford TX Richard Delmas St Louis MO Duane Dickson Belmont CA Chuck Doyle Jr Minnetonka MN Carl Driftmyer Port Clinton OH Patrick J Driscoll Caldwell ID Harry Drover Ontario Canada Larry Eberst Delaware OH Bryon Engskow Pompano Beach FL Leighton B Ferguson Peru IN Jeffrey H Forrest Livonia MI Douglas Freeman Farmington ME Mary P Gabriel West Wareham MA Charles H Gaffeney Wilmington DE Victor Gaston Madrid Spain Scott A Gifford Safford AZ Dean L Gustavson
Salt Lake City UT Benjamin H Hall Jr Tullahoma TN Sherman W Hallowell Jr Carmel ME Aaron W Hamel St Charles MO
William D Hammond Littleton MA John J Hart Jr Wichita KS James Hawks Beverly MA Paul A Hayes Phoenix AZ Steven L Hendrickson Everett W A William N Hester Reidsville NC Bruce Hickle Crystal River FL Richard Hilsinger Westfield NJ T C Hoagland Port Orchard WA Richard Hoffman Sherman Oaks CA Rodolfo Hott Osorno Chile Jim W Howard Mc Minnville TN Kenneth L Howard Collinsville OK Ernest D Howes
West Wareham MA John V Hufford Lexington KY Joseph D Jackson Sr LockportIL Robert R Johnson Brooklyn WI David J Karl Carrollton GA Dale E Kennedy Fairmont WV Scott Klein Farmington UT Tim H Klohn Hudson Canada Larry Knechtel Seattle WA Brian Koldyk Saskatoon Canada George Kost Nome AK Lois D Kowalski Englewood CO Joseph R Kuth Duluth MN Rene Lafreniere Calgary Canada Don Lance Three Mile Bay NY Clyde A Laughlin Seattle W A Bernard Leeward Chapel Hill NC George Leighton Seattle W A Michael Leighton Lantana FL James W Lobb Waxahachie TX Clifton Lowe Cadiz KY Anthony Maiuro New Albany IN Marvin C May Princeton IL Robert F Melillo Great Barrington MA David A Mihalic Mammoth Cave KY Dion H Miller Shady Cove OR Douglas D Miller Shreveport LA Jerry Miller Vulcan MI Price Miller Gig Harbor W A
(Sponsor John Holmberg) Vern T Miller Hillsboro NC William R Miller ColumbusOH Stephen Mitchell Castle Hill Australia Karen S Monteith South Milwaukee
WI Jeff Moody San Gabriel CA Arthur M Moose Mt Pleasant NC Patrick E Morency Edmonton Canada Kenneth D Morris Plantsville CT Troy Naber York NE Steve R Nagel Houston TX Harold G Nelson Crawford TX
Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
Calumet MI Lawrence A Terrigno Placentia CA Mark J Tyoe Little Falls NY Paul H Vellinga Mesa AZ Calvin Wagner Sarasota FL Robert Wagner West Milton OH
(Sponsor Ralph Orndorf) Robert T Warner Leesburg VA William E Warren Parsonsburg MD Mark A Westall Sanibel Island FL Gary S Whittker Kingsport TN Peter A Wickwire Townsend GA Carl J Wilgosz Maple Heights OH Richard S Wilkins
Port St Lucie FL Robert H Williams Weil Am Rhein
Germany Robert Wood Cocoa FL Bill Wright Saint Helena CA Paul L Yount Jr Houston TX James L Zale Elizabethtown PA
VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromeshymoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406shy388-6069 FAX 406388-0170 Repair stashytion No QK5R148N
Parachutes - Toll Free 1-800-526-2822 New amp Used Parachutes We take trade-ins 5-year repair or replacement warranty many styles in stock Parachute Associates Inc 2 Linda Lane Suite A Vincentown NJ 08088609859-3397 (C792)
ANC-19 Bulletin - Wood Aircraft Inspecshytion and Fabrication 1951 edition now available as reprint Early aircraft Service Notes rigging data other titles available Send SASE for listing and prices John W Grega 355 Grand Blvd Bedford OH 44146 (c-392)
VINTAGE AIRCRAFT AND ENGINES shyOut-of-print literature history restoration manuals etc Unique list of 2000+ scarce items $300 JOHN ROBY 3703V Nassau San Diego CA 92115 (Established 1960) (c-1092)
C-26 Champion Spark Plugs - New and reconditioned New - $1475 reconditioned shy$575 to $975 Eagle Air 2920 Emerald Drive Jonesboro GA 30236 404478shy2310 (c-1092)
GEE BEE R-2 MONOCOUPE 110 Spl Hall BULLDOG top scale rated model PLANS used by Replica Builders Plus others by Vern Clements EAA 9297 308 Palo Alto Caldwell 10 83605 Extensive Catalog $300
Now Available - 30-inch x 5-inch Golden Age smooth Aero Tyres and Custom Wire Wheels finished Authentic Irish Linen Fabric Covering Antique Instruments evaluated repaired or completely restored Vintage Aero 518962-2323 Send $300 for Catalogue Rt 22 Westport NY 12993
PLANS Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings Welded parts availshyable Write to PO Box 228 Needham MA 02192 or call days 617444-5480 (c-1092)
AIRCRAFT OWNERS SAVE MONEY FLY AUTOGAS If you use 80 octane avgas now you could be using less expensive autogas with an EMmiddotSTC
Get your STC from EM - the organization that pioneered the first FAA approval for an alternative to expensive avgas
CALL TODAY FOR MORE INFORMATION 414-426-4800
Or write EAA-STC EAA Aviation Center Oshkosh WI 54903-3065
For faster service have your airplanes N number and serial number your engines make model and serial number and your credit card number ready
30 JANUARY 1992
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 1 9 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership (FAX (414) 426-4873
ANTIQUECLASSICS
EAA Member - $2000 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $3000 Includes one year membership in the EAA AntiqueshyClassic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation QQ1 included
lAC
Membership in the International Aerobatic Club Inc is $3000 annually which inshycludes 12 issues of Sport Aerobatics All IAC members are required to be members of EAA
WARBIRDS
Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird memshybers are required to be members of EAA
EAA EXPERIMENTER
EAA membership and EAA EXshyPERIMENTER magazine is available for $2800 per year (Sport Aviation not inshycluded) Current EAA members may receiveEAA EXPERIMENTER for$1800 per year
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the following address
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OSHKOSH WI 54903-3086 PHONE (414) 426-4800
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
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The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
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With just a bit of a crosswind Larry with his brother Jerry flying co-pilot breaks ground with the immaculate Woodybird II from runway 18 at Oshkosh
Rangemasters have ever been built Many have noted that the Meyers 200 bears a passing resemblance to the Ranshygem aster The type certificate for the Navion is now owned by the American Navion Society
The Woodybird is one of the aircraft produced by Ryan in 1949 Like most of its breathern Larrys Navion boasts a logbook full of modifications including a new oneshypiece windshield that features a sleeker profile The windows have been changed also The side windows feashyture a sleek flush mounting and the side windows are expanded in area as well as being one piece It really allows sushyperb visibility out of the cockpit The other modifications include the Palo Alto Tail a revision to the incidence of the horizontal tail The Navion originally had excessive incidence that caused too much drag during cruise flight Aileron balance kits have been added removing the goose egg balshyances from the ailerons and replacing them with an internal balance One of the most noticeable changes to anyone who had seen the Navion when it was new is the revised cowling
on the Woodybird The first Navions sported a rather ineffective updraft cooling system with a prominent chin grille below the prop Many early Navion owners would not have their engines reach TBO because of high oil temperatures Most of these have now been changed to the standard pressure cowl seen on this Navion About the only modification that he has not been able to add is an outside bagshygage door Unless you own the papershywork for one of these doors they simply are not available The latest addition to the airframe Larry plans is the addition of a rear step to make it a bit easier to climb into the cabin
The paint and trim on Larrys Ryan is Alumigrip selected for its durability and high gloss shine All of the paint and the prep work was done by a professhysional painter One of the most striking aspects of the Woodybird II is the painted-to-match propeller When he returned from Oshkosh one year Larry
was all set to paint the prop black with yellow tips just like many of the Warshybirds he had seen His wife Debbie nixed that idea though She talked him into doing something different The idea came from the Lopresti Swiftfury project which features a color scheme that includes a single color for all parts of the airframe Maintaining a prop painted like this is an ongoing effort Touching up the paint is a once a month maintenance item but Larry it quite pleased with the way it looks It does add a lot of character to the aircraft he noted The Woodybird emblem on the side of the fuselage also adds a bit of whimsy to the sleek 4-placer A neighshybor Neil Kavanaugh is a professional painter who is known around the country for his work in gold leaf and well known for his artwork gracing a few yachts In exchange for an Oshshykosh hat Neil applied the Woodybird to each side of the fuselage
The interior was dpne in the third year of the restoration A local shop that
specializes in Ferraris was interested in
tackling the job and Larry let (Continued on Page 23)
VINTAGE AIRPLANE 13
Child Of The Fifties A year and a half ago after earning
my private ticket I decided I wanted to own a plane After discussing the idea with my precious wife she said Well OK so long as it doesnt cost anyshything To many people that would have been the end of the whole thing But a newly licensed pilot is a dangerous thing I began to think I looked around the house for anything that I could sell barter or otherwise convert into a plane Then I saw it The boat on a trailer out in the yard What good was it anyway It was winter So I placed an ad in Trade-a-Plane It ran like this HAVE BOAT NEED PLANE WANT TO SWAP Quite frankly I was completely open to just about anything When the deal was done my boat was on its way to Missouri and I had a 1958 Straight Tail Cessna 172 It was a 14 JANUARY 1992
by Nino Lama Ale 12423
curious craft Being new in the world of have to go back to the fifties aviation I had never seen a 172 that So lets go back to a special time in looked like that I had trained in a plane history Even though we may say we called a Cessna 172 but it bore no remember those years our memories resemblance to my new acquisition tend to fade Heres a memory jogger
As it turns out what I had gotten in well start with those people who barter was something really special It flavored life for us - Marilyn Monroe was my child of the fifties To best Willie Mays Ike James Dean Joe understand why its so special we really McCarthy General MacArthur
Richard Nixon VICE President and Elvis Elvis was a firey 19 year old when he recorded his first song He made it big with his ducktail haircut and perpetual sneer If youre not back in the fifshyties with me yet rememshyber these Hound Dog All Shook Up Dont Be Cruel and Burning Love They were all on the album Heartbreak Hotel released in 1956 In 1958 Elvis married Priscilla Beaulieu and was drafted into the Army
If Elvis wasnt your thing then maybe youll
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fLYING-May 1956
remember Patti Page and Peggy Lee The Music Man West Side Story or Mack The Knife The Top Hits of the Fifties read like this 1950 - Goodshynight Irene 1951 - Tennessee Waltz 1952 - Cry 1953 - Song From the Moulin Rouge 1954 - Little Things Mean Alot 1955 - Rock Around the Clock 1956 - Dont Be Cruel 1957 - Tammy 1958 - Vol are and 1959shyMack The Knife
While the Pentagon under Charles E Wilson was undergoing the greatest build up of power in all history and the nation was in the grips of the peak of the Cold War the kids wore Davy Crocket hats and bought 30 million hula-hoops
The large cabin of the four-place Cessna allows room for a well equipped panel
It was the fifties that saw us become a nation of surburbanites Barbecues and the cocktail circuit were our escape Some of us built bomb shelters We fought in Korea We watched Bogie and Bacall Lucy and Ricky George and Gracie Sid and Imogene Kukla and Ollie and Jack Parr
In 1958 and 1959 AlaskaandHawaii became our 49th and 50th States Texans just had to cope with being the SECOND largest state in the Union The Russians launched Sputnik and then followed with a satellite manned with a dog It was the 1950s that saw a brave black woman refuse to give up her seat on a bus in Montgomery to a white
man Her arrest sparked the young and vibrant Martin Luther King into peaceshyful protest that changed us forever
If you were there but dont remember any of this then you must have been a Beat The coffeehouses oozed with smoke and poetry to the sound of finger snapping and bongos Slow blues protest songs and Depression ballads were cool
It was the era of cocktail circuits baby-sitters and back yard barbecues Cars were big powerful and made of plenty of metal Kitchens were jammed with chrome appliances and decorated in lots of bright reds yellows and blues Bicycles were sturdy with wide tires and built-in headlights
That was the Fifties The world of aviation was pretty exshy
citing back then There were a lot of thinkers and dreamers In the fifties a dreamer wasnt just someone who thought that ten more knots or a little more range would be nice Moulton B Taylor of Longview Washington was a 1950s dreamer He builtthe AEROCAR It was licensed in 1957 He envisioned one in every garage A subcompact car pulling a small trailer that made up the conversion of the auto to a comfortable family airplane Thats thinking Piper aircraft built and tested a twin engine Tri-Pacer It had two engines on one shaft turning a four-bladed propeller VTOL (Vertical Takeoff and Landing) aircraft were seen as the future for military aircraft It was a propeller driven plane that landed squarely on its
VINTAGE AIRPLANE 15
II
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fin and rudder of the true 172
tail with the nose pointed straight up Thats dreaming
A viation was advancing Lockheed built the first prop-jet airliner The Douglas RB 66 twin engine jet reached the magic Mach 1 In the more munshydane vein a man named Piper was president of Piper Aircraft Richard Nixons brother-in-law Tom Ryan was a flight instructor and taught some of Hollywoods best to fly The four enshygine Super Constellation airliner ruled the sky They cost $2 million each Air fare from New York City to Los Anshygeles was $160 round-trip The Mooney Mark 20 hit the market
The fifties gave us a lot Who doesnt get a thrill at the sight of a candy apple red 56 Corvette or a jet black 57 TshyBird And Rock and Roll born of the fifties the more it changes the more it stays the same
So now let me tell about my Child of the Fifties I believe it to be one of the finest aircraft ever designed the Straight Tail Cessna 172 Truly born of the fifties its roomy comfortable and made of plenty of metal Im going to tell you about this aeroplane from the prospective of the era In 1955 Dwane L Wallace studied the plane and test flew it
The Businessmen have demanded a low cost easily handled plane to fly themselves Cessna has responded with a tricycle gear model Although there may have been such a demand made its also likely that Cessna was respondshying to the competition of the marketplace The Tri-Pacer with its tricycle gear was sweeping the market and giving the Cessna 170 taildragger a
run for its money The Tri-Pacer ads of the time showed a young woman dressed fonnally at the helm and spoke of flying ease room and comfort In 1957 even the guppy shaped Champ was fitted with a nosewheel and renamed the Tri-Traveler
The goal was to sell the public on the ease of flight The landing gear on the Straight Tail 172 was called LAND-O-MATIC landing gear The ads of the time said that all the pilot needed to do to land was drive the airplane down and it landed itself (And to think I took all those lessons) When the 172 was introduced in 1955 it was meant to supplement the popular Cessna 170 Cessna said at the time that there was no intention to replace the 170 but rather to offer the businessman an easier to fly and more comfortable airplane By 1955 there were 5000 170s flying The manufacshyturer also stated that the 172 was not a reworked 170 but a totally new design The striking feature of the 172 is with no doubt the prominent Straight Tail Engineers found that with the raising of the tail with tricycle landing gear a bigger tail and rudder provided better taxi takeoff and landing performance The newly introduced 172 boasted some special features including a low center of gravity resilient spring steel main landing gear and the same sturdy nosewheel as the big brother Cessna 310 The controls were not interconshynected and provided steering with the rudder or independent brakes steerable nosewheel or combination of the three Magazine advertisements said You drive it like a car
With its Land-O Matic landing gear and roomy cabin the early 172 was the precursor of what would become the most popular light plane of all time
C L Hamilton did the check ride for Flying magazine in November 1955 He calls the cockpit roomy lower and level as compared to the 170 Since dual controls were sold only as an option the test plane had only left hand controls That made the cockpit seem huge Taxiing the 172 was a revelation with the same feel and visibility as the Aero Commander Hamilton wrote About the only chance for ground damage when taxishying the 172 would be dropping the nosewheel into a hole In the air the 172 showed the same pleasant characshyteristics of the proven 170 except that the 172 is more stable - You can slow down until the needle stops inshydicating and she just goes on slow and steady The landing approach differs from the 170 as the 172 uses a very steep nose down approach Hamilton wrote With full 40 degrees on the paralift flaps overshoot slightly dump the flaps touch down with brakes on and youre in someones back yard We did it in 250 feet down and stopped In an emergency it no doubt could be
development was th e Met-Co-Aire Companys conversion of the 170 to tricycle landing gear (see copy of 1955 ad) Despite the statements of Cessna and the conversion by Met-Co-Aire the 170 was doomed to be replaced by the easy to fly 172 If you fly a 172 that has a back window and swept tail dont think youve experienced the classic 172 that changed the look and feel of light plane flight Youve only exshyperienced a distant relative The 172 of the fifties is not the same aeroplane as the modern version Upon entering the Classic 172 one is immediately imshypressed with the incredible visibility both overhead through the huge windscreen and forward over the cowlshying that does a great disappearing act down to the spinner The pilot and comshypanion sit very high in the cockpit adding to the feeling of openness and spaciousshyness The engine seems to run smoother than the contemporary version and it does It is afterall a small six cylinder engine compared to the larger four banger in the modern 172 One of the greatest joys of flying the Classic comes
the floor between pilot and copilot The bar clicks upward as the enormous para lift flaps drop from 10 to 40 degrees On your first flight it seems like youve just moved half the wing when you apply flaps In the air shes stable as a rock and trims easily for hands-off flight You wont set any speed records but you can count a solid 104 miles per hour burning about six gallons per hour And oh what a view
There s a new type club called the STRAIGHT TAIL CESSNA CLUB It was founded by my good friend and Straight Tail owner Ernie Colbert Ive recently been honored with the title of President The club currently has about 100 members and is growing fast Each member shares a great love for the Classic Straight Tail Cessna and knows that with change improvement does not necessarily follow I hope youve enshyjoyed this article The next time you see one of the Straight Tail Cessnas taxi by on its Land-O-Matic landing gear think of Elvis Bogie and me
Thanks to Richard VanEmerick my good friend for the classic Flying
done in less than that when its time to lower the flaps Flaps magazines used in this article An interesting contemporary are controlled by a great Johnson rod on
Rudy Eskras Stearman by Rudy Eskra
ANTIQUECLASSIC GRAND CHAMPION
MIDEASTERN REGION 1990
So much has been written about the Stearman its characteristics and resshytoration that it sometimes seems that everything that needed to be said about it has been said Undaunted AntiqueClasshysic owners all like to tell their own stories This is mine
This particular example was built for the Air Force in October 1944 thus being one of the last produced of a great series In the ensuing years since it was manufactured it has only been flown about 2300 hours I acquired it in 1979 It was in very good condition then and to the best I can determine it always has been Rather than the owner I look upon myself as a temporary custodian or caretaker and very fortunate to be that I hope that when it goes to the next owner it will be in better condition than when I got it and that the next guys can keep it going for many years to come
Its equipped with the 225 hp Lycomshying which with its nine cylinders biting them off clean sounds and runs
1 B JANUARY 1991
smoother than some of the other engines with which Stearman were equipped
In 1989 my friends and I stripped it down completely and replaced or refurshybished everything we thought could be improved We spared no expense as a whole drawer full of receipts and a very patient wife will attest to The engine was completely overhauled with cylinders chromed back to standard new pistons rings valve guides valves bearings The works Of course all parts were magna fluxed in the process
We found the wing woodwork in exshycellent condition and just a few small corrosion points on the fuselage tubing After refinishing the structure we inshystalled some new fuselage stringers (bird cage) which presumably had been broken when the airplane was pushed on its sides These aluminum stringers tend to precipitation harden and grow brittle with age
We recovered all surfaces with heavy duty Ceconite The final finish after the butyrate process on the fuselage center wing section and fins was two part Ranshythane polyurethane The blue trim was DuPont Imron However we used Ranshy
dolph butyrate dope exclusively on the wings aside from the trim Our reasonshying for doing this was because the polyurethane has less tendency to stain under the onslaught of engine emissions than dope and with its glossy surface is a pleasure to wipe down
Gasoline dye for example can penetrate dopes and lacquer finishes clear down to the fabric Since the wings are out away from this conshytamination but subject to more hangar rash and might need occasional touchshying up we felt that dope might be easier to touch up than the urethane
There has certainly been a lot of exshycellent information written about recovering and restoring Stearman aircraft and probably done by people far more versed in the art than I I got a lot of tips from reading and hearing them Some of the really good ideas came not from the professional manuals but from nonprofessional restorers We did do some of the things which we had developed on our own and felt improved the quality of the job somewhat Many of them are minor but perhaps the really first-class jobs are a collection of fine
details They have not been exhaustiveshyly tested in the laboratory but they worked for us To the extent they are of interest Ill pass them along here
Paints tend to grow more brittle with age and will crack from vibration where fabric stretches over sharp edges Even though this plane was over 45 years old and must have been recovered several times we were surprised to find a lot of sharp edges on many of the wood parts that come in contact with the fabric These were sanded to a small radius Ceconite reinforcing tape was applied on top of the fabric very liberally wherever the fabric laid over any edges and highly stressed skin locations far more than on the original This required a lot more painting and sanding between coats to hide the tape but in the end I think we have a finish which is far more resistant to cracking
Aircraft material suppliers may recommend that you buy some of their duct tape to cover any seams in aluminum parts such as on leading edges Apparently masking tape was used in these places in the original process and we preferred that since the duct tape is too thick and protrudes through the finished fabric
In order to provide a smoother surshyface over the aluminum D-section leadshying edges on the wings we first covered and heat shrunk an extra layer of fabric over them This tended to bridge over the seams and dimpled areas before inshystalling the fmallayer of Ceconite
All the experts will tell you to brush on the first coat of fabric primer such as Dacproof or whatever process youre using This may be right but you can often sand about 15 or 20 coats before the brush marks disappear I believe the reasoning is that brushing the stuff (which I suspect is really nitrate dope with a dye) will help you get it down into the fabric so it interlocks with the fibers Thats important because it alshymost must depend upon a mechanical bond to get it to stick to the dacron We found we could get full penetration by spraying so we sprayed and were satisshyfied with the result It is important not to oversaturate the fabric of course since it will drip onto the opposite fabric and these drops are very hard to hide
If you ever scrape or chip a doped finish you invariably find that the separation occurred at either the top or bottom interface of the silver dope coat
less adhesion and a lower tensile strength than clear dope since the aluminum particles are really impurities in the dope For this reason we kept the aluminum coats down to the minimum required to pass the light bulb opacity test thus providing the radiation shield for ultraviolet light About two coats of silver seem to accomplish this The rest of the many coats before the color was applied were clear butyrate which seems to stay more strong and pliable throughout its life Its not as easy to sand as the silver but I suppose thats another testimonial to its physical properties over that of the silver
Our inspector insisted that all rib stitching knots must be exposed as in the original rather than pulled under the skin as in Staggerwing Beech process We located aligned and perforated all the rib stitch holes with chalk lines snapped uniformly spaced across the length of the wing Of course these knots were located on the bottom of the bottom wing and on top of the top wing The result is a nice uniform appearance like lines of rivets when sighted from the end of the wing
Some like to make pie shaped slits in the tape to take away excess material where it wraps around the wing and fm tips Theres almost no way of hiding these cutouts under the finish so we didnt use that method Instead we heat shrunk the uncemented tape edges down after first cementing the tape on the ridge line of the bend only The tape edges were then cemented after they lay nice and snug on the surface This is not an original idea with us but the superior results make it worth mentioning
Some experts though not all recomshymend that when taping both the tape and the fabric surface to which it is applied be first painted with cement If this method is used air bubbles are trapped under the wet tape and very hard to remove We had better luck by apshyplying a very wet coat of cement to the fabric only and leaving the tape dry so that the air can be forced up through it Then a thirmed coat of cement can be applied to saturate the tape after its down smooth
Some cements as they come out of the can tend to dry rapidly or rope as you spread them One old-time airplane maker suggested we mix the cement with 30 percent nitrate dope and 30 pershycent nitrate thinner This not only eliminated that problem but also seemed to make the cement stick better
We used a hot knife to cut all the fabric in order to produce a clean sealed edge without the annoying ragged threads To do this we hammered and ground the copper tip of a forty watt soldering iron to a knife edge On another iron we rounded off the copper tip to a spherical radius and used it to hot pierce fabric drain holes after the lifesaver reinforcements were ceshymented in place I havent heard if anyone else uses this method but it realshyly works slick leaving a high strength fused ring on the hole perimeter The stiff plastic life saver reinforcements that are available commercially often curl or warp somewhat due to the shrinkage of the cement I believe that reinforcements punched out of leather stay flatter and more flexible while still strengthing the edge of the drain hole
Were convinced that silver dope has Rudys pretty white with blue trim Stearman runs up on the ramp
VINTAGE AIRPLANE 19
At the points where the rudder cables exit through the fuselage fabric we heat formed little vee-shaped plastic fairings to cover these points This produced a nice streamlined effect I think after covering them with another patch of fabric and ftnishing
When patches of fabric are needed such as those used to cover the inspecshytion rings we found a way to make the fabric patch much more manageable We stretched a piece of fabric over the open end of a small wooden box This was given the fabric prime coat shrunk with an iron and the required patches cut from it These stay nice and flat when theyre cut and cemented in place
Removing old paint from the cowling and other aluminum parts is no fun at all In scraping it off you stand the chance of scraping through the grey anodized surface also I gathered all of the painted aluminum pieces and took them to a furniture stripper who dipped and cleaned the whole works for $60 which I considered money well spent These were sprayed lightly with two part Dupont Varprime primer which Im convinced is better than the old zinc chromate originally used
The finish resulting with the Ranshythane polyurethane is superb and in this particular project at least seemed to be even more glossy than the Irnron we used on the leading edge trim During the work we had a lot of good consultshyations and help over the phone with the Randolph people We were also able to get a very good gloss in the white butyrate dope by keeping the wings flat and horizontal while spraying and floatshying on a lot of dope The final coat was thinned out more to give a good gloss Although we have no proof we suspect also that excessive thinning of the other coats of butyrate reduces the finished strength of the dope And this was also the opinion of an old-timer who used to do fabric at the Naval aircraft factory
We used 3M tapes for the finish color stripes in 34 inch and one inch widths This seems to have excellent adherence in service yet can be lifted off and retaped during the application in places where you didnt get it quite right the first time There is a thin transparent membrane of protective tape on top of it which must be removed after installashytion since this will yellow with age and will bake on permanently if it spends any time in the sun Its hard enough to peel off when its new
Taking a tip from the automobile
20 JANUARY 1991
The neat and tidy installation of the battery box and relay control panel mounted ott of the firewall
body guys we used nothing but 3M masking tape also as some of the cheap brands can really give you trouble either not sticking or sticking too hard When taping over new paint we first pressed the sticky side of the tape onto our work clothes to reduce the posshysibility of damaging the fresh surface with too much adhesion
One other problem can give you fits on a Stearman if youre not careful When installing the bird cages (stringers) on the fuselage tubing strucshyture its a good idea to temporarily inshystall the cowling and tail cone fairing in order to properly position the stringer assembly fore and aft Finding out that the cowling doesnt fit after the fabric is finished could really spoil your day
Its always amazing to see vinyl material used around the cockpit coamshy
ings of some real prize winners I found that nice glossy pieces of kid leather can be bought rather cheaply at places like Tandy Leather providing an authenshyticity that can be spotted a long way off For the coaming padding rather than layers of felt as used originally I tried some foam pipe insulation which is conveniently pre-slit fits nicely and after lacing the leather with rawhide seems to do a better job
During one of the routine magna flux inspections of the McCauley steel prop one tiny bit of corrosion at the blade hub fillet officially ended its flying career Although this was a devastating development I reflected that pulling the prop and delivering it for inspection to a prop shop 80 miles away - this every 100 hours - was a nuisance And I never could get through the hundred
Rudy Eskra and his prize winning stearman at the Mideastern Regional Fly-In in Marion Ohio
hour period without one protractor readshyjustment of the blade angles since both the centrifugal and aerodynamic forces tend to move the blades toward low pitch I decided to try a new Sensenich wood prop I was pleased to find that this yellow birch club is about 30 pounds lighter produces markedly less noise and vibration and seemed to result in no degradation in performance I believe that there were three pitches available I selected the middle one and I think I guessed right for operating in the low level elevation in the Great Lakes area
In reading about prop flight test comshyparisons Im always a little suspicious of conclusions drawn from airspeed data derived from a few test runs given all the variables in atmospheric condishytions instrument and observer error so I didnt bother trying to get too technical about it For what its worth my friend with a constant speed Hamilton on a 300 hp Stearman flys formation with me occasionally and seemed impressed with the airspeed of the lower-powered plane
When disassembling the wings we backed all flying and landing wires off
exactly four turns This permits reasshysembly to its previous condition whatever that was However we decided to go through the rerigging proshycedure anyway In doing this we folshylowed the Air Force maintenance and erection instructions - all 11 pages Dihedral and incidence boards were made up from the drawings and all dimensions and angles brought into tolerance Here again its my feeling that the plane is quite stable and pershyforms well
My airplane was absolutely standard when I got it except for the usual reshyplacement of the Bendix brake master cylinders I didnt mind hand cranking the inertia starter but there is no really safe and legal way to do that when going
Jout for a solo flight as many have found to their horror There must be a qualified pilot or mechanic at the conshytrols when youre out there turning the crank I therefore decided to install an electrical system
Designing the electrical system which incorporated a new alternator and rebuilt Bendix starter was the easiest part of the job Gathering all the documentation for application of all the
components and obtaining FAA apshyproval took a great deal of time and effort Since I do aerobatics I wanted a battery case and system which could withstand nine g So None seemed available so I designed and built a subshystantial aluminum case with a separate battery hold down assembly built in The Gil 35 battery manifold vent is conshynected to a bicarbonate of soda bottle with a clear plastic hose then down inside the landing strut fairing and overshyboard
There seems to be a tendency for the brakes to grab which can give the rear pilot a quick lift up about five feet in the air on first application A lot of this low level aerobatics can be prevented by applying only one brake at a time but the grabbing tendency can still be quite annoying To combat this I filed a chamfer about 1 14 inches by about 20 degrees from the leading edge of the primary shoe This is the top of the front shoe which provides the servo forces on the secondary shoe Brake operation is effective yet smooth Of course the brake lining must be kept free of oil and moisture and if they do get soaked its best to replace the friction material
VINTAGE AIRPLANE 21
The stainless steel exhaust manifold on the Lycoming 680 is also a challenge to ftnish I suspect chrome plate would tum blue in places I went through about ftve different high temperature silver paints and the best one Ive found is VHT 1200 degree paint made by Sperex Corporation in Gardena California But nothing lasts forever on that hot surface
If you have ever had a King KX145 NA V -COM radio youll probably agree its not a technological miracle When mine is working I get complaints from approach control that the transmisshysion is weak and garbled when heading inbound at eight or more miles out I noted that this improved if I turned and pointed the aircraft tail toward the airshyport This led me to believe that the engine and other metal parts ahead of the antenna were blocking the antenna signal I decided to move the antenna which was mounted over the aluminum baggage compartment aft of the rear cockpit to a position above the center wing tank using the large aluminum gas tank as a ground plane The antenna was mounted on an aluminum bracket attached to the center square tube brace above the tank A short bonding strap was connected to the tank filler neck providing a good ground With the anshytenna in this position we have had no further complaints from the tower from the same distances out
In addition to an Omni in the transceiver I bought a portable Loran which is small enough to carry in a coat pocket This has not been entirely trouble free either but the Ray Jefferson Company people have been very helpshyful Although I dont do a lot of crossshycountry it has given me some very accurate guidance It is basically a marine unit derivative and cost about $300 Although it provides ground speed and other data I find the heading and DME are just about all I need and often direct me right towards the exact center of the destination airport
In routine operation of a Stearman there are two things which I regard as being just as critical as fuel and engine oil One is keeping those big soft main tires properly inflated and the other is to make sure the tail wheel steering asshysembly is in good working order These are very important for stability and conshytrol during roll-out which Ill discuss later Tail wheel lock mechanism 22 JANUARY 1991
should snap in place smartly and the tail wheel steering cables must be snug The tail wheel tire pressure needs a lot of attention also but for a different reason It carries a heavy load for its size and if its run underinflated youre looking at tire fabric in a very short time
There are at least three brands of tires available for the Stearman One has a tread made up of rectangular blocks another has concentric rings or grooves and the third is the classic Goodyear diamond tread I found the block tread was good for about 500 landings on concrete the grooved would do about 700 From a vintage appearance standpoint I prefer the diamond tread a pair of which I bought from Wilkerson Tire in Crewe West Virginia These Goodyear tires are produced in Sao Paulo Brazil where the molds were apshyparently moved to a number of years ago
In doing this restoration I found it a very enjoyable experience I got a tremendous amount of help from people like Glenn Gibbs of Stony Ridge Ohio who has become a very skillful fabric man and indeed many of his ideas are included here and from Frank Leffel who did much of the spraying and Tony Eskra who sanded his share of it Herb Wilford Chief Aircraft Maintenance at Dana Corp was one expert who made sure we stayed in line technically Looking after a half dozen jet aircraft Herb runs a very efficient operation with immaculate hangars and shops
There were many others of course and we spent a lot of enjoyable winter evenings working together and bantershying back and forth It was a great escape from the demands of a corporate management position and I slept most soundly during that period
I think the only real frustration aside from the staggering prices was waiting for delivery of parts and purchased sershyvices Delivery date promises were alshymost routinely ignored thus running the total project time over one year Apshyparently keeping promises has gone the way of the 45 rpm record in this country
There are a few lessons which may seem obvious but I feel are worth restatshying First of all the investment in both time and money is extremely high so its worth doing right and this includes buying the best material available
In the course of the work one can ftnd
a host of opportunities to take a shortcut and save some time or material In general these temptations are best avoided When the job is finished and its almost good enough no one will probably know the difference except you every time you look at that bird If youre anything like me youll always see enough defects no matter how careshyful you were I remind myself if its not quite right tear it up and do it over again Ive never regretted doing that
If may add a few observations to the myriad of information that has been written about the Boeing Stearman I have owned it now for 12 years and I still get a great thrill flying it Some say its heavy on the controls but 1 dont agree Solid yes but not heavy If you properly coordinate rudder and aileron stick pressures seem quite normal It is very forgiving I think with a good balance between responsiveness and sensitivity In short its a real pussy cat in the air Though it has a slow roll rate it loops beautifully spins easily but quits at the precise moment middot when youve had enough Strength - its like a Sherman tank Its solid feel derives from the lack of control-induced deflection owing to the truss biplane structure the use of control rods rather than cables and the basic rigidity of the tubular steel fuselage
Landing and roll-out is a little difshyferent with the task of keeping things in hand left entirely up to the pilot If ever there was a machine thats dynamically unstable in roll-out this must be it Response rate must be swift and instincshytive so a bit of concentration is helpful Over the years Ive logged 1430 landshyings in this machine Some of them would measure 58 on the Richter scale As I said its a rugged beast so the only damage was to my ego
A round carrier type approach seems best but youd better have a softer imshypact than the F-14 does or youll bounce 20 feet in the air If its done just right those big balloon tires come into play and nothing can match the soft quiet touchdown of a Stearman Most of the time it seems to land itself perfectshyly leading one to believe theres really nothing to it OK but I think Gordon Baxter our foremost Stearman spokesshyman had it right when its on the ground you cant trust it unless its tied to something
The E225 series Continental is enclosed in a very clean instalshy N22LW features this smart looking panel with padded ramshylation The baffling is anodized horn yokes
(Continued from Page 13) them have at it The reclining seats are from the Rangemaster version of the Navion produced in the early 1960s The Woodfins are very pleased with the results The instrument panel and the overheard Osborne panel have been finished off in a very professional manshyner The panel is meant for strictly VFR flying but is very well equipped with a loran and nav-com pair All the instrushyments in the plane are brand new To have as safe an airplane as he desired Larry felt it was necessary to replace all the instruments since some were 40 years old
For all intents and purposes the aircraft is a new old airplane Theres nothing not a hose or fitting that has not been replaced or gone over he remarked
Power for the Woodybird II is an E225 series Continental built up of new parts including the crankshaft It was also carefully balanced throughout its assembly
The sign and Woodybird emblem were both painted by Larrys neighbor Neil Kavanaugh Each emblem took 12 an hour for him to paint freehand
This is the second aircraft that Larry has restored The first Woodybird was completed in 1978 Much later he would sell the airplane during one of the Conventions at Oshkosh He has some very interesting comments about that sale now that some time has elapsed One of the things that happens when you restore things is the way it conshysumes you and after its over you beshycome a slave to it The first time around I had become a slave to the machine and I wanted out I just didnt want to do it anymore Well the smart thing to do is to sit on the side and let that pass Well somebody came along with a lot of money and wanted it and I sold it he recalled Two or three years later all of the sudden I realized that I didnt have my airplane anymore and I wanted it back so that started the search for this one
Larry has been a motors ports enshythusiast since his pre-teen years when he tried to convince ills dad to buy him a4 7 Mercury convertible complete with a zebra skin interior When his dad said You cant drive it for another 4 years what are you going to do with it Larry
responded Dad Im gonna polish it To pacify his young sons enthusiasm he allowed Larry to buy a go-cart His family was not rich by any stretch of the imagination but Larrys willingness to work hard on his projects would allow him to continue and he would progress into racing cars at the dragstrip then into sports cars and finally into motorshycycle racing Larry and his wife Debbie began to fly simply as an expedient way to get to motorcycle races since they had a few friends within the racing comshymunity that were making the same trips that they were and did not have to conshytend with a long arduous road trip That sparked the interest that has become a wonderful way to travel Motorcycles are still an important part of his life One of his customers is a favorite of his - Harley-Davidson They use the nails and pneumatic nail guns that Larry sells for a living to assemble the crates the big cycles are sillpped in He is the proud owner of an Ultra equipped with just about everything you would ever want on a motor vehicle including cruise control He and Debbie plan to ride the cruising motorcycle from Maryland to Alaska on a long tour this coming sumshymer He has nothing but praise for the reliability the Harley now has and is very pleased with both his sleek machines - his Harley Ultra and his Ryan Navion The Flagship of the Navion Fleet
If you would like more informashytion on the Navion contact the
American Navion Society Box 1810
Lodi CA 95241-1810 209339-4213
The initial membersillp fee is $60 and then $45 per year for annual dues
VINTAGE AIRPLANE 23
~T ()UI2 ~msJU~ I2HT()I2I~f3 by ~()r-m veter-sen
Davis DI-K N158Y SIN 508 Purchased as a basket case in August
1958 Jack Gretta (EAA 19255) of Chester CT spent six years rebuilding this Davis and installing a 125 hp Conshytinental engine under a one-time STC In 1973 a friend() put the pretty
Piper J-3C-65 N6114H SIN 19275 These photos were sent in by Robert
T (Bob) Hunt (EAA 165963 AIC 6123) of Hackettstown NJ who has been busy rebuilding this J-3 Cub along with George Burns (EAA 221818 AIC 10000) also of Hackettstown The wood spar wings required new spars all new bolts drag wires leading edges and attach fittings The covering was done in Stits HS-90X and Stits Aerothane
24 JANUARY 1992
parasol into the trees and four more years were required to return the Davis to airworthy condition
In 1991 another friend landed 01 N508Y in the trees while towing Jack Gretta in a Schweizer 1-19 glider Jack ended up in the trees also and admits it
A majored C-85 engine was installed along with a new Falcon wood prop (built on the Ole Fahlin certificate) Bob reports the engine started on the very
is a long way to the ground as a passhysenger It is expected the red and white Davis will again be ready for flight in 1992
This is the second Davis that Jack Gretta has owned having owned Davis D1-K N151Y SIN 510 from 1947 to 1956 During those years Jack rebuilt the airplane once and changed the enshygine from a Kinner 90 to a Kinner 165
Jack belonged to EAA Chapter 1 in Riverside CA way back in the early fifties and joined EAA in the mid-sixties while living at Cucamonga CA He has been involved with Davis airplanes for almost 46 years and we happily extend to Jack best wishes for the next 46 years
very first pull The smooth 800 X 4 tires that came with the project were in servshyiceable condition and re-instalLed on the completed airplane
This is the third airplane Bob has restored the first two being a PA-12 Super Cruiser and a PA-22 TriPacer Not one to up and quit having fun he is now commencing the rebuild of a PA-ll Cub Special
1952 Cessna 170B N2650D SIN 20802
This pristine 170B has been given the total TLC treatment since being purshychased in 1988 by its owners Ken and Helen Cobb (EAA 182685) of Naples Florida A new paint job in Alumigrip really improved the outside appearance right down to the original metal wheelshypants Inside a new interior was inshystalled including new seat coverings and the panel was updated with all new radios and complete instrument overshyhaul Under the cowling the Continenshytal 145 was majored to zero tolerance with chromed cylinders The original propeller and spinner were polished to a bright shine As Ken says This project started as a replace all rusty screws with stainless screws and grew into a very nice looking restoration
The 170B has approximately 3100 hours on the airframe with no damage
history heavy gear Cleveland brakes and original engine prop and wheelshypants Although the pretty Cessna has scored well at every fly-in to date Ken and Helen have yet to make the Oshkosh Fly-In We all hope they will be able to
make the flight from Florida to Wisconshysin in 1992 so we can get a close look at N2650D Congratulations to Ken and Helen Cobb on a nice job of replacing rusty screws Your efforts show exshycellent results
Cessna 140A N5300C SIN 15420 Purchased in 1966 by John Lucas
(EAA 370887) and Dave Emmett of
Emporium PA this particular 1950 Cessna 140A has been used for obtainshying STC approval for the installation of
a Continental 0-200 engine The 0-200 engine was purchased
from Lycoming in Williamsport PA who were using the engine for test purshyposes Installed in N5300C the first Continental 0-200 STC was approved Dec 1 1967 with revised approval dates of March 12 1980 July 2 1980 and May 11 1981 The first STC was sold on 12-4-78 and John reports they have been averaging about ten per year since that time Apparently the extra 10 to 15 horsepower makes the 140A pershyform remarkably well which explains the popularity of the STC
John Lucas passed his 80th birthday on July 23rd and has a new partner John Richard Lucas (his son) to carryon the good work with the 0-200 Cessna 140A N5300C Long live the marque
Taylorcraft DCO-65 C-FJLH From the far north comes this photo
of a Taylorcraft DCO-65 C-FJLH owned by Floyd Stromstedt of Box 296 Berwyn Alberta TOH OEO Canada Loshycated in the northwest part of Alberta almost at the beginning of the Acan highway the DCO-65 is the only one in the area in fact its the only one anybody in the area has seen Floyd enjoys flying the 65 hp tandem on wheels however he is curious if anyone has ever put a larger engine in a DCOshy65 such as a C-85 and if anyone has heard of such an airplane being put on floats Any help would be appreciated Write Floyd at the above address
VINTAGE AIRPLANE 25
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
Kent England Cesare Arcari Corgeno Va Italy Ted Bahl Fresno CA James R Baker Colorado Springs CO James R Barnett Niagara Falls
Canada Wayne Bausch AmesIA John R Beal Faribault MN Carlo Berti Modena Italy Bob G Berwick Las Vegas NV Harold Bish Hermann MO Frank W Blundell Lock Haven PA Scott Boelman Rancho Santa Marga
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(Sponsor Arthur F Stockel) Barry Burgoon Winter Haven FL Frank Cella Park Ridge IL Glen Childers Ada OK Bernard W Clayton Wolfe City TX Chris Coios Haverhill MA Charles Cole Brookneal V A Steven E Collins San Diego CA William H Cone Jr San Diego CA Charles Conrad Jr Huntington
Beach CA John P Coppolelli San Diego CA Milton Crookston Santa Barbara CA Robert Deleon Stafford TX Richard Delmas St Louis MO Duane Dickson Belmont CA Chuck Doyle Jr Minnetonka MN Carl Driftmyer Port Clinton OH Patrick J Driscoll Caldwell ID Harry Drover Ontario Canada Larry Eberst Delaware OH Bryon Engskow Pompano Beach FL Leighton B Ferguson Peru IN Jeffrey H Forrest Livonia MI Douglas Freeman Farmington ME Mary P Gabriel West Wareham MA Charles H Gaffeney Wilmington DE Victor Gaston Madrid Spain Scott A Gifford Safford AZ Dean L Gustavson
Salt Lake City UT Benjamin H Hall Jr Tullahoma TN Sherman W Hallowell Jr Carmel ME Aaron W Hamel St Charles MO
William D Hammond Littleton MA John J Hart Jr Wichita KS James Hawks Beverly MA Paul A Hayes Phoenix AZ Steven L Hendrickson Everett W A William N Hester Reidsville NC Bruce Hickle Crystal River FL Richard Hilsinger Westfield NJ T C Hoagland Port Orchard WA Richard Hoffman Sherman Oaks CA Rodolfo Hott Osorno Chile Jim W Howard Mc Minnville TN Kenneth L Howard Collinsville OK Ernest D Howes
West Wareham MA John V Hufford Lexington KY Joseph D Jackson Sr LockportIL Robert R Johnson Brooklyn WI David J Karl Carrollton GA Dale E Kennedy Fairmont WV Scott Klein Farmington UT Tim H Klohn Hudson Canada Larry Knechtel Seattle WA Brian Koldyk Saskatoon Canada George Kost Nome AK Lois D Kowalski Englewood CO Joseph R Kuth Duluth MN Rene Lafreniere Calgary Canada Don Lance Three Mile Bay NY Clyde A Laughlin Seattle W A Bernard Leeward Chapel Hill NC George Leighton Seattle W A Michael Leighton Lantana FL James W Lobb Waxahachie TX Clifton Lowe Cadiz KY Anthony Maiuro New Albany IN Marvin C May Princeton IL Robert F Melillo Great Barrington MA David A Mihalic Mammoth Cave KY Dion H Miller Shady Cove OR Douglas D Miller Shreveport LA Jerry Miller Vulcan MI Price Miller Gig Harbor W A
(Sponsor John Holmberg) Vern T Miller Hillsboro NC William R Miller ColumbusOH Stephen Mitchell Castle Hill Australia Karen S Monteith South Milwaukee
WI Jeff Moody San Gabriel CA Arthur M Moose Mt Pleasant NC Patrick E Morency Edmonton Canada Kenneth D Morris Plantsville CT Troy Naber York NE Steve R Nagel Houston TX Harold G Nelson Crawford TX
Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
Calumet MI Lawrence A Terrigno Placentia CA Mark J Tyoe Little Falls NY Paul H Vellinga Mesa AZ Calvin Wagner Sarasota FL Robert Wagner West Milton OH
(Sponsor Ralph Orndorf) Robert T Warner Leesburg VA William E Warren Parsonsburg MD Mark A Westall Sanibel Island FL Gary S Whittker Kingsport TN Peter A Wickwire Townsend GA Carl J Wilgosz Maple Heights OH Richard S Wilkins
Port St Lucie FL Robert H Williams Weil Am Rhein
Germany Robert Wood Cocoa FL Bill Wright Saint Helena CA Paul L Yount Jr Houston TX James L Zale Elizabethtown PA
VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromeshymoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406shy388-6069 FAX 406388-0170 Repair stashytion No QK5R148N
Parachutes - Toll Free 1-800-526-2822 New amp Used Parachutes We take trade-ins 5-year repair or replacement warranty many styles in stock Parachute Associates Inc 2 Linda Lane Suite A Vincentown NJ 08088609859-3397 (C792)
ANC-19 Bulletin - Wood Aircraft Inspecshytion and Fabrication 1951 edition now available as reprint Early aircraft Service Notes rigging data other titles available Send SASE for listing and prices John W Grega 355 Grand Blvd Bedford OH 44146 (c-392)
VINTAGE AIRCRAFT AND ENGINES shyOut-of-print literature history restoration manuals etc Unique list of 2000+ scarce items $300 JOHN ROBY 3703V Nassau San Diego CA 92115 (Established 1960) (c-1092)
C-26 Champion Spark Plugs - New and reconditioned New - $1475 reconditioned shy$575 to $975 Eagle Air 2920 Emerald Drive Jonesboro GA 30236 404478shy2310 (c-1092)
GEE BEE R-2 MONOCOUPE 110 Spl Hall BULLDOG top scale rated model PLANS used by Replica Builders Plus others by Vern Clements EAA 9297 308 Palo Alto Caldwell 10 83605 Extensive Catalog $300
Now Available - 30-inch x 5-inch Golden Age smooth Aero Tyres and Custom Wire Wheels finished Authentic Irish Linen Fabric Covering Antique Instruments evaluated repaired or completely restored Vintage Aero 518962-2323 Send $300 for Catalogue Rt 22 Westport NY 12993
PLANS Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings Welded parts availshyable Write to PO Box 228 Needham MA 02192 or call days 617444-5480 (c-1092)
AIRCRAFT OWNERS SAVE MONEY FLY AUTOGAS If you use 80 octane avgas now you could be using less expensive autogas with an EMmiddotSTC
Get your STC from EM - the organization that pioneered the first FAA approval for an alternative to expensive avgas
CALL TODAY FOR MORE INFORMATION 414-426-4800
Or write EAA-STC EAA Aviation Center Oshkosh WI 54903-3065
For faster service have your airplanes N number and serial number your engines make model and serial number and your credit card number ready
30 JANUARY 1992
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 1 9 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership (FAX (414) 426-4873
ANTIQUECLASSICS
EAA Member - $2000 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
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lAC
Membership in the International Aerobatic Club Inc is $3000 annually which inshycludes 12 issues of Sport Aerobatics All IAC members are required to be members of EAA
WARBIRDS
Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird memshybers are required to be members of EAA
EAA EXPERIMENTER
EAA membership and EAA EXshyPERIMENTER magazine is available for $2800 per year (Sport Aviation not inshycluded) Current EAA members may receiveEAA EXPERIMENTER for$1800 per year
FOREIGN MEMBERSHIPS
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
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The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
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APPROVED
DISCOVER EAA VIDEO THE STEALTH REVEALED A VISIT TO EAA OSHKOSH AND BEYONDmiddot One of the first major public showings of the US Air Force F-117A Stealth Fighter came during EM OSHKOSH 90 Now relive that historic moment and witness never-before-seen govshyernment footage of the Stealth in combat during the Gulf War Also features an exclusive interview with Capt Rob Donaldson leading F-117A pilot of the Gulf War NEW RELEASE (30 min)
AEROCAR GIVING THE AUTOMOBILE ITS WINGS A chronicle of the 40-year history of the AEROCAR Produced in cooperation with designerinventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR - the roadable airplane (35 min)
NEW VIDEO
EAA OSHKOSH 91
AVIATION AT ITS BEST Experience this annual gathering of the family of flight with the offishycial 1991 EM Fly-In Convention video Enjoy the tribute to the 1930s Golden Age of Air Racing the 50th Anniversary of the Flying Tigers and a special salute to the Allied air power of Operation Deshysert Storm Plus plenty of anshytiques classics warbirds the latest in homebuilts ultralights and more (60 min)
$2495 GETTING STARTED IN AEROBATICS
FASCINATION WITH FLIGHT From the quiet beauty of ballooning to the excitement of aerobatshyics this new video from EMs award-winning Paul Harvey Audio Video Center is a fast-paced overview of the many distinct facets of sport aviation Included in this show are segments on Balloons Hang-Gliders Ultralights Antiques and Classics Homebuilts Warbirds and more (30 min)
$2495 (Available In November 1991)
$3995
Hear from some of the best-known names in aerobatics as they relate their experiences and suggestions for selecting the proper instructor training sequence airplane and more Ride along on an instrucshytional flight and get a feeling for basic aerobatic maneuvers from both inside and outside the cockpit A must for anyone thinking about pursuing aerobatic training or anyone with an interest in aerobatic flight (60 min)
$2995 TO ORDER ANY EAA VIDEO
Call 1-800-843-3612 (Outside U_S 414426-4800) or write EAA Aviation Foundation Dept MO PO Box 3065 Oshkosh WI 54903-3065
Major credit cards accepted_ Ask about saving money on every purchase through the EAA Air Adventure Video Club
middotplus $3 shipping and handling Wisconsin residents add 5 sales tax
Child Of The Fifties A year and a half ago after earning
my private ticket I decided I wanted to own a plane After discussing the idea with my precious wife she said Well OK so long as it doesnt cost anyshything To many people that would have been the end of the whole thing But a newly licensed pilot is a dangerous thing I began to think I looked around the house for anything that I could sell barter or otherwise convert into a plane Then I saw it The boat on a trailer out in the yard What good was it anyway It was winter So I placed an ad in Trade-a-Plane It ran like this HAVE BOAT NEED PLANE WANT TO SWAP Quite frankly I was completely open to just about anything When the deal was done my boat was on its way to Missouri and I had a 1958 Straight Tail Cessna 172 It was a 14 JANUARY 1992
by Nino Lama Ale 12423
curious craft Being new in the world of have to go back to the fifties aviation I had never seen a 172 that So lets go back to a special time in looked like that I had trained in a plane history Even though we may say we called a Cessna 172 but it bore no remember those years our memories resemblance to my new acquisition tend to fade Heres a memory jogger
As it turns out what I had gotten in well start with those people who barter was something really special It flavored life for us - Marilyn Monroe was my child of the fifties To best Willie Mays Ike James Dean Joe understand why its so special we really McCarthy General MacArthur
Richard Nixon VICE President and Elvis Elvis was a firey 19 year old when he recorded his first song He made it big with his ducktail haircut and perpetual sneer If youre not back in the fifshyties with me yet rememshyber these Hound Dog All Shook Up Dont Be Cruel and Burning Love They were all on the album Heartbreak Hotel released in 1956 In 1958 Elvis married Priscilla Beaulieu and was drafted into the Army
If Elvis wasnt your thing then maybe youll
5 GREAT CESSNAS-THE COMPLETE AIR FLEET FOR gVERY BUSINESS NEED
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fly themselves You simply drive it Over 120 mph cruising $8750 fiiDWrchita
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fLYING-May 1956
remember Patti Page and Peggy Lee The Music Man West Side Story or Mack The Knife The Top Hits of the Fifties read like this 1950 - Goodshynight Irene 1951 - Tennessee Waltz 1952 - Cry 1953 - Song From the Moulin Rouge 1954 - Little Things Mean Alot 1955 - Rock Around the Clock 1956 - Dont Be Cruel 1957 - Tammy 1958 - Vol are and 1959shyMack The Knife
While the Pentagon under Charles E Wilson was undergoing the greatest build up of power in all history and the nation was in the grips of the peak of the Cold War the kids wore Davy Crocket hats and bought 30 million hula-hoops
The large cabin of the four-place Cessna allows room for a well equipped panel
It was the fifties that saw us become a nation of surburbanites Barbecues and the cocktail circuit were our escape Some of us built bomb shelters We fought in Korea We watched Bogie and Bacall Lucy and Ricky George and Gracie Sid and Imogene Kukla and Ollie and Jack Parr
In 1958 and 1959 AlaskaandHawaii became our 49th and 50th States Texans just had to cope with being the SECOND largest state in the Union The Russians launched Sputnik and then followed with a satellite manned with a dog It was the 1950s that saw a brave black woman refuse to give up her seat on a bus in Montgomery to a white
man Her arrest sparked the young and vibrant Martin Luther King into peaceshyful protest that changed us forever
If you were there but dont remember any of this then you must have been a Beat The coffeehouses oozed with smoke and poetry to the sound of finger snapping and bongos Slow blues protest songs and Depression ballads were cool
It was the era of cocktail circuits baby-sitters and back yard barbecues Cars were big powerful and made of plenty of metal Kitchens were jammed with chrome appliances and decorated in lots of bright reds yellows and blues Bicycles were sturdy with wide tires and built-in headlights
That was the Fifties The world of aviation was pretty exshy
citing back then There were a lot of thinkers and dreamers In the fifties a dreamer wasnt just someone who thought that ten more knots or a little more range would be nice Moulton B Taylor of Longview Washington was a 1950s dreamer He builtthe AEROCAR It was licensed in 1957 He envisioned one in every garage A subcompact car pulling a small trailer that made up the conversion of the auto to a comfortable family airplane Thats thinking Piper aircraft built and tested a twin engine Tri-Pacer It had two engines on one shaft turning a four-bladed propeller VTOL (Vertical Takeoff and Landing) aircraft were seen as the future for military aircraft It was a propeller driven plane that landed squarely on its
VINTAGE AIRPLANE 15
II
Now METCOmiddotAIRE
Presents
The New (Lett) Prior to the introduction of the straight Tail 172 Met-Co-Aire offered this nosewheel conversion of the standard Cessna 170 Ninos 172 sports the redesigned
CESSNA 170 TRICYCLE GEAR Look al Ihis
MODERN 170 Note excellent visibility the beautishyful lines Engineered and designed to increase the utility and beauty of your Cessna A conversion that enhances the appearance and value of your airplane Fully steerable with rudder pedals assuring safe quick stops with positive ground control at all times
Complete kit furnished with all necessary assemblies and hardware for simple easy Installation
OTHER MET-CO-AIRE CONVERSIONS
Tricycle Gear Conversion for the Cessna 180 will be available in the near future
Fuselages for Stinson amp Piper Metal Wings Cessna-Stinson-Ercoupe
Auxiliary Fuel Systems South American Distributor
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Write Met-Co-Aire today for full details or see your nearest dealerl
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+ Met-Co-Aire Municipal Airport Fullerton California
LAmbert 5middot6521
16 JANUARY 1992
fin and rudder of the true 172
tail with the nose pointed straight up Thats dreaming
A viation was advancing Lockheed built the first prop-jet airliner The Douglas RB 66 twin engine jet reached the magic Mach 1 In the more munshydane vein a man named Piper was president of Piper Aircraft Richard Nixons brother-in-law Tom Ryan was a flight instructor and taught some of Hollywoods best to fly The four enshygine Super Constellation airliner ruled the sky They cost $2 million each Air fare from New York City to Los Anshygeles was $160 round-trip The Mooney Mark 20 hit the market
The fifties gave us a lot Who doesnt get a thrill at the sight of a candy apple red 56 Corvette or a jet black 57 TshyBird And Rock and Roll born of the fifties the more it changes the more it stays the same
So now let me tell about my Child of the Fifties I believe it to be one of the finest aircraft ever designed the Straight Tail Cessna 172 Truly born of the fifties its roomy comfortable and made of plenty of metal Im going to tell you about this aeroplane from the prospective of the era In 1955 Dwane L Wallace studied the plane and test flew it
The Businessmen have demanded a low cost easily handled plane to fly themselves Cessna has responded with a tricycle gear model Although there may have been such a demand made its also likely that Cessna was respondshying to the competition of the marketplace The Tri-Pacer with its tricycle gear was sweeping the market and giving the Cessna 170 taildragger a
run for its money The Tri-Pacer ads of the time showed a young woman dressed fonnally at the helm and spoke of flying ease room and comfort In 1957 even the guppy shaped Champ was fitted with a nosewheel and renamed the Tri-Traveler
The goal was to sell the public on the ease of flight The landing gear on the Straight Tail 172 was called LAND-O-MATIC landing gear The ads of the time said that all the pilot needed to do to land was drive the airplane down and it landed itself (And to think I took all those lessons) When the 172 was introduced in 1955 it was meant to supplement the popular Cessna 170 Cessna said at the time that there was no intention to replace the 170 but rather to offer the businessman an easier to fly and more comfortable airplane By 1955 there were 5000 170s flying The manufacshyturer also stated that the 172 was not a reworked 170 but a totally new design The striking feature of the 172 is with no doubt the prominent Straight Tail Engineers found that with the raising of the tail with tricycle landing gear a bigger tail and rudder provided better taxi takeoff and landing performance The newly introduced 172 boasted some special features including a low center of gravity resilient spring steel main landing gear and the same sturdy nosewheel as the big brother Cessna 310 The controls were not interconshynected and provided steering with the rudder or independent brakes steerable nosewheel or combination of the three Magazine advertisements said You drive it like a car
With its Land-O Matic landing gear and roomy cabin the early 172 was the precursor of what would become the most popular light plane of all time
C L Hamilton did the check ride for Flying magazine in November 1955 He calls the cockpit roomy lower and level as compared to the 170 Since dual controls were sold only as an option the test plane had only left hand controls That made the cockpit seem huge Taxiing the 172 was a revelation with the same feel and visibility as the Aero Commander Hamilton wrote About the only chance for ground damage when taxishying the 172 would be dropping the nosewheel into a hole In the air the 172 showed the same pleasant characshyteristics of the proven 170 except that the 172 is more stable - You can slow down until the needle stops inshydicating and she just goes on slow and steady The landing approach differs from the 170 as the 172 uses a very steep nose down approach Hamilton wrote With full 40 degrees on the paralift flaps overshoot slightly dump the flaps touch down with brakes on and youre in someones back yard We did it in 250 feet down and stopped In an emergency it no doubt could be
development was th e Met-Co-Aire Companys conversion of the 170 to tricycle landing gear (see copy of 1955 ad) Despite the statements of Cessna and the conversion by Met-Co-Aire the 170 was doomed to be replaced by the easy to fly 172 If you fly a 172 that has a back window and swept tail dont think youve experienced the classic 172 that changed the look and feel of light plane flight Youve only exshyperienced a distant relative The 172 of the fifties is not the same aeroplane as the modern version Upon entering the Classic 172 one is immediately imshypressed with the incredible visibility both overhead through the huge windscreen and forward over the cowlshying that does a great disappearing act down to the spinner The pilot and comshypanion sit very high in the cockpit adding to the feeling of openness and spaciousshyness The engine seems to run smoother than the contemporary version and it does It is afterall a small six cylinder engine compared to the larger four banger in the modern 172 One of the greatest joys of flying the Classic comes
the floor between pilot and copilot The bar clicks upward as the enormous para lift flaps drop from 10 to 40 degrees On your first flight it seems like youve just moved half the wing when you apply flaps In the air shes stable as a rock and trims easily for hands-off flight You wont set any speed records but you can count a solid 104 miles per hour burning about six gallons per hour And oh what a view
There s a new type club called the STRAIGHT TAIL CESSNA CLUB It was founded by my good friend and Straight Tail owner Ernie Colbert Ive recently been honored with the title of President The club currently has about 100 members and is growing fast Each member shares a great love for the Classic Straight Tail Cessna and knows that with change improvement does not necessarily follow I hope youve enshyjoyed this article The next time you see one of the Straight Tail Cessnas taxi by on its Land-O-Matic landing gear think of Elvis Bogie and me
Thanks to Richard VanEmerick my good friend for the classic Flying
done in less than that when its time to lower the flaps Flaps magazines used in this article An interesting contemporary are controlled by a great Johnson rod on
Rudy Eskras Stearman by Rudy Eskra
ANTIQUECLASSIC GRAND CHAMPION
MIDEASTERN REGION 1990
So much has been written about the Stearman its characteristics and resshytoration that it sometimes seems that everything that needed to be said about it has been said Undaunted AntiqueClasshysic owners all like to tell their own stories This is mine
This particular example was built for the Air Force in October 1944 thus being one of the last produced of a great series In the ensuing years since it was manufactured it has only been flown about 2300 hours I acquired it in 1979 It was in very good condition then and to the best I can determine it always has been Rather than the owner I look upon myself as a temporary custodian or caretaker and very fortunate to be that I hope that when it goes to the next owner it will be in better condition than when I got it and that the next guys can keep it going for many years to come
Its equipped with the 225 hp Lycomshying which with its nine cylinders biting them off clean sounds and runs
1 B JANUARY 1991
smoother than some of the other engines with which Stearman were equipped
In 1989 my friends and I stripped it down completely and replaced or refurshybished everything we thought could be improved We spared no expense as a whole drawer full of receipts and a very patient wife will attest to The engine was completely overhauled with cylinders chromed back to standard new pistons rings valve guides valves bearings The works Of course all parts were magna fluxed in the process
We found the wing woodwork in exshycellent condition and just a few small corrosion points on the fuselage tubing After refinishing the structure we inshystalled some new fuselage stringers (bird cage) which presumably had been broken when the airplane was pushed on its sides These aluminum stringers tend to precipitation harden and grow brittle with age
We recovered all surfaces with heavy duty Ceconite The final finish after the butyrate process on the fuselage center wing section and fins was two part Ranshythane polyurethane The blue trim was DuPont Imron However we used Ranshy
dolph butyrate dope exclusively on the wings aside from the trim Our reasonshying for doing this was because the polyurethane has less tendency to stain under the onslaught of engine emissions than dope and with its glossy surface is a pleasure to wipe down
Gasoline dye for example can penetrate dopes and lacquer finishes clear down to the fabric Since the wings are out away from this conshytamination but subject to more hangar rash and might need occasional touchshying up we felt that dope might be easier to touch up than the urethane
There has certainly been a lot of exshycellent information written about recovering and restoring Stearman aircraft and probably done by people far more versed in the art than I I got a lot of tips from reading and hearing them Some of the really good ideas came not from the professional manuals but from nonprofessional restorers We did do some of the things which we had developed on our own and felt improved the quality of the job somewhat Many of them are minor but perhaps the really first-class jobs are a collection of fine
details They have not been exhaustiveshyly tested in the laboratory but they worked for us To the extent they are of interest Ill pass them along here
Paints tend to grow more brittle with age and will crack from vibration where fabric stretches over sharp edges Even though this plane was over 45 years old and must have been recovered several times we were surprised to find a lot of sharp edges on many of the wood parts that come in contact with the fabric These were sanded to a small radius Ceconite reinforcing tape was applied on top of the fabric very liberally wherever the fabric laid over any edges and highly stressed skin locations far more than on the original This required a lot more painting and sanding between coats to hide the tape but in the end I think we have a finish which is far more resistant to cracking
Aircraft material suppliers may recommend that you buy some of their duct tape to cover any seams in aluminum parts such as on leading edges Apparently masking tape was used in these places in the original process and we preferred that since the duct tape is too thick and protrudes through the finished fabric
In order to provide a smoother surshyface over the aluminum D-section leadshying edges on the wings we first covered and heat shrunk an extra layer of fabric over them This tended to bridge over the seams and dimpled areas before inshystalling the fmallayer of Ceconite
All the experts will tell you to brush on the first coat of fabric primer such as Dacproof or whatever process youre using This may be right but you can often sand about 15 or 20 coats before the brush marks disappear I believe the reasoning is that brushing the stuff (which I suspect is really nitrate dope with a dye) will help you get it down into the fabric so it interlocks with the fibers Thats important because it alshymost must depend upon a mechanical bond to get it to stick to the dacron We found we could get full penetration by spraying so we sprayed and were satisshyfied with the result It is important not to oversaturate the fabric of course since it will drip onto the opposite fabric and these drops are very hard to hide
If you ever scrape or chip a doped finish you invariably find that the separation occurred at either the top or bottom interface of the silver dope coat
less adhesion and a lower tensile strength than clear dope since the aluminum particles are really impurities in the dope For this reason we kept the aluminum coats down to the minimum required to pass the light bulb opacity test thus providing the radiation shield for ultraviolet light About two coats of silver seem to accomplish this The rest of the many coats before the color was applied were clear butyrate which seems to stay more strong and pliable throughout its life Its not as easy to sand as the silver but I suppose thats another testimonial to its physical properties over that of the silver
Our inspector insisted that all rib stitching knots must be exposed as in the original rather than pulled under the skin as in Staggerwing Beech process We located aligned and perforated all the rib stitch holes with chalk lines snapped uniformly spaced across the length of the wing Of course these knots were located on the bottom of the bottom wing and on top of the top wing The result is a nice uniform appearance like lines of rivets when sighted from the end of the wing
Some like to make pie shaped slits in the tape to take away excess material where it wraps around the wing and fm tips Theres almost no way of hiding these cutouts under the finish so we didnt use that method Instead we heat shrunk the uncemented tape edges down after first cementing the tape on the ridge line of the bend only The tape edges were then cemented after they lay nice and snug on the surface This is not an original idea with us but the superior results make it worth mentioning
Some experts though not all recomshymend that when taping both the tape and the fabric surface to which it is applied be first painted with cement If this method is used air bubbles are trapped under the wet tape and very hard to remove We had better luck by apshyplying a very wet coat of cement to the fabric only and leaving the tape dry so that the air can be forced up through it Then a thirmed coat of cement can be applied to saturate the tape after its down smooth
Some cements as they come out of the can tend to dry rapidly or rope as you spread them One old-time airplane maker suggested we mix the cement with 30 percent nitrate dope and 30 pershycent nitrate thinner This not only eliminated that problem but also seemed to make the cement stick better
We used a hot knife to cut all the fabric in order to produce a clean sealed edge without the annoying ragged threads To do this we hammered and ground the copper tip of a forty watt soldering iron to a knife edge On another iron we rounded off the copper tip to a spherical radius and used it to hot pierce fabric drain holes after the lifesaver reinforcements were ceshymented in place I havent heard if anyone else uses this method but it realshyly works slick leaving a high strength fused ring on the hole perimeter The stiff plastic life saver reinforcements that are available commercially often curl or warp somewhat due to the shrinkage of the cement I believe that reinforcements punched out of leather stay flatter and more flexible while still strengthing the edge of the drain hole
Were convinced that silver dope has Rudys pretty white with blue trim Stearman runs up on the ramp
VINTAGE AIRPLANE 19
At the points where the rudder cables exit through the fuselage fabric we heat formed little vee-shaped plastic fairings to cover these points This produced a nice streamlined effect I think after covering them with another patch of fabric and ftnishing
When patches of fabric are needed such as those used to cover the inspecshytion rings we found a way to make the fabric patch much more manageable We stretched a piece of fabric over the open end of a small wooden box This was given the fabric prime coat shrunk with an iron and the required patches cut from it These stay nice and flat when theyre cut and cemented in place
Removing old paint from the cowling and other aluminum parts is no fun at all In scraping it off you stand the chance of scraping through the grey anodized surface also I gathered all of the painted aluminum pieces and took them to a furniture stripper who dipped and cleaned the whole works for $60 which I considered money well spent These were sprayed lightly with two part Dupont Varprime primer which Im convinced is better than the old zinc chromate originally used
The finish resulting with the Ranshythane polyurethane is superb and in this particular project at least seemed to be even more glossy than the Irnron we used on the leading edge trim During the work we had a lot of good consultshyations and help over the phone with the Randolph people We were also able to get a very good gloss in the white butyrate dope by keeping the wings flat and horizontal while spraying and floatshying on a lot of dope The final coat was thinned out more to give a good gloss Although we have no proof we suspect also that excessive thinning of the other coats of butyrate reduces the finished strength of the dope And this was also the opinion of an old-timer who used to do fabric at the Naval aircraft factory
We used 3M tapes for the finish color stripes in 34 inch and one inch widths This seems to have excellent adherence in service yet can be lifted off and retaped during the application in places where you didnt get it quite right the first time There is a thin transparent membrane of protective tape on top of it which must be removed after installashytion since this will yellow with age and will bake on permanently if it spends any time in the sun Its hard enough to peel off when its new
Taking a tip from the automobile
20 JANUARY 1991
The neat and tidy installation of the battery box and relay control panel mounted ott of the firewall
body guys we used nothing but 3M masking tape also as some of the cheap brands can really give you trouble either not sticking or sticking too hard When taping over new paint we first pressed the sticky side of the tape onto our work clothes to reduce the posshysibility of damaging the fresh surface with too much adhesion
One other problem can give you fits on a Stearman if youre not careful When installing the bird cages (stringers) on the fuselage tubing strucshyture its a good idea to temporarily inshystall the cowling and tail cone fairing in order to properly position the stringer assembly fore and aft Finding out that the cowling doesnt fit after the fabric is finished could really spoil your day
Its always amazing to see vinyl material used around the cockpit coamshy
ings of some real prize winners I found that nice glossy pieces of kid leather can be bought rather cheaply at places like Tandy Leather providing an authenshyticity that can be spotted a long way off For the coaming padding rather than layers of felt as used originally I tried some foam pipe insulation which is conveniently pre-slit fits nicely and after lacing the leather with rawhide seems to do a better job
During one of the routine magna flux inspections of the McCauley steel prop one tiny bit of corrosion at the blade hub fillet officially ended its flying career Although this was a devastating development I reflected that pulling the prop and delivering it for inspection to a prop shop 80 miles away - this every 100 hours - was a nuisance And I never could get through the hundred
Rudy Eskra and his prize winning stearman at the Mideastern Regional Fly-In in Marion Ohio
hour period without one protractor readshyjustment of the blade angles since both the centrifugal and aerodynamic forces tend to move the blades toward low pitch I decided to try a new Sensenich wood prop I was pleased to find that this yellow birch club is about 30 pounds lighter produces markedly less noise and vibration and seemed to result in no degradation in performance I believe that there were three pitches available I selected the middle one and I think I guessed right for operating in the low level elevation in the Great Lakes area
In reading about prop flight test comshyparisons Im always a little suspicious of conclusions drawn from airspeed data derived from a few test runs given all the variables in atmospheric condishytions instrument and observer error so I didnt bother trying to get too technical about it For what its worth my friend with a constant speed Hamilton on a 300 hp Stearman flys formation with me occasionally and seemed impressed with the airspeed of the lower-powered plane
When disassembling the wings we backed all flying and landing wires off
exactly four turns This permits reasshysembly to its previous condition whatever that was However we decided to go through the rerigging proshycedure anyway In doing this we folshylowed the Air Force maintenance and erection instructions - all 11 pages Dihedral and incidence boards were made up from the drawings and all dimensions and angles brought into tolerance Here again its my feeling that the plane is quite stable and pershyforms well
My airplane was absolutely standard when I got it except for the usual reshyplacement of the Bendix brake master cylinders I didnt mind hand cranking the inertia starter but there is no really safe and legal way to do that when going
Jout for a solo flight as many have found to their horror There must be a qualified pilot or mechanic at the conshytrols when youre out there turning the crank I therefore decided to install an electrical system
Designing the electrical system which incorporated a new alternator and rebuilt Bendix starter was the easiest part of the job Gathering all the documentation for application of all the
components and obtaining FAA apshyproval took a great deal of time and effort Since I do aerobatics I wanted a battery case and system which could withstand nine g So None seemed available so I designed and built a subshystantial aluminum case with a separate battery hold down assembly built in The Gil 35 battery manifold vent is conshynected to a bicarbonate of soda bottle with a clear plastic hose then down inside the landing strut fairing and overshyboard
There seems to be a tendency for the brakes to grab which can give the rear pilot a quick lift up about five feet in the air on first application A lot of this low level aerobatics can be prevented by applying only one brake at a time but the grabbing tendency can still be quite annoying To combat this I filed a chamfer about 1 14 inches by about 20 degrees from the leading edge of the primary shoe This is the top of the front shoe which provides the servo forces on the secondary shoe Brake operation is effective yet smooth Of course the brake lining must be kept free of oil and moisture and if they do get soaked its best to replace the friction material
VINTAGE AIRPLANE 21
The stainless steel exhaust manifold on the Lycoming 680 is also a challenge to ftnish I suspect chrome plate would tum blue in places I went through about ftve different high temperature silver paints and the best one Ive found is VHT 1200 degree paint made by Sperex Corporation in Gardena California But nothing lasts forever on that hot surface
If you have ever had a King KX145 NA V -COM radio youll probably agree its not a technological miracle When mine is working I get complaints from approach control that the transmisshysion is weak and garbled when heading inbound at eight or more miles out I noted that this improved if I turned and pointed the aircraft tail toward the airshyport This led me to believe that the engine and other metal parts ahead of the antenna were blocking the antenna signal I decided to move the antenna which was mounted over the aluminum baggage compartment aft of the rear cockpit to a position above the center wing tank using the large aluminum gas tank as a ground plane The antenna was mounted on an aluminum bracket attached to the center square tube brace above the tank A short bonding strap was connected to the tank filler neck providing a good ground With the anshytenna in this position we have had no further complaints from the tower from the same distances out
In addition to an Omni in the transceiver I bought a portable Loran which is small enough to carry in a coat pocket This has not been entirely trouble free either but the Ray Jefferson Company people have been very helpshyful Although I dont do a lot of crossshycountry it has given me some very accurate guidance It is basically a marine unit derivative and cost about $300 Although it provides ground speed and other data I find the heading and DME are just about all I need and often direct me right towards the exact center of the destination airport
In routine operation of a Stearman there are two things which I regard as being just as critical as fuel and engine oil One is keeping those big soft main tires properly inflated and the other is to make sure the tail wheel steering asshysembly is in good working order These are very important for stability and conshytrol during roll-out which Ill discuss later Tail wheel lock mechanism 22 JANUARY 1991
should snap in place smartly and the tail wheel steering cables must be snug The tail wheel tire pressure needs a lot of attention also but for a different reason It carries a heavy load for its size and if its run underinflated youre looking at tire fabric in a very short time
There are at least three brands of tires available for the Stearman One has a tread made up of rectangular blocks another has concentric rings or grooves and the third is the classic Goodyear diamond tread I found the block tread was good for about 500 landings on concrete the grooved would do about 700 From a vintage appearance standpoint I prefer the diamond tread a pair of which I bought from Wilkerson Tire in Crewe West Virginia These Goodyear tires are produced in Sao Paulo Brazil where the molds were apshyparently moved to a number of years ago
In doing this restoration I found it a very enjoyable experience I got a tremendous amount of help from people like Glenn Gibbs of Stony Ridge Ohio who has become a very skillful fabric man and indeed many of his ideas are included here and from Frank Leffel who did much of the spraying and Tony Eskra who sanded his share of it Herb Wilford Chief Aircraft Maintenance at Dana Corp was one expert who made sure we stayed in line technically Looking after a half dozen jet aircraft Herb runs a very efficient operation with immaculate hangars and shops
There were many others of course and we spent a lot of enjoyable winter evenings working together and bantershying back and forth It was a great escape from the demands of a corporate management position and I slept most soundly during that period
I think the only real frustration aside from the staggering prices was waiting for delivery of parts and purchased sershyvices Delivery date promises were alshymost routinely ignored thus running the total project time over one year Apshyparently keeping promises has gone the way of the 45 rpm record in this country
There are a few lessons which may seem obvious but I feel are worth restatshying First of all the investment in both time and money is extremely high so its worth doing right and this includes buying the best material available
In the course of the work one can ftnd
a host of opportunities to take a shortcut and save some time or material In general these temptations are best avoided When the job is finished and its almost good enough no one will probably know the difference except you every time you look at that bird If youre anything like me youll always see enough defects no matter how careshyful you were I remind myself if its not quite right tear it up and do it over again Ive never regretted doing that
If may add a few observations to the myriad of information that has been written about the Boeing Stearman I have owned it now for 12 years and I still get a great thrill flying it Some say its heavy on the controls but 1 dont agree Solid yes but not heavy If you properly coordinate rudder and aileron stick pressures seem quite normal It is very forgiving I think with a good balance between responsiveness and sensitivity In short its a real pussy cat in the air Though it has a slow roll rate it loops beautifully spins easily but quits at the precise moment middot when youve had enough Strength - its like a Sherman tank Its solid feel derives from the lack of control-induced deflection owing to the truss biplane structure the use of control rods rather than cables and the basic rigidity of the tubular steel fuselage
Landing and roll-out is a little difshyferent with the task of keeping things in hand left entirely up to the pilot If ever there was a machine thats dynamically unstable in roll-out this must be it Response rate must be swift and instincshytive so a bit of concentration is helpful Over the years Ive logged 1430 landshyings in this machine Some of them would measure 58 on the Richter scale As I said its a rugged beast so the only damage was to my ego
A round carrier type approach seems best but youd better have a softer imshypact than the F-14 does or youll bounce 20 feet in the air If its done just right those big balloon tires come into play and nothing can match the soft quiet touchdown of a Stearman Most of the time it seems to land itself perfectshyly leading one to believe theres really nothing to it OK but I think Gordon Baxter our foremost Stearman spokesshyman had it right when its on the ground you cant trust it unless its tied to something
The E225 series Continental is enclosed in a very clean instalshy N22LW features this smart looking panel with padded ramshylation The baffling is anodized horn yokes
(Continued from Page 13) them have at it The reclining seats are from the Rangemaster version of the Navion produced in the early 1960s The Woodfins are very pleased with the results The instrument panel and the overheard Osborne panel have been finished off in a very professional manshyner The panel is meant for strictly VFR flying but is very well equipped with a loran and nav-com pair All the instrushyments in the plane are brand new To have as safe an airplane as he desired Larry felt it was necessary to replace all the instruments since some were 40 years old
For all intents and purposes the aircraft is a new old airplane Theres nothing not a hose or fitting that has not been replaced or gone over he remarked
Power for the Woodybird II is an E225 series Continental built up of new parts including the crankshaft It was also carefully balanced throughout its assembly
The sign and Woodybird emblem were both painted by Larrys neighbor Neil Kavanaugh Each emblem took 12 an hour for him to paint freehand
This is the second aircraft that Larry has restored The first Woodybird was completed in 1978 Much later he would sell the airplane during one of the Conventions at Oshkosh He has some very interesting comments about that sale now that some time has elapsed One of the things that happens when you restore things is the way it conshysumes you and after its over you beshycome a slave to it The first time around I had become a slave to the machine and I wanted out I just didnt want to do it anymore Well the smart thing to do is to sit on the side and let that pass Well somebody came along with a lot of money and wanted it and I sold it he recalled Two or three years later all of the sudden I realized that I didnt have my airplane anymore and I wanted it back so that started the search for this one
Larry has been a motors ports enshythusiast since his pre-teen years when he tried to convince ills dad to buy him a4 7 Mercury convertible complete with a zebra skin interior When his dad said You cant drive it for another 4 years what are you going to do with it Larry
responded Dad Im gonna polish it To pacify his young sons enthusiasm he allowed Larry to buy a go-cart His family was not rich by any stretch of the imagination but Larrys willingness to work hard on his projects would allow him to continue and he would progress into racing cars at the dragstrip then into sports cars and finally into motorshycycle racing Larry and his wife Debbie began to fly simply as an expedient way to get to motorcycle races since they had a few friends within the racing comshymunity that were making the same trips that they were and did not have to conshytend with a long arduous road trip That sparked the interest that has become a wonderful way to travel Motorcycles are still an important part of his life One of his customers is a favorite of his - Harley-Davidson They use the nails and pneumatic nail guns that Larry sells for a living to assemble the crates the big cycles are sillpped in He is the proud owner of an Ultra equipped with just about everything you would ever want on a motor vehicle including cruise control He and Debbie plan to ride the cruising motorcycle from Maryland to Alaska on a long tour this coming sumshymer He has nothing but praise for the reliability the Harley now has and is very pleased with both his sleek machines - his Harley Ultra and his Ryan Navion The Flagship of the Navion Fleet
If you would like more informashytion on the Navion contact the
American Navion Society Box 1810
Lodi CA 95241-1810 209339-4213
The initial membersillp fee is $60 and then $45 per year for annual dues
VINTAGE AIRPLANE 23
~T ()UI2 ~msJU~ I2HT()I2I~f3 by ~()r-m veter-sen
Davis DI-K N158Y SIN 508 Purchased as a basket case in August
1958 Jack Gretta (EAA 19255) of Chester CT spent six years rebuilding this Davis and installing a 125 hp Conshytinental engine under a one-time STC In 1973 a friend() put the pretty
Piper J-3C-65 N6114H SIN 19275 These photos were sent in by Robert
T (Bob) Hunt (EAA 165963 AIC 6123) of Hackettstown NJ who has been busy rebuilding this J-3 Cub along with George Burns (EAA 221818 AIC 10000) also of Hackettstown The wood spar wings required new spars all new bolts drag wires leading edges and attach fittings The covering was done in Stits HS-90X and Stits Aerothane
24 JANUARY 1992
parasol into the trees and four more years were required to return the Davis to airworthy condition
In 1991 another friend landed 01 N508Y in the trees while towing Jack Gretta in a Schweizer 1-19 glider Jack ended up in the trees also and admits it
A majored C-85 engine was installed along with a new Falcon wood prop (built on the Ole Fahlin certificate) Bob reports the engine started on the very
is a long way to the ground as a passhysenger It is expected the red and white Davis will again be ready for flight in 1992
This is the second Davis that Jack Gretta has owned having owned Davis D1-K N151Y SIN 510 from 1947 to 1956 During those years Jack rebuilt the airplane once and changed the enshygine from a Kinner 90 to a Kinner 165
Jack belonged to EAA Chapter 1 in Riverside CA way back in the early fifties and joined EAA in the mid-sixties while living at Cucamonga CA He has been involved with Davis airplanes for almost 46 years and we happily extend to Jack best wishes for the next 46 years
very first pull The smooth 800 X 4 tires that came with the project were in servshyiceable condition and re-instalLed on the completed airplane
This is the third airplane Bob has restored the first two being a PA-12 Super Cruiser and a PA-22 TriPacer Not one to up and quit having fun he is now commencing the rebuild of a PA-ll Cub Special
1952 Cessna 170B N2650D SIN 20802
This pristine 170B has been given the total TLC treatment since being purshychased in 1988 by its owners Ken and Helen Cobb (EAA 182685) of Naples Florida A new paint job in Alumigrip really improved the outside appearance right down to the original metal wheelshypants Inside a new interior was inshystalled including new seat coverings and the panel was updated with all new radios and complete instrument overshyhaul Under the cowling the Continenshytal 145 was majored to zero tolerance with chromed cylinders The original propeller and spinner were polished to a bright shine As Ken says This project started as a replace all rusty screws with stainless screws and grew into a very nice looking restoration
The 170B has approximately 3100 hours on the airframe with no damage
history heavy gear Cleveland brakes and original engine prop and wheelshypants Although the pretty Cessna has scored well at every fly-in to date Ken and Helen have yet to make the Oshkosh Fly-In We all hope they will be able to
make the flight from Florida to Wisconshysin in 1992 so we can get a close look at N2650D Congratulations to Ken and Helen Cobb on a nice job of replacing rusty screws Your efforts show exshycellent results
Cessna 140A N5300C SIN 15420 Purchased in 1966 by John Lucas
(EAA 370887) and Dave Emmett of
Emporium PA this particular 1950 Cessna 140A has been used for obtainshying STC approval for the installation of
a Continental 0-200 engine The 0-200 engine was purchased
from Lycoming in Williamsport PA who were using the engine for test purshyposes Installed in N5300C the first Continental 0-200 STC was approved Dec 1 1967 with revised approval dates of March 12 1980 July 2 1980 and May 11 1981 The first STC was sold on 12-4-78 and John reports they have been averaging about ten per year since that time Apparently the extra 10 to 15 horsepower makes the 140A pershyform remarkably well which explains the popularity of the STC
John Lucas passed his 80th birthday on July 23rd and has a new partner John Richard Lucas (his son) to carryon the good work with the 0-200 Cessna 140A N5300C Long live the marque
Taylorcraft DCO-65 C-FJLH From the far north comes this photo
of a Taylorcraft DCO-65 C-FJLH owned by Floyd Stromstedt of Box 296 Berwyn Alberta TOH OEO Canada Loshycated in the northwest part of Alberta almost at the beginning of the Acan highway the DCO-65 is the only one in the area in fact its the only one anybody in the area has seen Floyd enjoys flying the 65 hp tandem on wheels however he is curious if anyone has ever put a larger engine in a DCOshy65 such as a C-85 and if anyone has heard of such an airplane being put on floats Any help would be appreciated Write Floyd at the above address
VINTAGE AIRPLANE 25
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
Kent England Cesare Arcari Corgeno Va Italy Ted Bahl Fresno CA James R Baker Colorado Springs CO James R Barnett Niagara Falls
Canada Wayne Bausch AmesIA John R Beal Faribault MN Carlo Berti Modena Italy Bob G Berwick Las Vegas NV Harold Bish Hermann MO Frank W Blundell Lock Haven PA Scott Boelman Rancho Santa Marga
CA Claude Brochu Prince Cookshire
Canada W J Brockhouse
Prairie Village KS Wesley Brown Kailua Kona HI
(Sponsor Arthur F Stockel) Barry Burgoon Winter Haven FL Frank Cella Park Ridge IL Glen Childers Ada OK Bernard W Clayton Wolfe City TX Chris Coios Haverhill MA Charles Cole Brookneal V A Steven E Collins San Diego CA William H Cone Jr San Diego CA Charles Conrad Jr Huntington
Beach CA John P Coppolelli San Diego CA Milton Crookston Santa Barbara CA Robert Deleon Stafford TX Richard Delmas St Louis MO Duane Dickson Belmont CA Chuck Doyle Jr Minnetonka MN Carl Driftmyer Port Clinton OH Patrick J Driscoll Caldwell ID Harry Drover Ontario Canada Larry Eberst Delaware OH Bryon Engskow Pompano Beach FL Leighton B Ferguson Peru IN Jeffrey H Forrest Livonia MI Douglas Freeman Farmington ME Mary P Gabriel West Wareham MA Charles H Gaffeney Wilmington DE Victor Gaston Madrid Spain Scott A Gifford Safford AZ Dean L Gustavson
Salt Lake City UT Benjamin H Hall Jr Tullahoma TN Sherman W Hallowell Jr Carmel ME Aaron W Hamel St Charles MO
William D Hammond Littleton MA John J Hart Jr Wichita KS James Hawks Beverly MA Paul A Hayes Phoenix AZ Steven L Hendrickson Everett W A William N Hester Reidsville NC Bruce Hickle Crystal River FL Richard Hilsinger Westfield NJ T C Hoagland Port Orchard WA Richard Hoffman Sherman Oaks CA Rodolfo Hott Osorno Chile Jim W Howard Mc Minnville TN Kenneth L Howard Collinsville OK Ernest D Howes
West Wareham MA John V Hufford Lexington KY Joseph D Jackson Sr LockportIL Robert R Johnson Brooklyn WI David J Karl Carrollton GA Dale E Kennedy Fairmont WV Scott Klein Farmington UT Tim H Klohn Hudson Canada Larry Knechtel Seattle WA Brian Koldyk Saskatoon Canada George Kost Nome AK Lois D Kowalski Englewood CO Joseph R Kuth Duluth MN Rene Lafreniere Calgary Canada Don Lance Three Mile Bay NY Clyde A Laughlin Seattle W A Bernard Leeward Chapel Hill NC George Leighton Seattle W A Michael Leighton Lantana FL James W Lobb Waxahachie TX Clifton Lowe Cadiz KY Anthony Maiuro New Albany IN Marvin C May Princeton IL Robert F Melillo Great Barrington MA David A Mihalic Mammoth Cave KY Dion H Miller Shady Cove OR Douglas D Miller Shreveport LA Jerry Miller Vulcan MI Price Miller Gig Harbor W A
(Sponsor John Holmberg) Vern T Miller Hillsboro NC William R Miller ColumbusOH Stephen Mitchell Castle Hill Australia Karen S Monteith South Milwaukee
WI Jeff Moody San Gabriel CA Arthur M Moose Mt Pleasant NC Patrick E Morency Edmonton Canada Kenneth D Morris Plantsville CT Troy Naber York NE Steve R Nagel Houston TX Harold G Nelson Crawford TX
Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
Calumet MI Lawrence A Terrigno Placentia CA Mark J Tyoe Little Falls NY Paul H Vellinga Mesa AZ Calvin Wagner Sarasota FL Robert Wagner West Milton OH
(Sponsor Ralph Orndorf) Robert T Warner Leesburg VA William E Warren Parsonsburg MD Mark A Westall Sanibel Island FL Gary S Whittker Kingsport TN Peter A Wickwire Townsend GA Carl J Wilgosz Maple Heights OH Richard S Wilkins
Port St Lucie FL Robert H Williams Weil Am Rhein
Germany Robert Wood Cocoa FL Bill Wright Saint Helena CA Paul L Yount Jr Houston TX James L Zale Elizabethtown PA
VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromeshymoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406shy388-6069 FAX 406388-0170 Repair stashytion No QK5R148N
Parachutes - Toll Free 1-800-526-2822 New amp Used Parachutes We take trade-ins 5-year repair or replacement warranty many styles in stock Parachute Associates Inc 2 Linda Lane Suite A Vincentown NJ 08088609859-3397 (C792)
ANC-19 Bulletin - Wood Aircraft Inspecshytion and Fabrication 1951 edition now available as reprint Early aircraft Service Notes rigging data other titles available Send SASE for listing and prices John W Grega 355 Grand Blvd Bedford OH 44146 (c-392)
VINTAGE AIRCRAFT AND ENGINES shyOut-of-print literature history restoration manuals etc Unique list of 2000+ scarce items $300 JOHN ROBY 3703V Nassau San Diego CA 92115 (Established 1960) (c-1092)
C-26 Champion Spark Plugs - New and reconditioned New - $1475 reconditioned shy$575 to $975 Eagle Air 2920 Emerald Drive Jonesboro GA 30236 404478shy2310 (c-1092)
GEE BEE R-2 MONOCOUPE 110 Spl Hall BULLDOG top scale rated model PLANS used by Replica Builders Plus others by Vern Clements EAA 9297 308 Palo Alto Caldwell 10 83605 Extensive Catalog $300
Now Available - 30-inch x 5-inch Golden Age smooth Aero Tyres and Custom Wire Wheels finished Authentic Irish Linen Fabric Covering Antique Instruments evaluated repaired or completely restored Vintage Aero 518962-2323 Send $300 for Catalogue Rt 22 Westport NY 12993
PLANS Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings Welded parts availshyable Write to PO Box 228 Needham MA 02192 or call days 617444-5480 (c-1092)
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CALL TODAY FOR MORE INFORMATION 414-426-4800
Or write EAA-STC EAA Aviation Center Oshkosh WI 54903-3065
For faster service have your airplanes N number and serial number your engines make model and serial number and your credit card number ready
30 JANUARY 1992
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 1 9 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership (FAX (414) 426-4873
ANTIQUECLASSICS
EAA Member - $2000 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $3000 Includes one year membership in the EAA AntiqueshyClassic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation QQ1 included
lAC
Membership in the International Aerobatic Club Inc is $3000 annually which inshycludes 12 issues of Sport Aerobatics All IAC members are required to be members of EAA
WARBIRDS
Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird memshybers are required to be members of EAA
EAA EXPERIMENTER
EAA membership and EAA EXshyPERIMENTER magazine is available for $2800 per year (Sport Aviation not inshycluded) Current EAA members may receiveEAA EXPERIMENTER for$1800 per year
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the following address
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
~~~~ lgt~~ bull y bull
~VJ~ ~ bull ~llJ~f~- ~ bull S~fmiddotl
The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
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EAA OSHKOSH 91
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fLYING-May 1956
remember Patti Page and Peggy Lee The Music Man West Side Story or Mack The Knife The Top Hits of the Fifties read like this 1950 - Goodshynight Irene 1951 - Tennessee Waltz 1952 - Cry 1953 - Song From the Moulin Rouge 1954 - Little Things Mean Alot 1955 - Rock Around the Clock 1956 - Dont Be Cruel 1957 - Tammy 1958 - Vol are and 1959shyMack The Knife
While the Pentagon under Charles E Wilson was undergoing the greatest build up of power in all history and the nation was in the grips of the peak of the Cold War the kids wore Davy Crocket hats and bought 30 million hula-hoops
The large cabin of the four-place Cessna allows room for a well equipped panel
It was the fifties that saw us become a nation of surburbanites Barbecues and the cocktail circuit were our escape Some of us built bomb shelters We fought in Korea We watched Bogie and Bacall Lucy and Ricky George and Gracie Sid and Imogene Kukla and Ollie and Jack Parr
In 1958 and 1959 AlaskaandHawaii became our 49th and 50th States Texans just had to cope with being the SECOND largest state in the Union The Russians launched Sputnik and then followed with a satellite manned with a dog It was the 1950s that saw a brave black woman refuse to give up her seat on a bus in Montgomery to a white
man Her arrest sparked the young and vibrant Martin Luther King into peaceshyful protest that changed us forever
If you were there but dont remember any of this then you must have been a Beat The coffeehouses oozed with smoke and poetry to the sound of finger snapping and bongos Slow blues protest songs and Depression ballads were cool
It was the era of cocktail circuits baby-sitters and back yard barbecues Cars were big powerful and made of plenty of metal Kitchens were jammed with chrome appliances and decorated in lots of bright reds yellows and blues Bicycles were sturdy with wide tires and built-in headlights
That was the Fifties The world of aviation was pretty exshy
citing back then There were a lot of thinkers and dreamers In the fifties a dreamer wasnt just someone who thought that ten more knots or a little more range would be nice Moulton B Taylor of Longview Washington was a 1950s dreamer He builtthe AEROCAR It was licensed in 1957 He envisioned one in every garage A subcompact car pulling a small trailer that made up the conversion of the auto to a comfortable family airplane Thats thinking Piper aircraft built and tested a twin engine Tri-Pacer It had two engines on one shaft turning a four-bladed propeller VTOL (Vertical Takeoff and Landing) aircraft were seen as the future for military aircraft It was a propeller driven plane that landed squarely on its
VINTAGE AIRPLANE 15
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LAmbert 5middot6521
16 JANUARY 1992
fin and rudder of the true 172
tail with the nose pointed straight up Thats dreaming
A viation was advancing Lockheed built the first prop-jet airliner The Douglas RB 66 twin engine jet reached the magic Mach 1 In the more munshydane vein a man named Piper was president of Piper Aircraft Richard Nixons brother-in-law Tom Ryan was a flight instructor and taught some of Hollywoods best to fly The four enshygine Super Constellation airliner ruled the sky They cost $2 million each Air fare from New York City to Los Anshygeles was $160 round-trip The Mooney Mark 20 hit the market
The fifties gave us a lot Who doesnt get a thrill at the sight of a candy apple red 56 Corvette or a jet black 57 TshyBird And Rock and Roll born of the fifties the more it changes the more it stays the same
So now let me tell about my Child of the Fifties I believe it to be one of the finest aircraft ever designed the Straight Tail Cessna 172 Truly born of the fifties its roomy comfortable and made of plenty of metal Im going to tell you about this aeroplane from the prospective of the era In 1955 Dwane L Wallace studied the plane and test flew it
The Businessmen have demanded a low cost easily handled plane to fly themselves Cessna has responded with a tricycle gear model Although there may have been such a demand made its also likely that Cessna was respondshying to the competition of the marketplace The Tri-Pacer with its tricycle gear was sweeping the market and giving the Cessna 170 taildragger a
run for its money The Tri-Pacer ads of the time showed a young woman dressed fonnally at the helm and spoke of flying ease room and comfort In 1957 even the guppy shaped Champ was fitted with a nosewheel and renamed the Tri-Traveler
The goal was to sell the public on the ease of flight The landing gear on the Straight Tail 172 was called LAND-O-MATIC landing gear The ads of the time said that all the pilot needed to do to land was drive the airplane down and it landed itself (And to think I took all those lessons) When the 172 was introduced in 1955 it was meant to supplement the popular Cessna 170 Cessna said at the time that there was no intention to replace the 170 but rather to offer the businessman an easier to fly and more comfortable airplane By 1955 there were 5000 170s flying The manufacshyturer also stated that the 172 was not a reworked 170 but a totally new design The striking feature of the 172 is with no doubt the prominent Straight Tail Engineers found that with the raising of the tail with tricycle landing gear a bigger tail and rudder provided better taxi takeoff and landing performance The newly introduced 172 boasted some special features including a low center of gravity resilient spring steel main landing gear and the same sturdy nosewheel as the big brother Cessna 310 The controls were not interconshynected and provided steering with the rudder or independent brakes steerable nosewheel or combination of the three Magazine advertisements said You drive it like a car
With its Land-O Matic landing gear and roomy cabin the early 172 was the precursor of what would become the most popular light plane of all time
C L Hamilton did the check ride for Flying magazine in November 1955 He calls the cockpit roomy lower and level as compared to the 170 Since dual controls were sold only as an option the test plane had only left hand controls That made the cockpit seem huge Taxiing the 172 was a revelation with the same feel and visibility as the Aero Commander Hamilton wrote About the only chance for ground damage when taxishying the 172 would be dropping the nosewheel into a hole In the air the 172 showed the same pleasant characshyteristics of the proven 170 except that the 172 is more stable - You can slow down until the needle stops inshydicating and she just goes on slow and steady The landing approach differs from the 170 as the 172 uses a very steep nose down approach Hamilton wrote With full 40 degrees on the paralift flaps overshoot slightly dump the flaps touch down with brakes on and youre in someones back yard We did it in 250 feet down and stopped In an emergency it no doubt could be
development was th e Met-Co-Aire Companys conversion of the 170 to tricycle landing gear (see copy of 1955 ad) Despite the statements of Cessna and the conversion by Met-Co-Aire the 170 was doomed to be replaced by the easy to fly 172 If you fly a 172 that has a back window and swept tail dont think youve experienced the classic 172 that changed the look and feel of light plane flight Youve only exshyperienced a distant relative The 172 of the fifties is not the same aeroplane as the modern version Upon entering the Classic 172 one is immediately imshypressed with the incredible visibility both overhead through the huge windscreen and forward over the cowlshying that does a great disappearing act down to the spinner The pilot and comshypanion sit very high in the cockpit adding to the feeling of openness and spaciousshyness The engine seems to run smoother than the contemporary version and it does It is afterall a small six cylinder engine compared to the larger four banger in the modern 172 One of the greatest joys of flying the Classic comes
the floor between pilot and copilot The bar clicks upward as the enormous para lift flaps drop from 10 to 40 degrees On your first flight it seems like youve just moved half the wing when you apply flaps In the air shes stable as a rock and trims easily for hands-off flight You wont set any speed records but you can count a solid 104 miles per hour burning about six gallons per hour And oh what a view
There s a new type club called the STRAIGHT TAIL CESSNA CLUB It was founded by my good friend and Straight Tail owner Ernie Colbert Ive recently been honored with the title of President The club currently has about 100 members and is growing fast Each member shares a great love for the Classic Straight Tail Cessna and knows that with change improvement does not necessarily follow I hope youve enshyjoyed this article The next time you see one of the Straight Tail Cessnas taxi by on its Land-O-Matic landing gear think of Elvis Bogie and me
Thanks to Richard VanEmerick my good friend for the classic Flying
done in less than that when its time to lower the flaps Flaps magazines used in this article An interesting contemporary are controlled by a great Johnson rod on
Rudy Eskras Stearman by Rudy Eskra
ANTIQUECLASSIC GRAND CHAMPION
MIDEASTERN REGION 1990
So much has been written about the Stearman its characteristics and resshytoration that it sometimes seems that everything that needed to be said about it has been said Undaunted AntiqueClasshysic owners all like to tell their own stories This is mine
This particular example was built for the Air Force in October 1944 thus being one of the last produced of a great series In the ensuing years since it was manufactured it has only been flown about 2300 hours I acquired it in 1979 It was in very good condition then and to the best I can determine it always has been Rather than the owner I look upon myself as a temporary custodian or caretaker and very fortunate to be that I hope that when it goes to the next owner it will be in better condition than when I got it and that the next guys can keep it going for many years to come
Its equipped with the 225 hp Lycomshying which with its nine cylinders biting them off clean sounds and runs
1 B JANUARY 1991
smoother than some of the other engines with which Stearman were equipped
In 1989 my friends and I stripped it down completely and replaced or refurshybished everything we thought could be improved We spared no expense as a whole drawer full of receipts and a very patient wife will attest to The engine was completely overhauled with cylinders chromed back to standard new pistons rings valve guides valves bearings The works Of course all parts were magna fluxed in the process
We found the wing woodwork in exshycellent condition and just a few small corrosion points on the fuselage tubing After refinishing the structure we inshystalled some new fuselage stringers (bird cage) which presumably had been broken when the airplane was pushed on its sides These aluminum stringers tend to precipitation harden and grow brittle with age
We recovered all surfaces with heavy duty Ceconite The final finish after the butyrate process on the fuselage center wing section and fins was two part Ranshythane polyurethane The blue trim was DuPont Imron However we used Ranshy
dolph butyrate dope exclusively on the wings aside from the trim Our reasonshying for doing this was because the polyurethane has less tendency to stain under the onslaught of engine emissions than dope and with its glossy surface is a pleasure to wipe down
Gasoline dye for example can penetrate dopes and lacquer finishes clear down to the fabric Since the wings are out away from this conshytamination but subject to more hangar rash and might need occasional touchshying up we felt that dope might be easier to touch up than the urethane
There has certainly been a lot of exshycellent information written about recovering and restoring Stearman aircraft and probably done by people far more versed in the art than I I got a lot of tips from reading and hearing them Some of the really good ideas came not from the professional manuals but from nonprofessional restorers We did do some of the things which we had developed on our own and felt improved the quality of the job somewhat Many of them are minor but perhaps the really first-class jobs are a collection of fine
details They have not been exhaustiveshyly tested in the laboratory but they worked for us To the extent they are of interest Ill pass them along here
Paints tend to grow more brittle with age and will crack from vibration where fabric stretches over sharp edges Even though this plane was over 45 years old and must have been recovered several times we were surprised to find a lot of sharp edges on many of the wood parts that come in contact with the fabric These were sanded to a small radius Ceconite reinforcing tape was applied on top of the fabric very liberally wherever the fabric laid over any edges and highly stressed skin locations far more than on the original This required a lot more painting and sanding between coats to hide the tape but in the end I think we have a finish which is far more resistant to cracking
Aircraft material suppliers may recommend that you buy some of their duct tape to cover any seams in aluminum parts such as on leading edges Apparently masking tape was used in these places in the original process and we preferred that since the duct tape is too thick and protrudes through the finished fabric
In order to provide a smoother surshyface over the aluminum D-section leadshying edges on the wings we first covered and heat shrunk an extra layer of fabric over them This tended to bridge over the seams and dimpled areas before inshystalling the fmallayer of Ceconite
All the experts will tell you to brush on the first coat of fabric primer such as Dacproof or whatever process youre using This may be right but you can often sand about 15 or 20 coats before the brush marks disappear I believe the reasoning is that brushing the stuff (which I suspect is really nitrate dope with a dye) will help you get it down into the fabric so it interlocks with the fibers Thats important because it alshymost must depend upon a mechanical bond to get it to stick to the dacron We found we could get full penetration by spraying so we sprayed and were satisshyfied with the result It is important not to oversaturate the fabric of course since it will drip onto the opposite fabric and these drops are very hard to hide
If you ever scrape or chip a doped finish you invariably find that the separation occurred at either the top or bottom interface of the silver dope coat
less adhesion and a lower tensile strength than clear dope since the aluminum particles are really impurities in the dope For this reason we kept the aluminum coats down to the minimum required to pass the light bulb opacity test thus providing the radiation shield for ultraviolet light About two coats of silver seem to accomplish this The rest of the many coats before the color was applied were clear butyrate which seems to stay more strong and pliable throughout its life Its not as easy to sand as the silver but I suppose thats another testimonial to its physical properties over that of the silver
Our inspector insisted that all rib stitching knots must be exposed as in the original rather than pulled under the skin as in Staggerwing Beech process We located aligned and perforated all the rib stitch holes with chalk lines snapped uniformly spaced across the length of the wing Of course these knots were located on the bottom of the bottom wing and on top of the top wing The result is a nice uniform appearance like lines of rivets when sighted from the end of the wing
Some like to make pie shaped slits in the tape to take away excess material where it wraps around the wing and fm tips Theres almost no way of hiding these cutouts under the finish so we didnt use that method Instead we heat shrunk the uncemented tape edges down after first cementing the tape on the ridge line of the bend only The tape edges were then cemented after they lay nice and snug on the surface This is not an original idea with us but the superior results make it worth mentioning
Some experts though not all recomshymend that when taping both the tape and the fabric surface to which it is applied be first painted with cement If this method is used air bubbles are trapped under the wet tape and very hard to remove We had better luck by apshyplying a very wet coat of cement to the fabric only and leaving the tape dry so that the air can be forced up through it Then a thirmed coat of cement can be applied to saturate the tape after its down smooth
Some cements as they come out of the can tend to dry rapidly or rope as you spread them One old-time airplane maker suggested we mix the cement with 30 percent nitrate dope and 30 pershycent nitrate thinner This not only eliminated that problem but also seemed to make the cement stick better
We used a hot knife to cut all the fabric in order to produce a clean sealed edge without the annoying ragged threads To do this we hammered and ground the copper tip of a forty watt soldering iron to a knife edge On another iron we rounded off the copper tip to a spherical radius and used it to hot pierce fabric drain holes after the lifesaver reinforcements were ceshymented in place I havent heard if anyone else uses this method but it realshyly works slick leaving a high strength fused ring on the hole perimeter The stiff plastic life saver reinforcements that are available commercially often curl or warp somewhat due to the shrinkage of the cement I believe that reinforcements punched out of leather stay flatter and more flexible while still strengthing the edge of the drain hole
Were convinced that silver dope has Rudys pretty white with blue trim Stearman runs up on the ramp
VINTAGE AIRPLANE 19
At the points where the rudder cables exit through the fuselage fabric we heat formed little vee-shaped plastic fairings to cover these points This produced a nice streamlined effect I think after covering them with another patch of fabric and ftnishing
When patches of fabric are needed such as those used to cover the inspecshytion rings we found a way to make the fabric patch much more manageable We stretched a piece of fabric over the open end of a small wooden box This was given the fabric prime coat shrunk with an iron and the required patches cut from it These stay nice and flat when theyre cut and cemented in place
Removing old paint from the cowling and other aluminum parts is no fun at all In scraping it off you stand the chance of scraping through the grey anodized surface also I gathered all of the painted aluminum pieces and took them to a furniture stripper who dipped and cleaned the whole works for $60 which I considered money well spent These were sprayed lightly with two part Dupont Varprime primer which Im convinced is better than the old zinc chromate originally used
The finish resulting with the Ranshythane polyurethane is superb and in this particular project at least seemed to be even more glossy than the Irnron we used on the leading edge trim During the work we had a lot of good consultshyations and help over the phone with the Randolph people We were also able to get a very good gloss in the white butyrate dope by keeping the wings flat and horizontal while spraying and floatshying on a lot of dope The final coat was thinned out more to give a good gloss Although we have no proof we suspect also that excessive thinning of the other coats of butyrate reduces the finished strength of the dope And this was also the opinion of an old-timer who used to do fabric at the Naval aircraft factory
We used 3M tapes for the finish color stripes in 34 inch and one inch widths This seems to have excellent adherence in service yet can be lifted off and retaped during the application in places where you didnt get it quite right the first time There is a thin transparent membrane of protective tape on top of it which must be removed after installashytion since this will yellow with age and will bake on permanently if it spends any time in the sun Its hard enough to peel off when its new
Taking a tip from the automobile
20 JANUARY 1991
The neat and tidy installation of the battery box and relay control panel mounted ott of the firewall
body guys we used nothing but 3M masking tape also as some of the cheap brands can really give you trouble either not sticking or sticking too hard When taping over new paint we first pressed the sticky side of the tape onto our work clothes to reduce the posshysibility of damaging the fresh surface with too much adhesion
One other problem can give you fits on a Stearman if youre not careful When installing the bird cages (stringers) on the fuselage tubing strucshyture its a good idea to temporarily inshystall the cowling and tail cone fairing in order to properly position the stringer assembly fore and aft Finding out that the cowling doesnt fit after the fabric is finished could really spoil your day
Its always amazing to see vinyl material used around the cockpit coamshy
ings of some real prize winners I found that nice glossy pieces of kid leather can be bought rather cheaply at places like Tandy Leather providing an authenshyticity that can be spotted a long way off For the coaming padding rather than layers of felt as used originally I tried some foam pipe insulation which is conveniently pre-slit fits nicely and after lacing the leather with rawhide seems to do a better job
During one of the routine magna flux inspections of the McCauley steel prop one tiny bit of corrosion at the blade hub fillet officially ended its flying career Although this was a devastating development I reflected that pulling the prop and delivering it for inspection to a prop shop 80 miles away - this every 100 hours - was a nuisance And I never could get through the hundred
Rudy Eskra and his prize winning stearman at the Mideastern Regional Fly-In in Marion Ohio
hour period without one protractor readshyjustment of the blade angles since both the centrifugal and aerodynamic forces tend to move the blades toward low pitch I decided to try a new Sensenich wood prop I was pleased to find that this yellow birch club is about 30 pounds lighter produces markedly less noise and vibration and seemed to result in no degradation in performance I believe that there were three pitches available I selected the middle one and I think I guessed right for operating in the low level elevation in the Great Lakes area
In reading about prop flight test comshyparisons Im always a little suspicious of conclusions drawn from airspeed data derived from a few test runs given all the variables in atmospheric condishytions instrument and observer error so I didnt bother trying to get too technical about it For what its worth my friend with a constant speed Hamilton on a 300 hp Stearman flys formation with me occasionally and seemed impressed with the airspeed of the lower-powered plane
When disassembling the wings we backed all flying and landing wires off
exactly four turns This permits reasshysembly to its previous condition whatever that was However we decided to go through the rerigging proshycedure anyway In doing this we folshylowed the Air Force maintenance and erection instructions - all 11 pages Dihedral and incidence boards were made up from the drawings and all dimensions and angles brought into tolerance Here again its my feeling that the plane is quite stable and pershyforms well
My airplane was absolutely standard when I got it except for the usual reshyplacement of the Bendix brake master cylinders I didnt mind hand cranking the inertia starter but there is no really safe and legal way to do that when going
Jout for a solo flight as many have found to their horror There must be a qualified pilot or mechanic at the conshytrols when youre out there turning the crank I therefore decided to install an electrical system
Designing the electrical system which incorporated a new alternator and rebuilt Bendix starter was the easiest part of the job Gathering all the documentation for application of all the
components and obtaining FAA apshyproval took a great deal of time and effort Since I do aerobatics I wanted a battery case and system which could withstand nine g So None seemed available so I designed and built a subshystantial aluminum case with a separate battery hold down assembly built in The Gil 35 battery manifold vent is conshynected to a bicarbonate of soda bottle with a clear plastic hose then down inside the landing strut fairing and overshyboard
There seems to be a tendency for the brakes to grab which can give the rear pilot a quick lift up about five feet in the air on first application A lot of this low level aerobatics can be prevented by applying only one brake at a time but the grabbing tendency can still be quite annoying To combat this I filed a chamfer about 1 14 inches by about 20 degrees from the leading edge of the primary shoe This is the top of the front shoe which provides the servo forces on the secondary shoe Brake operation is effective yet smooth Of course the brake lining must be kept free of oil and moisture and if they do get soaked its best to replace the friction material
VINTAGE AIRPLANE 21
The stainless steel exhaust manifold on the Lycoming 680 is also a challenge to ftnish I suspect chrome plate would tum blue in places I went through about ftve different high temperature silver paints and the best one Ive found is VHT 1200 degree paint made by Sperex Corporation in Gardena California But nothing lasts forever on that hot surface
If you have ever had a King KX145 NA V -COM radio youll probably agree its not a technological miracle When mine is working I get complaints from approach control that the transmisshysion is weak and garbled when heading inbound at eight or more miles out I noted that this improved if I turned and pointed the aircraft tail toward the airshyport This led me to believe that the engine and other metal parts ahead of the antenna were blocking the antenna signal I decided to move the antenna which was mounted over the aluminum baggage compartment aft of the rear cockpit to a position above the center wing tank using the large aluminum gas tank as a ground plane The antenna was mounted on an aluminum bracket attached to the center square tube brace above the tank A short bonding strap was connected to the tank filler neck providing a good ground With the anshytenna in this position we have had no further complaints from the tower from the same distances out
In addition to an Omni in the transceiver I bought a portable Loran which is small enough to carry in a coat pocket This has not been entirely trouble free either but the Ray Jefferson Company people have been very helpshyful Although I dont do a lot of crossshycountry it has given me some very accurate guidance It is basically a marine unit derivative and cost about $300 Although it provides ground speed and other data I find the heading and DME are just about all I need and often direct me right towards the exact center of the destination airport
In routine operation of a Stearman there are two things which I regard as being just as critical as fuel and engine oil One is keeping those big soft main tires properly inflated and the other is to make sure the tail wheel steering asshysembly is in good working order These are very important for stability and conshytrol during roll-out which Ill discuss later Tail wheel lock mechanism 22 JANUARY 1991
should snap in place smartly and the tail wheel steering cables must be snug The tail wheel tire pressure needs a lot of attention also but for a different reason It carries a heavy load for its size and if its run underinflated youre looking at tire fabric in a very short time
There are at least three brands of tires available for the Stearman One has a tread made up of rectangular blocks another has concentric rings or grooves and the third is the classic Goodyear diamond tread I found the block tread was good for about 500 landings on concrete the grooved would do about 700 From a vintage appearance standpoint I prefer the diamond tread a pair of which I bought from Wilkerson Tire in Crewe West Virginia These Goodyear tires are produced in Sao Paulo Brazil where the molds were apshyparently moved to a number of years ago
In doing this restoration I found it a very enjoyable experience I got a tremendous amount of help from people like Glenn Gibbs of Stony Ridge Ohio who has become a very skillful fabric man and indeed many of his ideas are included here and from Frank Leffel who did much of the spraying and Tony Eskra who sanded his share of it Herb Wilford Chief Aircraft Maintenance at Dana Corp was one expert who made sure we stayed in line technically Looking after a half dozen jet aircraft Herb runs a very efficient operation with immaculate hangars and shops
There were many others of course and we spent a lot of enjoyable winter evenings working together and bantershying back and forth It was a great escape from the demands of a corporate management position and I slept most soundly during that period
I think the only real frustration aside from the staggering prices was waiting for delivery of parts and purchased sershyvices Delivery date promises were alshymost routinely ignored thus running the total project time over one year Apshyparently keeping promises has gone the way of the 45 rpm record in this country
There are a few lessons which may seem obvious but I feel are worth restatshying First of all the investment in both time and money is extremely high so its worth doing right and this includes buying the best material available
In the course of the work one can ftnd
a host of opportunities to take a shortcut and save some time or material In general these temptations are best avoided When the job is finished and its almost good enough no one will probably know the difference except you every time you look at that bird If youre anything like me youll always see enough defects no matter how careshyful you were I remind myself if its not quite right tear it up and do it over again Ive never regretted doing that
If may add a few observations to the myriad of information that has been written about the Boeing Stearman I have owned it now for 12 years and I still get a great thrill flying it Some say its heavy on the controls but 1 dont agree Solid yes but not heavy If you properly coordinate rudder and aileron stick pressures seem quite normal It is very forgiving I think with a good balance between responsiveness and sensitivity In short its a real pussy cat in the air Though it has a slow roll rate it loops beautifully spins easily but quits at the precise moment middot when youve had enough Strength - its like a Sherman tank Its solid feel derives from the lack of control-induced deflection owing to the truss biplane structure the use of control rods rather than cables and the basic rigidity of the tubular steel fuselage
Landing and roll-out is a little difshyferent with the task of keeping things in hand left entirely up to the pilot If ever there was a machine thats dynamically unstable in roll-out this must be it Response rate must be swift and instincshytive so a bit of concentration is helpful Over the years Ive logged 1430 landshyings in this machine Some of them would measure 58 on the Richter scale As I said its a rugged beast so the only damage was to my ego
A round carrier type approach seems best but youd better have a softer imshypact than the F-14 does or youll bounce 20 feet in the air If its done just right those big balloon tires come into play and nothing can match the soft quiet touchdown of a Stearman Most of the time it seems to land itself perfectshyly leading one to believe theres really nothing to it OK but I think Gordon Baxter our foremost Stearman spokesshyman had it right when its on the ground you cant trust it unless its tied to something
The E225 series Continental is enclosed in a very clean instalshy N22LW features this smart looking panel with padded ramshylation The baffling is anodized horn yokes
(Continued from Page 13) them have at it The reclining seats are from the Rangemaster version of the Navion produced in the early 1960s The Woodfins are very pleased with the results The instrument panel and the overheard Osborne panel have been finished off in a very professional manshyner The panel is meant for strictly VFR flying but is very well equipped with a loran and nav-com pair All the instrushyments in the plane are brand new To have as safe an airplane as he desired Larry felt it was necessary to replace all the instruments since some were 40 years old
For all intents and purposes the aircraft is a new old airplane Theres nothing not a hose or fitting that has not been replaced or gone over he remarked
Power for the Woodybird II is an E225 series Continental built up of new parts including the crankshaft It was also carefully balanced throughout its assembly
The sign and Woodybird emblem were both painted by Larrys neighbor Neil Kavanaugh Each emblem took 12 an hour for him to paint freehand
This is the second aircraft that Larry has restored The first Woodybird was completed in 1978 Much later he would sell the airplane during one of the Conventions at Oshkosh He has some very interesting comments about that sale now that some time has elapsed One of the things that happens when you restore things is the way it conshysumes you and after its over you beshycome a slave to it The first time around I had become a slave to the machine and I wanted out I just didnt want to do it anymore Well the smart thing to do is to sit on the side and let that pass Well somebody came along with a lot of money and wanted it and I sold it he recalled Two or three years later all of the sudden I realized that I didnt have my airplane anymore and I wanted it back so that started the search for this one
Larry has been a motors ports enshythusiast since his pre-teen years when he tried to convince ills dad to buy him a4 7 Mercury convertible complete with a zebra skin interior When his dad said You cant drive it for another 4 years what are you going to do with it Larry
responded Dad Im gonna polish it To pacify his young sons enthusiasm he allowed Larry to buy a go-cart His family was not rich by any stretch of the imagination but Larrys willingness to work hard on his projects would allow him to continue and he would progress into racing cars at the dragstrip then into sports cars and finally into motorshycycle racing Larry and his wife Debbie began to fly simply as an expedient way to get to motorcycle races since they had a few friends within the racing comshymunity that were making the same trips that they were and did not have to conshytend with a long arduous road trip That sparked the interest that has become a wonderful way to travel Motorcycles are still an important part of his life One of his customers is a favorite of his - Harley-Davidson They use the nails and pneumatic nail guns that Larry sells for a living to assemble the crates the big cycles are sillpped in He is the proud owner of an Ultra equipped with just about everything you would ever want on a motor vehicle including cruise control He and Debbie plan to ride the cruising motorcycle from Maryland to Alaska on a long tour this coming sumshymer He has nothing but praise for the reliability the Harley now has and is very pleased with both his sleek machines - his Harley Ultra and his Ryan Navion The Flagship of the Navion Fleet
If you would like more informashytion on the Navion contact the
American Navion Society Box 1810
Lodi CA 95241-1810 209339-4213
The initial membersillp fee is $60 and then $45 per year for annual dues
VINTAGE AIRPLANE 23
~T ()UI2 ~msJU~ I2HT()I2I~f3 by ~()r-m veter-sen
Davis DI-K N158Y SIN 508 Purchased as a basket case in August
1958 Jack Gretta (EAA 19255) of Chester CT spent six years rebuilding this Davis and installing a 125 hp Conshytinental engine under a one-time STC In 1973 a friend() put the pretty
Piper J-3C-65 N6114H SIN 19275 These photos were sent in by Robert
T (Bob) Hunt (EAA 165963 AIC 6123) of Hackettstown NJ who has been busy rebuilding this J-3 Cub along with George Burns (EAA 221818 AIC 10000) also of Hackettstown The wood spar wings required new spars all new bolts drag wires leading edges and attach fittings The covering was done in Stits HS-90X and Stits Aerothane
24 JANUARY 1992
parasol into the trees and four more years were required to return the Davis to airworthy condition
In 1991 another friend landed 01 N508Y in the trees while towing Jack Gretta in a Schweizer 1-19 glider Jack ended up in the trees also and admits it
A majored C-85 engine was installed along with a new Falcon wood prop (built on the Ole Fahlin certificate) Bob reports the engine started on the very
is a long way to the ground as a passhysenger It is expected the red and white Davis will again be ready for flight in 1992
This is the second Davis that Jack Gretta has owned having owned Davis D1-K N151Y SIN 510 from 1947 to 1956 During those years Jack rebuilt the airplane once and changed the enshygine from a Kinner 90 to a Kinner 165
Jack belonged to EAA Chapter 1 in Riverside CA way back in the early fifties and joined EAA in the mid-sixties while living at Cucamonga CA He has been involved with Davis airplanes for almost 46 years and we happily extend to Jack best wishes for the next 46 years
very first pull The smooth 800 X 4 tires that came with the project were in servshyiceable condition and re-instalLed on the completed airplane
This is the third airplane Bob has restored the first two being a PA-12 Super Cruiser and a PA-22 TriPacer Not one to up and quit having fun he is now commencing the rebuild of a PA-ll Cub Special
1952 Cessna 170B N2650D SIN 20802
This pristine 170B has been given the total TLC treatment since being purshychased in 1988 by its owners Ken and Helen Cobb (EAA 182685) of Naples Florida A new paint job in Alumigrip really improved the outside appearance right down to the original metal wheelshypants Inside a new interior was inshystalled including new seat coverings and the panel was updated with all new radios and complete instrument overshyhaul Under the cowling the Continenshytal 145 was majored to zero tolerance with chromed cylinders The original propeller and spinner were polished to a bright shine As Ken says This project started as a replace all rusty screws with stainless screws and grew into a very nice looking restoration
The 170B has approximately 3100 hours on the airframe with no damage
history heavy gear Cleveland brakes and original engine prop and wheelshypants Although the pretty Cessna has scored well at every fly-in to date Ken and Helen have yet to make the Oshkosh Fly-In We all hope they will be able to
make the flight from Florida to Wisconshysin in 1992 so we can get a close look at N2650D Congratulations to Ken and Helen Cobb on a nice job of replacing rusty screws Your efforts show exshycellent results
Cessna 140A N5300C SIN 15420 Purchased in 1966 by John Lucas
(EAA 370887) and Dave Emmett of
Emporium PA this particular 1950 Cessna 140A has been used for obtainshying STC approval for the installation of
a Continental 0-200 engine The 0-200 engine was purchased
from Lycoming in Williamsport PA who were using the engine for test purshyposes Installed in N5300C the first Continental 0-200 STC was approved Dec 1 1967 with revised approval dates of March 12 1980 July 2 1980 and May 11 1981 The first STC was sold on 12-4-78 and John reports they have been averaging about ten per year since that time Apparently the extra 10 to 15 horsepower makes the 140A pershyform remarkably well which explains the popularity of the STC
John Lucas passed his 80th birthday on July 23rd and has a new partner John Richard Lucas (his son) to carryon the good work with the 0-200 Cessna 140A N5300C Long live the marque
Taylorcraft DCO-65 C-FJLH From the far north comes this photo
of a Taylorcraft DCO-65 C-FJLH owned by Floyd Stromstedt of Box 296 Berwyn Alberta TOH OEO Canada Loshycated in the northwest part of Alberta almost at the beginning of the Acan highway the DCO-65 is the only one in the area in fact its the only one anybody in the area has seen Floyd enjoys flying the 65 hp tandem on wheels however he is curious if anyone has ever put a larger engine in a DCOshy65 such as a C-85 and if anyone has heard of such an airplane being put on floats Any help would be appreciated Write Floyd at the above address
VINTAGE AIRPLANE 25
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
Kent England Cesare Arcari Corgeno Va Italy Ted Bahl Fresno CA James R Baker Colorado Springs CO James R Barnett Niagara Falls
Canada Wayne Bausch AmesIA John R Beal Faribault MN Carlo Berti Modena Italy Bob G Berwick Las Vegas NV Harold Bish Hermann MO Frank W Blundell Lock Haven PA Scott Boelman Rancho Santa Marga
CA Claude Brochu Prince Cookshire
Canada W J Brockhouse
Prairie Village KS Wesley Brown Kailua Kona HI
(Sponsor Arthur F Stockel) Barry Burgoon Winter Haven FL Frank Cella Park Ridge IL Glen Childers Ada OK Bernard W Clayton Wolfe City TX Chris Coios Haverhill MA Charles Cole Brookneal V A Steven E Collins San Diego CA William H Cone Jr San Diego CA Charles Conrad Jr Huntington
Beach CA John P Coppolelli San Diego CA Milton Crookston Santa Barbara CA Robert Deleon Stafford TX Richard Delmas St Louis MO Duane Dickson Belmont CA Chuck Doyle Jr Minnetonka MN Carl Driftmyer Port Clinton OH Patrick J Driscoll Caldwell ID Harry Drover Ontario Canada Larry Eberst Delaware OH Bryon Engskow Pompano Beach FL Leighton B Ferguson Peru IN Jeffrey H Forrest Livonia MI Douglas Freeman Farmington ME Mary P Gabriel West Wareham MA Charles H Gaffeney Wilmington DE Victor Gaston Madrid Spain Scott A Gifford Safford AZ Dean L Gustavson
Salt Lake City UT Benjamin H Hall Jr Tullahoma TN Sherman W Hallowell Jr Carmel ME Aaron W Hamel St Charles MO
William D Hammond Littleton MA John J Hart Jr Wichita KS James Hawks Beverly MA Paul A Hayes Phoenix AZ Steven L Hendrickson Everett W A William N Hester Reidsville NC Bruce Hickle Crystal River FL Richard Hilsinger Westfield NJ T C Hoagland Port Orchard WA Richard Hoffman Sherman Oaks CA Rodolfo Hott Osorno Chile Jim W Howard Mc Minnville TN Kenneth L Howard Collinsville OK Ernest D Howes
West Wareham MA John V Hufford Lexington KY Joseph D Jackson Sr LockportIL Robert R Johnson Brooklyn WI David J Karl Carrollton GA Dale E Kennedy Fairmont WV Scott Klein Farmington UT Tim H Klohn Hudson Canada Larry Knechtel Seattle WA Brian Koldyk Saskatoon Canada George Kost Nome AK Lois D Kowalski Englewood CO Joseph R Kuth Duluth MN Rene Lafreniere Calgary Canada Don Lance Three Mile Bay NY Clyde A Laughlin Seattle W A Bernard Leeward Chapel Hill NC George Leighton Seattle W A Michael Leighton Lantana FL James W Lobb Waxahachie TX Clifton Lowe Cadiz KY Anthony Maiuro New Albany IN Marvin C May Princeton IL Robert F Melillo Great Barrington MA David A Mihalic Mammoth Cave KY Dion H Miller Shady Cove OR Douglas D Miller Shreveport LA Jerry Miller Vulcan MI Price Miller Gig Harbor W A
(Sponsor John Holmberg) Vern T Miller Hillsboro NC William R Miller ColumbusOH Stephen Mitchell Castle Hill Australia Karen S Monteith South Milwaukee
WI Jeff Moody San Gabriel CA Arthur M Moose Mt Pleasant NC Patrick E Morency Edmonton Canada Kenneth D Morris Plantsville CT Troy Naber York NE Steve R Nagel Houston TX Harold G Nelson Crawford TX
Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
Calumet MI Lawrence A Terrigno Placentia CA Mark J Tyoe Little Falls NY Paul H Vellinga Mesa AZ Calvin Wagner Sarasota FL Robert Wagner West Milton OH
(Sponsor Ralph Orndorf) Robert T Warner Leesburg VA William E Warren Parsonsburg MD Mark A Westall Sanibel Island FL Gary S Whittker Kingsport TN Peter A Wickwire Townsend GA Carl J Wilgosz Maple Heights OH Richard S Wilkins
Port St Lucie FL Robert H Williams Weil Am Rhein
Germany Robert Wood Cocoa FL Bill Wright Saint Helena CA Paul L Yount Jr Houston TX James L Zale Elizabethtown PA
VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromeshymoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406shy388-6069 FAX 406388-0170 Repair stashytion No QK5R148N
Parachutes - Toll Free 1-800-526-2822 New amp Used Parachutes We take trade-ins 5-year repair or replacement warranty many styles in stock Parachute Associates Inc 2 Linda Lane Suite A Vincentown NJ 08088609859-3397 (C792)
ANC-19 Bulletin - Wood Aircraft Inspecshytion and Fabrication 1951 edition now available as reprint Early aircraft Service Notes rigging data other titles available Send SASE for listing and prices John W Grega 355 Grand Blvd Bedford OH 44146 (c-392)
VINTAGE AIRCRAFT AND ENGINES shyOut-of-print literature history restoration manuals etc Unique list of 2000+ scarce items $300 JOHN ROBY 3703V Nassau San Diego CA 92115 (Established 1960) (c-1092)
C-26 Champion Spark Plugs - New and reconditioned New - $1475 reconditioned shy$575 to $975 Eagle Air 2920 Emerald Drive Jonesboro GA 30236 404478shy2310 (c-1092)
GEE BEE R-2 MONOCOUPE 110 Spl Hall BULLDOG top scale rated model PLANS used by Replica Builders Plus others by Vern Clements EAA 9297 308 Palo Alto Caldwell 10 83605 Extensive Catalog $300
Now Available - 30-inch x 5-inch Golden Age smooth Aero Tyres and Custom Wire Wheels finished Authentic Irish Linen Fabric Covering Antique Instruments evaluated repaired or completely restored Vintage Aero 518962-2323 Send $300 for Catalogue Rt 22 Westport NY 12993
PLANS Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings Welded parts availshyable Write to PO Box 228 Needham MA 02192 or call days 617444-5480 (c-1092)
AIRCRAFT OWNERS SAVE MONEY FLY AUTOGAS If you use 80 octane avgas now you could be using less expensive autogas with an EMmiddotSTC
Get your STC from EM - the organization that pioneered the first FAA approval for an alternative to expensive avgas
CALL TODAY FOR MORE INFORMATION 414-426-4800
Or write EAA-STC EAA Aviation Center Oshkosh WI 54903-3065
For faster service have your airplanes N number and serial number your engines make model and serial number and your credit card number ready
30 JANUARY 1992
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 1 9 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership (FAX (414) 426-4873
ANTIQUECLASSICS
EAA Member - $2000 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $3000 Includes one year membership in the EAA AntiqueshyClassic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation QQ1 included
lAC
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
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The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
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16 JANUARY 1992
fin and rudder of the true 172
tail with the nose pointed straight up Thats dreaming
A viation was advancing Lockheed built the first prop-jet airliner The Douglas RB 66 twin engine jet reached the magic Mach 1 In the more munshydane vein a man named Piper was president of Piper Aircraft Richard Nixons brother-in-law Tom Ryan was a flight instructor and taught some of Hollywoods best to fly The four enshygine Super Constellation airliner ruled the sky They cost $2 million each Air fare from New York City to Los Anshygeles was $160 round-trip The Mooney Mark 20 hit the market
The fifties gave us a lot Who doesnt get a thrill at the sight of a candy apple red 56 Corvette or a jet black 57 TshyBird And Rock and Roll born of the fifties the more it changes the more it stays the same
So now let me tell about my Child of the Fifties I believe it to be one of the finest aircraft ever designed the Straight Tail Cessna 172 Truly born of the fifties its roomy comfortable and made of plenty of metal Im going to tell you about this aeroplane from the prospective of the era In 1955 Dwane L Wallace studied the plane and test flew it
The Businessmen have demanded a low cost easily handled plane to fly themselves Cessna has responded with a tricycle gear model Although there may have been such a demand made its also likely that Cessna was respondshying to the competition of the marketplace The Tri-Pacer with its tricycle gear was sweeping the market and giving the Cessna 170 taildragger a
run for its money The Tri-Pacer ads of the time showed a young woman dressed fonnally at the helm and spoke of flying ease room and comfort In 1957 even the guppy shaped Champ was fitted with a nosewheel and renamed the Tri-Traveler
The goal was to sell the public on the ease of flight The landing gear on the Straight Tail 172 was called LAND-O-MATIC landing gear The ads of the time said that all the pilot needed to do to land was drive the airplane down and it landed itself (And to think I took all those lessons) When the 172 was introduced in 1955 it was meant to supplement the popular Cessna 170 Cessna said at the time that there was no intention to replace the 170 but rather to offer the businessman an easier to fly and more comfortable airplane By 1955 there were 5000 170s flying The manufacshyturer also stated that the 172 was not a reworked 170 but a totally new design The striking feature of the 172 is with no doubt the prominent Straight Tail Engineers found that with the raising of the tail with tricycle landing gear a bigger tail and rudder provided better taxi takeoff and landing performance The newly introduced 172 boasted some special features including a low center of gravity resilient spring steel main landing gear and the same sturdy nosewheel as the big brother Cessna 310 The controls were not interconshynected and provided steering with the rudder or independent brakes steerable nosewheel or combination of the three Magazine advertisements said You drive it like a car
With its Land-O Matic landing gear and roomy cabin the early 172 was the precursor of what would become the most popular light plane of all time
C L Hamilton did the check ride for Flying magazine in November 1955 He calls the cockpit roomy lower and level as compared to the 170 Since dual controls were sold only as an option the test plane had only left hand controls That made the cockpit seem huge Taxiing the 172 was a revelation with the same feel and visibility as the Aero Commander Hamilton wrote About the only chance for ground damage when taxishying the 172 would be dropping the nosewheel into a hole In the air the 172 showed the same pleasant characshyteristics of the proven 170 except that the 172 is more stable - You can slow down until the needle stops inshydicating and she just goes on slow and steady The landing approach differs from the 170 as the 172 uses a very steep nose down approach Hamilton wrote With full 40 degrees on the paralift flaps overshoot slightly dump the flaps touch down with brakes on and youre in someones back yard We did it in 250 feet down and stopped In an emergency it no doubt could be
development was th e Met-Co-Aire Companys conversion of the 170 to tricycle landing gear (see copy of 1955 ad) Despite the statements of Cessna and the conversion by Met-Co-Aire the 170 was doomed to be replaced by the easy to fly 172 If you fly a 172 that has a back window and swept tail dont think youve experienced the classic 172 that changed the look and feel of light plane flight Youve only exshyperienced a distant relative The 172 of the fifties is not the same aeroplane as the modern version Upon entering the Classic 172 one is immediately imshypressed with the incredible visibility both overhead through the huge windscreen and forward over the cowlshying that does a great disappearing act down to the spinner The pilot and comshypanion sit very high in the cockpit adding to the feeling of openness and spaciousshyness The engine seems to run smoother than the contemporary version and it does It is afterall a small six cylinder engine compared to the larger four banger in the modern 172 One of the greatest joys of flying the Classic comes
the floor between pilot and copilot The bar clicks upward as the enormous para lift flaps drop from 10 to 40 degrees On your first flight it seems like youve just moved half the wing when you apply flaps In the air shes stable as a rock and trims easily for hands-off flight You wont set any speed records but you can count a solid 104 miles per hour burning about six gallons per hour And oh what a view
There s a new type club called the STRAIGHT TAIL CESSNA CLUB It was founded by my good friend and Straight Tail owner Ernie Colbert Ive recently been honored with the title of President The club currently has about 100 members and is growing fast Each member shares a great love for the Classic Straight Tail Cessna and knows that with change improvement does not necessarily follow I hope youve enshyjoyed this article The next time you see one of the Straight Tail Cessnas taxi by on its Land-O-Matic landing gear think of Elvis Bogie and me
Thanks to Richard VanEmerick my good friend for the classic Flying
done in less than that when its time to lower the flaps Flaps magazines used in this article An interesting contemporary are controlled by a great Johnson rod on
Rudy Eskras Stearman by Rudy Eskra
ANTIQUECLASSIC GRAND CHAMPION
MIDEASTERN REGION 1990
So much has been written about the Stearman its characteristics and resshytoration that it sometimes seems that everything that needed to be said about it has been said Undaunted AntiqueClasshysic owners all like to tell their own stories This is mine
This particular example was built for the Air Force in October 1944 thus being one of the last produced of a great series In the ensuing years since it was manufactured it has only been flown about 2300 hours I acquired it in 1979 It was in very good condition then and to the best I can determine it always has been Rather than the owner I look upon myself as a temporary custodian or caretaker and very fortunate to be that I hope that when it goes to the next owner it will be in better condition than when I got it and that the next guys can keep it going for many years to come
Its equipped with the 225 hp Lycomshying which with its nine cylinders biting them off clean sounds and runs
1 B JANUARY 1991
smoother than some of the other engines with which Stearman were equipped
In 1989 my friends and I stripped it down completely and replaced or refurshybished everything we thought could be improved We spared no expense as a whole drawer full of receipts and a very patient wife will attest to The engine was completely overhauled with cylinders chromed back to standard new pistons rings valve guides valves bearings The works Of course all parts were magna fluxed in the process
We found the wing woodwork in exshycellent condition and just a few small corrosion points on the fuselage tubing After refinishing the structure we inshystalled some new fuselage stringers (bird cage) which presumably had been broken when the airplane was pushed on its sides These aluminum stringers tend to precipitation harden and grow brittle with age
We recovered all surfaces with heavy duty Ceconite The final finish after the butyrate process on the fuselage center wing section and fins was two part Ranshythane polyurethane The blue trim was DuPont Imron However we used Ranshy
dolph butyrate dope exclusively on the wings aside from the trim Our reasonshying for doing this was because the polyurethane has less tendency to stain under the onslaught of engine emissions than dope and with its glossy surface is a pleasure to wipe down
Gasoline dye for example can penetrate dopes and lacquer finishes clear down to the fabric Since the wings are out away from this conshytamination but subject to more hangar rash and might need occasional touchshying up we felt that dope might be easier to touch up than the urethane
There has certainly been a lot of exshycellent information written about recovering and restoring Stearman aircraft and probably done by people far more versed in the art than I I got a lot of tips from reading and hearing them Some of the really good ideas came not from the professional manuals but from nonprofessional restorers We did do some of the things which we had developed on our own and felt improved the quality of the job somewhat Many of them are minor but perhaps the really first-class jobs are a collection of fine
details They have not been exhaustiveshyly tested in the laboratory but they worked for us To the extent they are of interest Ill pass them along here
Paints tend to grow more brittle with age and will crack from vibration where fabric stretches over sharp edges Even though this plane was over 45 years old and must have been recovered several times we were surprised to find a lot of sharp edges on many of the wood parts that come in contact with the fabric These were sanded to a small radius Ceconite reinforcing tape was applied on top of the fabric very liberally wherever the fabric laid over any edges and highly stressed skin locations far more than on the original This required a lot more painting and sanding between coats to hide the tape but in the end I think we have a finish which is far more resistant to cracking
Aircraft material suppliers may recommend that you buy some of their duct tape to cover any seams in aluminum parts such as on leading edges Apparently masking tape was used in these places in the original process and we preferred that since the duct tape is too thick and protrudes through the finished fabric
In order to provide a smoother surshyface over the aluminum D-section leadshying edges on the wings we first covered and heat shrunk an extra layer of fabric over them This tended to bridge over the seams and dimpled areas before inshystalling the fmallayer of Ceconite
All the experts will tell you to brush on the first coat of fabric primer such as Dacproof or whatever process youre using This may be right but you can often sand about 15 or 20 coats before the brush marks disappear I believe the reasoning is that brushing the stuff (which I suspect is really nitrate dope with a dye) will help you get it down into the fabric so it interlocks with the fibers Thats important because it alshymost must depend upon a mechanical bond to get it to stick to the dacron We found we could get full penetration by spraying so we sprayed and were satisshyfied with the result It is important not to oversaturate the fabric of course since it will drip onto the opposite fabric and these drops are very hard to hide
If you ever scrape or chip a doped finish you invariably find that the separation occurred at either the top or bottom interface of the silver dope coat
less adhesion and a lower tensile strength than clear dope since the aluminum particles are really impurities in the dope For this reason we kept the aluminum coats down to the minimum required to pass the light bulb opacity test thus providing the radiation shield for ultraviolet light About two coats of silver seem to accomplish this The rest of the many coats before the color was applied were clear butyrate which seems to stay more strong and pliable throughout its life Its not as easy to sand as the silver but I suppose thats another testimonial to its physical properties over that of the silver
Our inspector insisted that all rib stitching knots must be exposed as in the original rather than pulled under the skin as in Staggerwing Beech process We located aligned and perforated all the rib stitch holes with chalk lines snapped uniformly spaced across the length of the wing Of course these knots were located on the bottom of the bottom wing and on top of the top wing The result is a nice uniform appearance like lines of rivets when sighted from the end of the wing
Some like to make pie shaped slits in the tape to take away excess material where it wraps around the wing and fm tips Theres almost no way of hiding these cutouts under the finish so we didnt use that method Instead we heat shrunk the uncemented tape edges down after first cementing the tape on the ridge line of the bend only The tape edges were then cemented after they lay nice and snug on the surface This is not an original idea with us but the superior results make it worth mentioning
Some experts though not all recomshymend that when taping both the tape and the fabric surface to which it is applied be first painted with cement If this method is used air bubbles are trapped under the wet tape and very hard to remove We had better luck by apshyplying a very wet coat of cement to the fabric only and leaving the tape dry so that the air can be forced up through it Then a thirmed coat of cement can be applied to saturate the tape after its down smooth
Some cements as they come out of the can tend to dry rapidly or rope as you spread them One old-time airplane maker suggested we mix the cement with 30 percent nitrate dope and 30 pershycent nitrate thinner This not only eliminated that problem but also seemed to make the cement stick better
We used a hot knife to cut all the fabric in order to produce a clean sealed edge without the annoying ragged threads To do this we hammered and ground the copper tip of a forty watt soldering iron to a knife edge On another iron we rounded off the copper tip to a spherical radius and used it to hot pierce fabric drain holes after the lifesaver reinforcements were ceshymented in place I havent heard if anyone else uses this method but it realshyly works slick leaving a high strength fused ring on the hole perimeter The stiff plastic life saver reinforcements that are available commercially often curl or warp somewhat due to the shrinkage of the cement I believe that reinforcements punched out of leather stay flatter and more flexible while still strengthing the edge of the drain hole
Were convinced that silver dope has Rudys pretty white with blue trim Stearman runs up on the ramp
VINTAGE AIRPLANE 19
At the points where the rudder cables exit through the fuselage fabric we heat formed little vee-shaped plastic fairings to cover these points This produced a nice streamlined effect I think after covering them with another patch of fabric and ftnishing
When patches of fabric are needed such as those used to cover the inspecshytion rings we found a way to make the fabric patch much more manageable We stretched a piece of fabric over the open end of a small wooden box This was given the fabric prime coat shrunk with an iron and the required patches cut from it These stay nice and flat when theyre cut and cemented in place
Removing old paint from the cowling and other aluminum parts is no fun at all In scraping it off you stand the chance of scraping through the grey anodized surface also I gathered all of the painted aluminum pieces and took them to a furniture stripper who dipped and cleaned the whole works for $60 which I considered money well spent These were sprayed lightly with two part Dupont Varprime primer which Im convinced is better than the old zinc chromate originally used
The finish resulting with the Ranshythane polyurethane is superb and in this particular project at least seemed to be even more glossy than the Irnron we used on the leading edge trim During the work we had a lot of good consultshyations and help over the phone with the Randolph people We were also able to get a very good gloss in the white butyrate dope by keeping the wings flat and horizontal while spraying and floatshying on a lot of dope The final coat was thinned out more to give a good gloss Although we have no proof we suspect also that excessive thinning of the other coats of butyrate reduces the finished strength of the dope And this was also the opinion of an old-timer who used to do fabric at the Naval aircraft factory
We used 3M tapes for the finish color stripes in 34 inch and one inch widths This seems to have excellent adherence in service yet can be lifted off and retaped during the application in places where you didnt get it quite right the first time There is a thin transparent membrane of protective tape on top of it which must be removed after installashytion since this will yellow with age and will bake on permanently if it spends any time in the sun Its hard enough to peel off when its new
Taking a tip from the automobile
20 JANUARY 1991
The neat and tidy installation of the battery box and relay control panel mounted ott of the firewall
body guys we used nothing but 3M masking tape also as some of the cheap brands can really give you trouble either not sticking or sticking too hard When taping over new paint we first pressed the sticky side of the tape onto our work clothes to reduce the posshysibility of damaging the fresh surface with too much adhesion
One other problem can give you fits on a Stearman if youre not careful When installing the bird cages (stringers) on the fuselage tubing strucshyture its a good idea to temporarily inshystall the cowling and tail cone fairing in order to properly position the stringer assembly fore and aft Finding out that the cowling doesnt fit after the fabric is finished could really spoil your day
Its always amazing to see vinyl material used around the cockpit coamshy
ings of some real prize winners I found that nice glossy pieces of kid leather can be bought rather cheaply at places like Tandy Leather providing an authenshyticity that can be spotted a long way off For the coaming padding rather than layers of felt as used originally I tried some foam pipe insulation which is conveniently pre-slit fits nicely and after lacing the leather with rawhide seems to do a better job
During one of the routine magna flux inspections of the McCauley steel prop one tiny bit of corrosion at the blade hub fillet officially ended its flying career Although this was a devastating development I reflected that pulling the prop and delivering it for inspection to a prop shop 80 miles away - this every 100 hours - was a nuisance And I never could get through the hundred
Rudy Eskra and his prize winning stearman at the Mideastern Regional Fly-In in Marion Ohio
hour period without one protractor readshyjustment of the blade angles since both the centrifugal and aerodynamic forces tend to move the blades toward low pitch I decided to try a new Sensenich wood prop I was pleased to find that this yellow birch club is about 30 pounds lighter produces markedly less noise and vibration and seemed to result in no degradation in performance I believe that there were three pitches available I selected the middle one and I think I guessed right for operating in the low level elevation in the Great Lakes area
In reading about prop flight test comshyparisons Im always a little suspicious of conclusions drawn from airspeed data derived from a few test runs given all the variables in atmospheric condishytions instrument and observer error so I didnt bother trying to get too technical about it For what its worth my friend with a constant speed Hamilton on a 300 hp Stearman flys formation with me occasionally and seemed impressed with the airspeed of the lower-powered plane
When disassembling the wings we backed all flying and landing wires off
exactly four turns This permits reasshysembly to its previous condition whatever that was However we decided to go through the rerigging proshycedure anyway In doing this we folshylowed the Air Force maintenance and erection instructions - all 11 pages Dihedral and incidence boards were made up from the drawings and all dimensions and angles brought into tolerance Here again its my feeling that the plane is quite stable and pershyforms well
My airplane was absolutely standard when I got it except for the usual reshyplacement of the Bendix brake master cylinders I didnt mind hand cranking the inertia starter but there is no really safe and legal way to do that when going
Jout for a solo flight as many have found to their horror There must be a qualified pilot or mechanic at the conshytrols when youre out there turning the crank I therefore decided to install an electrical system
Designing the electrical system which incorporated a new alternator and rebuilt Bendix starter was the easiest part of the job Gathering all the documentation for application of all the
components and obtaining FAA apshyproval took a great deal of time and effort Since I do aerobatics I wanted a battery case and system which could withstand nine g So None seemed available so I designed and built a subshystantial aluminum case with a separate battery hold down assembly built in The Gil 35 battery manifold vent is conshynected to a bicarbonate of soda bottle with a clear plastic hose then down inside the landing strut fairing and overshyboard
There seems to be a tendency for the brakes to grab which can give the rear pilot a quick lift up about five feet in the air on first application A lot of this low level aerobatics can be prevented by applying only one brake at a time but the grabbing tendency can still be quite annoying To combat this I filed a chamfer about 1 14 inches by about 20 degrees from the leading edge of the primary shoe This is the top of the front shoe which provides the servo forces on the secondary shoe Brake operation is effective yet smooth Of course the brake lining must be kept free of oil and moisture and if they do get soaked its best to replace the friction material
VINTAGE AIRPLANE 21
The stainless steel exhaust manifold on the Lycoming 680 is also a challenge to ftnish I suspect chrome plate would tum blue in places I went through about ftve different high temperature silver paints and the best one Ive found is VHT 1200 degree paint made by Sperex Corporation in Gardena California But nothing lasts forever on that hot surface
If you have ever had a King KX145 NA V -COM radio youll probably agree its not a technological miracle When mine is working I get complaints from approach control that the transmisshysion is weak and garbled when heading inbound at eight or more miles out I noted that this improved if I turned and pointed the aircraft tail toward the airshyport This led me to believe that the engine and other metal parts ahead of the antenna were blocking the antenna signal I decided to move the antenna which was mounted over the aluminum baggage compartment aft of the rear cockpit to a position above the center wing tank using the large aluminum gas tank as a ground plane The antenna was mounted on an aluminum bracket attached to the center square tube brace above the tank A short bonding strap was connected to the tank filler neck providing a good ground With the anshytenna in this position we have had no further complaints from the tower from the same distances out
In addition to an Omni in the transceiver I bought a portable Loran which is small enough to carry in a coat pocket This has not been entirely trouble free either but the Ray Jefferson Company people have been very helpshyful Although I dont do a lot of crossshycountry it has given me some very accurate guidance It is basically a marine unit derivative and cost about $300 Although it provides ground speed and other data I find the heading and DME are just about all I need and often direct me right towards the exact center of the destination airport
In routine operation of a Stearman there are two things which I regard as being just as critical as fuel and engine oil One is keeping those big soft main tires properly inflated and the other is to make sure the tail wheel steering asshysembly is in good working order These are very important for stability and conshytrol during roll-out which Ill discuss later Tail wheel lock mechanism 22 JANUARY 1991
should snap in place smartly and the tail wheel steering cables must be snug The tail wheel tire pressure needs a lot of attention also but for a different reason It carries a heavy load for its size and if its run underinflated youre looking at tire fabric in a very short time
There are at least three brands of tires available for the Stearman One has a tread made up of rectangular blocks another has concentric rings or grooves and the third is the classic Goodyear diamond tread I found the block tread was good for about 500 landings on concrete the grooved would do about 700 From a vintage appearance standpoint I prefer the diamond tread a pair of which I bought from Wilkerson Tire in Crewe West Virginia These Goodyear tires are produced in Sao Paulo Brazil where the molds were apshyparently moved to a number of years ago
In doing this restoration I found it a very enjoyable experience I got a tremendous amount of help from people like Glenn Gibbs of Stony Ridge Ohio who has become a very skillful fabric man and indeed many of his ideas are included here and from Frank Leffel who did much of the spraying and Tony Eskra who sanded his share of it Herb Wilford Chief Aircraft Maintenance at Dana Corp was one expert who made sure we stayed in line technically Looking after a half dozen jet aircraft Herb runs a very efficient operation with immaculate hangars and shops
There were many others of course and we spent a lot of enjoyable winter evenings working together and bantershying back and forth It was a great escape from the demands of a corporate management position and I slept most soundly during that period
I think the only real frustration aside from the staggering prices was waiting for delivery of parts and purchased sershyvices Delivery date promises were alshymost routinely ignored thus running the total project time over one year Apshyparently keeping promises has gone the way of the 45 rpm record in this country
There are a few lessons which may seem obvious but I feel are worth restatshying First of all the investment in both time and money is extremely high so its worth doing right and this includes buying the best material available
In the course of the work one can ftnd
a host of opportunities to take a shortcut and save some time or material In general these temptations are best avoided When the job is finished and its almost good enough no one will probably know the difference except you every time you look at that bird If youre anything like me youll always see enough defects no matter how careshyful you were I remind myself if its not quite right tear it up and do it over again Ive never regretted doing that
If may add a few observations to the myriad of information that has been written about the Boeing Stearman I have owned it now for 12 years and I still get a great thrill flying it Some say its heavy on the controls but 1 dont agree Solid yes but not heavy If you properly coordinate rudder and aileron stick pressures seem quite normal It is very forgiving I think with a good balance between responsiveness and sensitivity In short its a real pussy cat in the air Though it has a slow roll rate it loops beautifully spins easily but quits at the precise moment middot when youve had enough Strength - its like a Sherman tank Its solid feel derives from the lack of control-induced deflection owing to the truss biplane structure the use of control rods rather than cables and the basic rigidity of the tubular steel fuselage
Landing and roll-out is a little difshyferent with the task of keeping things in hand left entirely up to the pilot If ever there was a machine thats dynamically unstable in roll-out this must be it Response rate must be swift and instincshytive so a bit of concentration is helpful Over the years Ive logged 1430 landshyings in this machine Some of them would measure 58 on the Richter scale As I said its a rugged beast so the only damage was to my ego
A round carrier type approach seems best but youd better have a softer imshypact than the F-14 does or youll bounce 20 feet in the air If its done just right those big balloon tires come into play and nothing can match the soft quiet touchdown of a Stearman Most of the time it seems to land itself perfectshyly leading one to believe theres really nothing to it OK but I think Gordon Baxter our foremost Stearman spokesshyman had it right when its on the ground you cant trust it unless its tied to something
The E225 series Continental is enclosed in a very clean instalshy N22LW features this smart looking panel with padded ramshylation The baffling is anodized horn yokes
(Continued from Page 13) them have at it The reclining seats are from the Rangemaster version of the Navion produced in the early 1960s The Woodfins are very pleased with the results The instrument panel and the overheard Osborne panel have been finished off in a very professional manshyner The panel is meant for strictly VFR flying but is very well equipped with a loran and nav-com pair All the instrushyments in the plane are brand new To have as safe an airplane as he desired Larry felt it was necessary to replace all the instruments since some were 40 years old
For all intents and purposes the aircraft is a new old airplane Theres nothing not a hose or fitting that has not been replaced or gone over he remarked
Power for the Woodybird II is an E225 series Continental built up of new parts including the crankshaft It was also carefully balanced throughout its assembly
The sign and Woodybird emblem were both painted by Larrys neighbor Neil Kavanaugh Each emblem took 12 an hour for him to paint freehand
This is the second aircraft that Larry has restored The first Woodybird was completed in 1978 Much later he would sell the airplane during one of the Conventions at Oshkosh He has some very interesting comments about that sale now that some time has elapsed One of the things that happens when you restore things is the way it conshysumes you and after its over you beshycome a slave to it The first time around I had become a slave to the machine and I wanted out I just didnt want to do it anymore Well the smart thing to do is to sit on the side and let that pass Well somebody came along with a lot of money and wanted it and I sold it he recalled Two or three years later all of the sudden I realized that I didnt have my airplane anymore and I wanted it back so that started the search for this one
Larry has been a motors ports enshythusiast since his pre-teen years when he tried to convince ills dad to buy him a4 7 Mercury convertible complete with a zebra skin interior When his dad said You cant drive it for another 4 years what are you going to do with it Larry
responded Dad Im gonna polish it To pacify his young sons enthusiasm he allowed Larry to buy a go-cart His family was not rich by any stretch of the imagination but Larrys willingness to work hard on his projects would allow him to continue and he would progress into racing cars at the dragstrip then into sports cars and finally into motorshycycle racing Larry and his wife Debbie began to fly simply as an expedient way to get to motorcycle races since they had a few friends within the racing comshymunity that were making the same trips that they were and did not have to conshytend with a long arduous road trip That sparked the interest that has become a wonderful way to travel Motorcycles are still an important part of his life One of his customers is a favorite of his - Harley-Davidson They use the nails and pneumatic nail guns that Larry sells for a living to assemble the crates the big cycles are sillpped in He is the proud owner of an Ultra equipped with just about everything you would ever want on a motor vehicle including cruise control He and Debbie plan to ride the cruising motorcycle from Maryland to Alaska on a long tour this coming sumshymer He has nothing but praise for the reliability the Harley now has and is very pleased with both his sleek machines - his Harley Ultra and his Ryan Navion The Flagship of the Navion Fleet
If you would like more informashytion on the Navion contact the
American Navion Society Box 1810
Lodi CA 95241-1810 209339-4213
The initial membersillp fee is $60 and then $45 per year for annual dues
VINTAGE AIRPLANE 23
~T ()UI2 ~msJU~ I2HT()I2I~f3 by ~()r-m veter-sen
Davis DI-K N158Y SIN 508 Purchased as a basket case in August
1958 Jack Gretta (EAA 19255) of Chester CT spent six years rebuilding this Davis and installing a 125 hp Conshytinental engine under a one-time STC In 1973 a friend() put the pretty
Piper J-3C-65 N6114H SIN 19275 These photos were sent in by Robert
T (Bob) Hunt (EAA 165963 AIC 6123) of Hackettstown NJ who has been busy rebuilding this J-3 Cub along with George Burns (EAA 221818 AIC 10000) also of Hackettstown The wood spar wings required new spars all new bolts drag wires leading edges and attach fittings The covering was done in Stits HS-90X and Stits Aerothane
24 JANUARY 1992
parasol into the trees and four more years were required to return the Davis to airworthy condition
In 1991 another friend landed 01 N508Y in the trees while towing Jack Gretta in a Schweizer 1-19 glider Jack ended up in the trees also and admits it
A majored C-85 engine was installed along with a new Falcon wood prop (built on the Ole Fahlin certificate) Bob reports the engine started on the very
is a long way to the ground as a passhysenger It is expected the red and white Davis will again be ready for flight in 1992
This is the second Davis that Jack Gretta has owned having owned Davis D1-K N151Y SIN 510 from 1947 to 1956 During those years Jack rebuilt the airplane once and changed the enshygine from a Kinner 90 to a Kinner 165
Jack belonged to EAA Chapter 1 in Riverside CA way back in the early fifties and joined EAA in the mid-sixties while living at Cucamonga CA He has been involved with Davis airplanes for almost 46 years and we happily extend to Jack best wishes for the next 46 years
very first pull The smooth 800 X 4 tires that came with the project were in servshyiceable condition and re-instalLed on the completed airplane
This is the third airplane Bob has restored the first two being a PA-12 Super Cruiser and a PA-22 TriPacer Not one to up and quit having fun he is now commencing the rebuild of a PA-ll Cub Special
1952 Cessna 170B N2650D SIN 20802
This pristine 170B has been given the total TLC treatment since being purshychased in 1988 by its owners Ken and Helen Cobb (EAA 182685) of Naples Florida A new paint job in Alumigrip really improved the outside appearance right down to the original metal wheelshypants Inside a new interior was inshystalled including new seat coverings and the panel was updated with all new radios and complete instrument overshyhaul Under the cowling the Continenshytal 145 was majored to zero tolerance with chromed cylinders The original propeller and spinner were polished to a bright shine As Ken says This project started as a replace all rusty screws with stainless screws and grew into a very nice looking restoration
The 170B has approximately 3100 hours on the airframe with no damage
history heavy gear Cleveland brakes and original engine prop and wheelshypants Although the pretty Cessna has scored well at every fly-in to date Ken and Helen have yet to make the Oshkosh Fly-In We all hope they will be able to
make the flight from Florida to Wisconshysin in 1992 so we can get a close look at N2650D Congratulations to Ken and Helen Cobb on a nice job of replacing rusty screws Your efforts show exshycellent results
Cessna 140A N5300C SIN 15420 Purchased in 1966 by John Lucas
(EAA 370887) and Dave Emmett of
Emporium PA this particular 1950 Cessna 140A has been used for obtainshying STC approval for the installation of
a Continental 0-200 engine The 0-200 engine was purchased
from Lycoming in Williamsport PA who were using the engine for test purshyposes Installed in N5300C the first Continental 0-200 STC was approved Dec 1 1967 with revised approval dates of March 12 1980 July 2 1980 and May 11 1981 The first STC was sold on 12-4-78 and John reports they have been averaging about ten per year since that time Apparently the extra 10 to 15 horsepower makes the 140A pershyform remarkably well which explains the popularity of the STC
John Lucas passed his 80th birthday on July 23rd and has a new partner John Richard Lucas (his son) to carryon the good work with the 0-200 Cessna 140A N5300C Long live the marque
Taylorcraft DCO-65 C-FJLH From the far north comes this photo
of a Taylorcraft DCO-65 C-FJLH owned by Floyd Stromstedt of Box 296 Berwyn Alberta TOH OEO Canada Loshycated in the northwest part of Alberta almost at the beginning of the Acan highway the DCO-65 is the only one in the area in fact its the only one anybody in the area has seen Floyd enjoys flying the 65 hp tandem on wheels however he is curious if anyone has ever put a larger engine in a DCOshy65 such as a C-85 and if anyone has heard of such an airplane being put on floats Any help would be appreciated Write Floyd at the above address
VINTAGE AIRPLANE 25
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
Kent England Cesare Arcari Corgeno Va Italy Ted Bahl Fresno CA James R Baker Colorado Springs CO James R Barnett Niagara Falls
Canada Wayne Bausch AmesIA John R Beal Faribault MN Carlo Berti Modena Italy Bob G Berwick Las Vegas NV Harold Bish Hermann MO Frank W Blundell Lock Haven PA Scott Boelman Rancho Santa Marga
CA Claude Brochu Prince Cookshire
Canada W J Brockhouse
Prairie Village KS Wesley Brown Kailua Kona HI
(Sponsor Arthur F Stockel) Barry Burgoon Winter Haven FL Frank Cella Park Ridge IL Glen Childers Ada OK Bernard W Clayton Wolfe City TX Chris Coios Haverhill MA Charles Cole Brookneal V A Steven E Collins San Diego CA William H Cone Jr San Diego CA Charles Conrad Jr Huntington
Beach CA John P Coppolelli San Diego CA Milton Crookston Santa Barbara CA Robert Deleon Stafford TX Richard Delmas St Louis MO Duane Dickson Belmont CA Chuck Doyle Jr Minnetonka MN Carl Driftmyer Port Clinton OH Patrick J Driscoll Caldwell ID Harry Drover Ontario Canada Larry Eberst Delaware OH Bryon Engskow Pompano Beach FL Leighton B Ferguson Peru IN Jeffrey H Forrest Livonia MI Douglas Freeman Farmington ME Mary P Gabriel West Wareham MA Charles H Gaffeney Wilmington DE Victor Gaston Madrid Spain Scott A Gifford Safford AZ Dean L Gustavson
Salt Lake City UT Benjamin H Hall Jr Tullahoma TN Sherman W Hallowell Jr Carmel ME Aaron W Hamel St Charles MO
William D Hammond Littleton MA John J Hart Jr Wichita KS James Hawks Beverly MA Paul A Hayes Phoenix AZ Steven L Hendrickson Everett W A William N Hester Reidsville NC Bruce Hickle Crystal River FL Richard Hilsinger Westfield NJ T C Hoagland Port Orchard WA Richard Hoffman Sherman Oaks CA Rodolfo Hott Osorno Chile Jim W Howard Mc Minnville TN Kenneth L Howard Collinsville OK Ernest D Howes
West Wareham MA John V Hufford Lexington KY Joseph D Jackson Sr LockportIL Robert R Johnson Brooklyn WI David J Karl Carrollton GA Dale E Kennedy Fairmont WV Scott Klein Farmington UT Tim H Klohn Hudson Canada Larry Knechtel Seattle WA Brian Koldyk Saskatoon Canada George Kost Nome AK Lois D Kowalski Englewood CO Joseph R Kuth Duluth MN Rene Lafreniere Calgary Canada Don Lance Three Mile Bay NY Clyde A Laughlin Seattle W A Bernard Leeward Chapel Hill NC George Leighton Seattle W A Michael Leighton Lantana FL James W Lobb Waxahachie TX Clifton Lowe Cadiz KY Anthony Maiuro New Albany IN Marvin C May Princeton IL Robert F Melillo Great Barrington MA David A Mihalic Mammoth Cave KY Dion H Miller Shady Cove OR Douglas D Miller Shreveport LA Jerry Miller Vulcan MI Price Miller Gig Harbor W A
(Sponsor John Holmberg) Vern T Miller Hillsboro NC William R Miller ColumbusOH Stephen Mitchell Castle Hill Australia Karen S Monteith South Milwaukee
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MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
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The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
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With its Land-O Matic landing gear and roomy cabin the early 172 was the precursor of what would become the most popular light plane of all time
C L Hamilton did the check ride for Flying magazine in November 1955 He calls the cockpit roomy lower and level as compared to the 170 Since dual controls were sold only as an option the test plane had only left hand controls That made the cockpit seem huge Taxiing the 172 was a revelation with the same feel and visibility as the Aero Commander Hamilton wrote About the only chance for ground damage when taxishying the 172 would be dropping the nosewheel into a hole In the air the 172 showed the same pleasant characshyteristics of the proven 170 except that the 172 is more stable - You can slow down until the needle stops inshydicating and she just goes on slow and steady The landing approach differs from the 170 as the 172 uses a very steep nose down approach Hamilton wrote With full 40 degrees on the paralift flaps overshoot slightly dump the flaps touch down with brakes on and youre in someones back yard We did it in 250 feet down and stopped In an emergency it no doubt could be
development was th e Met-Co-Aire Companys conversion of the 170 to tricycle landing gear (see copy of 1955 ad) Despite the statements of Cessna and the conversion by Met-Co-Aire the 170 was doomed to be replaced by the easy to fly 172 If you fly a 172 that has a back window and swept tail dont think youve experienced the classic 172 that changed the look and feel of light plane flight Youve only exshyperienced a distant relative The 172 of the fifties is not the same aeroplane as the modern version Upon entering the Classic 172 one is immediately imshypressed with the incredible visibility both overhead through the huge windscreen and forward over the cowlshying that does a great disappearing act down to the spinner The pilot and comshypanion sit very high in the cockpit adding to the feeling of openness and spaciousshyness The engine seems to run smoother than the contemporary version and it does It is afterall a small six cylinder engine compared to the larger four banger in the modern 172 One of the greatest joys of flying the Classic comes
the floor between pilot and copilot The bar clicks upward as the enormous para lift flaps drop from 10 to 40 degrees On your first flight it seems like youve just moved half the wing when you apply flaps In the air shes stable as a rock and trims easily for hands-off flight You wont set any speed records but you can count a solid 104 miles per hour burning about six gallons per hour And oh what a view
There s a new type club called the STRAIGHT TAIL CESSNA CLUB It was founded by my good friend and Straight Tail owner Ernie Colbert Ive recently been honored with the title of President The club currently has about 100 members and is growing fast Each member shares a great love for the Classic Straight Tail Cessna and knows that with change improvement does not necessarily follow I hope youve enshyjoyed this article The next time you see one of the Straight Tail Cessnas taxi by on its Land-O-Matic landing gear think of Elvis Bogie and me
Thanks to Richard VanEmerick my good friend for the classic Flying
done in less than that when its time to lower the flaps Flaps magazines used in this article An interesting contemporary are controlled by a great Johnson rod on
Rudy Eskras Stearman by Rudy Eskra
ANTIQUECLASSIC GRAND CHAMPION
MIDEASTERN REGION 1990
So much has been written about the Stearman its characteristics and resshytoration that it sometimes seems that everything that needed to be said about it has been said Undaunted AntiqueClasshysic owners all like to tell their own stories This is mine
This particular example was built for the Air Force in October 1944 thus being one of the last produced of a great series In the ensuing years since it was manufactured it has only been flown about 2300 hours I acquired it in 1979 It was in very good condition then and to the best I can determine it always has been Rather than the owner I look upon myself as a temporary custodian or caretaker and very fortunate to be that I hope that when it goes to the next owner it will be in better condition than when I got it and that the next guys can keep it going for many years to come
Its equipped with the 225 hp Lycomshying which with its nine cylinders biting them off clean sounds and runs
1 B JANUARY 1991
smoother than some of the other engines with which Stearman were equipped
In 1989 my friends and I stripped it down completely and replaced or refurshybished everything we thought could be improved We spared no expense as a whole drawer full of receipts and a very patient wife will attest to The engine was completely overhauled with cylinders chromed back to standard new pistons rings valve guides valves bearings The works Of course all parts were magna fluxed in the process
We found the wing woodwork in exshycellent condition and just a few small corrosion points on the fuselage tubing After refinishing the structure we inshystalled some new fuselage stringers (bird cage) which presumably had been broken when the airplane was pushed on its sides These aluminum stringers tend to precipitation harden and grow brittle with age
We recovered all surfaces with heavy duty Ceconite The final finish after the butyrate process on the fuselage center wing section and fins was two part Ranshythane polyurethane The blue trim was DuPont Imron However we used Ranshy
dolph butyrate dope exclusively on the wings aside from the trim Our reasonshying for doing this was because the polyurethane has less tendency to stain under the onslaught of engine emissions than dope and with its glossy surface is a pleasure to wipe down
Gasoline dye for example can penetrate dopes and lacquer finishes clear down to the fabric Since the wings are out away from this conshytamination but subject to more hangar rash and might need occasional touchshying up we felt that dope might be easier to touch up than the urethane
There has certainly been a lot of exshycellent information written about recovering and restoring Stearman aircraft and probably done by people far more versed in the art than I I got a lot of tips from reading and hearing them Some of the really good ideas came not from the professional manuals but from nonprofessional restorers We did do some of the things which we had developed on our own and felt improved the quality of the job somewhat Many of them are minor but perhaps the really first-class jobs are a collection of fine
details They have not been exhaustiveshyly tested in the laboratory but they worked for us To the extent they are of interest Ill pass them along here
Paints tend to grow more brittle with age and will crack from vibration where fabric stretches over sharp edges Even though this plane was over 45 years old and must have been recovered several times we were surprised to find a lot of sharp edges on many of the wood parts that come in contact with the fabric These were sanded to a small radius Ceconite reinforcing tape was applied on top of the fabric very liberally wherever the fabric laid over any edges and highly stressed skin locations far more than on the original This required a lot more painting and sanding between coats to hide the tape but in the end I think we have a finish which is far more resistant to cracking
Aircraft material suppliers may recommend that you buy some of their duct tape to cover any seams in aluminum parts such as on leading edges Apparently masking tape was used in these places in the original process and we preferred that since the duct tape is too thick and protrudes through the finished fabric
In order to provide a smoother surshyface over the aluminum D-section leadshying edges on the wings we first covered and heat shrunk an extra layer of fabric over them This tended to bridge over the seams and dimpled areas before inshystalling the fmallayer of Ceconite
All the experts will tell you to brush on the first coat of fabric primer such as Dacproof or whatever process youre using This may be right but you can often sand about 15 or 20 coats before the brush marks disappear I believe the reasoning is that brushing the stuff (which I suspect is really nitrate dope with a dye) will help you get it down into the fabric so it interlocks with the fibers Thats important because it alshymost must depend upon a mechanical bond to get it to stick to the dacron We found we could get full penetration by spraying so we sprayed and were satisshyfied with the result It is important not to oversaturate the fabric of course since it will drip onto the opposite fabric and these drops are very hard to hide
If you ever scrape or chip a doped finish you invariably find that the separation occurred at either the top or bottom interface of the silver dope coat
less adhesion and a lower tensile strength than clear dope since the aluminum particles are really impurities in the dope For this reason we kept the aluminum coats down to the minimum required to pass the light bulb opacity test thus providing the radiation shield for ultraviolet light About two coats of silver seem to accomplish this The rest of the many coats before the color was applied were clear butyrate which seems to stay more strong and pliable throughout its life Its not as easy to sand as the silver but I suppose thats another testimonial to its physical properties over that of the silver
Our inspector insisted that all rib stitching knots must be exposed as in the original rather than pulled under the skin as in Staggerwing Beech process We located aligned and perforated all the rib stitch holes with chalk lines snapped uniformly spaced across the length of the wing Of course these knots were located on the bottom of the bottom wing and on top of the top wing The result is a nice uniform appearance like lines of rivets when sighted from the end of the wing
Some like to make pie shaped slits in the tape to take away excess material where it wraps around the wing and fm tips Theres almost no way of hiding these cutouts under the finish so we didnt use that method Instead we heat shrunk the uncemented tape edges down after first cementing the tape on the ridge line of the bend only The tape edges were then cemented after they lay nice and snug on the surface This is not an original idea with us but the superior results make it worth mentioning
Some experts though not all recomshymend that when taping both the tape and the fabric surface to which it is applied be first painted with cement If this method is used air bubbles are trapped under the wet tape and very hard to remove We had better luck by apshyplying a very wet coat of cement to the fabric only and leaving the tape dry so that the air can be forced up through it Then a thirmed coat of cement can be applied to saturate the tape after its down smooth
Some cements as they come out of the can tend to dry rapidly or rope as you spread them One old-time airplane maker suggested we mix the cement with 30 percent nitrate dope and 30 pershycent nitrate thinner This not only eliminated that problem but also seemed to make the cement stick better
We used a hot knife to cut all the fabric in order to produce a clean sealed edge without the annoying ragged threads To do this we hammered and ground the copper tip of a forty watt soldering iron to a knife edge On another iron we rounded off the copper tip to a spherical radius and used it to hot pierce fabric drain holes after the lifesaver reinforcements were ceshymented in place I havent heard if anyone else uses this method but it realshyly works slick leaving a high strength fused ring on the hole perimeter The stiff plastic life saver reinforcements that are available commercially often curl or warp somewhat due to the shrinkage of the cement I believe that reinforcements punched out of leather stay flatter and more flexible while still strengthing the edge of the drain hole
Were convinced that silver dope has Rudys pretty white with blue trim Stearman runs up on the ramp
VINTAGE AIRPLANE 19
At the points where the rudder cables exit through the fuselage fabric we heat formed little vee-shaped plastic fairings to cover these points This produced a nice streamlined effect I think after covering them with another patch of fabric and ftnishing
When patches of fabric are needed such as those used to cover the inspecshytion rings we found a way to make the fabric patch much more manageable We stretched a piece of fabric over the open end of a small wooden box This was given the fabric prime coat shrunk with an iron and the required patches cut from it These stay nice and flat when theyre cut and cemented in place
Removing old paint from the cowling and other aluminum parts is no fun at all In scraping it off you stand the chance of scraping through the grey anodized surface also I gathered all of the painted aluminum pieces and took them to a furniture stripper who dipped and cleaned the whole works for $60 which I considered money well spent These were sprayed lightly with two part Dupont Varprime primer which Im convinced is better than the old zinc chromate originally used
The finish resulting with the Ranshythane polyurethane is superb and in this particular project at least seemed to be even more glossy than the Irnron we used on the leading edge trim During the work we had a lot of good consultshyations and help over the phone with the Randolph people We were also able to get a very good gloss in the white butyrate dope by keeping the wings flat and horizontal while spraying and floatshying on a lot of dope The final coat was thinned out more to give a good gloss Although we have no proof we suspect also that excessive thinning of the other coats of butyrate reduces the finished strength of the dope And this was also the opinion of an old-timer who used to do fabric at the Naval aircraft factory
We used 3M tapes for the finish color stripes in 34 inch and one inch widths This seems to have excellent adherence in service yet can be lifted off and retaped during the application in places where you didnt get it quite right the first time There is a thin transparent membrane of protective tape on top of it which must be removed after installashytion since this will yellow with age and will bake on permanently if it spends any time in the sun Its hard enough to peel off when its new
Taking a tip from the automobile
20 JANUARY 1991
The neat and tidy installation of the battery box and relay control panel mounted ott of the firewall
body guys we used nothing but 3M masking tape also as some of the cheap brands can really give you trouble either not sticking or sticking too hard When taping over new paint we first pressed the sticky side of the tape onto our work clothes to reduce the posshysibility of damaging the fresh surface with too much adhesion
One other problem can give you fits on a Stearman if youre not careful When installing the bird cages (stringers) on the fuselage tubing strucshyture its a good idea to temporarily inshystall the cowling and tail cone fairing in order to properly position the stringer assembly fore and aft Finding out that the cowling doesnt fit after the fabric is finished could really spoil your day
Its always amazing to see vinyl material used around the cockpit coamshy
ings of some real prize winners I found that nice glossy pieces of kid leather can be bought rather cheaply at places like Tandy Leather providing an authenshyticity that can be spotted a long way off For the coaming padding rather than layers of felt as used originally I tried some foam pipe insulation which is conveniently pre-slit fits nicely and after lacing the leather with rawhide seems to do a better job
During one of the routine magna flux inspections of the McCauley steel prop one tiny bit of corrosion at the blade hub fillet officially ended its flying career Although this was a devastating development I reflected that pulling the prop and delivering it for inspection to a prop shop 80 miles away - this every 100 hours - was a nuisance And I never could get through the hundred
Rudy Eskra and his prize winning stearman at the Mideastern Regional Fly-In in Marion Ohio
hour period without one protractor readshyjustment of the blade angles since both the centrifugal and aerodynamic forces tend to move the blades toward low pitch I decided to try a new Sensenich wood prop I was pleased to find that this yellow birch club is about 30 pounds lighter produces markedly less noise and vibration and seemed to result in no degradation in performance I believe that there were three pitches available I selected the middle one and I think I guessed right for operating in the low level elevation in the Great Lakes area
In reading about prop flight test comshyparisons Im always a little suspicious of conclusions drawn from airspeed data derived from a few test runs given all the variables in atmospheric condishytions instrument and observer error so I didnt bother trying to get too technical about it For what its worth my friend with a constant speed Hamilton on a 300 hp Stearman flys formation with me occasionally and seemed impressed with the airspeed of the lower-powered plane
When disassembling the wings we backed all flying and landing wires off
exactly four turns This permits reasshysembly to its previous condition whatever that was However we decided to go through the rerigging proshycedure anyway In doing this we folshylowed the Air Force maintenance and erection instructions - all 11 pages Dihedral and incidence boards were made up from the drawings and all dimensions and angles brought into tolerance Here again its my feeling that the plane is quite stable and pershyforms well
My airplane was absolutely standard when I got it except for the usual reshyplacement of the Bendix brake master cylinders I didnt mind hand cranking the inertia starter but there is no really safe and legal way to do that when going
Jout for a solo flight as many have found to their horror There must be a qualified pilot or mechanic at the conshytrols when youre out there turning the crank I therefore decided to install an electrical system
Designing the electrical system which incorporated a new alternator and rebuilt Bendix starter was the easiest part of the job Gathering all the documentation for application of all the
components and obtaining FAA apshyproval took a great deal of time and effort Since I do aerobatics I wanted a battery case and system which could withstand nine g So None seemed available so I designed and built a subshystantial aluminum case with a separate battery hold down assembly built in The Gil 35 battery manifold vent is conshynected to a bicarbonate of soda bottle with a clear plastic hose then down inside the landing strut fairing and overshyboard
There seems to be a tendency for the brakes to grab which can give the rear pilot a quick lift up about five feet in the air on first application A lot of this low level aerobatics can be prevented by applying only one brake at a time but the grabbing tendency can still be quite annoying To combat this I filed a chamfer about 1 14 inches by about 20 degrees from the leading edge of the primary shoe This is the top of the front shoe which provides the servo forces on the secondary shoe Brake operation is effective yet smooth Of course the brake lining must be kept free of oil and moisture and if they do get soaked its best to replace the friction material
VINTAGE AIRPLANE 21
The stainless steel exhaust manifold on the Lycoming 680 is also a challenge to ftnish I suspect chrome plate would tum blue in places I went through about ftve different high temperature silver paints and the best one Ive found is VHT 1200 degree paint made by Sperex Corporation in Gardena California But nothing lasts forever on that hot surface
If you have ever had a King KX145 NA V -COM radio youll probably agree its not a technological miracle When mine is working I get complaints from approach control that the transmisshysion is weak and garbled when heading inbound at eight or more miles out I noted that this improved if I turned and pointed the aircraft tail toward the airshyport This led me to believe that the engine and other metal parts ahead of the antenna were blocking the antenna signal I decided to move the antenna which was mounted over the aluminum baggage compartment aft of the rear cockpit to a position above the center wing tank using the large aluminum gas tank as a ground plane The antenna was mounted on an aluminum bracket attached to the center square tube brace above the tank A short bonding strap was connected to the tank filler neck providing a good ground With the anshytenna in this position we have had no further complaints from the tower from the same distances out
In addition to an Omni in the transceiver I bought a portable Loran which is small enough to carry in a coat pocket This has not been entirely trouble free either but the Ray Jefferson Company people have been very helpshyful Although I dont do a lot of crossshycountry it has given me some very accurate guidance It is basically a marine unit derivative and cost about $300 Although it provides ground speed and other data I find the heading and DME are just about all I need and often direct me right towards the exact center of the destination airport
In routine operation of a Stearman there are two things which I regard as being just as critical as fuel and engine oil One is keeping those big soft main tires properly inflated and the other is to make sure the tail wheel steering asshysembly is in good working order These are very important for stability and conshytrol during roll-out which Ill discuss later Tail wheel lock mechanism 22 JANUARY 1991
should snap in place smartly and the tail wheel steering cables must be snug The tail wheel tire pressure needs a lot of attention also but for a different reason It carries a heavy load for its size and if its run underinflated youre looking at tire fabric in a very short time
There are at least three brands of tires available for the Stearman One has a tread made up of rectangular blocks another has concentric rings or grooves and the third is the classic Goodyear diamond tread I found the block tread was good for about 500 landings on concrete the grooved would do about 700 From a vintage appearance standpoint I prefer the diamond tread a pair of which I bought from Wilkerson Tire in Crewe West Virginia These Goodyear tires are produced in Sao Paulo Brazil where the molds were apshyparently moved to a number of years ago
In doing this restoration I found it a very enjoyable experience I got a tremendous amount of help from people like Glenn Gibbs of Stony Ridge Ohio who has become a very skillful fabric man and indeed many of his ideas are included here and from Frank Leffel who did much of the spraying and Tony Eskra who sanded his share of it Herb Wilford Chief Aircraft Maintenance at Dana Corp was one expert who made sure we stayed in line technically Looking after a half dozen jet aircraft Herb runs a very efficient operation with immaculate hangars and shops
There were many others of course and we spent a lot of enjoyable winter evenings working together and bantershying back and forth It was a great escape from the demands of a corporate management position and I slept most soundly during that period
I think the only real frustration aside from the staggering prices was waiting for delivery of parts and purchased sershyvices Delivery date promises were alshymost routinely ignored thus running the total project time over one year Apshyparently keeping promises has gone the way of the 45 rpm record in this country
There are a few lessons which may seem obvious but I feel are worth restatshying First of all the investment in both time and money is extremely high so its worth doing right and this includes buying the best material available
In the course of the work one can ftnd
a host of opportunities to take a shortcut and save some time or material In general these temptations are best avoided When the job is finished and its almost good enough no one will probably know the difference except you every time you look at that bird If youre anything like me youll always see enough defects no matter how careshyful you were I remind myself if its not quite right tear it up and do it over again Ive never regretted doing that
If may add a few observations to the myriad of information that has been written about the Boeing Stearman I have owned it now for 12 years and I still get a great thrill flying it Some say its heavy on the controls but 1 dont agree Solid yes but not heavy If you properly coordinate rudder and aileron stick pressures seem quite normal It is very forgiving I think with a good balance between responsiveness and sensitivity In short its a real pussy cat in the air Though it has a slow roll rate it loops beautifully spins easily but quits at the precise moment middot when youve had enough Strength - its like a Sherman tank Its solid feel derives from the lack of control-induced deflection owing to the truss biplane structure the use of control rods rather than cables and the basic rigidity of the tubular steel fuselage
Landing and roll-out is a little difshyferent with the task of keeping things in hand left entirely up to the pilot If ever there was a machine thats dynamically unstable in roll-out this must be it Response rate must be swift and instincshytive so a bit of concentration is helpful Over the years Ive logged 1430 landshyings in this machine Some of them would measure 58 on the Richter scale As I said its a rugged beast so the only damage was to my ego
A round carrier type approach seems best but youd better have a softer imshypact than the F-14 does or youll bounce 20 feet in the air If its done just right those big balloon tires come into play and nothing can match the soft quiet touchdown of a Stearman Most of the time it seems to land itself perfectshyly leading one to believe theres really nothing to it OK but I think Gordon Baxter our foremost Stearman spokesshyman had it right when its on the ground you cant trust it unless its tied to something
The E225 series Continental is enclosed in a very clean instalshy N22LW features this smart looking panel with padded ramshylation The baffling is anodized horn yokes
(Continued from Page 13) them have at it The reclining seats are from the Rangemaster version of the Navion produced in the early 1960s The Woodfins are very pleased with the results The instrument panel and the overheard Osborne panel have been finished off in a very professional manshyner The panel is meant for strictly VFR flying but is very well equipped with a loran and nav-com pair All the instrushyments in the plane are brand new To have as safe an airplane as he desired Larry felt it was necessary to replace all the instruments since some were 40 years old
For all intents and purposes the aircraft is a new old airplane Theres nothing not a hose or fitting that has not been replaced or gone over he remarked
Power for the Woodybird II is an E225 series Continental built up of new parts including the crankshaft It was also carefully balanced throughout its assembly
The sign and Woodybird emblem were both painted by Larrys neighbor Neil Kavanaugh Each emblem took 12 an hour for him to paint freehand
This is the second aircraft that Larry has restored The first Woodybird was completed in 1978 Much later he would sell the airplane during one of the Conventions at Oshkosh He has some very interesting comments about that sale now that some time has elapsed One of the things that happens when you restore things is the way it conshysumes you and after its over you beshycome a slave to it The first time around I had become a slave to the machine and I wanted out I just didnt want to do it anymore Well the smart thing to do is to sit on the side and let that pass Well somebody came along with a lot of money and wanted it and I sold it he recalled Two or three years later all of the sudden I realized that I didnt have my airplane anymore and I wanted it back so that started the search for this one
Larry has been a motors ports enshythusiast since his pre-teen years when he tried to convince ills dad to buy him a4 7 Mercury convertible complete with a zebra skin interior When his dad said You cant drive it for another 4 years what are you going to do with it Larry
responded Dad Im gonna polish it To pacify his young sons enthusiasm he allowed Larry to buy a go-cart His family was not rich by any stretch of the imagination but Larrys willingness to work hard on his projects would allow him to continue and he would progress into racing cars at the dragstrip then into sports cars and finally into motorshycycle racing Larry and his wife Debbie began to fly simply as an expedient way to get to motorcycle races since they had a few friends within the racing comshymunity that were making the same trips that they were and did not have to conshytend with a long arduous road trip That sparked the interest that has become a wonderful way to travel Motorcycles are still an important part of his life One of his customers is a favorite of his - Harley-Davidson They use the nails and pneumatic nail guns that Larry sells for a living to assemble the crates the big cycles are sillpped in He is the proud owner of an Ultra equipped with just about everything you would ever want on a motor vehicle including cruise control He and Debbie plan to ride the cruising motorcycle from Maryland to Alaska on a long tour this coming sumshymer He has nothing but praise for the reliability the Harley now has and is very pleased with both his sleek machines - his Harley Ultra and his Ryan Navion The Flagship of the Navion Fleet
If you would like more informashytion on the Navion contact the
American Navion Society Box 1810
Lodi CA 95241-1810 209339-4213
The initial membersillp fee is $60 and then $45 per year for annual dues
VINTAGE AIRPLANE 23
~T ()UI2 ~msJU~ I2HT()I2I~f3 by ~()r-m veter-sen
Davis DI-K N158Y SIN 508 Purchased as a basket case in August
1958 Jack Gretta (EAA 19255) of Chester CT spent six years rebuilding this Davis and installing a 125 hp Conshytinental engine under a one-time STC In 1973 a friend() put the pretty
Piper J-3C-65 N6114H SIN 19275 These photos were sent in by Robert
T (Bob) Hunt (EAA 165963 AIC 6123) of Hackettstown NJ who has been busy rebuilding this J-3 Cub along with George Burns (EAA 221818 AIC 10000) also of Hackettstown The wood spar wings required new spars all new bolts drag wires leading edges and attach fittings The covering was done in Stits HS-90X and Stits Aerothane
24 JANUARY 1992
parasol into the trees and four more years were required to return the Davis to airworthy condition
In 1991 another friend landed 01 N508Y in the trees while towing Jack Gretta in a Schweizer 1-19 glider Jack ended up in the trees also and admits it
A majored C-85 engine was installed along with a new Falcon wood prop (built on the Ole Fahlin certificate) Bob reports the engine started on the very
is a long way to the ground as a passhysenger It is expected the red and white Davis will again be ready for flight in 1992
This is the second Davis that Jack Gretta has owned having owned Davis D1-K N151Y SIN 510 from 1947 to 1956 During those years Jack rebuilt the airplane once and changed the enshygine from a Kinner 90 to a Kinner 165
Jack belonged to EAA Chapter 1 in Riverside CA way back in the early fifties and joined EAA in the mid-sixties while living at Cucamonga CA He has been involved with Davis airplanes for almost 46 years and we happily extend to Jack best wishes for the next 46 years
very first pull The smooth 800 X 4 tires that came with the project were in servshyiceable condition and re-instalLed on the completed airplane
This is the third airplane Bob has restored the first two being a PA-12 Super Cruiser and a PA-22 TriPacer Not one to up and quit having fun he is now commencing the rebuild of a PA-ll Cub Special
1952 Cessna 170B N2650D SIN 20802
This pristine 170B has been given the total TLC treatment since being purshychased in 1988 by its owners Ken and Helen Cobb (EAA 182685) of Naples Florida A new paint job in Alumigrip really improved the outside appearance right down to the original metal wheelshypants Inside a new interior was inshystalled including new seat coverings and the panel was updated with all new radios and complete instrument overshyhaul Under the cowling the Continenshytal 145 was majored to zero tolerance with chromed cylinders The original propeller and spinner were polished to a bright shine As Ken says This project started as a replace all rusty screws with stainless screws and grew into a very nice looking restoration
The 170B has approximately 3100 hours on the airframe with no damage
history heavy gear Cleveland brakes and original engine prop and wheelshypants Although the pretty Cessna has scored well at every fly-in to date Ken and Helen have yet to make the Oshkosh Fly-In We all hope they will be able to
make the flight from Florida to Wisconshysin in 1992 so we can get a close look at N2650D Congratulations to Ken and Helen Cobb on a nice job of replacing rusty screws Your efforts show exshycellent results
Cessna 140A N5300C SIN 15420 Purchased in 1966 by John Lucas
(EAA 370887) and Dave Emmett of
Emporium PA this particular 1950 Cessna 140A has been used for obtainshying STC approval for the installation of
a Continental 0-200 engine The 0-200 engine was purchased
from Lycoming in Williamsport PA who were using the engine for test purshyposes Installed in N5300C the first Continental 0-200 STC was approved Dec 1 1967 with revised approval dates of March 12 1980 July 2 1980 and May 11 1981 The first STC was sold on 12-4-78 and John reports they have been averaging about ten per year since that time Apparently the extra 10 to 15 horsepower makes the 140A pershyform remarkably well which explains the popularity of the STC
John Lucas passed his 80th birthday on July 23rd and has a new partner John Richard Lucas (his son) to carryon the good work with the 0-200 Cessna 140A N5300C Long live the marque
Taylorcraft DCO-65 C-FJLH From the far north comes this photo
of a Taylorcraft DCO-65 C-FJLH owned by Floyd Stromstedt of Box 296 Berwyn Alberta TOH OEO Canada Loshycated in the northwest part of Alberta almost at the beginning of the Acan highway the DCO-65 is the only one in the area in fact its the only one anybody in the area has seen Floyd enjoys flying the 65 hp tandem on wheels however he is curious if anyone has ever put a larger engine in a DCOshy65 such as a C-85 and if anyone has heard of such an airplane being put on floats Any help would be appreciated Write Floyd at the above address
VINTAGE AIRPLANE 25
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
Kent England Cesare Arcari Corgeno Va Italy Ted Bahl Fresno CA James R Baker Colorado Springs CO James R Barnett Niagara Falls
Canada Wayne Bausch AmesIA John R Beal Faribault MN Carlo Berti Modena Italy Bob G Berwick Las Vegas NV Harold Bish Hermann MO Frank W Blundell Lock Haven PA Scott Boelman Rancho Santa Marga
CA Claude Brochu Prince Cookshire
Canada W J Brockhouse
Prairie Village KS Wesley Brown Kailua Kona HI
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(Sponsor John Holmberg) Vern T Miller Hillsboro NC William R Miller ColumbusOH Stephen Mitchell Castle Hill Australia Karen S Monteith South Milwaukee
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Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
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VINTAGE AIRPLANE 29
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
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The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
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Rudy Eskras Stearman by Rudy Eskra
ANTIQUECLASSIC GRAND CHAMPION
MIDEASTERN REGION 1990
So much has been written about the Stearman its characteristics and resshytoration that it sometimes seems that everything that needed to be said about it has been said Undaunted AntiqueClasshysic owners all like to tell their own stories This is mine
This particular example was built for the Air Force in October 1944 thus being one of the last produced of a great series In the ensuing years since it was manufactured it has only been flown about 2300 hours I acquired it in 1979 It was in very good condition then and to the best I can determine it always has been Rather than the owner I look upon myself as a temporary custodian or caretaker and very fortunate to be that I hope that when it goes to the next owner it will be in better condition than when I got it and that the next guys can keep it going for many years to come
Its equipped with the 225 hp Lycomshying which with its nine cylinders biting them off clean sounds and runs
1 B JANUARY 1991
smoother than some of the other engines with which Stearman were equipped
In 1989 my friends and I stripped it down completely and replaced or refurshybished everything we thought could be improved We spared no expense as a whole drawer full of receipts and a very patient wife will attest to The engine was completely overhauled with cylinders chromed back to standard new pistons rings valve guides valves bearings The works Of course all parts were magna fluxed in the process
We found the wing woodwork in exshycellent condition and just a few small corrosion points on the fuselage tubing After refinishing the structure we inshystalled some new fuselage stringers (bird cage) which presumably had been broken when the airplane was pushed on its sides These aluminum stringers tend to precipitation harden and grow brittle with age
We recovered all surfaces with heavy duty Ceconite The final finish after the butyrate process on the fuselage center wing section and fins was two part Ranshythane polyurethane The blue trim was DuPont Imron However we used Ranshy
dolph butyrate dope exclusively on the wings aside from the trim Our reasonshying for doing this was because the polyurethane has less tendency to stain under the onslaught of engine emissions than dope and with its glossy surface is a pleasure to wipe down
Gasoline dye for example can penetrate dopes and lacquer finishes clear down to the fabric Since the wings are out away from this conshytamination but subject to more hangar rash and might need occasional touchshying up we felt that dope might be easier to touch up than the urethane
There has certainly been a lot of exshycellent information written about recovering and restoring Stearman aircraft and probably done by people far more versed in the art than I I got a lot of tips from reading and hearing them Some of the really good ideas came not from the professional manuals but from nonprofessional restorers We did do some of the things which we had developed on our own and felt improved the quality of the job somewhat Many of them are minor but perhaps the really first-class jobs are a collection of fine
details They have not been exhaustiveshyly tested in the laboratory but they worked for us To the extent they are of interest Ill pass them along here
Paints tend to grow more brittle with age and will crack from vibration where fabric stretches over sharp edges Even though this plane was over 45 years old and must have been recovered several times we were surprised to find a lot of sharp edges on many of the wood parts that come in contact with the fabric These were sanded to a small radius Ceconite reinforcing tape was applied on top of the fabric very liberally wherever the fabric laid over any edges and highly stressed skin locations far more than on the original This required a lot more painting and sanding between coats to hide the tape but in the end I think we have a finish which is far more resistant to cracking
Aircraft material suppliers may recommend that you buy some of their duct tape to cover any seams in aluminum parts such as on leading edges Apparently masking tape was used in these places in the original process and we preferred that since the duct tape is too thick and protrudes through the finished fabric
In order to provide a smoother surshyface over the aluminum D-section leadshying edges on the wings we first covered and heat shrunk an extra layer of fabric over them This tended to bridge over the seams and dimpled areas before inshystalling the fmallayer of Ceconite
All the experts will tell you to brush on the first coat of fabric primer such as Dacproof or whatever process youre using This may be right but you can often sand about 15 or 20 coats before the brush marks disappear I believe the reasoning is that brushing the stuff (which I suspect is really nitrate dope with a dye) will help you get it down into the fabric so it interlocks with the fibers Thats important because it alshymost must depend upon a mechanical bond to get it to stick to the dacron We found we could get full penetration by spraying so we sprayed and were satisshyfied with the result It is important not to oversaturate the fabric of course since it will drip onto the opposite fabric and these drops are very hard to hide
If you ever scrape or chip a doped finish you invariably find that the separation occurred at either the top or bottom interface of the silver dope coat
less adhesion and a lower tensile strength than clear dope since the aluminum particles are really impurities in the dope For this reason we kept the aluminum coats down to the minimum required to pass the light bulb opacity test thus providing the radiation shield for ultraviolet light About two coats of silver seem to accomplish this The rest of the many coats before the color was applied were clear butyrate which seems to stay more strong and pliable throughout its life Its not as easy to sand as the silver but I suppose thats another testimonial to its physical properties over that of the silver
Our inspector insisted that all rib stitching knots must be exposed as in the original rather than pulled under the skin as in Staggerwing Beech process We located aligned and perforated all the rib stitch holes with chalk lines snapped uniformly spaced across the length of the wing Of course these knots were located on the bottom of the bottom wing and on top of the top wing The result is a nice uniform appearance like lines of rivets when sighted from the end of the wing
Some like to make pie shaped slits in the tape to take away excess material where it wraps around the wing and fm tips Theres almost no way of hiding these cutouts under the finish so we didnt use that method Instead we heat shrunk the uncemented tape edges down after first cementing the tape on the ridge line of the bend only The tape edges were then cemented after they lay nice and snug on the surface This is not an original idea with us but the superior results make it worth mentioning
Some experts though not all recomshymend that when taping both the tape and the fabric surface to which it is applied be first painted with cement If this method is used air bubbles are trapped under the wet tape and very hard to remove We had better luck by apshyplying a very wet coat of cement to the fabric only and leaving the tape dry so that the air can be forced up through it Then a thirmed coat of cement can be applied to saturate the tape after its down smooth
Some cements as they come out of the can tend to dry rapidly or rope as you spread them One old-time airplane maker suggested we mix the cement with 30 percent nitrate dope and 30 pershycent nitrate thinner This not only eliminated that problem but also seemed to make the cement stick better
We used a hot knife to cut all the fabric in order to produce a clean sealed edge without the annoying ragged threads To do this we hammered and ground the copper tip of a forty watt soldering iron to a knife edge On another iron we rounded off the copper tip to a spherical radius and used it to hot pierce fabric drain holes after the lifesaver reinforcements were ceshymented in place I havent heard if anyone else uses this method but it realshyly works slick leaving a high strength fused ring on the hole perimeter The stiff plastic life saver reinforcements that are available commercially often curl or warp somewhat due to the shrinkage of the cement I believe that reinforcements punched out of leather stay flatter and more flexible while still strengthing the edge of the drain hole
Were convinced that silver dope has Rudys pretty white with blue trim Stearman runs up on the ramp
VINTAGE AIRPLANE 19
At the points where the rudder cables exit through the fuselage fabric we heat formed little vee-shaped plastic fairings to cover these points This produced a nice streamlined effect I think after covering them with another patch of fabric and ftnishing
When patches of fabric are needed such as those used to cover the inspecshytion rings we found a way to make the fabric patch much more manageable We stretched a piece of fabric over the open end of a small wooden box This was given the fabric prime coat shrunk with an iron and the required patches cut from it These stay nice and flat when theyre cut and cemented in place
Removing old paint from the cowling and other aluminum parts is no fun at all In scraping it off you stand the chance of scraping through the grey anodized surface also I gathered all of the painted aluminum pieces and took them to a furniture stripper who dipped and cleaned the whole works for $60 which I considered money well spent These were sprayed lightly with two part Dupont Varprime primer which Im convinced is better than the old zinc chromate originally used
The finish resulting with the Ranshythane polyurethane is superb and in this particular project at least seemed to be even more glossy than the Irnron we used on the leading edge trim During the work we had a lot of good consultshyations and help over the phone with the Randolph people We were also able to get a very good gloss in the white butyrate dope by keeping the wings flat and horizontal while spraying and floatshying on a lot of dope The final coat was thinned out more to give a good gloss Although we have no proof we suspect also that excessive thinning of the other coats of butyrate reduces the finished strength of the dope And this was also the opinion of an old-timer who used to do fabric at the Naval aircraft factory
We used 3M tapes for the finish color stripes in 34 inch and one inch widths This seems to have excellent adherence in service yet can be lifted off and retaped during the application in places where you didnt get it quite right the first time There is a thin transparent membrane of protective tape on top of it which must be removed after installashytion since this will yellow with age and will bake on permanently if it spends any time in the sun Its hard enough to peel off when its new
Taking a tip from the automobile
20 JANUARY 1991
The neat and tidy installation of the battery box and relay control panel mounted ott of the firewall
body guys we used nothing but 3M masking tape also as some of the cheap brands can really give you trouble either not sticking or sticking too hard When taping over new paint we first pressed the sticky side of the tape onto our work clothes to reduce the posshysibility of damaging the fresh surface with too much adhesion
One other problem can give you fits on a Stearman if youre not careful When installing the bird cages (stringers) on the fuselage tubing strucshyture its a good idea to temporarily inshystall the cowling and tail cone fairing in order to properly position the stringer assembly fore and aft Finding out that the cowling doesnt fit after the fabric is finished could really spoil your day
Its always amazing to see vinyl material used around the cockpit coamshy
ings of some real prize winners I found that nice glossy pieces of kid leather can be bought rather cheaply at places like Tandy Leather providing an authenshyticity that can be spotted a long way off For the coaming padding rather than layers of felt as used originally I tried some foam pipe insulation which is conveniently pre-slit fits nicely and after lacing the leather with rawhide seems to do a better job
During one of the routine magna flux inspections of the McCauley steel prop one tiny bit of corrosion at the blade hub fillet officially ended its flying career Although this was a devastating development I reflected that pulling the prop and delivering it for inspection to a prop shop 80 miles away - this every 100 hours - was a nuisance And I never could get through the hundred
Rudy Eskra and his prize winning stearman at the Mideastern Regional Fly-In in Marion Ohio
hour period without one protractor readshyjustment of the blade angles since both the centrifugal and aerodynamic forces tend to move the blades toward low pitch I decided to try a new Sensenich wood prop I was pleased to find that this yellow birch club is about 30 pounds lighter produces markedly less noise and vibration and seemed to result in no degradation in performance I believe that there were three pitches available I selected the middle one and I think I guessed right for operating in the low level elevation in the Great Lakes area
In reading about prop flight test comshyparisons Im always a little suspicious of conclusions drawn from airspeed data derived from a few test runs given all the variables in atmospheric condishytions instrument and observer error so I didnt bother trying to get too technical about it For what its worth my friend with a constant speed Hamilton on a 300 hp Stearman flys formation with me occasionally and seemed impressed with the airspeed of the lower-powered plane
When disassembling the wings we backed all flying and landing wires off
exactly four turns This permits reasshysembly to its previous condition whatever that was However we decided to go through the rerigging proshycedure anyway In doing this we folshylowed the Air Force maintenance and erection instructions - all 11 pages Dihedral and incidence boards were made up from the drawings and all dimensions and angles brought into tolerance Here again its my feeling that the plane is quite stable and pershyforms well
My airplane was absolutely standard when I got it except for the usual reshyplacement of the Bendix brake master cylinders I didnt mind hand cranking the inertia starter but there is no really safe and legal way to do that when going
Jout for a solo flight as many have found to their horror There must be a qualified pilot or mechanic at the conshytrols when youre out there turning the crank I therefore decided to install an electrical system
Designing the electrical system which incorporated a new alternator and rebuilt Bendix starter was the easiest part of the job Gathering all the documentation for application of all the
components and obtaining FAA apshyproval took a great deal of time and effort Since I do aerobatics I wanted a battery case and system which could withstand nine g So None seemed available so I designed and built a subshystantial aluminum case with a separate battery hold down assembly built in The Gil 35 battery manifold vent is conshynected to a bicarbonate of soda bottle with a clear plastic hose then down inside the landing strut fairing and overshyboard
There seems to be a tendency for the brakes to grab which can give the rear pilot a quick lift up about five feet in the air on first application A lot of this low level aerobatics can be prevented by applying only one brake at a time but the grabbing tendency can still be quite annoying To combat this I filed a chamfer about 1 14 inches by about 20 degrees from the leading edge of the primary shoe This is the top of the front shoe which provides the servo forces on the secondary shoe Brake operation is effective yet smooth Of course the brake lining must be kept free of oil and moisture and if they do get soaked its best to replace the friction material
VINTAGE AIRPLANE 21
The stainless steel exhaust manifold on the Lycoming 680 is also a challenge to ftnish I suspect chrome plate would tum blue in places I went through about ftve different high temperature silver paints and the best one Ive found is VHT 1200 degree paint made by Sperex Corporation in Gardena California But nothing lasts forever on that hot surface
If you have ever had a King KX145 NA V -COM radio youll probably agree its not a technological miracle When mine is working I get complaints from approach control that the transmisshysion is weak and garbled when heading inbound at eight or more miles out I noted that this improved if I turned and pointed the aircraft tail toward the airshyport This led me to believe that the engine and other metal parts ahead of the antenna were blocking the antenna signal I decided to move the antenna which was mounted over the aluminum baggage compartment aft of the rear cockpit to a position above the center wing tank using the large aluminum gas tank as a ground plane The antenna was mounted on an aluminum bracket attached to the center square tube brace above the tank A short bonding strap was connected to the tank filler neck providing a good ground With the anshytenna in this position we have had no further complaints from the tower from the same distances out
In addition to an Omni in the transceiver I bought a portable Loran which is small enough to carry in a coat pocket This has not been entirely trouble free either but the Ray Jefferson Company people have been very helpshyful Although I dont do a lot of crossshycountry it has given me some very accurate guidance It is basically a marine unit derivative and cost about $300 Although it provides ground speed and other data I find the heading and DME are just about all I need and often direct me right towards the exact center of the destination airport
In routine operation of a Stearman there are two things which I regard as being just as critical as fuel and engine oil One is keeping those big soft main tires properly inflated and the other is to make sure the tail wheel steering asshysembly is in good working order These are very important for stability and conshytrol during roll-out which Ill discuss later Tail wheel lock mechanism 22 JANUARY 1991
should snap in place smartly and the tail wheel steering cables must be snug The tail wheel tire pressure needs a lot of attention also but for a different reason It carries a heavy load for its size and if its run underinflated youre looking at tire fabric in a very short time
There are at least three brands of tires available for the Stearman One has a tread made up of rectangular blocks another has concentric rings or grooves and the third is the classic Goodyear diamond tread I found the block tread was good for about 500 landings on concrete the grooved would do about 700 From a vintage appearance standpoint I prefer the diamond tread a pair of which I bought from Wilkerson Tire in Crewe West Virginia These Goodyear tires are produced in Sao Paulo Brazil where the molds were apshyparently moved to a number of years ago
In doing this restoration I found it a very enjoyable experience I got a tremendous amount of help from people like Glenn Gibbs of Stony Ridge Ohio who has become a very skillful fabric man and indeed many of his ideas are included here and from Frank Leffel who did much of the spraying and Tony Eskra who sanded his share of it Herb Wilford Chief Aircraft Maintenance at Dana Corp was one expert who made sure we stayed in line technically Looking after a half dozen jet aircraft Herb runs a very efficient operation with immaculate hangars and shops
There were many others of course and we spent a lot of enjoyable winter evenings working together and bantershying back and forth It was a great escape from the demands of a corporate management position and I slept most soundly during that period
I think the only real frustration aside from the staggering prices was waiting for delivery of parts and purchased sershyvices Delivery date promises were alshymost routinely ignored thus running the total project time over one year Apshyparently keeping promises has gone the way of the 45 rpm record in this country
There are a few lessons which may seem obvious but I feel are worth restatshying First of all the investment in both time and money is extremely high so its worth doing right and this includes buying the best material available
In the course of the work one can ftnd
a host of opportunities to take a shortcut and save some time or material In general these temptations are best avoided When the job is finished and its almost good enough no one will probably know the difference except you every time you look at that bird If youre anything like me youll always see enough defects no matter how careshyful you were I remind myself if its not quite right tear it up and do it over again Ive never regretted doing that
If may add a few observations to the myriad of information that has been written about the Boeing Stearman I have owned it now for 12 years and I still get a great thrill flying it Some say its heavy on the controls but 1 dont agree Solid yes but not heavy If you properly coordinate rudder and aileron stick pressures seem quite normal It is very forgiving I think with a good balance between responsiveness and sensitivity In short its a real pussy cat in the air Though it has a slow roll rate it loops beautifully spins easily but quits at the precise moment middot when youve had enough Strength - its like a Sherman tank Its solid feel derives from the lack of control-induced deflection owing to the truss biplane structure the use of control rods rather than cables and the basic rigidity of the tubular steel fuselage
Landing and roll-out is a little difshyferent with the task of keeping things in hand left entirely up to the pilot If ever there was a machine thats dynamically unstable in roll-out this must be it Response rate must be swift and instincshytive so a bit of concentration is helpful Over the years Ive logged 1430 landshyings in this machine Some of them would measure 58 on the Richter scale As I said its a rugged beast so the only damage was to my ego
A round carrier type approach seems best but youd better have a softer imshypact than the F-14 does or youll bounce 20 feet in the air If its done just right those big balloon tires come into play and nothing can match the soft quiet touchdown of a Stearman Most of the time it seems to land itself perfectshyly leading one to believe theres really nothing to it OK but I think Gordon Baxter our foremost Stearman spokesshyman had it right when its on the ground you cant trust it unless its tied to something
The E225 series Continental is enclosed in a very clean instalshy N22LW features this smart looking panel with padded ramshylation The baffling is anodized horn yokes
(Continued from Page 13) them have at it The reclining seats are from the Rangemaster version of the Navion produced in the early 1960s The Woodfins are very pleased with the results The instrument panel and the overheard Osborne panel have been finished off in a very professional manshyner The panel is meant for strictly VFR flying but is very well equipped with a loran and nav-com pair All the instrushyments in the plane are brand new To have as safe an airplane as he desired Larry felt it was necessary to replace all the instruments since some were 40 years old
For all intents and purposes the aircraft is a new old airplane Theres nothing not a hose or fitting that has not been replaced or gone over he remarked
Power for the Woodybird II is an E225 series Continental built up of new parts including the crankshaft It was also carefully balanced throughout its assembly
The sign and Woodybird emblem were both painted by Larrys neighbor Neil Kavanaugh Each emblem took 12 an hour for him to paint freehand
This is the second aircraft that Larry has restored The first Woodybird was completed in 1978 Much later he would sell the airplane during one of the Conventions at Oshkosh He has some very interesting comments about that sale now that some time has elapsed One of the things that happens when you restore things is the way it conshysumes you and after its over you beshycome a slave to it The first time around I had become a slave to the machine and I wanted out I just didnt want to do it anymore Well the smart thing to do is to sit on the side and let that pass Well somebody came along with a lot of money and wanted it and I sold it he recalled Two or three years later all of the sudden I realized that I didnt have my airplane anymore and I wanted it back so that started the search for this one
Larry has been a motors ports enshythusiast since his pre-teen years when he tried to convince ills dad to buy him a4 7 Mercury convertible complete with a zebra skin interior When his dad said You cant drive it for another 4 years what are you going to do with it Larry
responded Dad Im gonna polish it To pacify his young sons enthusiasm he allowed Larry to buy a go-cart His family was not rich by any stretch of the imagination but Larrys willingness to work hard on his projects would allow him to continue and he would progress into racing cars at the dragstrip then into sports cars and finally into motorshycycle racing Larry and his wife Debbie began to fly simply as an expedient way to get to motorcycle races since they had a few friends within the racing comshymunity that were making the same trips that they were and did not have to conshytend with a long arduous road trip That sparked the interest that has become a wonderful way to travel Motorcycles are still an important part of his life One of his customers is a favorite of his - Harley-Davidson They use the nails and pneumatic nail guns that Larry sells for a living to assemble the crates the big cycles are sillpped in He is the proud owner of an Ultra equipped with just about everything you would ever want on a motor vehicle including cruise control He and Debbie plan to ride the cruising motorcycle from Maryland to Alaska on a long tour this coming sumshymer He has nothing but praise for the reliability the Harley now has and is very pleased with both his sleek machines - his Harley Ultra and his Ryan Navion The Flagship of the Navion Fleet
If you would like more informashytion on the Navion contact the
American Navion Society Box 1810
Lodi CA 95241-1810 209339-4213
The initial membersillp fee is $60 and then $45 per year for annual dues
VINTAGE AIRPLANE 23
~T ()UI2 ~msJU~ I2HT()I2I~f3 by ~()r-m veter-sen
Davis DI-K N158Y SIN 508 Purchased as a basket case in August
1958 Jack Gretta (EAA 19255) of Chester CT spent six years rebuilding this Davis and installing a 125 hp Conshytinental engine under a one-time STC In 1973 a friend() put the pretty
Piper J-3C-65 N6114H SIN 19275 These photos were sent in by Robert
T (Bob) Hunt (EAA 165963 AIC 6123) of Hackettstown NJ who has been busy rebuilding this J-3 Cub along with George Burns (EAA 221818 AIC 10000) also of Hackettstown The wood spar wings required new spars all new bolts drag wires leading edges and attach fittings The covering was done in Stits HS-90X and Stits Aerothane
24 JANUARY 1992
parasol into the trees and four more years were required to return the Davis to airworthy condition
In 1991 another friend landed 01 N508Y in the trees while towing Jack Gretta in a Schweizer 1-19 glider Jack ended up in the trees also and admits it
A majored C-85 engine was installed along with a new Falcon wood prop (built on the Ole Fahlin certificate) Bob reports the engine started on the very
is a long way to the ground as a passhysenger It is expected the red and white Davis will again be ready for flight in 1992
This is the second Davis that Jack Gretta has owned having owned Davis D1-K N151Y SIN 510 from 1947 to 1956 During those years Jack rebuilt the airplane once and changed the enshygine from a Kinner 90 to a Kinner 165
Jack belonged to EAA Chapter 1 in Riverside CA way back in the early fifties and joined EAA in the mid-sixties while living at Cucamonga CA He has been involved with Davis airplanes for almost 46 years and we happily extend to Jack best wishes for the next 46 years
very first pull The smooth 800 X 4 tires that came with the project were in servshyiceable condition and re-instalLed on the completed airplane
This is the third airplane Bob has restored the first two being a PA-12 Super Cruiser and a PA-22 TriPacer Not one to up and quit having fun he is now commencing the rebuild of a PA-ll Cub Special
1952 Cessna 170B N2650D SIN 20802
This pristine 170B has been given the total TLC treatment since being purshychased in 1988 by its owners Ken and Helen Cobb (EAA 182685) of Naples Florida A new paint job in Alumigrip really improved the outside appearance right down to the original metal wheelshypants Inside a new interior was inshystalled including new seat coverings and the panel was updated with all new radios and complete instrument overshyhaul Under the cowling the Continenshytal 145 was majored to zero tolerance with chromed cylinders The original propeller and spinner were polished to a bright shine As Ken says This project started as a replace all rusty screws with stainless screws and grew into a very nice looking restoration
The 170B has approximately 3100 hours on the airframe with no damage
history heavy gear Cleveland brakes and original engine prop and wheelshypants Although the pretty Cessna has scored well at every fly-in to date Ken and Helen have yet to make the Oshkosh Fly-In We all hope they will be able to
make the flight from Florida to Wisconshysin in 1992 so we can get a close look at N2650D Congratulations to Ken and Helen Cobb on a nice job of replacing rusty screws Your efforts show exshycellent results
Cessna 140A N5300C SIN 15420 Purchased in 1966 by John Lucas
(EAA 370887) and Dave Emmett of
Emporium PA this particular 1950 Cessna 140A has been used for obtainshying STC approval for the installation of
a Continental 0-200 engine The 0-200 engine was purchased
from Lycoming in Williamsport PA who were using the engine for test purshyposes Installed in N5300C the first Continental 0-200 STC was approved Dec 1 1967 with revised approval dates of March 12 1980 July 2 1980 and May 11 1981 The first STC was sold on 12-4-78 and John reports they have been averaging about ten per year since that time Apparently the extra 10 to 15 horsepower makes the 140A pershyform remarkably well which explains the popularity of the STC
John Lucas passed his 80th birthday on July 23rd and has a new partner John Richard Lucas (his son) to carryon the good work with the 0-200 Cessna 140A N5300C Long live the marque
Taylorcraft DCO-65 C-FJLH From the far north comes this photo
of a Taylorcraft DCO-65 C-FJLH owned by Floyd Stromstedt of Box 296 Berwyn Alberta TOH OEO Canada Loshycated in the northwest part of Alberta almost at the beginning of the Acan highway the DCO-65 is the only one in the area in fact its the only one anybody in the area has seen Floyd enjoys flying the 65 hp tandem on wheels however he is curious if anyone has ever put a larger engine in a DCOshy65 such as a C-85 and if anyone has heard of such an airplane being put on floats Any help would be appreciated Write Floyd at the above address
VINTAGE AIRPLANE 25
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
Kent England Cesare Arcari Corgeno Va Italy Ted Bahl Fresno CA James R Baker Colorado Springs CO James R Barnett Niagara Falls
Canada Wayne Bausch AmesIA John R Beal Faribault MN Carlo Berti Modena Italy Bob G Berwick Las Vegas NV Harold Bish Hermann MO Frank W Blundell Lock Haven PA Scott Boelman Rancho Santa Marga
CA Claude Brochu Prince Cookshire
Canada W J Brockhouse
Prairie Village KS Wesley Brown Kailua Kona HI
(Sponsor Arthur F Stockel) Barry Burgoon Winter Haven FL Frank Cella Park Ridge IL Glen Childers Ada OK Bernard W Clayton Wolfe City TX Chris Coios Haverhill MA Charles Cole Brookneal V A Steven E Collins San Diego CA William H Cone Jr San Diego CA Charles Conrad Jr Huntington
Beach CA John P Coppolelli San Diego CA Milton Crookston Santa Barbara CA Robert Deleon Stafford TX Richard Delmas St Louis MO Duane Dickson Belmont CA Chuck Doyle Jr Minnetonka MN Carl Driftmyer Port Clinton OH Patrick J Driscoll Caldwell ID Harry Drover Ontario Canada Larry Eberst Delaware OH Bryon Engskow Pompano Beach FL Leighton B Ferguson Peru IN Jeffrey H Forrest Livonia MI Douglas Freeman Farmington ME Mary P Gabriel West Wareham MA Charles H Gaffeney Wilmington DE Victor Gaston Madrid Spain Scott A Gifford Safford AZ Dean L Gustavson
Salt Lake City UT Benjamin H Hall Jr Tullahoma TN Sherman W Hallowell Jr Carmel ME Aaron W Hamel St Charles MO
William D Hammond Littleton MA John J Hart Jr Wichita KS James Hawks Beverly MA Paul A Hayes Phoenix AZ Steven L Hendrickson Everett W A William N Hester Reidsville NC Bruce Hickle Crystal River FL Richard Hilsinger Westfield NJ T C Hoagland Port Orchard WA Richard Hoffman Sherman Oaks CA Rodolfo Hott Osorno Chile Jim W Howard Mc Minnville TN Kenneth L Howard Collinsville OK Ernest D Howes
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VINTAGE AIRPLANE 29
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
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The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
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details They have not been exhaustiveshyly tested in the laboratory but they worked for us To the extent they are of interest Ill pass them along here
Paints tend to grow more brittle with age and will crack from vibration where fabric stretches over sharp edges Even though this plane was over 45 years old and must have been recovered several times we were surprised to find a lot of sharp edges on many of the wood parts that come in contact with the fabric These were sanded to a small radius Ceconite reinforcing tape was applied on top of the fabric very liberally wherever the fabric laid over any edges and highly stressed skin locations far more than on the original This required a lot more painting and sanding between coats to hide the tape but in the end I think we have a finish which is far more resistant to cracking
Aircraft material suppliers may recommend that you buy some of their duct tape to cover any seams in aluminum parts such as on leading edges Apparently masking tape was used in these places in the original process and we preferred that since the duct tape is too thick and protrudes through the finished fabric
In order to provide a smoother surshyface over the aluminum D-section leadshying edges on the wings we first covered and heat shrunk an extra layer of fabric over them This tended to bridge over the seams and dimpled areas before inshystalling the fmallayer of Ceconite
All the experts will tell you to brush on the first coat of fabric primer such as Dacproof or whatever process youre using This may be right but you can often sand about 15 or 20 coats before the brush marks disappear I believe the reasoning is that brushing the stuff (which I suspect is really nitrate dope with a dye) will help you get it down into the fabric so it interlocks with the fibers Thats important because it alshymost must depend upon a mechanical bond to get it to stick to the dacron We found we could get full penetration by spraying so we sprayed and were satisshyfied with the result It is important not to oversaturate the fabric of course since it will drip onto the opposite fabric and these drops are very hard to hide
If you ever scrape or chip a doped finish you invariably find that the separation occurred at either the top or bottom interface of the silver dope coat
less adhesion and a lower tensile strength than clear dope since the aluminum particles are really impurities in the dope For this reason we kept the aluminum coats down to the minimum required to pass the light bulb opacity test thus providing the radiation shield for ultraviolet light About two coats of silver seem to accomplish this The rest of the many coats before the color was applied were clear butyrate which seems to stay more strong and pliable throughout its life Its not as easy to sand as the silver but I suppose thats another testimonial to its physical properties over that of the silver
Our inspector insisted that all rib stitching knots must be exposed as in the original rather than pulled under the skin as in Staggerwing Beech process We located aligned and perforated all the rib stitch holes with chalk lines snapped uniformly spaced across the length of the wing Of course these knots were located on the bottom of the bottom wing and on top of the top wing The result is a nice uniform appearance like lines of rivets when sighted from the end of the wing
Some like to make pie shaped slits in the tape to take away excess material where it wraps around the wing and fm tips Theres almost no way of hiding these cutouts under the finish so we didnt use that method Instead we heat shrunk the uncemented tape edges down after first cementing the tape on the ridge line of the bend only The tape edges were then cemented after they lay nice and snug on the surface This is not an original idea with us but the superior results make it worth mentioning
Some experts though not all recomshymend that when taping both the tape and the fabric surface to which it is applied be first painted with cement If this method is used air bubbles are trapped under the wet tape and very hard to remove We had better luck by apshyplying a very wet coat of cement to the fabric only and leaving the tape dry so that the air can be forced up through it Then a thirmed coat of cement can be applied to saturate the tape after its down smooth
Some cements as they come out of the can tend to dry rapidly or rope as you spread them One old-time airplane maker suggested we mix the cement with 30 percent nitrate dope and 30 pershycent nitrate thinner This not only eliminated that problem but also seemed to make the cement stick better
We used a hot knife to cut all the fabric in order to produce a clean sealed edge without the annoying ragged threads To do this we hammered and ground the copper tip of a forty watt soldering iron to a knife edge On another iron we rounded off the copper tip to a spherical radius and used it to hot pierce fabric drain holes after the lifesaver reinforcements were ceshymented in place I havent heard if anyone else uses this method but it realshyly works slick leaving a high strength fused ring on the hole perimeter The stiff plastic life saver reinforcements that are available commercially often curl or warp somewhat due to the shrinkage of the cement I believe that reinforcements punched out of leather stay flatter and more flexible while still strengthing the edge of the drain hole
Were convinced that silver dope has Rudys pretty white with blue trim Stearman runs up on the ramp
VINTAGE AIRPLANE 19
At the points where the rudder cables exit through the fuselage fabric we heat formed little vee-shaped plastic fairings to cover these points This produced a nice streamlined effect I think after covering them with another patch of fabric and ftnishing
When patches of fabric are needed such as those used to cover the inspecshytion rings we found a way to make the fabric patch much more manageable We stretched a piece of fabric over the open end of a small wooden box This was given the fabric prime coat shrunk with an iron and the required patches cut from it These stay nice and flat when theyre cut and cemented in place
Removing old paint from the cowling and other aluminum parts is no fun at all In scraping it off you stand the chance of scraping through the grey anodized surface also I gathered all of the painted aluminum pieces and took them to a furniture stripper who dipped and cleaned the whole works for $60 which I considered money well spent These were sprayed lightly with two part Dupont Varprime primer which Im convinced is better than the old zinc chromate originally used
The finish resulting with the Ranshythane polyurethane is superb and in this particular project at least seemed to be even more glossy than the Irnron we used on the leading edge trim During the work we had a lot of good consultshyations and help over the phone with the Randolph people We were also able to get a very good gloss in the white butyrate dope by keeping the wings flat and horizontal while spraying and floatshying on a lot of dope The final coat was thinned out more to give a good gloss Although we have no proof we suspect also that excessive thinning of the other coats of butyrate reduces the finished strength of the dope And this was also the opinion of an old-timer who used to do fabric at the Naval aircraft factory
We used 3M tapes for the finish color stripes in 34 inch and one inch widths This seems to have excellent adherence in service yet can be lifted off and retaped during the application in places where you didnt get it quite right the first time There is a thin transparent membrane of protective tape on top of it which must be removed after installashytion since this will yellow with age and will bake on permanently if it spends any time in the sun Its hard enough to peel off when its new
Taking a tip from the automobile
20 JANUARY 1991
The neat and tidy installation of the battery box and relay control panel mounted ott of the firewall
body guys we used nothing but 3M masking tape also as some of the cheap brands can really give you trouble either not sticking or sticking too hard When taping over new paint we first pressed the sticky side of the tape onto our work clothes to reduce the posshysibility of damaging the fresh surface with too much adhesion
One other problem can give you fits on a Stearman if youre not careful When installing the bird cages (stringers) on the fuselage tubing strucshyture its a good idea to temporarily inshystall the cowling and tail cone fairing in order to properly position the stringer assembly fore and aft Finding out that the cowling doesnt fit after the fabric is finished could really spoil your day
Its always amazing to see vinyl material used around the cockpit coamshy
ings of some real prize winners I found that nice glossy pieces of kid leather can be bought rather cheaply at places like Tandy Leather providing an authenshyticity that can be spotted a long way off For the coaming padding rather than layers of felt as used originally I tried some foam pipe insulation which is conveniently pre-slit fits nicely and after lacing the leather with rawhide seems to do a better job
During one of the routine magna flux inspections of the McCauley steel prop one tiny bit of corrosion at the blade hub fillet officially ended its flying career Although this was a devastating development I reflected that pulling the prop and delivering it for inspection to a prop shop 80 miles away - this every 100 hours - was a nuisance And I never could get through the hundred
Rudy Eskra and his prize winning stearman at the Mideastern Regional Fly-In in Marion Ohio
hour period without one protractor readshyjustment of the blade angles since both the centrifugal and aerodynamic forces tend to move the blades toward low pitch I decided to try a new Sensenich wood prop I was pleased to find that this yellow birch club is about 30 pounds lighter produces markedly less noise and vibration and seemed to result in no degradation in performance I believe that there were three pitches available I selected the middle one and I think I guessed right for operating in the low level elevation in the Great Lakes area
In reading about prop flight test comshyparisons Im always a little suspicious of conclusions drawn from airspeed data derived from a few test runs given all the variables in atmospheric condishytions instrument and observer error so I didnt bother trying to get too technical about it For what its worth my friend with a constant speed Hamilton on a 300 hp Stearman flys formation with me occasionally and seemed impressed with the airspeed of the lower-powered plane
When disassembling the wings we backed all flying and landing wires off
exactly four turns This permits reasshysembly to its previous condition whatever that was However we decided to go through the rerigging proshycedure anyway In doing this we folshylowed the Air Force maintenance and erection instructions - all 11 pages Dihedral and incidence boards were made up from the drawings and all dimensions and angles brought into tolerance Here again its my feeling that the plane is quite stable and pershyforms well
My airplane was absolutely standard when I got it except for the usual reshyplacement of the Bendix brake master cylinders I didnt mind hand cranking the inertia starter but there is no really safe and legal way to do that when going
Jout for a solo flight as many have found to their horror There must be a qualified pilot or mechanic at the conshytrols when youre out there turning the crank I therefore decided to install an electrical system
Designing the electrical system which incorporated a new alternator and rebuilt Bendix starter was the easiest part of the job Gathering all the documentation for application of all the
components and obtaining FAA apshyproval took a great deal of time and effort Since I do aerobatics I wanted a battery case and system which could withstand nine g So None seemed available so I designed and built a subshystantial aluminum case with a separate battery hold down assembly built in The Gil 35 battery manifold vent is conshynected to a bicarbonate of soda bottle with a clear plastic hose then down inside the landing strut fairing and overshyboard
There seems to be a tendency for the brakes to grab which can give the rear pilot a quick lift up about five feet in the air on first application A lot of this low level aerobatics can be prevented by applying only one brake at a time but the grabbing tendency can still be quite annoying To combat this I filed a chamfer about 1 14 inches by about 20 degrees from the leading edge of the primary shoe This is the top of the front shoe which provides the servo forces on the secondary shoe Brake operation is effective yet smooth Of course the brake lining must be kept free of oil and moisture and if they do get soaked its best to replace the friction material
VINTAGE AIRPLANE 21
The stainless steel exhaust manifold on the Lycoming 680 is also a challenge to ftnish I suspect chrome plate would tum blue in places I went through about ftve different high temperature silver paints and the best one Ive found is VHT 1200 degree paint made by Sperex Corporation in Gardena California But nothing lasts forever on that hot surface
If you have ever had a King KX145 NA V -COM radio youll probably agree its not a technological miracle When mine is working I get complaints from approach control that the transmisshysion is weak and garbled when heading inbound at eight or more miles out I noted that this improved if I turned and pointed the aircraft tail toward the airshyport This led me to believe that the engine and other metal parts ahead of the antenna were blocking the antenna signal I decided to move the antenna which was mounted over the aluminum baggage compartment aft of the rear cockpit to a position above the center wing tank using the large aluminum gas tank as a ground plane The antenna was mounted on an aluminum bracket attached to the center square tube brace above the tank A short bonding strap was connected to the tank filler neck providing a good ground With the anshytenna in this position we have had no further complaints from the tower from the same distances out
In addition to an Omni in the transceiver I bought a portable Loran which is small enough to carry in a coat pocket This has not been entirely trouble free either but the Ray Jefferson Company people have been very helpshyful Although I dont do a lot of crossshycountry it has given me some very accurate guidance It is basically a marine unit derivative and cost about $300 Although it provides ground speed and other data I find the heading and DME are just about all I need and often direct me right towards the exact center of the destination airport
In routine operation of a Stearman there are two things which I regard as being just as critical as fuel and engine oil One is keeping those big soft main tires properly inflated and the other is to make sure the tail wheel steering asshysembly is in good working order These are very important for stability and conshytrol during roll-out which Ill discuss later Tail wheel lock mechanism 22 JANUARY 1991
should snap in place smartly and the tail wheel steering cables must be snug The tail wheel tire pressure needs a lot of attention also but for a different reason It carries a heavy load for its size and if its run underinflated youre looking at tire fabric in a very short time
There are at least three brands of tires available for the Stearman One has a tread made up of rectangular blocks another has concentric rings or grooves and the third is the classic Goodyear diamond tread I found the block tread was good for about 500 landings on concrete the grooved would do about 700 From a vintage appearance standpoint I prefer the diamond tread a pair of which I bought from Wilkerson Tire in Crewe West Virginia These Goodyear tires are produced in Sao Paulo Brazil where the molds were apshyparently moved to a number of years ago
In doing this restoration I found it a very enjoyable experience I got a tremendous amount of help from people like Glenn Gibbs of Stony Ridge Ohio who has become a very skillful fabric man and indeed many of his ideas are included here and from Frank Leffel who did much of the spraying and Tony Eskra who sanded his share of it Herb Wilford Chief Aircraft Maintenance at Dana Corp was one expert who made sure we stayed in line technically Looking after a half dozen jet aircraft Herb runs a very efficient operation with immaculate hangars and shops
There were many others of course and we spent a lot of enjoyable winter evenings working together and bantershying back and forth It was a great escape from the demands of a corporate management position and I slept most soundly during that period
I think the only real frustration aside from the staggering prices was waiting for delivery of parts and purchased sershyvices Delivery date promises were alshymost routinely ignored thus running the total project time over one year Apshyparently keeping promises has gone the way of the 45 rpm record in this country
There are a few lessons which may seem obvious but I feel are worth restatshying First of all the investment in both time and money is extremely high so its worth doing right and this includes buying the best material available
In the course of the work one can ftnd
a host of opportunities to take a shortcut and save some time or material In general these temptations are best avoided When the job is finished and its almost good enough no one will probably know the difference except you every time you look at that bird If youre anything like me youll always see enough defects no matter how careshyful you were I remind myself if its not quite right tear it up and do it over again Ive never regretted doing that
If may add a few observations to the myriad of information that has been written about the Boeing Stearman I have owned it now for 12 years and I still get a great thrill flying it Some say its heavy on the controls but 1 dont agree Solid yes but not heavy If you properly coordinate rudder and aileron stick pressures seem quite normal It is very forgiving I think with a good balance between responsiveness and sensitivity In short its a real pussy cat in the air Though it has a slow roll rate it loops beautifully spins easily but quits at the precise moment middot when youve had enough Strength - its like a Sherman tank Its solid feel derives from the lack of control-induced deflection owing to the truss biplane structure the use of control rods rather than cables and the basic rigidity of the tubular steel fuselage
Landing and roll-out is a little difshyferent with the task of keeping things in hand left entirely up to the pilot If ever there was a machine thats dynamically unstable in roll-out this must be it Response rate must be swift and instincshytive so a bit of concentration is helpful Over the years Ive logged 1430 landshyings in this machine Some of them would measure 58 on the Richter scale As I said its a rugged beast so the only damage was to my ego
A round carrier type approach seems best but youd better have a softer imshypact than the F-14 does or youll bounce 20 feet in the air If its done just right those big balloon tires come into play and nothing can match the soft quiet touchdown of a Stearman Most of the time it seems to land itself perfectshyly leading one to believe theres really nothing to it OK but I think Gordon Baxter our foremost Stearman spokesshyman had it right when its on the ground you cant trust it unless its tied to something
The E225 series Continental is enclosed in a very clean instalshy N22LW features this smart looking panel with padded ramshylation The baffling is anodized horn yokes
(Continued from Page 13) them have at it The reclining seats are from the Rangemaster version of the Navion produced in the early 1960s The Woodfins are very pleased with the results The instrument panel and the overheard Osborne panel have been finished off in a very professional manshyner The panel is meant for strictly VFR flying but is very well equipped with a loran and nav-com pair All the instrushyments in the plane are brand new To have as safe an airplane as he desired Larry felt it was necessary to replace all the instruments since some were 40 years old
For all intents and purposes the aircraft is a new old airplane Theres nothing not a hose or fitting that has not been replaced or gone over he remarked
Power for the Woodybird II is an E225 series Continental built up of new parts including the crankshaft It was also carefully balanced throughout its assembly
The sign and Woodybird emblem were both painted by Larrys neighbor Neil Kavanaugh Each emblem took 12 an hour for him to paint freehand
This is the second aircraft that Larry has restored The first Woodybird was completed in 1978 Much later he would sell the airplane during one of the Conventions at Oshkosh He has some very interesting comments about that sale now that some time has elapsed One of the things that happens when you restore things is the way it conshysumes you and after its over you beshycome a slave to it The first time around I had become a slave to the machine and I wanted out I just didnt want to do it anymore Well the smart thing to do is to sit on the side and let that pass Well somebody came along with a lot of money and wanted it and I sold it he recalled Two or three years later all of the sudden I realized that I didnt have my airplane anymore and I wanted it back so that started the search for this one
Larry has been a motors ports enshythusiast since his pre-teen years when he tried to convince ills dad to buy him a4 7 Mercury convertible complete with a zebra skin interior When his dad said You cant drive it for another 4 years what are you going to do with it Larry
responded Dad Im gonna polish it To pacify his young sons enthusiasm he allowed Larry to buy a go-cart His family was not rich by any stretch of the imagination but Larrys willingness to work hard on his projects would allow him to continue and he would progress into racing cars at the dragstrip then into sports cars and finally into motorshycycle racing Larry and his wife Debbie began to fly simply as an expedient way to get to motorcycle races since they had a few friends within the racing comshymunity that were making the same trips that they were and did not have to conshytend with a long arduous road trip That sparked the interest that has become a wonderful way to travel Motorcycles are still an important part of his life One of his customers is a favorite of his - Harley-Davidson They use the nails and pneumatic nail guns that Larry sells for a living to assemble the crates the big cycles are sillpped in He is the proud owner of an Ultra equipped with just about everything you would ever want on a motor vehicle including cruise control He and Debbie plan to ride the cruising motorcycle from Maryland to Alaska on a long tour this coming sumshymer He has nothing but praise for the reliability the Harley now has and is very pleased with both his sleek machines - his Harley Ultra and his Ryan Navion The Flagship of the Navion Fleet
If you would like more informashytion on the Navion contact the
American Navion Society Box 1810
Lodi CA 95241-1810 209339-4213
The initial membersillp fee is $60 and then $45 per year for annual dues
VINTAGE AIRPLANE 23
~T ()UI2 ~msJU~ I2HT()I2I~f3 by ~()r-m veter-sen
Davis DI-K N158Y SIN 508 Purchased as a basket case in August
1958 Jack Gretta (EAA 19255) of Chester CT spent six years rebuilding this Davis and installing a 125 hp Conshytinental engine under a one-time STC In 1973 a friend() put the pretty
Piper J-3C-65 N6114H SIN 19275 These photos were sent in by Robert
T (Bob) Hunt (EAA 165963 AIC 6123) of Hackettstown NJ who has been busy rebuilding this J-3 Cub along with George Burns (EAA 221818 AIC 10000) also of Hackettstown The wood spar wings required new spars all new bolts drag wires leading edges and attach fittings The covering was done in Stits HS-90X and Stits Aerothane
24 JANUARY 1992
parasol into the trees and four more years were required to return the Davis to airworthy condition
In 1991 another friend landed 01 N508Y in the trees while towing Jack Gretta in a Schweizer 1-19 glider Jack ended up in the trees also and admits it
A majored C-85 engine was installed along with a new Falcon wood prop (built on the Ole Fahlin certificate) Bob reports the engine started on the very
is a long way to the ground as a passhysenger It is expected the red and white Davis will again be ready for flight in 1992
This is the second Davis that Jack Gretta has owned having owned Davis D1-K N151Y SIN 510 from 1947 to 1956 During those years Jack rebuilt the airplane once and changed the enshygine from a Kinner 90 to a Kinner 165
Jack belonged to EAA Chapter 1 in Riverside CA way back in the early fifties and joined EAA in the mid-sixties while living at Cucamonga CA He has been involved with Davis airplanes for almost 46 years and we happily extend to Jack best wishes for the next 46 years
very first pull The smooth 800 X 4 tires that came with the project were in servshyiceable condition and re-instalLed on the completed airplane
This is the third airplane Bob has restored the first two being a PA-12 Super Cruiser and a PA-22 TriPacer Not one to up and quit having fun he is now commencing the rebuild of a PA-ll Cub Special
1952 Cessna 170B N2650D SIN 20802
This pristine 170B has been given the total TLC treatment since being purshychased in 1988 by its owners Ken and Helen Cobb (EAA 182685) of Naples Florida A new paint job in Alumigrip really improved the outside appearance right down to the original metal wheelshypants Inside a new interior was inshystalled including new seat coverings and the panel was updated with all new radios and complete instrument overshyhaul Under the cowling the Continenshytal 145 was majored to zero tolerance with chromed cylinders The original propeller and spinner were polished to a bright shine As Ken says This project started as a replace all rusty screws with stainless screws and grew into a very nice looking restoration
The 170B has approximately 3100 hours on the airframe with no damage
history heavy gear Cleveland brakes and original engine prop and wheelshypants Although the pretty Cessna has scored well at every fly-in to date Ken and Helen have yet to make the Oshkosh Fly-In We all hope they will be able to
make the flight from Florida to Wisconshysin in 1992 so we can get a close look at N2650D Congratulations to Ken and Helen Cobb on a nice job of replacing rusty screws Your efforts show exshycellent results
Cessna 140A N5300C SIN 15420 Purchased in 1966 by John Lucas
(EAA 370887) and Dave Emmett of
Emporium PA this particular 1950 Cessna 140A has been used for obtainshying STC approval for the installation of
a Continental 0-200 engine The 0-200 engine was purchased
from Lycoming in Williamsport PA who were using the engine for test purshyposes Installed in N5300C the first Continental 0-200 STC was approved Dec 1 1967 with revised approval dates of March 12 1980 July 2 1980 and May 11 1981 The first STC was sold on 12-4-78 and John reports they have been averaging about ten per year since that time Apparently the extra 10 to 15 horsepower makes the 140A pershyform remarkably well which explains the popularity of the STC
John Lucas passed his 80th birthday on July 23rd and has a new partner John Richard Lucas (his son) to carryon the good work with the 0-200 Cessna 140A N5300C Long live the marque
Taylorcraft DCO-65 C-FJLH From the far north comes this photo
of a Taylorcraft DCO-65 C-FJLH owned by Floyd Stromstedt of Box 296 Berwyn Alberta TOH OEO Canada Loshycated in the northwest part of Alberta almost at the beginning of the Acan highway the DCO-65 is the only one in the area in fact its the only one anybody in the area has seen Floyd enjoys flying the 65 hp tandem on wheels however he is curious if anyone has ever put a larger engine in a DCOshy65 such as a C-85 and if anyone has heard of such an airplane being put on floats Any help would be appreciated Write Floyd at the above address
VINTAGE AIRPLANE 25
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
Kent England Cesare Arcari Corgeno Va Italy Ted Bahl Fresno CA James R Baker Colorado Springs CO James R Barnett Niagara Falls
Canada Wayne Bausch AmesIA John R Beal Faribault MN Carlo Berti Modena Italy Bob G Berwick Las Vegas NV Harold Bish Hermann MO Frank W Blundell Lock Haven PA Scott Boelman Rancho Santa Marga
CA Claude Brochu Prince Cookshire
Canada W J Brockhouse
Prairie Village KS Wesley Brown Kailua Kona HI
(Sponsor Arthur F Stockel) Barry Burgoon Winter Haven FL Frank Cella Park Ridge IL Glen Childers Ada OK Bernard W Clayton Wolfe City TX Chris Coios Haverhill MA Charles Cole Brookneal V A Steven E Collins San Diego CA William H Cone Jr San Diego CA Charles Conrad Jr Huntington
Beach CA John P Coppolelli San Diego CA Milton Crookston Santa Barbara CA Robert Deleon Stafford TX Richard Delmas St Louis MO Duane Dickson Belmont CA Chuck Doyle Jr Minnetonka MN Carl Driftmyer Port Clinton OH Patrick J Driscoll Caldwell ID Harry Drover Ontario Canada Larry Eberst Delaware OH Bryon Engskow Pompano Beach FL Leighton B Ferguson Peru IN Jeffrey H Forrest Livonia MI Douglas Freeman Farmington ME Mary P Gabriel West Wareham MA Charles H Gaffeney Wilmington DE Victor Gaston Madrid Spain Scott A Gifford Safford AZ Dean L Gustavson
Salt Lake City UT Benjamin H Hall Jr Tullahoma TN Sherman W Hallowell Jr Carmel ME Aaron W Hamel St Charles MO
William D Hammond Littleton MA John J Hart Jr Wichita KS James Hawks Beverly MA Paul A Hayes Phoenix AZ Steven L Hendrickson Everett W A William N Hester Reidsville NC Bruce Hickle Crystal River FL Richard Hilsinger Westfield NJ T C Hoagland Port Orchard WA Richard Hoffman Sherman Oaks CA Rodolfo Hott Osorno Chile Jim W Howard Mc Minnville TN Kenneth L Howard Collinsville OK Ernest D Howes
West Wareham MA John V Hufford Lexington KY Joseph D Jackson Sr LockportIL Robert R Johnson Brooklyn WI David J Karl Carrollton GA Dale E Kennedy Fairmont WV Scott Klein Farmington UT Tim H Klohn Hudson Canada Larry Knechtel Seattle WA Brian Koldyk Saskatoon Canada George Kost Nome AK Lois D Kowalski Englewood CO Joseph R Kuth Duluth MN Rene Lafreniere Calgary Canada Don Lance Three Mile Bay NY Clyde A Laughlin Seattle W A Bernard Leeward Chapel Hill NC George Leighton Seattle W A Michael Leighton Lantana FL James W Lobb Waxahachie TX Clifton Lowe Cadiz KY Anthony Maiuro New Albany IN Marvin C May Princeton IL Robert F Melillo Great Barrington MA David A Mihalic Mammoth Cave KY Dion H Miller Shady Cove OR Douglas D Miller Shreveport LA Jerry Miller Vulcan MI Price Miller Gig Harbor W A
(Sponsor John Holmberg) Vern T Miller Hillsboro NC William R Miller ColumbusOH Stephen Mitchell Castle Hill Australia Karen S Monteith South Milwaukee
WI Jeff Moody San Gabriel CA Arthur M Moose Mt Pleasant NC Patrick E Morency Edmonton Canada Kenneth D Morris Plantsville CT Troy Naber York NE Steve R Nagel Houston TX Harold G Nelson Crawford TX
Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
Calumet MI Lawrence A Terrigno Placentia CA Mark J Tyoe Little Falls NY Paul H Vellinga Mesa AZ Calvin Wagner Sarasota FL Robert Wagner West Milton OH
(Sponsor Ralph Orndorf) Robert T Warner Leesburg VA William E Warren Parsonsburg MD Mark A Westall Sanibel Island FL Gary S Whittker Kingsport TN Peter A Wickwire Townsend GA Carl J Wilgosz Maple Heights OH Richard S Wilkins
Port St Lucie FL Robert H Williams Weil Am Rhein
Germany Robert Wood Cocoa FL Bill Wright Saint Helena CA Paul L Yount Jr Houston TX James L Zale Elizabethtown PA
VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromeshymoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406shy388-6069 FAX 406388-0170 Repair stashytion No QK5R148N
Parachutes - Toll Free 1-800-526-2822 New amp Used Parachutes We take trade-ins 5-year repair or replacement warranty many styles in stock Parachute Associates Inc 2 Linda Lane Suite A Vincentown NJ 08088609859-3397 (C792)
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30 JANUARY 1992
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
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The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
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At the points where the rudder cables exit through the fuselage fabric we heat formed little vee-shaped plastic fairings to cover these points This produced a nice streamlined effect I think after covering them with another patch of fabric and ftnishing
When patches of fabric are needed such as those used to cover the inspecshytion rings we found a way to make the fabric patch much more manageable We stretched a piece of fabric over the open end of a small wooden box This was given the fabric prime coat shrunk with an iron and the required patches cut from it These stay nice and flat when theyre cut and cemented in place
Removing old paint from the cowling and other aluminum parts is no fun at all In scraping it off you stand the chance of scraping through the grey anodized surface also I gathered all of the painted aluminum pieces and took them to a furniture stripper who dipped and cleaned the whole works for $60 which I considered money well spent These were sprayed lightly with two part Dupont Varprime primer which Im convinced is better than the old zinc chromate originally used
The finish resulting with the Ranshythane polyurethane is superb and in this particular project at least seemed to be even more glossy than the Irnron we used on the leading edge trim During the work we had a lot of good consultshyations and help over the phone with the Randolph people We were also able to get a very good gloss in the white butyrate dope by keeping the wings flat and horizontal while spraying and floatshying on a lot of dope The final coat was thinned out more to give a good gloss Although we have no proof we suspect also that excessive thinning of the other coats of butyrate reduces the finished strength of the dope And this was also the opinion of an old-timer who used to do fabric at the Naval aircraft factory
We used 3M tapes for the finish color stripes in 34 inch and one inch widths This seems to have excellent adherence in service yet can be lifted off and retaped during the application in places where you didnt get it quite right the first time There is a thin transparent membrane of protective tape on top of it which must be removed after installashytion since this will yellow with age and will bake on permanently if it spends any time in the sun Its hard enough to peel off when its new
Taking a tip from the automobile
20 JANUARY 1991
The neat and tidy installation of the battery box and relay control panel mounted ott of the firewall
body guys we used nothing but 3M masking tape also as some of the cheap brands can really give you trouble either not sticking or sticking too hard When taping over new paint we first pressed the sticky side of the tape onto our work clothes to reduce the posshysibility of damaging the fresh surface with too much adhesion
One other problem can give you fits on a Stearman if youre not careful When installing the bird cages (stringers) on the fuselage tubing strucshyture its a good idea to temporarily inshystall the cowling and tail cone fairing in order to properly position the stringer assembly fore and aft Finding out that the cowling doesnt fit after the fabric is finished could really spoil your day
Its always amazing to see vinyl material used around the cockpit coamshy
ings of some real prize winners I found that nice glossy pieces of kid leather can be bought rather cheaply at places like Tandy Leather providing an authenshyticity that can be spotted a long way off For the coaming padding rather than layers of felt as used originally I tried some foam pipe insulation which is conveniently pre-slit fits nicely and after lacing the leather with rawhide seems to do a better job
During one of the routine magna flux inspections of the McCauley steel prop one tiny bit of corrosion at the blade hub fillet officially ended its flying career Although this was a devastating development I reflected that pulling the prop and delivering it for inspection to a prop shop 80 miles away - this every 100 hours - was a nuisance And I never could get through the hundred
Rudy Eskra and his prize winning stearman at the Mideastern Regional Fly-In in Marion Ohio
hour period without one protractor readshyjustment of the blade angles since both the centrifugal and aerodynamic forces tend to move the blades toward low pitch I decided to try a new Sensenich wood prop I was pleased to find that this yellow birch club is about 30 pounds lighter produces markedly less noise and vibration and seemed to result in no degradation in performance I believe that there were three pitches available I selected the middle one and I think I guessed right for operating in the low level elevation in the Great Lakes area
In reading about prop flight test comshyparisons Im always a little suspicious of conclusions drawn from airspeed data derived from a few test runs given all the variables in atmospheric condishytions instrument and observer error so I didnt bother trying to get too technical about it For what its worth my friend with a constant speed Hamilton on a 300 hp Stearman flys formation with me occasionally and seemed impressed with the airspeed of the lower-powered plane
When disassembling the wings we backed all flying and landing wires off
exactly four turns This permits reasshysembly to its previous condition whatever that was However we decided to go through the rerigging proshycedure anyway In doing this we folshylowed the Air Force maintenance and erection instructions - all 11 pages Dihedral and incidence boards were made up from the drawings and all dimensions and angles brought into tolerance Here again its my feeling that the plane is quite stable and pershyforms well
My airplane was absolutely standard when I got it except for the usual reshyplacement of the Bendix brake master cylinders I didnt mind hand cranking the inertia starter but there is no really safe and legal way to do that when going
Jout for a solo flight as many have found to their horror There must be a qualified pilot or mechanic at the conshytrols when youre out there turning the crank I therefore decided to install an electrical system
Designing the electrical system which incorporated a new alternator and rebuilt Bendix starter was the easiest part of the job Gathering all the documentation for application of all the
components and obtaining FAA apshyproval took a great deal of time and effort Since I do aerobatics I wanted a battery case and system which could withstand nine g So None seemed available so I designed and built a subshystantial aluminum case with a separate battery hold down assembly built in The Gil 35 battery manifold vent is conshynected to a bicarbonate of soda bottle with a clear plastic hose then down inside the landing strut fairing and overshyboard
There seems to be a tendency for the brakes to grab which can give the rear pilot a quick lift up about five feet in the air on first application A lot of this low level aerobatics can be prevented by applying only one brake at a time but the grabbing tendency can still be quite annoying To combat this I filed a chamfer about 1 14 inches by about 20 degrees from the leading edge of the primary shoe This is the top of the front shoe which provides the servo forces on the secondary shoe Brake operation is effective yet smooth Of course the brake lining must be kept free of oil and moisture and if they do get soaked its best to replace the friction material
VINTAGE AIRPLANE 21
The stainless steel exhaust manifold on the Lycoming 680 is also a challenge to ftnish I suspect chrome plate would tum blue in places I went through about ftve different high temperature silver paints and the best one Ive found is VHT 1200 degree paint made by Sperex Corporation in Gardena California But nothing lasts forever on that hot surface
If you have ever had a King KX145 NA V -COM radio youll probably agree its not a technological miracle When mine is working I get complaints from approach control that the transmisshysion is weak and garbled when heading inbound at eight or more miles out I noted that this improved if I turned and pointed the aircraft tail toward the airshyport This led me to believe that the engine and other metal parts ahead of the antenna were blocking the antenna signal I decided to move the antenna which was mounted over the aluminum baggage compartment aft of the rear cockpit to a position above the center wing tank using the large aluminum gas tank as a ground plane The antenna was mounted on an aluminum bracket attached to the center square tube brace above the tank A short bonding strap was connected to the tank filler neck providing a good ground With the anshytenna in this position we have had no further complaints from the tower from the same distances out
In addition to an Omni in the transceiver I bought a portable Loran which is small enough to carry in a coat pocket This has not been entirely trouble free either but the Ray Jefferson Company people have been very helpshyful Although I dont do a lot of crossshycountry it has given me some very accurate guidance It is basically a marine unit derivative and cost about $300 Although it provides ground speed and other data I find the heading and DME are just about all I need and often direct me right towards the exact center of the destination airport
In routine operation of a Stearman there are two things which I regard as being just as critical as fuel and engine oil One is keeping those big soft main tires properly inflated and the other is to make sure the tail wheel steering asshysembly is in good working order These are very important for stability and conshytrol during roll-out which Ill discuss later Tail wheel lock mechanism 22 JANUARY 1991
should snap in place smartly and the tail wheel steering cables must be snug The tail wheel tire pressure needs a lot of attention also but for a different reason It carries a heavy load for its size and if its run underinflated youre looking at tire fabric in a very short time
There are at least three brands of tires available for the Stearman One has a tread made up of rectangular blocks another has concentric rings or grooves and the third is the classic Goodyear diamond tread I found the block tread was good for about 500 landings on concrete the grooved would do about 700 From a vintage appearance standpoint I prefer the diamond tread a pair of which I bought from Wilkerson Tire in Crewe West Virginia These Goodyear tires are produced in Sao Paulo Brazil where the molds were apshyparently moved to a number of years ago
In doing this restoration I found it a very enjoyable experience I got a tremendous amount of help from people like Glenn Gibbs of Stony Ridge Ohio who has become a very skillful fabric man and indeed many of his ideas are included here and from Frank Leffel who did much of the spraying and Tony Eskra who sanded his share of it Herb Wilford Chief Aircraft Maintenance at Dana Corp was one expert who made sure we stayed in line technically Looking after a half dozen jet aircraft Herb runs a very efficient operation with immaculate hangars and shops
There were many others of course and we spent a lot of enjoyable winter evenings working together and bantershying back and forth It was a great escape from the demands of a corporate management position and I slept most soundly during that period
I think the only real frustration aside from the staggering prices was waiting for delivery of parts and purchased sershyvices Delivery date promises were alshymost routinely ignored thus running the total project time over one year Apshyparently keeping promises has gone the way of the 45 rpm record in this country
There are a few lessons which may seem obvious but I feel are worth restatshying First of all the investment in both time and money is extremely high so its worth doing right and this includes buying the best material available
In the course of the work one can ftnd
a host of opportunities to take a shortcut and save some time or material In general these temptations are best avoided When the job is finished and its almost good enough no one will probably know the difference except you every time you look at that bird If youre anything like me youll always see enough defects no matter how careshyful you were I remind myself if its not quite right tear it up and do it over again Ive never regretted doing that
If may add a few observations to the myriad of information that has been written about the Boeing Stearman I have owned it now for 12 years and I still get a great thrill flying it Some say its heavy on the controls but 1 dont agree Solid yes but not heavy If you properly coordinate rudder and aileron stick pressures seem quite normal It is very forgiving I think with a good balance between responsiveness and sensitivity In short its a real pussy cat in the air Though it has a slow roll rate it loops beautifully spins easily but quits at the precise moment middot when youve had enough Strength - its like a Sherman tank Its solid feel derives from the lack of control-induced deflection owing to the truss biplane structure the use of control rods rather than cables and the basic rigidity of the tubular steel fuselage
Landing and roll-out is a little difshyferent with the task of keeping things in hand left entirely up to the pilot If ever there was a machine thats dynamically unstable in roll-out this must be it Response rate must be swift and instincshytive so a bit of concentration is helpful Over the years Ive logged 1430 landshyings in this machine Some of them would measure 58 on the Richter scale As I said its a rugged beast so the only damage was to my ego
A round carrier type approach seems best but youd better have a softer imshypact than the F-14 does or youll bounce 20 feet in the air If its done just right those big balloon tires come into play and nothing can match the soft quiet touchdown of a Stearman Most of the time it seems to land itself perfectshyly leading one to believe theres really nothing to it OK but I think Gordon Baxter our foremost Stearman spokesshyman had it right when its on the ground you cant trust it unless its tied to something
The E225 series Continental is enclosed in a very clean instalshy N22LW features this smart looking panel with padded ramshylation The baffling is anodized horn yokes
(Continued from Page 13) them have at it The reclining seats are from the Rangemaster version of the Navion produced in the early 1960s The Woodfins are very pleased with the results The instrument panel and the overheard Osborne panel have been finished off in a very professional manshyner The panel is meant for strictly VFR flying but is very well equipped with a loran and nav-com pair All the instrushyments in the plane are brand new To have as safe an airplane as he desired Larry felt it was necessary to replace all the instruments since some were 40 years old
For all intents and purposes the aircraft is a new old airplane Theres nothing not a hose or fitting that has not been replaced or gone over he remarked
Power for the Woodybird II is an E225 series Continental built up of new parts including the crankshaft It was also carefully balanced throughout its assembly
The sign and Woodybird emblem were both painted by Larrys neighbor Neil Kavanaugh Each emblem took 12 an hour for him to paint freehand
This is the second aircraft that Larry has restored The first Woodybird was completed in 1978 Much later he would sell the airplane during one of the Conventions at Oshkosh He has some very interesting comments about that sale now that some time has elapsed One of the things that happens when you restore things is the way it conshysumes you and after its over you beshycome a slave to it The first time around I had become a slave to the machine and I wanted out I just didnt want to do it anymore Well the smart thing to do is to sit on the side and let that pass Well somebody came along with a lot of money and wanted it and I sold it he recalled Two or three years later all of the sudden I realized that I didnt have my airplane anymore and I wanted it back so that started the search for this one
Larry has been a motors ports enshythusiast since his pre-teen years when he tried to convince ills dad to buy him a4 7 Mercury convertible complete with a zebra skin interior When his dad said You cant drive it for another 4 years what are you going to do with it Larry
responded Dad Im gonna polish it To pacify his young sons enthusiasm he allowed Larry to buy a go-cart His family was not rich by any stretch of the imagination but Larrys willingness to work hard on his projects would allow him to continue and he would progress into racing cars at the dragstrip then into sports cars and finally into motorshycycle racing Larry and his wife Debbie began to fly simply as an expedient way to get to motorcycle races since they had a few friends within the racing comshymunity that were making the same trips that they were and did not have to conshytend with a long arduous road trip That sparked the interest that has become a wonderful way to travel Motorcycles are still an important part of his life One of his customers is a favorite of his - Harley-Davidson They use the nails and pneumatic nail guns that Larry sells for a living to assemble the crates the big cycles are sillpped in He is the proud owner of an Ultra equipped with just about everything you would ever want on a motor vehicle including cruise control He and Debbie plan to ride the cruising motorcycle from Maryland to Alaska on a long tour this coming sumshymer He has nothing but praise for the reliability the Harley now has and is very pleased with both his sleek machines - his Harley Ultra and his Ryan Navion The Flagship of the Navion Fleet
If you would like more informashytion on the Navion contact the
American Navion Society Box 1810
Lodi CA 95241-1810 209339-4213
The initial membersillp fee is $60 and then $45 per year for annual dues
VINTAGE AIRPLANE 23
~T ()UI2 ~msJU~ I2HT()I2I~f3 by ~()r-m veter-sen
Davis DI-K N158Y SIN 508 Purchased as a basket case in August
1958 Jack Gretta (EAA 19255) of Chester CT spent six years rebuilding this Davis and installing a 125 hp Conshytinental engine under a one-time STC In 1973 a friend() put the pretty
Piper J-3C-65 N6114H SIN 19275 These photos were sent in by Robert
T (Bob) Hunt (EAA 165963 AIC 6123) of Hackettstown NJ who has been busy rebuilding this J-3 Cub along with George Burns (EAA 221818 AIC 10000) also of Hackettstown The wood spar wings required new spars all new bolts drag wires leading edges and attach fittings The covering was done in Stits HS-90X and Stits Aerothane
24 JANUARY 1992
parasol into the trees and four more years were required to return the Davis to airworthy condition
In 1991 another friend landed 01 N508Y in the trees while towing Jack Gretta in a Schweizer 1-19 glider Jack ended up in the trees also and admits it
A majored C-85 engine was installed along with a new Falcon wood prop (built on the Ole Fahlin certificate) Bob reports the engine started on the very
is a long way to the ground as a passhysenger It is expected the red and white Davis will again be ready for flight in 1992
This is the second Davis that Jack Gretta has owned having owned Davis D1-K N151Y SIN 510 from 1947 to 1956 During those years Jack rebuilt the airplane once and changed the enshygine from a Kinner 90 to a Kinner 165
Jack belonged to EAA Chapter 1 in Riverside CA way back in the early fifties and joined EAA in the mid-sixties while living at Cucamonga CA He has been involved with Davis airplanes for almost 46 years and we happily extend to Jack best wishes for the next 46 years
very first pull The smooth 800 X 4 tires that came with the project were in servshyiceable condition and re-instalLed on the completed airplane
This is the third airplane Bob has restored the first two being a PA-12 Super Cruiser and a PA-22 TriPacer Not one to up and quit having fun he is now commencing the rebuild of a PA-ll Cub Special
1952 Cessna 170B N2650D SIN 20802
This pristine 170B has been given the total TLC treatment since being purshychased in 1988 by its owners Ken and Helen Cobb (EAA 182685) of Naples Florida A new paint job in Alumigrip really improved the outside appearance right down to the original metal wheelshypants Inside a new interior was inshystalled including new seat coverings and the panel was updated with all new radios and complete instrument overshyhaul Under the cowling the Continenshytal 145 was majored to zero tolerance with chromed cylinders The original propeller and spinner were polished to a bright shine As Ken says This project started as a replace all rusty screws with stainless screws and grew into a very nice looking restoration
The 170B has approximately 3100 hours on the airframe with no damage
history heavy gear Cleveland brakes and original engine prop and wheelshypants Although the pretty Cessna has scored well at every fly-in to date Ken and Helen have yet to make the Oshkosh Fly-In We all hope they will be able to
make the flight from Florida to Wisconshysin in 1992 so we can get a close look at N2650D Congratulations to Ken and Helen Cobb on a nice job of replacing rusty screws Your efforts show exshycellent results
Cessna 140A N5300C SIN 15420 Purchased in 1966 by John Lucas
(EAA 370887) and Dave Emmett of
Emporium PA this particular 1950 Cessna 140A has been used for obtainshying STC approval for the installation of
a Continental 0-200 engine The 0-200 engine was purchased
from Lycoming in Williamsport PA who were using the engine for test purshyposes Installed in N5300C the first Continental 0-200 STC was approved Dec 1 1967 with revised approval dates of March 12 1980 July 2 1980 and May 11 1981 The first STC was sold on 12-4-78 and John reports they have been averaging about ten per year since that time Apparently the extra 10 to 15 horsepower makes the 140A pershyform remarkably well which explains the popularity of the STC
John Lucas passed his 80th birthday on July 23rd and has a new partner John Richard Lucas (his son) to carryon the good work with the 0-200 Cessna 140A N5300C Long live the marque
Taylorcraft DCO-65 C-FJLH From the far north comes this photo
of a Taylorcraft DCO-65 C-FJLH owned by Floyd Stromstedt of Box 296 Berwyn Alberta TOH OEO Canada Loshycated in the northwest part of Alberta almost at the beginning of the Acan highway the DCO-65 is the only one in the area in fact its the only one anybody in the area has seen Floyd enjoys flying the 65 hp tandem on wheels however he is curious if anyone has ever put a larger engine in a DCOshy65 such as a C-85 and if anyone has heard of such an airplane being put on floats Any help would be appreciated Write Floyd at the above address
VINTAGE AIRPLANE 25
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
Kent England Cesare Arcari Corgeno Va Italy Ted Bahl Fresno CA James R Baker Colorado Springs CO James R Barnett Niagara Falls
Canada Wayne Bausch AmesIA John R Beal Faribault MN Carlo Berti Modena Italy Bob G Berwick Las Vegas NV Harold Bish Hermann MO Frank W Blundell Lock Haven PA Scott Boelman Rancho Santa Marga
CA Claude Brochu Prince Cookshire
Canada W J Brockhouse
Prairie Village KS Wesley Brown Kailua Kona HI
(Sponsor Arthur F Stockel) Barry Burgoon Winter Haven FL Frank Cella Park Ridge IL Glen Childers Ada OK Bernard W Clayton Wolfe City TX Chris Coios Haverhill MA Charles Cole Brookneal V A Steven E Collins San Diego CA William H Cone Jr San Diego CA Charles Conrad Jr Huntington
Beach CA John P Coppolelli San Diego CA Milton Crookston Santa Barbara CA Robert Deleon Stafford TX Richard Delmas St Louis MO Duane Dickson Belmont CA Chuck Doyle Jr Minnetonka MN Carl Driftmyer Port Clinton OH Patrick J Driscoll Caldwell ID Harry Drover Ontario Canada Larry Eberst Delaware OH Bryon Engskow Pompano Beach FL Leighton B Ferguson Peru IN Jeffrey H Forrest Livonia MI Douglas Freeman Farmington ME Mary P Gabriel West Wareham MA Charles H Gaffeney Wilmington DE Victor Gaston Madrid Spain Scott A Gifford Safford AZ Dean L Gustavson
Salt Lake City UT Benjamin H Hall Jr Tullahoma TN Sherman W Hallowell Jr Carmel ME Aaron W Hamel St Charles MO
William D Hammond Littleton MA John J Hart Jr Wichita KS James Hawks Beverly MA Paul A Hayes Phoenix AZ Steven L Hendrickson Everett W A William N Hester Reidsville NC Bruce Hickle Crystal River FL Richard Hilsinger Westfield NJ T C Hoagland Port Orchard WA Richard Hoffman Sherman Oaks CA Rodolfo Hott Osorno Chile Jim W Howard Mc Minnville TN Kenneth L Howard Collinsville OK Ernest D Howes
West Wareham MA John V Hufford Lexington KY Joseph D Jackson Sr LockportIL Robert R Johnson Brooklyn WI David J Karl Carrollton GA Dale E Kennedy Fairmont WV Scott Klein Farmington UT Tim H Klohn Hudson Canada Larry Knechtel Seattle WA Brian Koldyk Saskatoon Canada George Kost Nome AK Lois D Kowalski Englewood CO Joseph R Kuth Duluth MN Rene Lafreniere Calgary Canada Don Lance Three Mile Bay NY Clyde A Laughlin Seattle W A Bernard Leeward Chapel Hill NC George Leighton Seattle W A Michael Leighton Lantana FL James W Lobb Waxahachie TX Clifton Lowe Cadiz KY Anthony Maiuro New Albany IN Marvin C May Princeton IL Robert F Melillo Great Barrington MA David A Mihalic Mammoth Cave KY Dion H Miller Shady Cove OR Douglas D Miller Shreveport LA Jerry Miller Vulcan MI Price Miller Gig Harbor W A
(Sponsor John Holmberg) Vern T Miller Hillsboro NC William R Miller ColumbusOH Stephen Mitchell Castle Hill Australia Karen S Monteith South Milwaukee
WI Jeff Moody San Gabriel CA Arthur M Moose Mt Pleasant NC Patrick E Morency Edmonton Canada Kenneth D Morris Plantsville CT Troy Naber York NE Steve R Nagel Houston TX Harold G Nelson Crawford TX
Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
Calumet MI Lawrence A Terrigno Placentia CA Mark J Tyoe Little Falls NY Paul H Vellinga Mesa AZ Calvin Wagner Sarasota FL Robert Wagner West Milton OH
(Sponsor Ralph Orndorf) Robert T Warner Leesburg VA William E Warren Parsonsburg MD Mark A Westall Sanibel Island FL Gary S Whittker Kingsport TN Peter A Wickwire Townsend GA Carl J Wilgosz Maple Heights OH Richard S Wilkins
Port St Lucie FL Robert H Williams Weil Am Rhein
Germany Robert Wood Cocoa FL Bill Wright Saint Helena CA Paul L Yount Jr Houston TX James L Zale Elizabethtown PA
VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromeshymoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406shy388-6069 FAX 406388-0170 Repair stashytion No QK5R148N
Parachutes - Toll Free 1-800-526-2822 New amp Used Parachutes We take trade-ins 5-year repair or replacement warranty many styles in stock Parachute Associates Inc 2 Linda Lane Suite A Vincentown NJ 08088609859-3397 (C792)
ANC-19 Bulletin - Wood Aircraft Inspecshytion and Fabrication 1951 edition now available as reprint Early aircraft Service Notes rigging data other titles available Send SASE for listing and prices John W Grega 355 Grand Blvd Bedford OH 44146 (c-392)
VINTAGE AIRCRAFT AND ENGINES shyOut-of-print literature history restoration manuals etc Unique list of 2000+ scarce items $300 JOHN ROBY 3703V Nassau San Diego CA 92115 (Established 1960) (c-1092)
C-26 Champion Spark Plugs - New and reconditioned New - $1475 reconditioned shy$575 to $975 Eagle Air 2920 Emerald Drive Jonesboro GA 30236 404478shy2310 (c-1092)
GEE BEE R-2 MONOCOUPE 110 Spl Hall BULLDOG top scale rated model PLANS used by Replica Builders Plus others by Vern Clements EAA 9297 308 Palo Alto Caldwell 10 83605 Extensive Catalog $300
Now Available - 30-inch x 5-inch Golden Age smooth Aero Tyres and Custom Wire Wheels finished Authentic Irish Linen Fabric Covering Antique Instruments evaluated repaired or completely restored Vintage Aero 518962-2323 Send $300 for Catalogue Rt 22 Westport NY 12993
PLANS Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings Welded parts availshyable Write to PO Box 228 Needham MA 02192 or call days 617444-5480 (c-1092)
AIRCRAFT OWNERS SAVE MONEY FLY AUTOGAS If you use 80 octane avgas now you could be using less expensive autogas with an EMmiddotSTC
Get your STC from EM - the organization that pioneered the first FAA approval for an alternative to expensive avgas
CALL TODAY FOR MORE INFORMATION 414-426-4800
Or write EAA-STC EAA Aviation Center Oshkosh WI 54903-3065
For faster service have your airplanes N number and serial number your engines make model and serial number and your credit card number ready
30 JANUARY 1992
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 1 9 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership (FAX (414) 426-4873
ANTIQUECLASSICS
EAA Member - $2000 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $3000 Includes one year membership in the EAA AntiqueshyClassic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation QQ1 included
lAC
Membership in the International Aerobatic Club Inc is $3000 annually which inshycludes 12 issues of Sport Aerobatics All IAC members are required to be members of EAA
WARBIRDS
Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird memshybers are required to be members of EAA
EAA EXPERIMENTER
EAA membership and EAA EXshyPERIMENTER magazine is available for $2800 per year (Sport Aviation not inshycluded) Current EAA members may receiveEAA EXPERIMENTER for$1800 per year
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the following address
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
~~~~ lgt~~ bull y bull
~VJ~ ~ bull ~llJ~f~- ~ bull S~fmiddotl
The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
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Rudy Eskra and his prize winning stearman at the Mideastern Regional Fly-In in Marion Ohio
hour period without one protractor readshyjustment of the blade angles since both the centrifugal and aerodynamic forces tend to move the blades toward low pitch I decided to try a new Sensenich wood prop I was pleased to find that this yellow birch club is about 30 pounds lighter produces markedly less noise and vibration and seemed to result in no degradation in performance I believe that there were three pitches available I selected the middle one and I think I guessed right for operating in the low level elevation in the Great Lakes area
In reading about prop flight test comshyparisons Im always a little suspicious of conclusions drawn from airspeed data derived from a few test runs given all the variables in atmospheric condishytions instrument and observer error so I didnt bother trying to get too technical about it For what its worth my friend with a constant speed Hamilton on a 300 hp Stearman flys formation with me occasionally and seemed impressed with the airspeed of the lower-powered plane
When disassembling the wings we backed all flying and landing wires off
exactly four turns This permits reasshysembly to its previous condition whatever that was However we decided to go through the rerigging proshycedure anyway In doing this we folshylowed the Air Force maintenance and erection instructions - all 11 pages Dihedral and incidence boards were made up from the drawings and all dimensions and angles brought into tolerance Here again its my feeling that the plane is quite stable and pershyforms well
My airplane was absolutely standard when I got it except for the usual reshyplacement of the Bendix brake master cylinders I didnt mind hand cranking the inertia starter but there is no really safe and legal way to do that when going
Jout for a solo flight as many have found to their horror There must be a qualified pilot or mechanic at the conshytrols when youre out there turning the crank I therefore decided to install an electrical system
Designing the electrical system which incorporated a new alternator and rebuilt Bendix starter was the easiest part of the job Gathering all the documentation for application of all the
components and obtaining FAA apshyproval took a great deal of time and effort Since I do aerobatics I wanted a battery case and system which could withstand nine g So None seemed available so I designed and built a subshystantial aluminum case with a separate battery hold down assembly built in The Gil 35 battery manifold vent is conshynected to a bicarbonate of soda bottle with a clear plastic hose then down inside the landing strut fairing and overshyboard
There seems to be a tendency for the brakes to grab which can give the rear pilot a quick lift up about five feet in the air on first application A lot of this low level aerobatics can be prevented by applying only one brake at a time but the grabbing tendency can still be quite annoying To combat this I filed a chamfer about 1 14 inches by about 20 degrees from the leading edge of the primary shoe This is the top of the front shoe which provides the servo forces on the secondary shoe Brake operation is effective yet smooth Of course the brake lining must be kept free of oil and moisture and if they do get soaked its best to replace the friction material
VINTAGE AIRPLANE 21
The stainless steel exhaust manifold on the Lycoming 680 is also a challenge to ftnish I suspect chrome plate would tum blue in places I went through about ftve different high temperature silver paints and the best one Ive found is VHT 1200 degree paint made by Sperex Corporation in Gardena California But nothing lasts forever on that hot surface
If you have ever had a King KX145 NA V -COM radio youll probably agree its not a technological miracle When mine is working I get complaints from approach control that the transmisshysion is weak and garbled when heading inbound at eight or more miles out I noted that this improved if I turned and pointed the aircraft tail toward the airshyport This led me to believe that the engine and other metal parts ahead of the antenna were blocking the antenna signal I decided to move the antenna which was mounted over the aluminum baggage compartment aft of the rear cockpit to a position above the center wing tank using the large aluminum gas tank as a ground plane The antenna was mounted on an aluminum bracket attached to the center square tube brace above the tank A short bonding strap was connected to the tank filler neck providing a good ground With the anshytenna in this position we have had no further complaints from the tower from the same distances out
In addition to an Omni in the transceiver I bought a portable Loran which is small enough to carry in a coat pocket This has not been entirely trouble free either but the Ray Jefferson Company people have been very helpshyful Although I dont do a lot of crossshycountry it has given me some very accurate guidance It is basically a marine unit derivative and cost about $300 Although it provides ground speed and other data I find the heading and DME are just about all I need and often direct me right towards the exact center of the destination airport
In routine operation of a Stearman there are two things which I regard as being just as critical as fuel and engine oil One is keeping those big soft main tires properly inflated and the other is to make sure the tail wheel steering asshysembly is in good working order These are very important for stability and conshytrol during roll-out which Ill discuss later Tail wheel lock mechanism 22 JANUARY 1991
should snap in place smartly and the tail wheel steering cables must be snug The tail wheel tire pressure needs a lot of attention also but for a different reason It carries a heavy load for its size and if its run underinflated youre looking at tire fabric in a very short time
There are at least three brands of tires available for the Stearman One has a tread made up of rectangular blocks another has concentric rings or grooves and the third is the classic Goodyear diamond tread I found the block tread was good for about 500 landings on concrete the grooved would do about 700 From a vintage appearance standpoint I prefer the diamond tread a pair of which I bought from Wilkerson Tire in Crewe West Virginia These Goodyear tires are produced in Sao Paulo Brazil where the molds were apshyparently moved to a number of years ago
In doing this restoration I found it a very enjoyable experience I got a tremendous amount of help from people like Glenn Gibbs of Stony Ridge Ohio who has become a very skillful fabric man and indeed many of his ideas are included here and from Frank Leffel who did much of the spraying and Tony Eskra who sanded his share of it Herb Wilford Chief Aircraft Maintenance at Dana Corp was one expert who made sure we stayed in line technically Looking after a half dozen jet aircraft Herb runs a very efficient operation with immaculate hangars and shops
There were many others of course and we spent a lot of enjoyable winter evenings working together and bantershying back and forth It was a great escape from the demands of a corporate management position and I slept most soundly during that period
I think the only real frustration aside from the staggering prices was waiting for delivery of parts and purchased sershyvices Delivery date promises were alshymost routinely ignored thus running the total project time over one year Apshyparently keeping promises has gone the way of the 45 rpm record in this country
There are a few lessons which may seem obvious but I feel are worth restatshying First of all the investment in both time and money is extremely high so its worth doing right and this includes buying the best material available
In the course of the work one can ftnd
a host of opportunities to take a shortcut and save some time or material In general these temptations are best avoided When the job is finished and its almost good enough no one will probably know the difference except you every time you look at that bird If youre anything like me youll always see enough defects no matter how careshyful you were I remind myself if its not quite right tear it up and do it over again Ive never regretted doing that
If may add a few observations to the myriad of information that has been written about the Boeing Stearman I have owned it now for 12 years and I still get a great thrill flying it Some say its heavy on the controls but 1 dont agree Solid yes but not heavy If you properly coordinate rudder and aileron stick pressures seem quite normal It is very forgiving I think with a good balance between responsiveness and sensitivity In short its a real pussy cat in the air Though it has a slow roll rate it loops beautifully spins easily but quits at the precise moment middot when youve had enough Strength - its like a Sherman tank Its solid feel derives from the lack of control-induced deflection owing to the truss biplane structure the use of control rods rather than cables and the basic rigidity of the tubular steel fuselage
Landing and roll-out is a little difshyferent with the task of keeping things in hand left entirely up to the pilot If ever there was a machine thats dynamically unstable in roll-out this must be it Response rate must be swift and instincshytive so a bit of concentration is helpful Over the years Ive logged 1430 landshyings in this machine Some of them would measure 58 on the Richter scale As I said its a rugged beast so the only damage was to my ego
A round carrier type approach seems best but youd better have a softer imshypact than the F-14 does or youll bounce 20 feet in the air If its done just right those big balloon tires come into play and nothing can match the soft quiet touchdown of a Stearman Most of the time it seems to land itself perfectshyly leading one to believe theres really nothing to it OK but I think Gordon Baxter our foremost Stearman spokesshyman had it right when its on the ground you cant trust it unless its tied to something
The E225 series Continental is enclosed in a very clean instalshy N22LW features this smart looking panel with padded ramshylation The baffling is anodized horn yokes
(Continued from Page 13) them have at it The reclining seats are from the Rangemaster version of the Navion produced in the early 1960s The Woodfins are very pleased with the results The instrument panel and the overheard Osborne panel have been finished off in a very professional manshyner The panel is meant for strictly VFR flying but is very well equipped with a loran and nav-com pair All the instrushyments in the plane are brand new To have as safe an airplane as he desired Larry felt it was necessary to replace all the instruments since some were 40 years old
For all intents and purposes the aircraft is a new old airplane Theres nothing not a hose or fitting that has not been replaced or gone over he remarked
Power for the Woodybird II is an E225 series Continental built up of new parts including the crankshaft It was also carefully balanced throughout its assembly
The sign and Woodybird emblem were both painted by Larrys neighbor Neil Kavanaugh Each emblem took 12 an hour for him to paint freehand
This is the second aircraft that Larry has restored The first Woodybird was completed in 1978 Much later he would sell the airplane during one of the Conventions at Oshkosh He has some very interesting comments about that sale now that some time has elapsed One of the things that happens when you restore things is the way it conshysumes you and after its over you beshycome a slave to it The first time around I had become a slave to the machine and I wanted out I just didnt want to do it anymore Well the smart thing to do is to sit on the side and let that pass Well somebody came along with a lot of money and wanted it and I sold it he recalled Two or three years later all of the sudden I realized that I didnt have my airplane anymore and I wanted it back so that started the search for this one
Larry has been a motors ports enshythusiast since his pre-teen years when he tried to convince ills dad to buy him a4 7 Mercury convertible complete with a zebra skin interior When his dad said You cant drive it for another 4 years what are you going to do with it Larry
responded Dad Im gonna polish it To pacify his young sons enthusiasm he allowed Larry to buy a go-cart His family was not rich by any stretch of the imagination but Larrys willingness to work hard on his projects would allow him to continue and he would progress into racing cars at the dragstrip then into sports cars and finally into motorshycycle racing Larry and his wife Debbie began to fly simply as an expedient way to get to motorcycle races since they had a few friends within the racing comshymunity that were making the same trips that they were and did not have to conshytend with a long arduous road trip That sparked the interest that has become a wonderful way to travel Motorcycles are still an important part of his life One of his customers is a favorite of his - Harley-Davidson They use the nails and pneumatic nail guns that Larry sells for a living to assemble the crates the big cycles are sillpped in He is the proud owner of an Ultra equipped with just about everything you would ever want on a motor vehicle including cruise control He and Debbie plan to ride the cruising motorcycle from Maryland to Alaska on a long tour this coming sumshymer He has nothing but praise for the reliability the Harley now has and is very pleased with both his sleek machines - his Harley Ultra and his Ryan Navion The Flagship of the Navion Fleet
If you would like more informashytion on the Navion contact the
American Navion Society Box 1810
Lodi CA 95241-1810 209339-4213
The initial membersillp fee is $60 and then $45 per year for annual dues
VINTAGE AIRPLANE 23
~T ()UI2 ~msJU~ I2HT()I2I~f3 by ~()r-m veter-sen
Davis DI-K N158Y SIN 508 Purchased as a basket case in August
1958 Jack Gretta (EAA 19255) of Chester CT spent six years rebuilding this Davis and installing a 125 hp Conshytinental engine under a one-time STC In 1973 a friend() put the pretty
Piper J-3C-65 N6114H SIN 19275 These photos were sent in by Robert
T (Bob) Hunt (EAA 165963 AIC 6123) of Hackettstown NJ who has been busy rebuilding this J-3 Cub along with George Burns (EAA 221818 AIC 10000) also of Hackettstown The wood spar wings required new spars all new bolts drag wires leading edges and attach fittings The covering was done in Stits HS-90X and Stits Aerothane
24 JANUARY 1992
parasol into the trees and four more years were required to return the Davis to airworthy condition
In 1991 another friend landed 01 N508Y in the trees while towing Jack Gretta in a Schweizer 1-19 glider Jack ended up in the trees also and admits it
A majored C-85 engine was installed along with a new Falcon wood prop (built on the Ole Fahlin certificate) Bob reports the engine started on the very
is a long way to the ground as a passhysenger It is expected the red and white Davis will again be ready for flight in 1992
This is the second Davis that Jack Gretta has owned having owned Davis D1-K N151Y SIN 510 from 1947 to 1956 During those years Jack rebuilt the airplane once and changed the enshygine from a Kinner 90 to a Kinner 165
Jack belonged to EAA Chapter 1 in Riverside CA way back in the early fifties and joined EAA in the mid-sixties while living at Cucamonga CA He has been involved with Davis airplanes for almost 46 years and we happily extend to Jack best wishes for the next 46 years
very first pull The smooth 800 X 4 tires that came with the project were in servshyiceable condition and re-instalLed on the completed airplane
This is the third airplane Bob has restored the first two being a PA-12 Super Cruiser and a PA-22 TriPacer Not one to up and quit having fun he is now commencing the rebuild of a PA-ll Cub Special
1952 Cessna 170B N2650D SIN 20802
This pristine 170B has been given the total TLC treatment since being purshychased in 1988 by its owners Ken and Helen Cobb (EAA 182685) of Naples Florida A new paint job in Alumigrip really improved the outside appearance right down to the original metal wheelshypants Inside a new interior was inshystalled including new seat coverings and the panel was updated with all new radios and complete instrument overshyhaul Under the cowling the Continenshytal 145 was majored to zero tolerance with chromed cylinders The original propeller and spinner were polished to a bright shine As Ken says This project started as a replace all rusty screws with stainless screws and grew into a very nice looking restoration
The 170B has approximately 3100 hours on the airframe with no damage
history heavy gear Cleveland brakes and original engine prop and wheelshypants Although the pretty Cessna has scored well at every fly-in to date Ken and Helen have yet to make the Oshkosh Fly-In We all hope they will be able to
make the flight from Florida to Wisconshysin in 1992 so we can get a close look at N2650D Congratulations to Ken and Helen Cobb on a nice job of replacing rusty screws Your efforts show exshycellent results
Cessna 140A N5300C SIN 15420 Purchased in 1966 by John Lucas
(EAA 370887) and Dave Emmett of
Emporium PA this particular 1950 Cessna 140A has been used for obtainshying STC approval for the installation of
a Continental 0-200 engine The 0-200 engine was purchased
from Lycoming in Williamsport PA who were using the engine for test purshyposes Installed in N5300C the first Continental 0-200 STC was approved Dec 1 1967 with revised approval dates of March 12 1980 July 2 1980 and May 11 1981 The first STC was sold on 12-4-78 and John reports they have been averaging about ten per year since that time Apparently the extra 10 to 15 horsepower makes the 140A pershyform remarkably well which explains the popularity of the STC
John Lucas passed his 80th birthday on July 23rd and has a new partner John Richard Lucas (his son) to carryon the good work with the 0-200 Cessna 140A N5300C Long live the marque
Taylorcraft DCO-65 C-FJLH From the far north comes this photo
of a Taylorcraft DCO-65 C-FJLH owned by Floyd Stromstedt of Box 296 Berwyn Alberta TOH OEO Canada Loshycated in the northwest part of Alberta almost at the beginning of the Acan highway the DCO-65 is the only one in the area in fact its the only one anybody in the area has seen Floyd enjoys flying the 65 hp tandem on wheels however he is curious if anyone has ever put a larger engine in a DCOshy65 such as a C-85 and if anyone has heard of such an airplane being put on floats Any help would be appreciated Write Floyd at the above address
VINTAGE AIRPLANE 25
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
Kent England Cesare Arcari Corgeno Va Italy Ted Bahl Fresno CA James R Baker Colorado Springs CO James R Barnett Niagara Falls
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(Sponsor Arthur F Stockel) Barry Burgoon Winter Haven FL Frank Cella Park Ridge IL Glen Childers Ada OK Bernard W Clayton Wolfe City TX Chris Coios Haverhill MA Charles Cole Brookneal V A Steven E Collins San Diego CA William H Cone Jr San Diego CA Charles Conrad Jr Huntington
Beach CA John P Coppolelli San Diego CA Milton Crookston Santa Barbara CA Robert Deleon Stafford TX Richard Delmas St Louis MO Duane Dickson Belmont CA Chuck Doyle Jr Minnetonka MN Carl Driftmyer Port Clinton OH Patrick J Driscoll Caldwell ID Harry Drover Ontario Canada Larry Eberst Delaware OH Bryon Engskow Pompano Beach FL Leighton B Ferguson Peru IN Jeffrey H Forrest Livonia MI Douglas Freeman Farmington ME Mary P Gabriel West Wareham MA Charles H Gaffeney Wilmington DE Victor Gaston Madrid Spain Scott A Gifford Safford AZ Dean L Gustavson
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William D Hammond Littleton MA John J Hart Jr Wichita KS James Hawks Beverly MA Paul A Hayes Phoenix AZ Steven L Hendrickson Everett W A William N Hester Reidsville NC Bruce Hickle Crystal River FL Richard Hilsinger Westfield NJ T C Hoagland Port Orchard WA Richard Hoffman Sherman Oaks CA Rodolfo Hott Osorno Chile Jim W Howard Mc Minnville TN Kenneth L Howard Collinsville OK Ernest D Howes
West Wareham MA John V Hufford Lexington KY Joseph D Jackson Sr LockportIL Robert R Johnson Brooklyn WI David J Karl Carrollton GA Dale E Kennedy Fairmont WV Scott Klein Farmington UT Tim H Klohn Hudson Canada Larry Knechtel Seattle WA Brian Koldyk Saskatoon Canada George Kost Nome AK Lois D Kowalski Englewood CO Joseph R Kuth Duluth MN Rene Lafreniere Calgary Canada Don Lance Three Mile Bay NY Clyde A Laughlin Seattle W A Bernard Leeward Chapel Hill NC George Leighton Seattle W A Michael Leighton Lantana FL James W Lobb Waxahachie TX Clifton Lowe Cadiz KY Anthony Maiuro New Albany IN Marvin C May Princeton IL Robert F Melillo Great Barrington MA David A Mihalic Mammoth Cave KY Dion H Miller Shady Cove OR Douglas D Miller Shreveport LA Jerry Miller Vulcan MI Price Miller Gig Harbor W A
(Sponsor John Holmberg) Vern T Miller Hillsboro NC William R Miller ColumbusOH Stephen Mitchell Castle Hill Australia Karen S Monteith South Milwaukee
WI Jeff Moody San Gabriel CA Arthur M Moose Mt Pleasant NC Patrick E Morency Edmonton Canada Kenneth D Morris Plantsville CT Troy Naber York NE Steve R Nagel Houston TX Harold G Nelson Crawford TX
Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
Calumet MI Lawrence A Terrigno Placentia CA Mark J Tyoe Little Falls NY Paul H Vellinga Mesa AZ Calvin Wagner Sarasota FL Robert Wagner West Milton OH
(Sponsor Ralph Orndorf) Robert T Warner Leesburg VA William E Warren Parsonsburg MD Mark A Westall Sanibel Island FL Gary S Whittker Kingsport TN Peter A Wickwire Townsend GA Carl J Wilgosz Maple Heights OH Richard S Wilkins
Port St Lucie FL Robert H Williams Weil Am Rhein
Germany Robert Wood Cocoa FL Bill Wright Saint Helena CA Paul L Yount Jr Houston TX James L Zale Elizabethtown PA
VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromeshymoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406shy388-6069 FAX 406388-0170 Repair stashytion No QK5R148N
Parachutes - Toll Free 1-800-526-2822 New amp Used Parachutes We take trade-ins 5-year repair or replacement warranty many styles in stock Parachute Associates Inc 2 Linda Lane Suite A Vincentown NJ 08088609859-3397 (C792)
ANC-19 Bulletin - Wood Aircraft Inspecshytion and Fabrication 1951 edition now available as reprint Early aircraft Service Notes rigging data other titles available Send SASE for listing and prices John W Grega 355 Grand Blvd Bedford OH 44146 (c-392)
VINTAGE AIRCRAFT AND ENGINES shyOut-of-print literature history restoration manuals etc Unique list of 2000+ scarce items $300 JOHN ROBY 3703V Nassau San Diego CA 92115 (Established 1960) (c-1092)
C-26 Champion Spark Plugs - New and reconditioned New - $1475 reconditioned shy$575 to $975 Eagle Air 2920 Emerald Drive Jonesboro GA 30236 404478shy2310 (c-1092)
GEE BEE R-2 MONOCOUPE 110 Spl Hall BULLDOG top scale rated model PLANS used by Replica Builders Plus others by Vern Clements EAA 9297 308 Palo Alto Caldwell 10 83605 Extensive Catalog $300
Now Available - 30-inch x 5-inch Golden Age smooth Aero Tyres and Custom Wire Wheels finished Authentic Irish Linen Fabric Covering Antique Instruments evaluated repaired or completely restored Vintage Aero 518962-2323 Send $300 for Catalogue Rt 22 Westport NY 12993
PLANS Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings Welded parts availshyable Write to PO Box 228 Needham MA 02192 or call days 617444-5480 (c-1092)
AIRCRAFT OWNERS SAVE MONEY FLY AUTOGAS If you use 80 octane avgas now you could be using less expensive autogas with an EMmiddotSTC
Get your STC from EM - the organization that pioneered the first FAA approval for an alternative to expensive avgas
CALL TODAY FOR MORE INFORMATION 414-426-4800
Or write EAA-STC EAA Aviation Center Oshkosh WI 54903-3065
For faster service have your airplanes N number and serial number your engines make model and serial number and your credit card number ready
30 JANUARY 1992
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 1 9 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership (FAX (414) 426-4873
ANTIQUECLASSICS
EAA Member - $2000 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $3000 Includes one year membership in the EAA AntiqueshyClassic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation QQ1 included
lAC
Membership in the International Aerobatic Club Inc is $3000 annually which inshycludes 12 issues of Sport Aerobatics All IAC members are required to be members of EAA
WARBIRDS
Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird memshybers are required to be members of EAA
EAA EXPERIMENTER
EAA membership and EAA EXshyPERIMENTER magazine is available for $2800 per year (Sport Aviation not inshycluded) Current EAA members may receiveEAA EXPERIMENTER for$1800 per year
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the following address
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
~~~~ lgt~~ bull y bull
~VJ~ ~ bull ~llJ~f~- ~ bull S~fmiddotl
The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
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The stainless steel exhaust manifold on the Lycoming 680 is also a challenge to ftnish I suspect chrome plate would tum blue in places I went through about ftve different high temperature silver paints and the best one Ive found is VHT 1200 degree paint made by Sperex Corporation in Gardena California But nothing lasts forever on that hot surface
If you have ever had a King KX145 NA V -COM radio youll probably agree its not a technological miracle When mine is working I get complaints from approach control that the transmisshysion is weak and garbled when heading inbound at eight or more miles out I noted that this improved if I turned and pointed the aircraft tail toward the airshyport This led me to believe that the engine and other metal parts ahead of the antenna were blocking the antenna signal I decided to move the antenna which was mounted over the aluminum baggage compartment aft of the rear cockpit to a position above the center wing tank using the large aluminum gas tank as a ground plane The antenna was mounted on an aluminum bracket attached to the center square tube brace above the tank A short bonding strap was connected to the tank filler neck providing a good ground With the anshytenna in this position we have had no further complaints from the tower from the same distances out
In addition to an Omni in the transceiver I bought a portable Loran which is small enough to carry in a coat pocket This has not been entirely trouble free either but the Ray Jefferson Company people have been very helpshyful Although I dont do a lot of crossshycountry it has given me some very accurate guidance It is basically a marine unit derivative and cost about $300 Although it provides ground speed and other data I find the heading and DME are just about all I need and often direct me right towards the exact center of the destination airport
In routine operation of a Stearman there are two things which I regard as being just as critical as fuel and engine oil One is keeping those big soft main tires properly inflated and the other is to make sure the tail wheel steering asshysembly is in good working order These are very important for stability and conshytrol during roll-out which Ill discuss later Tail wheel lock mechanism 22 JANUARY 1991
should snap in place smartly and the tail wheel steering cables must be snug The tail wheel tire pressure needs a lot of attention also but for a different reason It carries a heavy load for its size and if its run underinflated youre looking at tire fabric in a very short time
There are at least three brands of tires available for the Stearman One has a tread made up of rectangular blocks another has concentric rings or grooves and the third is the classic Goodyear diamond tread I found the block tread was good for about 500 landings on concrete the grooved would do about 700 From a vintage appearance standpoint I prefer the diamond tread a pair of which I bought from Wilkerson Tire in Crewe West Virginia These Goodyear tires are produced in Sao Paulo Brazil where the molds were apshyparently moved to a number of years ago
In doing this restoration I found it a very enjoyable experience I got a tremendous amount of help from people like Glenn Gibbs of Stony Ridge Ohio who has become a very skillful fabric man and indeed many of his ideas are included here and from Frank Leffel who did much of the spraying and Tony Eskra who sanded his share of it Herb Wilford Chief Aircraft Maintenance at Dana Corp was one expert who made sure we stayed in line technically Looking after a half dozen jet aircraft Herb runs a very efficient operation with immaculate hangars and shops
There were many others of course and we spent a lot of enjoyable winter evenings working together and bantershying back and forth It was a great escape from the demands of a corporate management position and I slept most soundly during that period
I think the only real frustration aside from the staggering prices was waiting for delivery of parts and purchased sershyvices Delivery date promises were alshymost routinely ignored thus running the total project time over one year Apshyparently keeping promises has gone the way of the 45 rpm record in this country
There are a few lessons which may seem obvious but I feel are worth restatshying First of all the investment in both time and money is extremely high so its worth doing right and this includes buying the best material available
In the course of the work one can ftnd
a host of opportunities to take a shortcut and save some time or material In general these temptations are best avoided When the job is finished and its almost good enough no one will probably know the difference except you every time you look at that bird If youre anything like me youll always see enough defects no matter how careshyful you were I remind myself if its not quite right tear it up and do it over again Ive never regretted doing that
If may add a few observations to the myriad of information that has been written about the Boeing Stearman I have owned it now for 12 years and I still get a great thrill flying it Some say its heavy on the controls but 1 dont agree Solid yes but not heavy If you properly coordinate rudder and aileron stick pressures seem quite normal It is very forgiving I think with a good balance between responsiveness and sensitivity In short its a real pussy cat in the air Though it has a slow roll rate it loops beautifully spins easily but quits at the precise moment middot when youve had enough Strength - its like a Sherman tank Its solid feel derives from the lack of control-induced deflection owing to the truss biplane structure the use of control rods rather than cables and the basic rigidity of the tubular steel fuselage
Landing and roll-out is a little difshyferent with the task of keeping things in hand left entirely up to the pilot If ever there was a machine thats dynamically unstable in roll-out this must be it Response rate must be swift and instincshytive so a bit of concentration is helpful Over the years Ive logged 1430 landshyings in this machine Some of them would measure 58 on the Richter scale As I said its a rugged beast so the only damage was to my ego
A round carrier type approach seems best but youd better have a softer imshypact than the F-14 does or youll bounce 20 feet in the air If its done just right those big balloon tires come into play and nothing can match the soft quiet touchdown of a Stearman Most of the time it seems to land itself perfectshyly leading one to believe theres really nothing to it OK but I think Gordon Baxter our foremost Stearman spokesshyman had it right when its on the ground you cant trust it unless its tied to something
The E225 series Continental is enclosed in a very clean instalshy N22LW features this smart looking panel with padded ramshylation The baffling is anodized horn yokes
(Continued from Page 13) them have at it The reclining seats are from the Rangemaster version of the Navion produced in the early 1960s The Woodfins are very pleased with the results The instrument panel and the overheard Osborne panel have been finished off in a very professional manshyner The panel is meant for strictly VFR flying but is very well equipped with a loran and nav-com pair All the instrushyments in the plane are brand new To have as safe an airplane as he desired Larry felt it was necessary to replace all the instruments since some were 40 years old
For all intents and purposes the aircraft is a new old airplane Theres nothing not a hose or fitting that has not been replaced or gone over he remarked
Power for the Woodybird II is an E225 series Continental built up of new parts including the crankshaft It was also carefully balanced throughout its assembly
The sign and Woodybird emblem were both painted by Larrys neighbor Neil Kavanaugh Each emblem took 12 an hour for him to paint freehand
This is the second aircraft that Larry has restored The first Woodybird was completed in 1978 Much later he would sell the airplane during one of the Conventions at Oshkosh He has some very interesting comments about that sale now that some time has elapsed One of the things that happens when you restore things is the way it conshysumes you and after its over you beshycome a slave to it The first time around I had become a slave to the machine and I wanted out I just didnt want to do it anymore Well the smart thing to do is to sit on the side and let that pass Well somebody came along with a lot of money and wanted it and I sold it he recalled Two or three years later all of the sudden I realized that I didnt have my airplane anymore and I wanted it back so that started the search for this one
Larry has been a motors ports enshythusiast since his pre-teen years when he tried to convince ills dad to buy him a4 7 Mercury convertible complete with a zebra skin interior When his dad said You cant drive it for another 4 years what are you going to do with it Larry
responded Dad Im gonna polish it To pacify his young sons enthusiasm he allowed Larry to buy a go-cart His family was not rich by any stretch of the imagination but Larrys willingness to work hard on his projects would allow him to continue and he would progress into racing cars at the dragstrip then into sports cars and finally into motorshycycle racing Larry and his wife Debbie began to fly simply as an expedient way to get to motorcycle races since they had a few friends within the racing comshymunity that were making the same trips that they were and did not have to conshytend with a long arduous road trip That sparked the interest that has become a wonderful way to travel Motorcycles are still an important part of his life One of his customers is a favorite of his - Harley-Davidson They use the nails and pneumatic nail guns that Larry sells for a living to assemble the crates the big cycles are sillpped in He is the proud owner of an Ultra equipped with just about everything you would ever want on a motor vehicle including cruise control He and Debbie plan to ride the cruising motorcycle from Maryland to Alaska on a long tour this coming sumshymer He has nothing but praise for the reliability the Harley now has and is very pleased with both his sleek machines - his Harley Ultra and his Ryan Navion The Flagship of the Navion Fleet
If you would like more informashytion on the Navion contact the
American Navion Society Box 1810
Lodi CA 95241-1810 209339-4213
The initial membersillp fee is $60 and then $45 per year for annual dues
VINTAGE AIRPLANE 23
~T ()UI2 ~msJU~ I2HT()I2I~f3 by ~()r-m veter-sen
Davis DI-K N158Y SIN 508 Purchased as a basket case in August
1958 Jack Gretta (EAA 19255) of Chester CT spent six years rebuilding this Davis and installing a 125 hp Conshytinental engine under a one-time STC In 1973 a friend() put the pretty
Piper J-3C-65 N6114H SIN 19275 These photos were sent in by Robert
T (Bob) Hunt (EAA 165963 AIC 6123) of Hackettstown NJ who has been busy rebuilding this J-3 Cub along with George Burns (EAA 221818 AIC 10000) also of Hackettstown The wood spar wings required new spars all new bolts drag wires leading edges and attach fittings The covering was done in Stits HS-90X and Stits Aerothane
24 JANUARY 1992
parasol into the trees and four more years were required to return the Davis to airworthy condition
In 1991 another friend landed 01 N508Y in the trees while towing Jack Gretta in a Schweizer 1-19 glider Jack ended up in the trees also and admits it
A majored C-85 engine was installed along with a new Falcon wood prop (built on the Ole Fahlin certificate) Bob reports the engine started on the very
is a long way to the ground as a passhysenger It is expected the red and white Davis will again be ready for flight in 1992
This is the second Davis that Jack Gretta has owned having owned Davis D1-K N151Y SIN 510 from 1947 to 1956 During those years Jack rebuilt the airplane once and changed the enshygine from a Kinner 90 to a Kinner 165
Jack belonged to EAA Chapter 1 in Riverside CA way back in the early fifties and joined EAA in the mid-sixties while living at Cucamonga CA He has been involved with Davis airplanes for almost 46 years and we happily extend to Jack best wishes for the next 46 years
very first pull The smooth 800 X 4 tires that came with the project were in servshyiceable condition and re-instalLed on the completed airplane
This is the third airplane Bob has restored the first two being a PA-12 Super Cruiser and a PA-22 TriPacer Not one to up and quit having fun he is now commencing the rebuild of a PA-ll Cub Special
1952 Cessna 170B N2650D SIN 20802
This pristine 170B has been given the total TLC treatment since being purshychased in 1988 by its owners Ken and Helen Cobb (EAA 182685) of Naples Florida A new paint job in Alumigrip really improved the outside appearance right down to the original metal wheelshypants Inside a new interior was inshystalled including new seat coverings and the panel was updated with all new radios and complete instrument overshyhaul Under the cowling the Continenshytal 145 was majored to zero tolerance with chromed cylinders The original propeller and spinner were polished to a bright shine As Ken says This project started as a replace all rusty screws with stainless screws and grew into a very nice looking restoration
The 170B has approximately 3100 hours on the airframe with no damage
history heavy gear Cleveland brakes and original engine prop and wheelshypants Although the pretty Cessna has scored well at every fly-in to date Ken and Helen have yet to make the Oshkosh Fly-In We all hope they will be able to
make the flight from Florida to Wisconshysin in 1992 so we can get a close look at N2650D Congratulations to Ken and Helen Cobb on a nice job of replacing rusty screws Your efforts show exshycellent results
Cessna 140A N5300C SIN 15420 Purchased in 1966 by John Lucas
(EAA 370887) and Dave Emmett of
Emporium PA this particular 1950 Cessna 140A has been used for obtainshying STC approval for the installation of
a Continental 0-200 engine The 0-200 engine was purchased
from Lycoming in Williamsport PA who were using the engine for test purshyposes Installed in N5300C the first Continental 0-200 STC was approved Dec 1 1967 with revised approval dates of March 12 1980 July 2 1980 and May 11 1981 The first STC was sold on 12-4-78 and John reports they have been averaging about ten per year since that time Apparently the extra 10 to 15 horsepower makes the 140A pershyform remarkably well which explains the popularity of the STC
John Lucas passed his 80th birthday on July 23rd and has a new partner John Richard Lucas (his son) to carryon the good work with the 0-200 Cessna 140A N5300C Long live the marque
Taylorcraft DCO-65 C-FJLH From the far north comes this photo
of a Taylorcraft DCO-65 C-FJLH owned by Floyd Stromstedt of Box 296 Berwyn Alberta TOH OEO Canada Loshycated in the northwest part of Alberta almost at the beginning of the Acan highway the DCO-65 is the only one in the area in fact its the only one anybody in the area has seen Floyd enjoys flying the 65 hp tandem on wheels however he is curious if anyone has ever put a larger engine in a DCOshy65 such as a C-85 and if anyone has heard of such an airplane being put on floats Any help would be appreciated Write Floyd at the above address
VINTAGE AIRPLANE 25
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
Kent England Cesare Arcari Corgeno Va Italy Ted Bahl Fresno CA James R Baker Colorado Springs CO James R Barnett Niagara Falls
Canada Wayne Bausch AmesIA John R Beal Faribault MN Carlo Berti Modena Italy Bob G Berwick Las Vegas NV Harold Bish Hermann MO Frank W Blundell Lock Haven PA Scott Boelman Rancho Santa Marga
CA Claude Brochu Prince Cookshire
Canada W J Brockhouse
Prairie Village KS Wesley Brown Kailua Kona HI
(Sponsor Arthur F Stockel) Barry Burgoon Winter Haven FL Frank Cella Park Ridge IL Glen Childers Ada OK Bernard W Clayton Wolfe City TX Chris Coios Haverhill MA Charles Cole Brookneal V A Steven E Collins San Diego CA William H Cone Jr San Diego CA Charles Conrad Jr Huntington
Beach CA John P Coppolelli San Diego CA Milton Crookston Santa Barbara CA Robert Deleon Stafford TX Richard Delmas St Louis MO Duane Dickson Belmont CA Chuck Doyle Jr Minnetonka MN Carl Driftmyer Port Clinton OH Patrick J Driscoll Caldwell ID Harry Drover Ontario Canada Larry Eberst Delaware OH Bryon Engskow Pompano Beach FL Leighton B Ferguson Peru IN Jeffrey H Forrest Livonia MI Douglas Freeman Farmington ME Mary P Gabriel West Wareham MA Charles H Gaffeney Wilmington DE Victor Gaston Madrid Spain Scott A Gifford Safford AZ Dean L Gustavson
Salt Lake City UT Benjamin H Hall Jr Tullahoma TN Sherman W Hallowell Jr Carmel ME Aaron W Hamel St Charles MO
William D Hammond Littleton MA John J Hart Jr Wichita KS James Hawks Beverly MA Paul A Hayes Phoenix AZ Steven L Hendrickson Everett W A William N Hester Reidsville NC Bruce Hickle Crystal River FL Richard Hilsinger Westfield NJ T C Hoagland Port Orchard WA Richard Hoffman Sherman Oaks CA Rodolfo Hott Osorno Chile Jim W Howard Mc Minnville TN Kenneth L Howard Collinsville OK Ernest D Howes
West Wareham MA John V Hufford Lexington KY Joseph D Jackson Sr LockportIL Robert R Johnson Brooklyn WI David J Karl Carrollton GA Dale E Kennedy Fairmont WV Scott Klein Farmington UT Tim H Klohn Hudson Canada Larry Knechtel Seattle WA Brian Koldyk Saskatoon Canada George Kost Nome AK Lois D Kowalski Englewood CO Joseph R Kuth Duluth MN Rene Lafreniere Calgary Canada Don Lance Three Mile Bay NY Clyde A Laughlin Seattle W A Bernard Leeward Chapel Hill NC George Leighton Seattle W A Michael Leighton Lantana FL James W Lobb Waxahachie TX Clifton Lowe Cadiz KY Anthony Maiuro New Albany IN Marvin C May Princeton IL Robert F Melillo Great Barrington MA David A Mihalic Mammoth Cave KY Dion H Miller Shady Cove OR Douglas D Miller Shreveport LA Jerry Miller Vulcan MI Price Miller Gig Harbor W A
(Sponsor John Holmberg) Vern T Miller Hillsboro NC William R Miller ColumbusOH Stephen Mitchell Castle Hill Australia Karen S Monteith South Milwaukee
WI Jeff Moody San Gabriel CA Arthur M Moose Mt Pleasant NC Patrick E Morency Edmonton Canada Kenneth D Morris Plantsville CT Troy Naber York NE Steve R Nagel Houston TX Harold G Nelson Crawford TX
Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
Calumet MI Lawrence A Terrigno Placentia CA Mark J Tyoe Little Falls NY Paul H Vellinga Mesa AZ Calvin Wagner Sarasota FL Robert Wagner West Milton OH
(Sponsor Ralph Orndorf) Robert T Warner Leesburg VA William E Warren Parsonsburg MD Mark A Westall Sanibel Island FL Gary S Whittker Kingsport TN Peter A Wickwire Townsend GA Carl J Wilgosz Maple Heights OH Richard S Wilkins
Port St Lucie FL Robert H Williams Weil Am Rhein
Germany Robert Wood Cocoa FL Bill Wright Saint Helena CA Paul L Yount Jr Houston TX James L Zale Elizabethtown PA
VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromeshymoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406shy388-6069 FAX 406388-0170 Repair stashytion No QK5R148N
Parachutes - Toll Free 1-800-526-2822 New amp Used Parachutes We take trade-ins 5-year repair or replacement warranty many styles in stock Parachute Associates Inc 2 Linda Lane Suite A Vincentown NJ 08088609859-3397 (C792)
ANC-19 Bulletin - Wood Aircraft Inspecshytion and Fabrication 1951 edition now available as reprint Early aircraft Service Notes rigging data other titles available Send SASE for listing and prices John W Grega 355 Grand Blvd Bedford OH 44146 (c-392)
VINTAGE AIRCRAFT AND ENGINES shyOut-of-print literature history restoration manuals etc Unique list of 2000+ scarce items $300 JOHN ROBY 3703V Nassau San Diego CA 92115 (Established 1960) (c-1092)
C-26 Champion Spark Plugs - New and reconditioned New - $1475 reconditioned shy$575 to $975 Eagle Air 2920 Emerald Drive Jonesboro GA 30236 404478shy2310 (c-1092)
GEE BEE R-2 MONOCOUPE 110 Spl Hall BULLDOG top scale rated model PLANS used by Replica Builders Plus others by Vern Clements EAA 9297 308 Palo Alto Caldwell 10 83605 Extensive Catalog $300
Now Available - 30-inch x 5-inch Golden Age smooth Aero Tyres and Custom Wire Wheels finished Authentic Irish Linen Fabric Covering Antique Instruments evaluated repaired or completely restored Vintage Aero 518962-2323 Send $300 for Catalogue Rt 22 Westport NY 12993
PLANS Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings Welded parts availshyable Write to PO Box 228 Needham MA 02192 or call days 617444-5480 (c-1092)
AIRCRAFT OWNERS SAVE MONEY FLY AUTOGAS If you use 80 octane avgas now you could be using less expensive autogas with an EMmiddotSTC
Get your STC from EM - the organization that pioneered the first FAA approval for an alternative to expensive avgas
CALL TODAY FOR MORE INFORMATION 414-426-4800
Or write EAA-STC EAA Aviation Center Oshkosh WI 54903-3065
For faster service have your airplanes N number and serial number your engines make model and serial number and your credit card number ready
30 JANUARY 1992
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 1 9 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership (FAX (414) 426-4873
ANTIQUECLASSICS
EAA Member - $2000 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
~~~~ lgt~~ bull y bull
~VJ~ ~ bull ~llJ~f~- ~ bull S~fmiddotl
The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
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The E225 series Continental is enclosed in a very clean instalshy N22LW features this smart looking panel with padded ramshylation The baffling is anodized horn yokes
(Continued from Page 13) them have at it The reclining seats are from the Rangemaster version of the Navion produced in the early 1960s The Woodfins are very pleased with the results The instrument panel and the overheard Osborne panel have been finished off in a very professional manshyner The panel is meant for strictly VFR flying but is very well equipped with a loran and nav-com pair All the instrushyments in the plane are brand new To have as safe an airplane as he desired Larry felt it was necessary to replace all the instruments since some were 40 years old
For all intents and purposes the aircraft is a new old airplane Theres nothing not a hose or fitting that has not been replaced or gone over he remarked
Power for the Woodybird II is an E225 series Continental built up of new parts including the crankshaft It was also carefully balanced throughout its assembly
The sign and Woodybird emblem were both painted by Larrys neighbor Neil Kavanaugh Each emblem took 12 an hour for him to paint freehand
This is the second aircraft that Larry has restored The first Woodybird was completed in 1978 Much later he would sell the airplane during one of the Conventions at Oshkosh He has some very interesting comments about that sale now that some time has elapsed One of the things that happens when you restore things is the way it conshysumes you and after its over you beshycome a slave to it The first time around I had become a slave to the machine and I wanted out I just didnt want to do it anymore Well the smart thing to do is to sit on the side and let that pass Well somebody came along with a lot of money and wanted it and I sold it he recalled Two or three years later all of the sudden I realized that I didnt have my airplane anymore and I wanted it back so that started the search for this one
Larry has been a motors ports enshythusiast since his pre-teen years when he tried to convince ills dad to buy him a4 7 Mercury convertible complete with a zebra skin interior When his dad said You cant drive it for another 4 years what are you going to do with it Larry
responded Dad Im gonna polish it To pacify his young sons enthusiasm he allowed Larry to buy a go-cart His family was not rich by any stretch of the imagination but Larrys willingness to work hard on his projects would allow him to continue and he would progress into racing cars at the dragstrip then into sports cars and finally into motorshycycle racing Larry and his wife Debbie began to fly simply as an expedient way to get to motorcycle races since they had a few friends within the racing comshymunity that were making the same trips that they were and did not have to conshytend with a long arduous road trip That sparked the interest that has become a wonderful way to travel Motorcycles are still an important part of his life One of his customers is a favorite of his - Harley-Davidson They use the nails and pneumatic nail guns that Larry sells for a living to assemble the crates the big cycles are sillpped in He is the proud owner of an Ultra equipped with just about everything you would ever want on a motor vehicle including cruise control He and Debbie plan to ride the cruising motorcycle from Maryland to Alaska on a long tour this coming sumshymer He has nothing but praise for the reliability the Harley now has and is very pleased with both his sleek machines - his Harley Ultra and his Ryan Navion The Flagship of the Navion Fleet
If you would like more informashytion on the Navion contact the
American Navion Society Box 1810
Lodi CA 95241-1810 209339-4213
The initial membersillp fee is $60 and then $45 per year for annual dues
VINTAGE AIRPLANE 23
~T ()UI2 ~msJU~ I2HT()I2I~f3 by ~()r-m veter-sen
Davis DI-K N158Y SIN 508 Purchased as a basket case in August
1958 Jack Gretta (EAA 19255) of Chester CT spent six years rebuilding this Davis and installing a 125 hp Conshytinental engine under a one-time STC In 1973 a friend() put the pretty
Piper J-3C-65 N6114H SIN 19275 These photos were sent in by Robert
T (Bob) Hunt (EAA 165963 AIC 6123) of Hackettstown NJ who has been busy rebuilding this J-3 Cub along with George Burns (EAA 221818 AIC 10000) also of Hackettstown The wood spar wings required new spars all new bolts drag wires leading edges and attach fittings The covering was done in Stits HS-90X and Stits Aerothane
24 JANUARY 1992
parasol into the trees and four more years were required to return the Davis to airworthy condition
In 1991 another friend landed 01 N508Y in the trees while towing Jack Gretta in a Schweizer 1-19 glider Jack ended up in the trees also and admits it
A majored C-85 engine was installed along with a new Falcon wood prop (built on the Ole Fahlin certificate) Bob reports the engine started on the very
is a long way to the ground as a passhysenger It is expected the red and white Davis will again be ready for flight in 1992
This is the second Davis that Jack Gretta has owned having owned Davis D1-K N151Y SIN 510 from 1947 to 1956 During those years Jack rebuilt the airplane once and changed the enshygine from a Kinner 90 to a Kinner 165
Jack belonged to EAA Chapter 1 in Riverside CA way back in the early fifties and joined EAA in the mid-sixties while living at Cucamonga CA He has been involved with Davis airplanes for almost 46 years and we happily extend to Jack best wishes for the next 46 years
very first pull The smooth 800 X 4 tires that came with the project were in servshyiceable condition and re-instalLed on the completed airplane
This is the third airplane Bob has restored the first two being a PA-12 Super Cruiser and a PA-22 TriPacer Not one to up and quit having fun he is now commencing the rebuild of a PA-ll Cub Special
1952 Cessna 170B N2650D SIN 20802
This pristine 170B has been given the total TLC treatment since being purshychased in 1988 by its owners Ken and Helen Cobb (EAA 182685) of Naples Florida A new paint job in Alumigrip really improved the outside appearance right down to the original metal wheelshypants Inside a new interior was inshystalled including new seat coverings and the panel was updated with all new radios and complete instrument overshyhaul Under the cowling the Continenshytal 145 was majored to zero tolerance with chromed cylinders The original propeller and spinner were polished to a bright shine As Ken says This project started as a replace all rusty screws with stainless screws and grew into a very nice looking restoration
The 170B has approximately 3100 hours on the airframe with no damage
history heavy gear Cleveland brakes and original engine prop and wheelshypants Although the pretty Cessna has scored well at every fly-in to date Ken and Helen have yet to make the Oshkosh Fly-In We all hope they will be able to
make the flight from Florida to Wisconshysin in 1992 so we can get a close look at N2650D Congratulations to Ken and Helen Cobb on a nice job of replacing rusty screws Your efforts show exshycellent results
Cessna 140A N5300C SIN 15420 Purchased in 1966 by John Lucas
(EAA 370887) and Dave Emmett of
Emporium PA this particular 1950 Cessna 140A has been used for obtainshying STC approval for the installation of
a Continental 0-200 engine The 0-200 engine was purchased
from Lycoming in Williamsport PA who were using the engine for test purshyposes Installed in N5300C the first Continental 0-200 STC was approved Dec 1 1967 with revised approval dates of March 12 1980 July 2 1980 and May 11 1981 The first STC was sold on 12-4-78 and John reports they have been averaging about ten per year since that time Apparently the extra 10 to 15 horsepower makes the 140A pershyform remarkably well which explains the popularity of the STC
John Lucas passed his 80th birthday on July 23rd and has a new partner John Richard Lucas (his son) to carryon the good work with the 0-200 Cessna 140A N5300C Long live the marque
Taylorcraft DCO-65 C-FJLH From the far north comes this photo
of a Taylorcraft DCO-65 C-FJLH owned by Floyd Stromstedt of Box 296 Berwyn Alberta TOH OEO Canada Loshycated in the northwest part of Alberta almost at the beginning of the Acan highway the DCO-65 is the only one in the area in fact its the only one anybody in the area has seen Floyd enjoys flying the 65 hp tandem on wheels however he is curious if anyone has ever put a larger engine in a DCOshy65 such as a C-85 and if anyone has heard of such an airplane being put on floats Any help would be appreciated Write Floyd at the above address
VINTAGE AIRPLANE 25
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
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West Wareham MA John V Hufford Lexington KY Joseph D Jackson Sr LockportIL Robert R Johnson Brooklyn WI David J Karl Carrollton GA Dale E Kennedy Fairmont WV Scott Klein Farmington UT Tim H Klohn Hudson Canada Larry Knechtel Seattle WA Brian Koldyk Saskatoon Canada George Kost Nome AK Lois D Kowalski Englewood CO Joseph R Kuth Duluth MN Rene Lafreniere Calgary Canada Don Lance Three Mile Bay NY Clyde A Laughlin Seattle W A Bernard Leeward Chapel Hill NC George Leighton Seattle W A Michael Leighton Lantana FL James W Lobb Waxahachie TX Clifton Lowe Cadiz KY Anthony Maiuro New Albany IN Marvin C May Princeton IL Robert F Melillo Great Barrington MA David A Mihalic Mammoth Cave KY Dion H Miller Shady Cove OR Douglas D Miller Shreveport LA Jerry Miller Vulcan MI Price Miller Gig Harbor W A
(Sponsor John Holmberg) Vern T Miller Hillsboro NC William R Miller ColumbusOH Stephen Mitchell Castle Hill Australia Karen S Monteith South Milwaukee
WI Jeff Moody San Gabriel CA Arthur M Moose Mt Pleasant NC Patrick E Morency Edmonton Canada Kenneth D Morris Plantsville CT Troy Naber York NE Steve R Nagel Houston TX Harold G Nelson Crawford TX
Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
Calumet MI Lawrence A Terrigno Placentia CA Mark J Tyoe Little Falls NY Paul H Vellinga Mesa AZ Calvin Wagner Sarasota FL Robert Wagner West Milton OH
(Sponsor Ralph Orndorf) Robert T Warner Leesburg VA William E Warren Parsonsburg MD Mark A Westall Sanibel Island FL Gary S Whittker Kingsport TN Peter A Wickwire Townsend GA Carl J Wilgosz Maple Heights OH Richard S Wilkins
Port St Lucie FL Robert H Williams Weil Am Rhein
Germany Robert Wood Cocoa FL Bill Wright Saint Helena CA Paul L Yount Jr Houston TX James L Zale Elizabethtown PA
VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromeshymoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406shy388-6069 FAX 406388-0170 Repair stashytion No QK5R148N
Parachutes - Toll Free 1-800-526-2822 New amp Used Parachutes We take trade-ins 5-year repair or replacement warranty many styles in stock Parachute Associates Inc 2 Linda Lane Suite A Vincentown NJ 08088609859-3397 (C792)
ANC-19 Bulletin - Wood Aircraft Inspecshytion and Fabrication 1951 edition now available as reprint Early aircraft Service Notes rigging data other titles available Send SASE for listing and prices John W Grega 355 Grand Blvd Bedford OH 44146 (c-392)
VINTAGE AIRCRAFT AND ENGINES shyOut-of-print literature history restoration manuals etc Unique list of 2000+ scarce items $300 JOHN ROBY 3703V Nassau San Diego CA 92115 (Established 1960) (c-1092)
C-26 Champion Spark Plugs - New and reconditioned New - $1475 reconditioned shy$575 to $975 Eagle Air 2920 Emerald Drive Jonesboro GA 30236 404478shy2310 (c-1092)
GEE BEE R-2 MONOCOUPE 110 Spl Hall BULLDOG top scale rated model PLANS used by Replica Builders Plus others by Vern Clements EAA 9297 308 Palo Alto Caldwell 10 83605 Extensive Catalog $300
Now Available - 30-inch x 5-inch Golden Age smooth Aero Tyres and Custom Wire Wheels finished Authentic Irish Linen Fabric Covering Antique Instruments evaluated repaired or completely restored Vintage Aero 518962-2323 Send $300 for Catalogue Rt 22 Westport NY 12993
PLANS Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings Welded parts availshyable Write to PO Box 228 Needham MA 02192 or call days 617444-5480 (c-1092)
AIRCRAFT OWNERS SAVE MONEY FLY AUTOGAS If you use 80 octane avgas now you could be using less expensive autogas with an EMmiddotSTC
Get your STC from EM - the organization that pioneered the first FAA approval for an alternative to expensive avgas
CALL TODAY FOR MORE INFORMATION 414-426-4800
Or write EAA-STC EAA Aviation Center Oshkosh WI 54903-3065
For faster service have your airplanes N number and serial number your engines make model and serial number and your credit card number ready
30 JANUARY 1992
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 1 9 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership (FAX (414) 426-4873
ANTIQUECLASSICS
EAA Member - $2000 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $3000 Includes one year membership in the EAA AntiqueshyClassic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation QQ1 included
lAC
Membership in the International Aerobatic Club Inc is $3000 annually which inshycludes 12 issues of Sport Aerobatics All IAC members are required to be members of EAA
WARBIRDS
Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird memshybers are required to be members of EAA
EAA EXPERIMENTER
EAA membership and EAA EXshyPERIMENTER magazine is available for $2800 per year (Sport Aviation not inshycluded) Current EAA members may receiveEAA EXPERIMENTER for$1800 per year
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the following address
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
~~~~ lgt~~ bull y bull
~VJ~ ~ bull ~llJ~f~- ~ bull S~fmiddotl
The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
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DISCOVER EAA VIDEO THE STEALTH REVEALED A VISIT TO EAA OSHKOSH AND BEYONDmiddot One of the first major public showings of the US Air Force F-117A Stealth Fighter came during EM OSHKOSH 90 Now relive that historic moment and witness never-before-seen govshyernment footage of the Stealth in combat during the Gulf War Also features an exclusive interview with Capt Rob Donaldson leading F-117A pilot of the Gulf War NEW RELEASE (30 min)
AEROCAR GIVING THE AUTOMOBILE ITS WINGS A chronicle of the 40-year history of the AEROCAR Produced in cooperation with designerinventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR - the roadable airplane (35 min)
NEW VIDEO
EAA OSHKOSH 91
AVIATION AT ITS BEST Experience this annual gathering of the family of flight with the offishycial 1991 EM Fly-In Convention video Enjoy the tribute to the 1930s Golden Age of Air Racing the 50th Anniversary of the Flying Tigers and a special salute to the Allied air power of Operation Deshysert Storm Plus plenty of anshytiques classics warbirds the latest in homebuilts ultralights and more (60 min)
$2495 GETTING STARTED IN AEROBATICS
FASCINATION WITH FLIGHT From the quiet beauty of ballooning to the excitement of aerobatshyics this new video from EMs award-winning Paul Harvey Audio Video Center is a fast-paced overview of the many distinct facets of sport aviation Included in this show are segments on Balloons Hang-Gliders Ultralights Antiques and Classics Homebuilts Warbirds and more (30 min)
$2495 (Available In November 1991)
$3995
Hear from some of the best-known names in aerobatics as they relate their experiences and suggestions for selecting the proper instructor training sequence airplane and more Ride along on an instrucshytional flight and get a feeling for basic aerobatic maneuvers from both inside and outside the cockpit A must for anyone thinking about pursuing aerobatic training or anyone with an interest in aerobatic flight (60 min)
$2995 TO ORDER ANY EAA VIDEO
Call 1-800-843-3612 (Outside U_S 414426-4800) or write EAA Aviation Foundation Dept MO PO Box 3065 Oshkosh WI 54903-3065
Major credit cards accepted_ Ask about saving money on every purchase through the EAA Air Adventure Video Club
middotplus $3 shipping and handling Wisconsin residents add 5 sales tax
~T ()UI2 ~msJU~ I2HT()I2I~f3 by ~()r-m veter-sen
Davis DI-K N158Y SIN 508 Purchased as a basket case in August
1958 Jack Gretta (EAA 19255) of Chester CT spent six years rebuilding this Davis and installing a 125 hp Conshytinental engine under a one-time STC In 1973 a friend() put the pretty
Piper J-3C-65 N6114H SIN 19275 These photos were sent in by Robert
T (Bob) Hunt (EAA 165963 AIC 6123) of Hackettstown NJ who has been busy rebuilding this J-3 Cub along with George Burns (EAA 221818 AIC 10000) also of Hackettstown The wood spar wings required new spars all new bolts drag wires leading edges and attach fittings The covering was done in Stits HS-90X and Stits Aerothane
24 JANUARY 1992
parasol into the trees and four more years were required to return the Davis to airworthy condition
In 1991 another friend landed 01 N508Y in the trees while towing Jack Gretta in a Schweizer 1-19 glider Jack ended up in the trees also and admits it
A majored C-85 engine was installed along with a new Falcon wood prop (built on the Ole Fahlin certificate) Bob reports the engine started on the very
is a long way to the ground as a passhysenger It is expected the red and white Davis will again be ready for flight in 1992
This is the second Davis that Jack Gretta has owned having owned Davis D1-K N151Y SIN 510 from 1947 to 1956 During those years Jack rebuilt the airplane once and changed the enshygine from a Kinner 90 to a Kinner 165
Jack belonged to EAA Chapter 1 in Riverside CA way back in the early fifties and joined EAA in the mid-sixties while living at Cucamonga CA He has been involved with Davis airplanes for almost 46 years and we happily extend to Jack best wishes for the next 46 years
very first pull The smooth 800 X 4 tires that came with the project were in servshyiceable condition and re-instalLed on the completed airplane
This is the third airplane Bob has restored the first two being a PA-12 Super Cruiser and a PA-22 TriPacer Not one to up and quit having fun he is now commencing the rebuild of a PA-ll Cub Special
1952 Cessna 170B N2650D SIN 20802
This pristine 170B has been given the total TLC treatment since being purshychased in 1988 by its owners Ken and Helen Cobb (EAA 182685) of Naples Florida A new paint job in Alumigrip really improved the outside appearance right down to the original metal wheelshypants Inside a new interior was inshystalled including new seat coverings and the panel was updated with all new radios and complete instrument overshyhaul Under the cowling the Continenshytal 145 was majored to zero tolerance with chromed cylinders The original propeller and spinner were polished to a bright shine As Ken says This project started as a replace all rusty screws with stainless screws and grew into a very nice looking restoration
The 170B has approximately 3100 hours on the airframe with no damage
history heavy gear Cleveland brakes and original engine prop and wheelshypants Although the pretty Cessna has scored well at every fly-in to date Ken and Helen have yet to make the Oshkosh Fly-In We all hope they will be able to
make the flight from Florida to Wisconshysin in 1992 so we can get a close look at N2650D Congratulations to Ken and Helen Cobb on a nice job of replacing rusty screws Your efforts show exshycellent results
Cessna 140A N5300C SIN 15420 Purchased in 1966 by John Lucas
(EAA 370887) and Dave Emmett of
Emporium PA this particular 1950 Cessna 140A has been used for obtainshying STC approval for the installation of
a Continental 0-200 engine The 0-200 engine was purchased
from Lycoming in Williamsport PA who were using the engine for test purshyposes Installed in N5300C the first Continental 0-200 STC was approved Dec 1 1967 with revised approval dates of March 12 1980 July 2 1980 and May 11 1981 The first STC was sold on 12-4-78 and John reports they have been averaging about ten per year since that time Apparently the extra 10 to 15 horsepower makes the 140A pershyform remarkably well which explains the popularity of the STC
John Lucas passed his 80th birthday on July 23rd and has a new partner John Richard Lucas (his son) to carryon the good work with the 0-200 Cessna 140A N5300C Long live the marque
Taylorcraft DCO-65 C-FJLH From the far north comes this photo
of a Taylorcraft DCO-65 C-FJLH owned by Floyd Stromstedt of Box 296 Berwyn Alberta TOH OEO Canada Loshycated in the northwest part of Alberta almost at the beginning of the Acan highway the DCO-65 is the only one in the area in fact its the only one anybody in the area has seen Floyd enjoys flying the 65 hp tandem on wheels however he is curious if anyone has ever put a larger engine in a DCOshy65 such as a C-85 and if anyone has heard of such an airplane being put on floats Any help would be appreciated Write Floyd at the above address
VINTAGE AIRPLANE 25
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
Kent England Cesare Arcari Corgeno Va Italy Ted Bahl Fresno CA James R Baker Colorado Springs CO James R Barnett Niagara Falls
Canada Wayne Bausch AmesIA John R Beal Faribault MN Carlo Berti Modena Italy Bob G Berwick Las Vegas NV Harold Bish Hermann MO Frank W Blundell Lock Haven PA Scott Boelman Rancho Santa Marga
CA Claude Brochu Prince Cookshire
Canada W J Brockhouse
Prairie Village KS Wesley Brown Kailua Kona HI
(Sponsor Arthur F Stockel) Barry Burgoon Winter Haven FL Frank Cella Park Ridge IL Glen Childers Ada OK Bernard W Clayton Wolfe City TX Chris Coios Haverhill MA Charles Cole Brookneal V A Steven E Collins San Diego CA William H Cone Jr San Diego CA Charles Conrad Jr Huntington
Beach CA John P Coppolelli San Diego CA Milton Crookston Santa Barbara CA Robert Deleon Stafford TX Richard Delmas St Louis MO Duane Dickson Belmont CA Chuck Doyle Jr Minnetonka MN Carl Driftmyer Port Clinton OH Patrick J Driscoll Caldwell ID Harry Drover Ontario Canada Larry Eberst Delaware OH Bryon Engskow Pompano Beach FL Leighton B Ferguson Peru IN Jeffrey H Forrest Livonia MI Douglas Freeman Farmington ME Mary P Gabriel West Wareham MA Charles H Gaffeney Wilmington DE Victor Gaston Madrid Spain Scott A Gifford Safford AZ Dean L Gustavson
Salt Lake City UT Benjamin H Hall Jr Tullahoma TN Sherman W Hallowell Jr Carmel ME Aaron W Hamel St Charles MO
William D Hammond Littleton MA John J Hart Jr Wichita KS James Hawks Beverly MA Paul A Hayes Phoenix AZ Steven L Hendrickson Everett W A William N Hester Reidsville NC Bruce Hickle Crystal River FL Richard Hilsinger Westfield NJ T C Hoagland Port Orchard WA Richard Hoffman Sherman Oaks CA Rodolfo Hott Osorno Chile Jim W Howard Mc Minnville TN Kenneth L Howard Collinsville OK Ernest D Howes
West Wareham MA John V Hufford Lexington KY Joseph D Jackson Sr LockportIL Robert R Johnson Brooklyn WI David J Karl Carrollton GA Dale E Kennedy Fairmont WV Scott Klein Farmington UT Tim H Klohn Hudson Canada Larry Knechtel Seattle WA Brian Koldyk Saskatoon Canada George Kost Nome AK Lois D Kowalski Englewood CO Joseph R Kuth Duluth MN Rene Lafreniere Calgary Canada Don Lance Three Mile Bay NY Clyde A Laughlin Seattle W A Bernard Leeward Chapel Hill NC George Leighton Seattle W A Michael Leighton Lantana FL James W Lobb Waxahachie TX Clifton Lowe Cadiz KY Anthony Maiuro New Albany IN Marvin C May Princeton IL Robert F Melillo Great Barrington MA David A Mihalic Mammoth Cave KY Dion H Miller Shady Cove OR Douglas D Miller Shreveport LA Jerry Miller Vulcan MI Price Miller Gig Harbor W A
(Sponsor John Holmberg) Vern T Miller Hillsboro NC William R Miller ColumbusOH Stephen Mitchell Castle Hill Australia Karen S Monteith South Milwaukee
WI Jeff Moody San Gabriel CA Arthur M Moose Mt Pleasant NC Patrick E Morency Edmonton Canada Kenneth D Morris Plantsville CT Troy Naber York NE Steve R Nagel Houston TX Harold G Nelson Crawford TX
Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
Calumet MI Lawrence A Terrigno Placentia CA Mark J Tyoe Little Falls NY Paul H Vellinga Mesa AZ Calvin Wagner Sarasota FL Robert Wagner West Milton OH
(Sponsor Ralph Orndorf) Robert T Warner Leesburg VA William E Warren Parsonsburg MD Mark A Westall Sanibel Island FL Gary S Whittker Kingsport TN Peter A Wickwire Townsend GA Carl J Wilgosz Maple Heights OH Richard S Wilkins
Port St Lucie FL Robert H Williams Weil Am Rhein
Germany Robert Wood Cocoa FL Bill Wright Saint Helena CA Paul L Yount Jr Houston TX James L Zale Elizabethtown PA
VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromeshymoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406shy388-6069 FAX 406388-0170 Repair stashytion No QK5R148N
Parachutes - Toll Free 1-800-526-2822 New amp Used Parachutes We take trade-ins 5-year repair or replacement warranty many styles in stock Parachute Associates Inc 2 Linda Lane Suite A Vincentown NJ 08088609859-3397 (C792)
ANC-19 Bulletin - Wood Aircraft Inspecshytion and Fabrication 1951 edition now available as reprint Early aircraft Service Notes rigging data other titles available Send SASE for listing and prices John W Grega 355 Grand Blvd Bedford OH 44146 (c-392)
VINTAGE AIRCRAFT AND ENGINES shyOut-of-print literature history restoration manuals etc Unique list of 2000+ scarce items $300 JOHN ROBY 3703V Nassau San Diego CA 92115 (Established 1960) (c-1092)
C-26 Champion Spark Plugs - New and reconditioned New - $1475 reconditioned shy$575 to $975 Eagle Air 2920 Emerald Drive Jonesboro GA 30236 404478shy2310 (c-1092)
GEE BEE R-2 MONOCOUPE 110 Spl Hall BULLDOG top scale rated model PLANS used by Replica Builders Plus others by Vern Clements EAA 9297 308 Palo Alto Caldwell 10 83605 Extensive Catalog $300
Now Available - 30-inch x 5-inch Golden Age smooth Aero Tyres and Custom Wire Wheels finished Authentic Irish Linen Fabric Covering Antique Instruments evaluated repaired or completely restored Vintage Aero 518962-2323 Send $300 for Catalogue Rt 22 Westport NY 12993
PLANS Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings Welded parts availshyable Write to PO Box 228 Needham MA 02192 or call days 617444-5480 (c-1092)
AIRCRAFT OWNERS SAVE MONEY FLY AUTOGAS If you use 80 octane avgas now you could be using less expensive autogas with an EMmiddotSTC
Get your STC from EM - the organization that pioneered the first FAA approval for an alternative to expensive avgas
CALL TODAY FOR MORE INFORMATION 414-426-4800
Or write EAA-STC EAA Aviation Center Oshkosh WI 54903-3065
For faster service have your airplanes N number and serial number your engines make model and serial number and your credit card number ready
30 JANUARY 1992
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 1 9 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership (FAX (414) 426-4873
ANTIQUECLASSICS
EAA Member - $2000 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $3000 Includes one year membership in the EAA AntiqueshyClassic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation QQ1 included
lAC
Membership in the International Aerobatic Club Inc is $3000 annually which inshycludes 12 issues of Sport Aerobatics All IAC members are required to be members of EAA
WARBIRDS
Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird memshybers are required to be members of EAA
EAA EXPERIMENTER
EAA membership and EAA EXshyPERIMENTER magazine is available for $2800 per year (Sport Aviation not inshycluded) Current EAA members may receiveEAA EXPERIMENTER for$1800 per year
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the following address
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
~~~~ lgt~~ bull y bull
~VJ~ ~ bull ~llJ~f~- ~ bull S~fmiddotl
The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
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DISCOVER EAA VIDEO THE STEALTH REVEALED A VISIT TO EAA OSHKOSH AND BEYONDmiddot One of the first major public showings of the US Air Force F-117A Stealth Fighter came during EM OSHKOSH 90 Now relive that historic moment and witness never-before-seen govshyernment footage of the Stealth in combat during the Gulf War Also features an exclusive interview with Capt Rob Donaldson leading F-117A pilot of the Gulf War NEW RELEASE (30 min)
AEROCAR GIVING THE AUTOMOBILE ITS WINGS A chronicle of the 40-year history of the AEROCAR Produced in cooperation with designerinventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR - the roadable airplane (35 min)
NEW VIDEO
EAA OSHKOSH 91
AVIATION AT ITS BEST Experience this annual gathering of the family of flight with the offishycial 1991 EM Fly-In Convention video Enjoy the tribute to the 1930s Golden Age of Air Racing the 50th Anniversary of the Flying Tigers and a special salute to the Allied air power of Operation Deshysert Storm Plus plenty of anshytiques classics warbirds the latest in homebuilts ultralights and more (60 min)
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FASCINATION WITH FLIGHT From the quiet beauty of ballooning to the excitement of aerobatshyics this new video from EMs award-winning Paul Harvey Audio Video Center is a fast-paced overview of the many distinct facets of sport aviation Included in this show are segments on Balloons Hang-Gliders Ultralights Antiques and Classics Homebuilts Warbirds and more (30 min)
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Hear from some of the best-known names in aerobatics as they relate their experiences and suggestions for selecting the proper instructor training sequence airplane and more Ride along on an instrucshytional flight and get a feeling for basic aerobatic maneuvers from both inside and outside the cockpit A must for anyone thinking about pursuing aerobatic training or anyone with an interest in aerobatic flight (60 min)
$2995 TO ORDER ANY EAA VIDEO
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Major credit cards accepted_ Ask about saving money on every purchase through the EAA Air Adventure Video Club
middotplus $3 shipping and handling Wisconsin residents add 5 sales tax
1952 Cessna 170B N2650D SIN 20802
This pristine 170B has been given the total TLC treatment since being purshychased in 1988 by its owners Ken and Helen Cobb (EAA 182685) of Naples Florida A new paint job in Alumigrip really improved the outside appearance right down to the original metal wheelshypants Inside a new interior was inshystalled including new seat coverings and the panel was updated with all new radios and complete instrument overshyhaul Under the cowling the Continenshytal 145 was majored to zero tolerance with chromed cylinders The original propeller and spinner were polished to a bright shine As Ken says This project started as a replace all rusty screws with stainless screws and grew into a very nice looking restoration
The 170B has approximately 3100 hours on the airframe with no damage
history heavy gear Cleveland brakes and original engine prop and wheelshypants Although the pretty Cessna has scored well at every fly-in to date Ken and Helen have yet to make the Oshkosh Fly-In We all hope they will be able to
make the flight from Florida to Wisconshysin in 1992 so we can get a close look at N2650D Congratulations to Ken and Helen Cobb on a nice job of replacing rusty screws Your efforts show exshycellent results
Cessna 140A N5300C SIN 15420 Purchased in 1966 by John Lucas
(EAA 370887) and Dave Emmett of
Emporium PA this particular 1950 Cessna 140A has been used for obtainshying STC approval for the installation of
a Continental 0-200 engine The 0-200 engine was purchased
from Lycoming in Williamsport PA who were using the engine for test purshyposes Installed in N5300C the first Continental 0-200 STC was approved Dec 1 1967 with revised approval dates of March 12 1980 July 2 1980 and May 11 1981 The first STC was sold on 12-4-78 and John reports they have been averaging about ten per year since that time Apparently the extra 10 to 15 horsepower makes the 140A pershyform remarkably well which explains the popularity of the STC
John Lucas passed his 80th birthday on July 23rd and has a new partner John Richard Lucas (his son) to carryon the good work with the 0-200 Cessna 140A N5300C Long live the marque
Taylorcraft DCO-65 C-FJLH From the far north comes this photo
of a Taylorcraft DCO-65 C-FJLH owned by Floyd Stromstedt of Box 296 Berwyn Alberta TOH OEO Canada Loshycated in the northwest part of Alberta almost at the beginning of the Acan highway the DCO-65 is the only one in the area in fact its the only one anybody in the area has seen Floyd enjoys flying the 65 hp tandem on wheels however he is curious if anyone has ever put a larger engine in a DCOshy65 such as a C-85 and if anyone has heard of such an airplane being put on floats Any help would be appreciated Write Floyd at the above address
VINTAGE AIRPLANE 25
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
Kent England Cesare Arcari Corgeno Va Italy Ted Bahl Fresno CA James R Baker Colorado Springs CO James R Barnett Niagara Falls
Canada Wayne Bausch AmesIA John R Beal Faribault MN Carlo Berti Modena Italy Bob G Berwick Las Vegas NV Harold Bish Hermann MO Frank W Blundell Lock Haven PA Scott Boelman Rancho Santa Marga
CA Claude Brochu Prince Cookshire
Canada W J Brockhouse
Prairie Village KS Wesley Brown Kailua Kona HI
(Sponsor Arthur F Stockel) Barry Burgoon Winter Haven FL Frank Cella Park Ridge IL Glen Childers Ada OK Bernard W Clayton Wolfe City TX Chris Coios Haverhill MA Charles Cole Brookneal V A Steven E Collins San Diego CA William H Cone Jr San Diego CA Charles Conrad Jr Huntington
Beach CA John P Coppolelli San Diego CA Milton Crookston Santa Barbara CA Robert Deleon Stafford TX Richard Delmas St Louis MO Duane Dickson Belmont CA Chuck Doyle Jr Minnetonka MN Carl Driftmyer Port Clinton OH Patrick J Driscoll Caldwell ID Harry Drover Ontario Canada Larry Eberst Delaware OH Bryon Engskow Pompano Beach FL Leighton B Ferguson Peru IN Jeffrey H Forrest Livonia MI Douglas Freeman Farmington ME Mary P Gabriel West Wareham MA Charles H Gaffeney Wilmington DE Victor Gaston Madrid Spain Scott A Gifford Safford AZ Dean L Gustavson
Salt Lake City UT Benjamin H Hall Jr Tullahoma TN Sherman W Hallowell Jr Carmel ME Aaron W Hamel St Charles MO
William D Hammond Littleton MA John J Hart Jr Wichita KS James Hawks Beverly MA Paul A Hayes Phoenix AZ Steven L Hendrickson Everett W A William N Hester Reidsville NC Bruce Hickle Crystal River FL Richard Hilsinger Westfield NJ T C Hoagland Port Orchard WA Richard Hoffman Sherman Oaks CA Rodolfo Hott Osorno Chile Jim W Howard Mc Minnville TN Kenneth L Howard Collinsville OK Ernest D Howes
West Wareham MA John V Hufford Lexington KY Joseph D Jackson Sr LockportIL Robert R Johnson Brooklyn WI David J Karl Carrollton GA Dale E Kennedy Fairmont WV Scott Klein Farmington UT Tim H Klohn Hudson Canada Larry Knechtel Seattle WA Brian Koldyk Saskatoon Canada George Kost Nome AK Lois D Kowalski Englewood CO Joseph R Kuth Duluth MN Rene Lafreniere Calgary Canada Don Lance Three Mile Bay NY Clyde A Laughlin Seattle W A Bernard Leeward Chapel Hill NC George Leighton Seattle W A Michael Leighton Lantana FL James W Lobb Waxahachie TX Clifton Lowe Cadiz KY Anthony Maiuro New Albany IN Marvin C May Princeton IL Robert F Melillo Great Barrington MA David A Mihalic Mammoth Cave KY Dion H Miller Shady Cove OR Douglas D Miller Shreveport LA Jerry Miller Vulcan MI Price Miller Gig Harbor W A
(Sponsor John Holmberg) Vern T Miller Hillsboro NC William R Miller ColumbusOH Stephen Mitchell Castle Hill Australia Karen S Monteith South Milwaukee
WI Jeff Moody San Gabriel CA Arthur M Moose Mt Pleasant NC Patrick E Morency Edmonton Canada Kenneth D Morris Plantsville CT Troy Naber York NE Steve R Nagel Houston TX Harold G Nelson Crawford TX
Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
Calumet MI Lawrence A Terrigno Placentia CA Mark J Tyoe Little Falls NY Paul H Vellinga Mesa AZ Calvin Wagner Sarasota FL Robert Wagner West Milton OH
(Sponsor Ralph Orndorf) Robert T Warner Leesburg VA William E Warren Parsonsburg MD Mark A Westall Sanibel Island FL Gary S Whittker Kingsport TN Peter A Wickwire Townsend GA Carl J Wilgosz Maple Heights OH Richard S Wilkins
Port St Lucie FL Robert H Williams Weil Am Rhein
Germany Robert Wood Cocoa FL Bill Wright Saint Helena CA Paul L Yount Jr Houston TX James L Zale Elizabethtown PA
VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromeshymoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406shy388-6069 FAX 406388-0170 Repair stashytion No QK5R148N
Parachutes - Toll Free 1-800-526-2822 New amp Used Parachutes We take trade-ins 5-year repair or replacement warranty many styles in stock Parachute Associates Inc 2 Linda Lane Suite A Vincentown NJ 08088609859-3397 (C792)
ANC-19 Bulletin - Wood Aircraft Inspecshytion and Fabrication 1951 edition now available as reprint Early aircraft Service Notes rigging data other titles available Send SASE for listing and prices John W Grega 355 Grand Blvd Bedford OH 44146 (c-392)
VINTAGE AIRCRAFT AND ENGINES shyOut-of-print literature history restoration manuals etc Unique list of 2000+ scarce items $300 JOHN ROBY 3703V Nassau San Diego CA 92115 (Established 1960) (c-1092)
C-26 Champion Spark Plugs - New and reconditioned New - $1475 reconditioned shy$575 to $975 Eagle Air 2920 Emerald Drive Jonesboro GA 30236 404478shy2310 (c-1092)
GEE BEE R-2 MONOCOUPE 110 Spl Hall BULLDOG top scale rated model PLANS used by Replica Builders Plus others by Vern Clements EAA 9297 308 Palo Alto Caldwell 10 83605 Extensive Catalog $300
Now Available - 30-inch x 5-inch Golden Age smooth Aero Tyres and Custom Wire Wheels finished Authentic Irish Linen Fabric Covering Antique Instruments evaluated repaired or completely restored Vintage Aero 518962-2323 Send $300 for Catalogue Rt 22 Westport NY 12993
PLANS Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings Welded parts availshyable Write to PO Box 228 Needham MA 02192 or call days 617444-5480 (c-1092)
AIRCRAFT OWNERS SAVE MONEY FLY AUTOGAS If you use 80 octane avgas now you could be using less expensive autogas with an EMmiddotSTC
Get your STC from EM - the organization that pioneered the first FAA approval for an alternative to expensive avgas
CALL TODAY FOR MORE INFORMATION 414-426-4800
Or write EAA-STC EAA Aviation Center Oshkosh WI 54903-3065
For faster service have your airplanes N number and serial number your engines make model and serial number and your credit card number ready
30 JANUARY 1992
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 1 9 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership (FAX (414) 426-4873
ANTIQUECLASSICS
EAA Member - $2000 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $3000 Includes one year membership in the EAA AntiqueshyClassic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation QQ1 included
lAC
Membership in the International Aerobatic Club Inc is $3000 annually which inshycludes 12 issues of Sport Aerobatics All IAC members are required to be members of EAA
WARBIRDS
Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird memshybers are required to be members of EAA
EAA EXPERIMENTER
EAA membership and EAA EXshyPERIMENTER magazine is available for $2800 per year (Sport Aviation not inshycluded) Current EAA members may receiveEAA EXPERIMENTER for$1800 per year
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Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the following address
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
~~~~ lgt~~ bull y bull
~VJ~ ~ bull ~llJ~f~- ~ bull S~fmiddotl
The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
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DISCOVER EAA VIDEO THE STEALTH REVEALED A VISIT TO EAA OSHKOSH AND BEYONDmiddot One of the first major public showings of the US Air Force F-117A Stealth Fighter came during EM OSHKOSH 90 Now relive that historic moment and witness never-before-seen govshyernment footage of the Stealth in combat during the Gulf War Also features an exclusive interview with Capt Rob Donaldson leading F-117A pilot of the Gulf War NEW RELEASE (30 min)
AEROCAR GIVING THE AUTOMOBILE ITS WINGS A chronicle of the 40-year history of the AEROCAR Produced in cooperation with designerinventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR - the roadable airplane (35 min)
NEW VIDEO
EAA OSHKOSH 91
AVIATION AT ITS BEST Experience this annual gathering of the family of flight with the offishycial 1991 EM Fly-In Convention video Enjoy the tribute to the 1930s Golden Age of Air Racing the 50th Anniversary of the Flying Tigers and a special salute to the Allied air power of Operation Deshysert Storm Plus plenty of anshytiques classics warbirds the latest in homebuilts ultralights and more (60 min)
$2495 GETTING STARTED IN AEROBATICS
FASCINATION WITH FLIGHT From the quiet beauty of ballooning to the excitement of aerobatshyics this new video from EMs award-winning Paul Harvey Audio Video Center is a fast-paced overview of the many distinct facets of sport aviation Included in this show are segments on Balloons Hang-Gliders Ultralights Antiques and Classics Homebuilts Warbirds and more (30 min)
$2495 (Available In November 1991)
$3995
Hear from some of the best-known names in aerobatics as they relate their experiences and suggestions for selecting the proper instructor training sequence airplane and more Ride along on an instrucshytional flight and get a feeling for basic aerobatic maneuvers from both inside and outside the cockpit A must for anyone thinking about pursuing aerobatic training or anyone with an interest in aerobatic flight (60 min)
$2995 TO ORDER ANY EAA VIDEO
Call 1-800-843-3612 (Outside U_S 414426-4800) or write EAA Aviation Foundation Dept MO PO Box 3065 Oshkosh WI 54903-3065
Major credit cards accepted_ Ask about saving money on every purchase through the EAA Air Adventure Video Club
middotplus $3 shipping and handling Wisconsin residents add 5 sales tax
An information exchange column with input from readers
Dear Buck Ijust received the November issue of
VINTAGE AIRPLANE and the portion of your column about Oshkosh being too big hit me right in the eye Let me explain that Im not the sort of person who calls radio talk shows or writes to newspapers Im more the sort who lisshytens reads and learns but once in awhile something makes my ears stand up Such was the feeling I got from your column
Let me give you a little background on myself Im forty-four years old and just celebrated the one year anniversary of my Private Pilots license It took me four years to earn my ticket because frankly I cannot afford to fly I bought my 1946 Ercoupe 415C from Mr Bob Washburn of Burlington Wisconsin Bob is a CFI and I conned him into free dual through solo as part of the deal That lovely old airplane taught me to fly something it and its brothers had been doing for more years than Ive been alive It will probably be the only airplane Ill ever own and Im not conshycerned with any additional ratings
I joined EAA in 1981 and shortly thereafter became a Charter member of EAA Chapter 790 in Barrington Ilshylinois I knew very little about airplanes but ended up writing the Chapter newsletter for four years My wife and I attended our first Oshkosh Convention in 1983 We have gone to Oshkosh ever year since Oshkosh is our vacation We save all year just as you said We hook up our used pop-up and camp at Camp Scholler for the enshytire week Its the only vacation trip we take
Yes Oshkosh is too big but oh what wonderful bigness In nine years I havent seen it all I doubt if Ill ever see it all But the things Ive seen and the people Ive met are treasures Ill carry forever Since we seldom get the same campsite each year we always
26 JANUARY 1992
meet new neighbors at Oshkosh One year I met a gentleman from Germany who had made his first trip to the USA just to attend Oshkosh He was an aircraft historian and pilot and we talked until 400 am At Oshkosh 91 I was slogging to the showers about 730 am one morning Along came a red VW with Paul Poberezny at the wheel It was just he and I on that road As he passed I said Good morning Paul He responded Good morning You see he is still a greeter
Each year I try to spend some time helping out at the Ercoupe Owners Club booth in the Type tent Ive heard the comments Im not coming back The lines are too long The prices are too high Then for every sourpuss along comes three or four super people just bubbling with enthusiasm and wonder Sure the lines are long but my wife and I talk to the other people in those lines while we wait Weve met so many interesting people that way
All of us are involved in small groups throughout the year Our work place church social clubs etc And face it in each of those groups are people we dont really get along with So we spend part of our time trying to avoid contact with those people Some of our good times are dampened by the loudshymouth the know-it-all or the gossip spreader We dont have to deal with that at Oshkosh If for instance I didnt agree with your attitude I could attend Oshkosh the rest of my life and never have to cross your path Oshkosh gives me that choice To flip the coin the bigness of Oshkosh has enabled me to run across more aviation greats than I would ever believe possible As I stated before Im one who listens and learns Ive heard from or talked to Fred Weick Gordon Baxter Bob Hoover WWII aces pilots of Mustangs jet fighters airliners Reno racers homebuilts antiques classics and ultralights
by Buck Hilbert (EAA 21 Ale 5) P O Box 424 Union IL 60180
Living legends the stuff I read and dreamed of The stuff I still read and dream of
Ill probably never fly to Oshkosh Im low time and the traffic bothers me My Ercoupe is nice but not show quality But I thank and admire the people who do fly in And I dont ever feel left out Ive found the words Ershycoupe Owner Private Pilot EAA member and I love airplanes are my ticket to the club
At least one day each year I find myself out on the flight line alone I usually just meander the entire line I go to the Warbirds to hear and smell the power and money I try to think of those metal monsters tamed by kids just out of high-school and wonder if Id have had the guts to do what they did Then I pass through the Homebuilts and admire the dedication of people who spend all those hours building an airplane just right Next are the Antiques and Classhysics where I look at the planes I used to build models of as a kid I spend the most time there Last are the Ultralights At six foot five and 250 pounds Im too big for most of them but they fascinate me So there I am me and about 500000 others but Im all alone in my thoughts and feelings
One year as I strolled alone I stopped at the point where Air Show center used to be The ground seems to be higher there and as I turned I could see the entire flight line The sky was blue and full of puffball cumulus As I gazed over the hundreds of planes and thousands of people a strange feeling came over me I started to smile and said to myself Right here right now there is no place on this earth that I would rather be
That is what the bigness of Oshkosh means to me That feeling wouldnt have happened if I were looking at a dozen planes and fifty people That feeling brings me back each year Its
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
Kent England Cesare Arcari Corgeno Va Italy Ted Bahl Fresno CA James R Baker Colorado Springs CO James R Barnett Niagara Falls
Canada Wayne Bausch AmesIA John R Beal Faribault MN Carlo Berti Modena Italy Bob G Berwick Las Vegas NV Harold Bish Hermann MO Frank W Blundell Lock Haven PA Scott Boelman Rancho Santa Marga
CA Claude Brochu Prince Cookshire
Canada W J Brockhouse
Prairie Village KS Wesley Brown Kailua Kona HI
(Sponsor Arthur F Stockel) Barry Burgoon Winter Haven FL Frank Cella Park Ridge IL Glen Childers Ada OK Bernard W Clayton Wolfe City TX Chris Coios Haverhill MA Charles Cole Brookneal V A Steven E Collins San Diego CA William H Cone Jr San Diego CA Charles Conrad Jr Huntington
Beach CA John P Coppolelli San Diego CA Milton Crookston Santa Barbara CA Robert Deleon Stafford TX Richard Delmas St Louis MO Duane Dickson Belmont CA Chuck Doyle Jr Minnetonka MN Carl Driftmyer Port Clinton OH Patrick J Driscoll Caldwell ID Harry Drover Ontario Canada Larry Eberst Delaware OH Bryon Engskow Pompano Beach FL Leighton B Ferguson Peru IN Jeffrey H Forrest Livonia MI Douglas Freeman Farmington ME Mary P Gabriel West Wareham MA Charles H Gaffeney Wilmington DE Victor Gaston Madrid Spain Scott A Gifford Safford AZ Dean L Gustavson
Salt Lake City UT Benjamin H Hall Jr Tullahoma TN Sherman W Hallowell Jr Carmel ME Aaron W Hamel St Charles MO
William D Hammond Littleton MA John J Hart Jr Wichita KS James Hawks Beverly MA Paul A Hayes Phoenix AZ Steven L Hendrickson Everett W A William N Hester Reidsville NC Bruce Hickle Crystal River FL Richard Hilsinger Westfield NJ T C Hoagland Port Orchard WA Richard Hoffman Sherman Oaks CA Rodolfo Hott Osorno Chile Jim W Howard Mc Minnville TN Kenneth L Howard Collinsville OK Ernest D Howes
West Wareham MA John V Hufford Lexington KY Joseph D Jackson Sr LockportIL Robert R Johnson Brooklyn WI David J Karl Carrollton GA Dale E Kennedy Fairmont WV Scott Klein Farmington UT Tim H Klohn Hudson Canada Larry Knechtel Seattle WA Brian Koldyk Saskatoon Canada George Kost Nome AK Lois D Kowalski Englewood CO Joseph R Kuth Duluth MN Rene Lafreniere Calgary Canada Don Lance Three Mile Bay NY Clyde A Laughlin Seattle W A Bernard Leeward Chapel Hill NC George Leighton Seattle W A Michael Leighton Lantana FL James W Lobb Waxahachie TX Clifton Lowe Cadiz KY Anthony Maiuro New Albany IN Marvin C May Princeton IL Robert F Melillo Great Barrington MA David A Mihalic Mammoth Cave KY Dion H Miller Shady Cove OR Douglas D Miller Shreveport LA Jerry Miller Vulcan MI Price Miller Gig Harbor W A
(Sponsor John Holmberg) Vern T Miller Hillsboro NC William R Miller ColumbusOH Stephen Mitchell Castle Hill Australia Karen S Monteith South Milwaukee
WI Jeff Moody San Gabriel CA Arthur M Moose Mt Pleasant NC Patrick E Morency Edmonton Canada Kenneth D Morris Plantsville CT Troy Naber York NE Steve R Nagel Houston TX Harold G Nelson Crawford TX
Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
Calumet MI Lawrence A Terrigno Placentia CA Mark J Tyoe Little Falls NY Paul H Vellinga Mesa AZ Calvin Wagner Sarasota FL Robert Wagner West Milton OH
(Sponsor Ralph Orndorf) Robert T Warner Leesburg VA William E Warren Parsonsburg MD Mark A Westall Sanibel Island FL Gary S Whittker Kingsport TN Peter A Wickwire Townsend GA Carl J Wilgosz Maple Heights OH Richard S Wilkins
Port St Lucie FL Robert H Williams Weil Am Rhein
Germany Robert Wood Cocoa FL Bill Wright Saint Helena CA Paul L Yount Jr Houston TX James L Zale Elizabethtown PA
VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromeshymoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406shy388-6069 FAX 406388-0170 Repair stashytion No QK5R148N
Parachutes - Toll Free 1-800-526-2822 New amp Used Parachutes We take trade-ins 5-year repair or replacement warranty many styles in stock Parachute Associates Inc 2 Linda Lane Suite A Vincentown NJ 08088609859-3397 (C792)
ANC-19 Bulletin - Wood Aircraft Inspecshytion and Fabrication 1951 edition now available as reprint Early aircraft Service Notes rigging data other titles available Send SASE for listing and prices John W Grega 355 Grand Blvd Bedford OH 44146 (c-392)
VINTAGE AIRCRAFT AND ENGINES shyOut-of-print literature history restoration manuals etc Unique list of 2000+ scarce items $300 JOHN ROBY 3703V Nassau San Diego CA 92115 (Established 1960) (c-1092)
C-26 Champion Spark Plugs - New and reconditioned New - $1475 reconditioned shy$575 to $975 Eagle Air 2920 Emerald Drive Jonesboro GA 30236 404478shy2310 (c-1092)
GEE BEE R-2 MONOCOUPE 110 Spl Hall BULLDOG top scale rated model PLANS used by Replica Builders Plus others by Vern Clements EAA 9297 308 Palo Alto Caldwell 10 83605 Extensive Catalog $300
Now Available - 30-inch x 5-inch Golden Age smooth Aero Tyres and Custom Wire Wheels finished Authentic Irish Linen Fabric Covering Antique Instruments evaluated repaired or completely restored Vintage Aero 518962-2323 Send $300 for Catalogue Rt 22 Westport NY 12993
PLANS Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings Welded parts availshyable Write to PO Box 228 Needham MA 02192 or call days 617444-5480 (c-1092)
AIRCRAFT OWNERS SAVE MONEY FLY AUTOGAS If you use 80 octane avgas now you could be using less expensive autogas with an EMmiddotSTC
Get your STC from EM - the organization that pioneered the first FAA approval for an alternative to expensive avgas
CALL TODAY FOR MORE INFORMATION 414-426-4800
Or write EAA-STC EAA Aviation Center Oshkosh WI 54903-3065
For faster service have your airplanes N number and serial number your engines make model and serial number and your credit card number ready
30 JANUARY 1992
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 1 9 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership (FAX (414) 426-4873
ANTIQUECLASSICS
EAA Member - $2000 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $3000 Includes one year membership in the EAA AntiqueshyClassic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation QQ1 included
lAC
Membership in the International Aerobatic Club Inc is $3000 annually which inshycludes 12 issues of Sport Aerobatics All IAC members are required to be members of EAA
WARBIRDS
Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird memshybers are required to be members of EAA
EAA EXPERIMENTER
EAA membership and EAA EXshyPERIMENTER magazine is available for $2800 per year (Sport Aviation not inshycluded) Current EAA members may receiveEAA EXPERIMENTER for$1800 per year
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the following address
EAA A VIA TlON CENTER P_O BOX 3086
OSHKOSH WI 54903-3086 PHONE (414) 426-4800
FAX (414) 426-4828 OFFICE HOURS
815-500 MON-FRI 1-800-322-2412
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
~~~~ lgt~~ bull y bull
~VJ~ ~ bull ~llJ~f~- ~ bull S~fmiddotl
The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
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DISCOVER EAA VIDEO THE STEALTH REVEALED A VISIT TO EAA OSHKOSH AND BEYONDmiddot One of the first major public showings of the US Air Force F-117A Stealth Fighter came during EM OSHKOSH 90 Now relive that historic moment and witness never-before-seen govshyernment footage of the Stealth in combat during the Gulf War Also features an exclusive interview with Capt Rob Donaldson leading F-117A pilot of the Gulf War NEW RELEASE (30 min)
AEROCAR GIVING THE AUTOMOBILE ITS WINGS A chronicle of the 40-year history of the AEROCAR Produced in cooperation with designerinventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR - the roadable airplane (35 min)
NEW VIDEO
EAA OSHKOSH 91
AVIATION AT ITS BEST Experience this annual gathering of the family of flight with the offishycial 1991 EM Fly-In Convention video Enjoy the tribute to the 1930s Golden Age of Air Racing the 50th Anniversary of the Flying Tigers and a special salute to the Allied air power of Operation Deshysert Storm Plus plenty of anshytiques classics warbirds the latest in homebuilts ultralights and more (60 min)
$2495 GETTING STARTED IN AEROBATICS
FASCINATION WITH FLIGHT From the quiet beauty of ballooning to the excitement of aerobatshyics this new video from EMs award-winning Paul Harvey Audio Video Center is a fast-paced overview of the many distinct facets of sport aviation Included in this show are segments on Balloons Hang-Gliders Ultralights Antiques and Classics Homebuilts Warbirds and more (30 min)
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Hear from some of the best-known names in aerobatics as they relate their experiences and suggestions for selecting the proper instructor training sequence airplane and more Ride along on an instrucshytional flight and get a feeling for basic aerobatic maneuvers from both inside and outside the cockpit A must for anyone thinking about pursuing aerobatic training or anyone with an interest in aerobatic flight (60 min)
$2995 TO ORDER ANY EAA VIDEO
Call 1-800-843-3612 (Outside U_S 414426-4800) or write EAA Aviation Foundation Dept MO PO Box 3065 Oshkosh WI 54903-3065
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middotplus $3 shipping and handling Wisconsin residents add 5 sales tax
adventure Find the old friends who will be the new friends Thats the chalshylenge of Oshkosh for me
I admire and applaud every volunteer who makes Oshkosh what it is I hope sometime I can afford to take more time off work and become a volunteer I also hope those who feel Oshkosh is too big will look again Its what you make of it Make the bigness a positive You know in the years Ive been attending Ive never found time to attend one of the workshops I will though You can count on it
As I stated before your article really stirred something in me I want to thank you for your time and patience If you want to print any of my comments you have my permission
Thank you William L Matuscak EAA 184868 AlC 14735
TO Buck Hilbert Yes the three EAAers do have a
point But they have forgotten how fortunate they are relative to the EAA en toto Im 63 retired and havent flown a plane since 1949 (flew J-3s and Stinson 108) I got involved in work family problems and part my own lazishyness and then seeing most of our northshyern Illinois airport fall to the developers hammer just as I was getting ready to get my license It just never happened
When a plane flies overhead I still look up I went to OSHKOSH 91 after a 12 yea r hiatus I go to local fly -ins including radio control models (lot of EAAers in this) Belong to EAA Chapshyter 81 here in Tucson Belong to the Puma Air and Space Museum and supshyport the Arizona Aviation Historical Society
Because I now do not fly nor am I in the process of building or restoring I am not as fully accepted by the piloting community as if I did You can sense this - and because of and in spite of all this Im one of those endowment donors to the EAA for the reasons you spelled out in your column Just maybe the endowment will someday help a youngster or two fly and stay with it Maybe make a career in aviation or if nothing more keep an active interest and additionally to support aviation
So remind the three EAAers and others of similar mind that the day they go West theyll have had many hours and years of pleasurable flying something I will never have had - and the EAA contributed to and helped
make it possible If the three really want to help
general and sport aviation they should get involved politically to stop and exshyterminate an intrusive socialisticshyliberal Congress That is your enemy
Keep at it Buck Roy Feher Maybe Ill get to meet you at OSHshy
KOSH 92
Roy You my friend are my kind of guy
I was a lucky one A combination of being in the right place at the right time gave me a wonderful life I got to meet some of the greats that were OUR boyhood heroes I got to FLY some of the best equipment in the world shymilitary civilian and airline - and best of all I meet people like you who feel much the same way about EAA and all it stands for
Really I wish I could tell the whole world about it but to say anything at all to you would be preaching to the choir
Thanks a bunch Roy for your letter and your support of EAA and the Founshydation and YES Ill see you at OSHshyKOSH 92 Ill be out there with the EAA photo ships Look me up there
Over to you Roy
Dear Buck While I am not a bona fide classic-er
I have come to enjoy your column in VINTAGE AIRPLANE In fact I realshyly am a classic-er since my factory built is a 57 172 I don think of it as a show plane but just a family flivver but I recall many years ago when you and I sharted time around the EAA Directors table and you once asked me Wouldnt you like to have your 172 qualify as a show plane one day This was back in your early efforts to adshyvance the qualifying year for show planes
Your November column concerning the size of Oshkosh - I guess we have to roll with it I started with EAA in 1964 which by todays standards makes me an old-timer I guess Like my 172 I dont feel that way I just am At least I can make the comparison with what EAA has become
Regardless of the size what interests me most about EAA is the involvement that my entire family shares Back in 1963 a friend loaned me some EAA magazines (Id never heard of EAA) Mary and I traveled to Rockford as the start of our vacation the next year and I
joined up Mary was carrying our first child then later to deliver our oldest daughter Now that daughter has her own family and though her husband cares not about aviation she has brought them all to Oshkosh to show them what she grew up with She wants her sons to go with us (now grandpa and grandma) in the future
My son just received his private license last month and has transitioned to taildraggers so he can be a real pilot His Christmas request An EAA membership Im pretty proud
My youngest daughter is studying enshygineering at Iowa State and her dorm room is under the final for the Ames airport In weather when the windows are open its hard for her to study The airplanes overhead remind her so much of Oshkosh that her mind travels 400 miles away from the books to that airshyport by the lake re-living the sights and sounds There is glider activity at the Ames airport and her one desire some spring afternoon is to try soundless flight
Thats three out of three Although none will likely be in aviation for a career each has had their life shaped by that one week each summer and the ongoing chapter activities The goals and ideals and wholesomeness which surround our EAA is a great part of that influence As we get larger I too have noted the fringe elements in the campground and on the flight line I hope it is a long time before these folks have a significant impact on our orshyganization and it is up to the rest of us to slow their impact as much as we can and to preserve as much as we can for our grandchildren and others
New subject Back in 1971 I sugshygested to Paul that someone should tape record the forums at Oshkosh He told me the idea had come up before but that what was needed was a volunteer After kicking it around I borrowed a tape recorder and stepped forward My first effort was at OSHKOSH 72 And faster than kids grow up I have been at that for 20 years now Thats what Oshshykosh has become for me an effort to preserve history Im pretty singleshyminded about it and only yesterday did it occur to me that on request I can deliver voices from 20 years ago Words from some persons who are no longer living
The forums have expanded from 44 the first year to more than 300 now
(Continued on Page 28) VINTAGE AIRPLANE 27
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
Kent England Cesare Arcari Corgeno Va Italy Ted Bahl Fresno CA James R Baker Colorado Springs CO James R Barnett Niagara Falls
Canada Wayne Bausch AmesIA John R Beal Faribault MN Carlo Berti Modena Italy Bob G Berwick Las Vegas NV Harold Bish Hermann MO Frank W Blundell Lock Haven PA Scott Boelman Rancho Santa Marga
CA Claude Brochu Prince Cookshire
Canada W J Brockhouse
Prairie Village KS Wesley Brown Kailua Kona HI
(Sponsor Arthur F Stockel) Barry Burgoon Winter Haven FL Frank Cella Park Ridge IL Glen Childers Ada OK Bernard W Clayton Wolfe City TX Chris Coios Haverhill MA Charles Cole Brookneal V A Steven E Collins San Diego CA William H Cone Jr San Diego CA Charles Conrad Jr Huntington
Beach CA John P Coppolelli San Diego CA Milton Crookston Santa Barbara CA Robert Deleon Stafford TX Richard Delmas St Louis MO Duane Dickson Belmont CA Chuck Doyle Jr Minnetonka MN Carl Driftmyer Port Clinton OH Patrick J Driscoll Caldwell ID Harry Drover Ontario Canada Larry Eberst Delaware OH Bryon Engskow Pompano Beach FL Leighton B Ferguson Peru IN Jeffrey H Forrest Livonia MI Douglas Freeman Farmington ME Mary P Gabriel West Wareham MA Charles H Gaffeney Wilmington DE Victor Gaston Madrid Spain Scott A Gifford Safford AZ Dean L Gustavson
Salt Lake City UT Benjamin H Hall Jr Tullahoma TN Sherman W Hallowell Jr Carmel ME Aaron W Hamel St Charles MO
William D Hammond Littleton MA John J Hart Jr Wichita KS James Hawks Beverly MA Paul A Hayes Phoenix AZ Steven L Hendrickson Everett W A William N Hester Reidsville NC Bruce Hickle Crystal River FL Richard Hilsinger Westfield NJ T C Hoagland Port Orchard WA Richard Hoffman Sherman Oaks CA Rodolfo Hott Osorno Chile Jim W Howard Mc Minnville TN Kenneth L Howard Collinsville OK Ernest D Howes
West Wareham MA John V Hufford Lexington KY Joseph D Jackson Sr LockportIL Robert R Johnson Brooklyn WI David J Karl Carrollton GA Dale E Kennedy Fairmont WV Scott Klein Farmington UT Tim H Klohn Hudson Canada Larry Knechtel Seattle WA Brian Koldyk Saskatoon Canada George Kost Nome AK Lois D Kowalski Englewood CO Joseph R Kuth Duluth MN Rene Lafreniere Calgary Canada Don Lance Three Mile Bay NY Clyde A Laughlin Seattle W A Bernard Leeward Chapel Hill NC George Leighton Seattle W A Michael Leighton Lantana FL James W Lobb Waxahachie TX Clifton Lowe Cadiz KY Anthony Maiuro New Albany IN Marvin C May Princeton IL Robert F Melillo Great Barrington MA David A Mihalic Mammoth Cave KY Dion H Miller Shady Cove OR Douglas D Miller Shreveport LA Jerry Miller Vulcan MI Price Miller Gig Harbor W A
(Sponsor John Holmberg) Vern T Miller Hillsboro NC William R Miller ColumbusOH Stephen Mitchell Castle Hill Australia Karen S Monteith South Milwaukee
WI Jeff Moody San Gabriel CA Arthur M Moose Mt Pleasant NC Patrick E Morency Edmonton Canada Kenneth D Morris Plantsville CT Troy Naber York NE Steve R Nagel Houston TX Harold G Nelson Crawford TX
Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
Calumet MI Lawrence A Terrigno Placentia CA Mark J Tyoe Little Falls NY Paul H Vellinga Mesa AZ Calvin Wagner Sarasota FL Robert Wagner West Milton OH
(Sponsor Ralph Orndorf) Robert T Warner Leesburg VA William E Warren Parsonsburg MD Mark A Westall Sanibel Island FL Gary S Whittker Kingsport TN Peter A Wickwire Townsend GA Carl J Wilgosz Maple Heights OH Richard S Wilkins
Port St Lucie FL Robert H Williams Weil Am Rhein
Germany Robert Wood Cocoa FL Bill Wright Saint Helena CA Paul L Yount Jr Houston TX James L Zale Elizabethtown PA
VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromeshymoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406shy388-6069 FAX 406388-0170 Repair stashytion No QK5R148N
Parachutes - Toll Free 1-800-526-2822 New amp Used Parachutes We take trade-ins 5-year repair or replacement warranty many styles in stock Parachute Associates Inc 2 Linda Lane Suite A Vincentown NJ 08088609859-3397 (C792)
ANC-19 Bulletin - Wood Aircraft Inspecshytion and Fabrication 1951 edition now available as reprint Early aircraft Service Notes rigging data other titles available Send SASE for listing and prices John W Grega 355 Grand Blvd Bedford OH 44146 (c-392)
VINTAGE AIRCRAFT AND ENGINES shyOut-of-print literature history restoration manuals etc Unique list of 2000+ scarce items $300 JOHN ROBY 3703V Nassau San Diego CA 92115 (Established 1960) (c-1092)
C-26 Champion Spark Plugs - New and reconditioned New - $1475 reconditioned shy$575 to $975 Eagle Air 2920 Emerald Drive Jonesboro GA 30236 404478shy2310 (c-1092)
GEE BEE R-2 MONOCOUPE 110 Spl Hall BULLDOG top scale rated model PLANS used by Replica Builders Plus others by Vern Clements EAA 9297 308 Palo Alto Caldwell 10 83605 Extensive Catalog $300
Now Available - 30-inch x 5-inch Golden Age smooth Aero Tyres and Custom Wire Wheels finished Authentic Irish Linen Fabric Covering Antique Instruments evaluated repaired or completely restored Vintage Aero 518962-2323 Send $300 for Catalogue Rt 22 Westport NY 12993
PLANS Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings Welded parts availshyable Write to PO Box 228 Needham MA 02192 or call days 617444-5480 (c-1092)
AIRCRAFT OWNERS SAVE MONEY FLY AUTOGAS If you use 80 octane avgas now you could be using less expensive autogas with an EMmiddotSTC
Get your STC from EM - the organization that pioneered the first FAA approval for an alternative to expensive avgas
CALL TODAY FOR MORE INFORMATION 414-426-4800
Or write EAA-STC EAA Aviation Center Oshkosh WI 54903-3065
For faster service have your airplanes N number and serial number your engines make model and serial number and your credit card number ready
30 JANUARY 1992
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 1 9 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership (FAX (414) 426-4873
ANTIQUECLASSICS
EAA Member - $2000 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $3000 Includes one year membership in the EAA AntiqueshyClassic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation QQ1 included
lAC
Membership in the International Aerobatic Club Inc is $3000 annually which inshycludes 12 issues of Sport Aerobatics All IAC members are required to be members of EAA
WARBIRDS
Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird memshybers are required to be members of EAA
EAA EXPERIMENTER
EAA membership and EAA EXshyPERIMENTER magazine is available for $2800 per year (Sport Aviation not inshycluded) Current EAA members may receiveEAA EXPERIMENTER for$1800 per year
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the following address
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AWWA
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IANI( PAINTiNb AND REPAIRING
SANOIlASTING TANK liNUS AND COATINGS
PREVENTivE TANK AINHNANCE INSPECTION SERVICE LADOER SAfETY EQUIPENI
DISMANTlING AND OVING TANKS
NEW USED AND RECONDITIONED TANKS
VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
~~~~ lgt~~ bull y bull
~VJ~ ~ bull ~llJ~f~- ~ bull S~fmiddotl
The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
INC Aviation Underwriting Agency
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BeCOllle A Metnber Of The EAA AntiqueClassic Insurance Progralll
BENEFITS INCLUDE Call Today bull Lower Uability amp Hull Premiums bull Fleet Discounts bull No Age Penalty 800-727-3823 bull No Hand Propping Exclusions NotAnEAA bull No Component Parts Endorsements AntiqueClassic Member bull A+ Company with In-House Claims ~~~K~ call To Join
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APPROVED
DISCOVER EAA VIDEO THE STEALTH REVEALED A VISIT TO EAA OSHKOSH AND BEYONDmiddot One of the first major public showings of the US Air Force F-117A Stealth Fighter came during EM OSHKOSH 90 Now relive that historic moment and witness never-before-seen govshyernment footage of the Stealth in combat during the Gulf War Also features an exclusive interview with Capt Rob Donaldson leading F-117A pilot of the Gulf War NEW RELEASE (30 min)
AEROCAR GIVING THE AUTOMOBILE ITS WINGS A chronicle of the 40-year history of the AEROCAR Produced in cooperation with designerinventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR - the roadable airplane (35 min)
NEW VIDEO
EAA OSHKOSH 91
AVIATION AT ITS BEST Experience this annual gathering of the family of flight with the offishycial 1991 EM Fly-In Convention video Enjoy the tribute to the 1930s Golden Age of Air Racing the 50th Anniversary of the Flying Tigers and a special salute to the Allied air power of Operation Deshysert Storm Plus plenty of anshytiques classics warbirds the latest in homebuilts ultralights and more (60 min)
$2495 GETTING STARTED IN AEROBATICS
FASCINATION WITH FLIGHT From the quiet beauty of ballooning to the excitement of aerobatshyics this new video from EMs award-winning Paul Harvey Audio Video Center is a fast-paced overview of the many distinct facets of sport aviation Included in this show are segments on Balloons Hang-Gliders Ultralights Antiques and Classics Homebuilts Warbirds and more (30 min)
$2495 (Available In November 1991)
$3995
Hear from some of the best-known names in aerobatics as they relate their experiences and suggestions for selecting the proper instructor training sequence airplane and more Ride along on an instrucshytional flight and get a feeling for basic aerobatic maneuvers from both inside and outside the cockpit A must for anyone thinking about pursuing aerobatic training or anyone with an interest in aerobatic flight (60 min)
$2995 TO ORDER ANY EAA VIDEO
Call 1-800-843-3612 (Outside U_S 414426-4800) or write EAA Aviation Foundation Dept MO PO Box 3065 Oshkosh WI 54903-3065
Major credit cards accepted_ Ask about saving money on every purchase through the EAA Air Adventure Video Club
middotplus $3 shipping and handling Wisconsin residents add 5 sales tax
~PA~SS~T~T~OlJuck Thats how much Oshkosh has grown Each year I lose a few for one reason or another but I have learned to accept that And I am pleased to be able to help out those folks to hear it again or for the first time The AntiqueClassic forums have been recorded since they moved to the Forums Plaza in 1982 My entire collection is nearing 2000 titles
I am enclosing a complete list for your files and perhaps between you and I we can help someone else There may be some information in my collection which is the answer for someone asking
you for information From one old-timer to a longer oldshy
timer Dave Yeoman
Hi Dave No wonder I missed you There you
are down at the Forums tents soaking up all the lore and gore glory and grime while Im at the end of the whip trying to satisify our EAA photographers There aint no justice Bet the ones you missed were cause you fell asleep after doing Campground Security all night
Really Dave I had no idea those years back when you and I had time to talk that the EAA Convention would reach the proportions it has It has beshy
come a panacea for many people - a vacation a vocation a place to dream about to see hear listen and learn like no otherplace in the WORLD
But why am I telling this to you Youve been around just as long as I have and youve done something I could never accomplish Im going to have HG our VINTAGE AIRPLANE Editor take your list of Forum Recordshyings and if he would keep it available so that anyone who wants to have a tape of a forum of his choice can write or cal1 and then he can refer them to you
Dave think youre the GREATEST Do you stil1 play guitar
Over to you Dave
VI~TA(3~ LIT~I2ATUI2~
(Continued from Page 9)
Army Air Corps that their biplanes were outclassed and out-of-date Air races in the past have helped to improve the design of engines and many other imshyportant advances must be credited to them But who can point to any real advance in the past few years
The 1939 Thompson Trophy Race marked the abrubt end to an exciting fascinating progressive era in the hisshytory of aviation Let the memory linger on Heres to you
Doug Davis Roscoe Turner Charley Holman Jimmy Haizlip Benny Howard Jimmy Doolittle Lowell Bayles Jimmy Wedel1 Lee Gehlbach Harold Neumann Steve Wittman Roger Don Rae Lee Miles Marion McshyKeen Harry Crosby Rudy Kling Earl
Ortman Joe Mackey Louise Thaden Jackie Cochran Laura Ingalls Frank Ful1er Paul Mantz Lee Miles Art Chester Tony LeVier and al1 the many many others
GOLDEN AGE BOOK The past year in Vintage Literature
we have taken a quick surface view of the Golden Age of Air Racing which so epitomized the rapid changes in American aviation during the 1930s For those who wish to delve further into the era its pilots aircraft and races there is a new edition of the EAA A viashytion Foundations book THE GOLDEN AGE OF AIR RACING authored by S H Wes Schmid and Truman C Pappy Weaver Long time members of the EAA may remember the two volume set previously offered This new edition features additional new
material as well as all of the previous editions material
Through their efforts and with the help of Weavers extensive air racing photo collection the era comes alive with the people and events that turned air racing into one of Americas most popular sports It is a comprehensive book of over 550 pages and includes tables of air race finishes and a chart of all of the Golden Age racers with registration numbers and race numbers making it a valuable reference to tum to time and again
I consider this book a must for anyone interested in this era THE GOLDEN AGE OF AIR RACING costs $2995 (plus $450 shippinghanshydling) Orders can be placed by calling EAAs toll free hotline 1800843shy3612 (outside of the U S call 414426shy4800)
The following list of coming events is furnished to our readers as a matter of Information only and does not constitute approval sponsorship involvement control or direction of any such event If you would like to have your aviation event (fly-in seminars fly market etc) listed please send the information to EAA Att Golda Cox PO Box 3086 Oshkosh WI 53093-3086 Information should be received four months prior to the event date
April 5-11 Lakeland FL - Annual Sun n Fun EAA Fly-In Make your plans to join us for the warm weather for more information call 813644shy2431
May 23-24 - Decatur AL (DCU) EAA Chapter 941 and Decatur-Athens Aero Services fourth annual reunion and fly-in Homebuilts Classics Antishyques Warbirds and all GA aircraft welshy
come Balloon launch at dawn Campshying on field hotel shuttle available Contact Decatur-Athens Aero Service 205355-5770
June 7 - DeKalb IL EAA Chapter 241 28th Annual Breakfast Fly-In Info 815895-3888
July 8-12 Arlington W A Northwest EAA Fly-In Info 206-435shy5857
July 25 -26 New Berlin IL - Flying S Fa rm Midwes t gathering of Taylorcrafts Contact Al and Mary Smith217478-2671
July 31-Aug 6 Oshkosh VI - 40th Annual EAA Fly-In and Sport A viati oll Convention Wittman Regional Airport Contact John Burton EAA Aviation Center Oshkosh WI 54903-3086 414426-4800
28 JANUARY 1992
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
Kent England Cesare Arcari Corgeno Va Italy Ted Bahl Fresno CA James R Baker Colorado Springs CO James R Barnett Niagara Falls
Canada Wayne Bausch AmesIA John R Beal Faribault MN Carlo Berti Modena Italy Bob G Berwick Las Vegas NV Harold Bish Hermann MO Frank W Blundell Lock Haven PA Scott Boelman Rancho Santa Marga
CA Claude Brochu Prince Cookshire
Canada W J Brockhouse
Prairie Village KS Wesley Brown Kailua Kona HI
(Sponsor Arthur F Stockel) Barry Burgoon Winter Haven FL Frank Cella Park Ridge IL Glen Childers Ada OK Bernard W Clayton Wolfe City TX Chris Coios Haverhill MA Charles Cole Brookneal V A Steven E Collins San Diego CA William H Cone Jr San Diego CA Charles Conrad Jr Huntington
Beach CA John P Coppolelli San Diego CA Milton Crookston Santa Barbara CA Robert Deleon Stafford TX Richard Delmas St Louis MO Duane Dickson Belmont CA Chuck Doyle Jr Minnetonka MN Carl Driftmyer Port Clinton OH Patrick J Driscoll Caldwell ID Harry Drover Ontario Canada Larry Eberst Delaware OH Bryon Engskow Pompano Beach FL Leighton B Ferguson Peru IN Jeffrey H Forrest Livonia MI Douglas Freeman Farmington ME Mary P Gabriel West Wareham MA Charles H Gaffeney Wilmington DE Victor Gaston Madrid Spain Scott A Gifford Safford AZ Dean L Gustavson
Salt Lake City UT Benjamin H Hall Jr Tullahoma TN Sherman W Hallowell Jr Carmel ME Aaron W Hamel St Charles MO
William D Hammond Littleton MA John J Hart Jr Wichita KS James Hawks Beverly MA Paul A Hayes Phoenix AZ Steven L Hendrickson Everett W A William N Hester Reidsville NC Bruce Hickle Crystal River FL Richard Hilsinger Westfield NJ T C Hoagland Port Orchard WA Richard Hoffman Sherman Oaks CA Rodolfo Hott Osorno Chile Jim W Howard Mc Minnville TN Kenneth L Howard Collinsville OK Ernest D Howes
West Wareham MA John V Hufford Lexington KY Joseph D Jackson Sr LockportIL Robert R Johnson Brooklyn WI David J Karl Carrollton GA Dale E Kennedy Fairmont WV Scott Klein Farmington UT Tim H Klohn Hudson Canada Larry Knechtel Seattle WA Brian Koldyk Saskatoon Canada George Kost Nome AK Lois D Kowalski Englewood CO Joseph R Kuth Duluth MN Rene Lafreniere Calgary Canada Don Lance Three Mile Bay NY Clyde A Laughlin Seattle W A Bernard Leeward Chapel Hill NC George Leighton Seattle W A Michael Leighton Lantana FL James W Lobb Waxahachie TX Clifton Lowe Cadiz KY Anthony Maiuro New Albany IN Marvin C May Princeton IL Robert F Melillo Great Barrington MA David A Mihalic Mammoth Cave KY Dion H Miller Shady Cove OR Douglas D Miller Shreveport LA Jerry Miller Vulcan MI Price Miller Gig Harbor W A
(Sponsor John Holmberg) Vern T Miller Hillsboro NC William R Miller ColumbusOH Stephen Mitchell Castle Hill Australia Karen S Monteith South Milwaukee
WI Jeff Moody San Gabriel CA Arthur M Moose Mt Pleasant NC Patrick E Morency Edmonton Canada Kenneth D Morris Plantsville CT Troy Naber York NE Steve R Nagel Houston TX Harold G Nelson Crawford TX
Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
Calumet MI Lawrence A Terrigno Placentia CA Mark J Tyoe Little Falls NY Paul H Vellinga Mesa AZ Calvin Wagner Sarasota FL Robert Wagner West Milton OH
(Sponsor Ralph Orndorf) Robert T Warner Leesburg VA William E Warren Parsonsburg MD Mark A Westall Sanibel Island FL Gary S Whittker Kingsport TN Peter A Wickwire Townsend GA Carl J Wilgosz Maple Heights OH Richard S Wilkins
Port St Lucie FL Robert H Williams Weil Am Rhein
Germany Robert Wood Cocoa FL Bill Wright Saint Helena CA Paul L Yount Jr Houston TX James L Zale Elizabethtown PA
VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromeshymoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406shy388-6069 FAX 406388-0170 Repair stashytion No QK5R148N
Parachutes - Toll Free 1-800-526-2822 New amp Used Parachutes We take trade-ins 5-year repair or replacement warranty many styles in stock Parachute Associates Inc 2 Linda Lane Suite A Vincentown NJ 08088609859-3397 (C792)
ANC-19 Bulletin - Wood Aircraft Inspecshytion and Fabrication 1951 edition now available as reprint Early aircraft Service Notes rigging data other titles available Send SASE for listing and prices John W Grega 355 Grand Blvd Bedford OH 44146 (c-392)
VINTAGE AIRCRAFT AND ENGINES shyOut-of-print literature history restoration manuals etc Unique list of 2000+ scarce items $300 JOHN ROBY 3703V Nassau San Diego CA 92115 (Established 1960) (c-1092)
C-26 Champion Spark Plugs - New and reconditioned New - $1475 reconditioned shy$575 to $975 Eagle Air 2920 Emerald Drive Jonesboro GA 30236 404478shy2310 (c-1092)
GEE BEE R-2 MONOCOUPE 110 Spl Hall BULLDOG top scale rated model PLANS used by Replica Builders Plus others by Vern Clements EAA 9297 308 Palo Alto Caldwell 10 83605 Extensive Catalog $300
Now Available - 30-inch x 5-inch Golden Age smooth Aero Tyres and Custom Wire Wheels finished Authentic Irish Linen Fabric Covering Antique Instruments evaluated repaired or completely restored Vintage Aero 518962-2323 Send $300 for Catalogue Rt 22 Westport NY 12993
PLANS Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings Welded parts availshyable Write to PO Box 228 Needham MA 02192 or call days 617444-5480 (c-1092)
AIRCRAFT OWNERS SAVE MONEY FLY AUTOGAS If you use 80 octane avgas now you could be using less expensive autogas with an EMmiddotSTC
Get your STC from EM - the organization that pioneered the first FAA approval for an alternative to expensive avgas
CALL TODAY FOR MORE INFORMATION 414-426-4800
Or write EAA-STC EAA Aviation Center Oshkosh WI 54903-3065
For faster service have your airplanes N number and serial number your engines make model and serial number and your credit card number ready
30 JANUARY 1992
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 1 9 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership (FAX (414) 426-4873
ANTIQUECLASSICS
EAA Member - $2000 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $3000 Includes one year membership in the EAA AntiqueshyClassic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation QQ1 included
lAC
Membership in the International Aerobatic Club Inc is $3000 annually which inshycludes 12 issues of Sport Aerobatics All IAC members are required to be members of EAA
WARBIRDS
Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird memshybers are required to be members of EAA
EAA EXPERIMENTER
EAA membership and EAA EXshyPERIMENTER magazine is available for $2800 per year (Sport Aviation not inshycluded) Current EAA members may receiveEAA EXPERIMENTER for$1800 per year
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the following address
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bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
~~~~ lgt~~ bull y bull
~VJ~ ~ bull ~llJ~f~- ~ bull S~fmiddotl
The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
INC Aviation Underwriting Agency
Po Box 35289 bull Greensboro NC 27425
BeCOllle A Metnber Of The EAA AntiqueClassic Insurance Progralll
BENEFITS INCLUDE Call Today bull Lower Uability amp Hull Premiums bull Fleet Discounts bull No Age Penalty 800-727-3823 bull No Hand Propping Exclusions NotAnEAA bull No Component Parts Endorsements AntiqueClassic Member bull A+ Company with In-House Claims ~~~K~ call To Join
service --middotI_J~ 1-800-322-2412 bull Option to Repair Your Own Aircraft ~~I~~Vg See Us In Booth 166
APPROVED
DISCOVER EAA VIDEO THE STEALTH REVEALED A VISIT TO EAA OSHKOSH AND BEYONDmiddot One of the first major public showings of the US Air Force F-117A Stealth Fighter came during EM OSHKOSH 90 Now relive that historic moment and witness never-before-seen govshyernment footage of the Stealth in combat during the Gulf War Also features an exclusive interview with Capt Rob Donaldson leading F-117A pilot of the Gulf War NEW RELEASE (30 min)
AEROCAR GIVING THE AUTOMOBILE ITS WINGS A chronicle of the 40-year history of the AEROCAR Produced in cooperation with designerinventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR - the roadable airplane (35 min)
NEW VIDEO
EAA OSHKOSH 91
AVIATION AT ITS BEST Experience this annual gathering of the family of flight with the offishycial 1991 EM Fly-In Convention video Enjoy the tribute to the 1930s Golden Age of Air Racing the 50th Anniversary of the Flying Tigers and a special salute to the Allied air power of Operation Deshysert Storm Plus plenty of anshytiques classics warbirds the latest in homebuilts ultralights and more (60 min)
$2495 GETTING STARTED IN AEROBATICS
FASCINATION WITH FLIGHT From the quiet beauty of ballooning to the excitement of aerobatshyics this new video from EMs award-winning Paul Harvey Audio Video Center is a fast-paced overview of the many distinct facets of sport aviation Included in this show are segments on Balloons Hang-Gliders Ultralights Antiques and Classics Homebuilts Warbirds and more (30 min)
$2495 (Available In November 1991)
$3995
Hear from some of the best-known names in aerobatics as they relate their experiences and suggestions for selecting the proper instructor training sequence airplane and more Ride along on an instrucshytional flight and get a feeling for basic aerobatic maneuvers from both inside and outside the cockpit A must for anyone thinking about pursuing aerobatic training or anyone with an interest in aerobatic flight (60 min)
$2995 TO ORDER ANY EAA VIDEO
Call 1-800-843-3612 (Outside U_S 414426-4800) or write EAA Aviation Foundation Dept MO PO Box 3065 Oshkosh WI 54903-3065
Major credit cards accepted_ Ask about saving money on every purchase through the EAA Air Adventure Video Club
middotplus $3 shipping and handling Wisconsin residents add 5 sales tax
WELCOME NEW MEMBERS E W Albrecht Madison MS Gregory J Anderson Oshkosh WI Peter Andrews Northridge CA Tony D Andrews Sevenoaks
Kent England Cesare Arcari Corgeno Va Italy Ted Bahl Fresno CA James R Baker Colorado Springs CO James R Barnett Niagara Falls
Canada Wayne Bausch AmesIA John R Beal Faribault MN Carlo Berti Modena Italy Bob G Berwick Las Vegas NV Harold Bish Hermann MO Frank W Blundell Lock Haven PA Scott Boelman Rancho Santa Marga
CA Claude Brochu Prince Cookshire
Canada W J Brockhouse
Prairie Village KS Wesley Brown Kailua Kona HI
(Sponsor Arthur F Stockel) Barry Burgoon Winter Haven FL Frank Cella Park Ridge IL Glen Childers Ada OK Bernard W Clayton Wolfe City TX Chris Coios Haverhill MA Charles Cole Brookneal V A Steven E Collins San Diego CA William H Cone Jr San Diego CA Charles Conrad Jr Huntington
Beach CA John P Coppolelli San Diego CA Milton Crookston Santa Barbara CA Robert Deleon Stafford TX Richard Delmas St Louis MO Duane Dickson Belmont CA Chuck Doyle Jr Minnetonka MN Carl Driftmyer Port Clinton OH Patrick J Driscoll Caldwell ID Harry Drover Ontario Canada Larry Eberst Delaware OH Bryon Engskow Pompano Beach FL Leighton B Ferguson Peru IN Jeffrey H Forrest Livonia MI Douglas Freeman Farmington ME Mary P Gabriel West Wareham MA Charles H Gaffeney Wilmington DE Victor Gaston Madrid Spain Scott A Gifford Safford AZ Dean L Gustavson
Salt Lake City UT Benjamin H Hall Jr Tullahoma TN Sherman W Hallowell Jr Carmel ME Aaron W Hamel St Charles MO
William D Hammond Littleton MA John J Hart Jr Wichita KS James Hawks Beverly MA Paul A Hayes Phoenix AZ Steven L Hendrickson Everett W A William N Hester Reidsville NC Bruce Hickle Crystal River FL Richard Hilsinger Westfield NJ T C Hoagland Port Orchard WA Richard Hoffman Sherman Oaks CA Rodolfo Hott Osorno Chile Jim W Howard Mc Minnville TN Kenneth L Howard Collinsville OK Ernest D Howes
West Wareham MA John V Hufford Lexington KY Joseph D Jackson Sr LockportIL Robert R Johnson Brooklyn WI David J Karl Carrollton GA Dale E Kennedy Fairmont WV Scott Klein Farmington UT Tim H Klohn Hudson Canada Larry Knechtel Seattle WA Brian Koldyk Saskatoon Canada George Kost Nome AK Lois D Kowalski Englewood CO Joseph R Kuth Duluth MN Rene Lafreniere Calgary Canada Don Lance Three Mile Bay NY Clyde A Laughlin Seattle W A Bernard Leeward Chapel Hill NC George Leighton Seattle W A Michael Leighton Lantana FL James W Lobb Waxahachie TX Clifton Lowe Cadiz KY Anthony Maiuro New Albany IN Marvin C May Princeton IL Robert F Melillo Great Barrington MA David A Mihalic Mammoth Cave KY Dion H Miller Shady Cove OR Douglas D Miller Shreveport LA Jerry Miller Vulcan MI Price Miller Gig Harbor W A
(Sponsor John Holmberg) Vern T Miller Hillsboro NC William R Miller ColumbusOH Stephen Mitchell Castle Hill Australia Karen S Monteith South Milwaukee
WI Jeff Moody San Gabriel CA Arthur M Moose Mt Pleasant NC Patrick E Morency Edmonton Canada Kenneth D Morris Plantsville CT Troy Naber York NE Steve R Nagel Houston TX Harold G Nelson Crawford TX
Michael F Niccum Coon Rapids MN Bobby Nichols Cove AR Douglas L Orme Ft Collins CO Bill Overcash Mocksville NC Marlin Parrot Warrensburg MO Laura A Parzynsky Bloomfield NJ Robin Pa~sley Andover KS Nathaniel H Perlman Oshkosh WI Roger Posthumus Round Rock TX Robert A Powers Pound Ridge NY Paul R Prentice Denton TX Frank Quigg Lions Bay Canada James G Ratliff Conyers GA Burkhard Reinsch Germany James R Rettick BloomingtonIL James J Richardson Whittier CA George H Richmond Endicott NY John T Roscoe Albert Lea MN Robert J Rosen New York NY Robert S Ruffini Birmingham MI Charlie Rugg Mesa AZ Richard M Ryan Yucaipa CA Glen T Scott Arlington TX Robert A Seemann Hamden CT Ronald Sharp Florence Canada William A Sholar Richmond TX Dr Jack Shuler Londonderry NH Vincent S Simon Houston TX Paul R Smith Jr Derry NH David D Smith Arkansas City KS Glenn Spencer Charlestown IN E Alan Springer Anchorage AK Gene W Steele Freedom PA Randall J Tait Breckenridge TX Lawrence A Tavernini
Calumet MI Lawrence A Terrigno Placentia CA Mark J Tyoe Little Falls NY Paul H Vellinga Mesa AZ Calvin Wagner Sarasota FL Robert Wagner West Milton OH
(Sponsor Ralph Orndorf) Robert T Warner Leesburg VA William E Warren Parsonsburg MD Mark A Westall Sanibel Island FL Gary S Whittker Kingsport TN Peter A Wickwire Townsend GA Carl J Wilgosz Maple Heights OH Richard S Wilkins
Port St Lucie FL Robert H Williams Weil Am Rhein
Germany Robert Wood Cocoa FL Bill Wright Saint Helena CA Paul L Yount Jr Houston TX James L Zale Elizabethtown PA
VINTAGE AIRPLANE 29
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromeshymoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406shy388-6069 FAX 406388-0170 Repair stashytion No QK5R148N
Parachutes - Toll Free 1-800-526-2822 New amp Used Parachutes We take trade-ins 5-year repair or replacement warranty many styles in stock Parachute Associates Inc 2 Linda Lane Suite A Vincentown NJ 08088609859-3397 (C792)
ANC-19 Bulletin - Wood Aircraft Inspecshytion and Fabrication 1951 edition now available as reprint Early aircraft Service Notes rigging data other titles available Send SASE for listing and prices John W Grega 355 Grand Blvd Bedford OH 44146 (c-392)
VINTAGE AIRCRAFT AND ENGINES shyOut-of-print literature history restoration manuals etc Unique list of 2000+ scarce items $300 JOHN ROBY 3703V Nassau San Diego CA 92115 (Established 1960) (c-1092)
C-26 Champion Spark Plugs - New and reconditioned New - $1475 reconditioned shy$575 to $975 Eagle Air 2920 Emerald Drive Jonesboro GA 30236 404478shy2310 (c-1092)
GEE BEE R-2 MONOCOUPE 110 Spl Hall BULLDOG top scale rated model PLANS used by Replica Builders Plus others by Vern Clements EAA 9297 308 Palo Alto Caldwell 10 83605 Extensive Catalog $300
Now Available - 30-inch x 5-inch Golden Age smooth Aero Tyres and Custom Wire Wheels finished Authentic Irish Linen Fabric Covering Antique Instruments evaluated repaired or completely restored Vintage Aero 518962-2323 Send $300 for Catalogue Rt 22 Westport NY 12993
PLANS Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings Welded parts availshyable Write to PO Box 228 Needham MA 02192 or call days 617444-5480 (c-1092)
AIRCRAFT OWNERS SAVE MONEY FLY AUTOGAS If you use 80 octane avgas now you could be using less expensive autogas with an EMmiddotSTC
Get your STC from EM - the organization that pioneered the first FAA approval for an alternative to expensive avgas
CALL TODAY FOR MORE INFORMATION 414-426-4800
Or write EAA-STC EAA Aviation Center Oshkosh WI 54903-3065
For faster service have your airplanes N number and serial number your engines make model and serial number and your credit card number ready
30 JANUARY 1992
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 1 9 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership (FAX (414) 426-4873
ANTIQUECLASSICS
EAA Member - $2000 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $3000 Includes one year membership in the EAA AntiqueshyClassic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation QQ1 included
lAC
Membership in the International Aerobatic Club Inc is $3000 annually which inshycludes 12 issues of Sport Aerobatics All IAC members are required to be members of EAA
WARBIRDS
Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird memshybers are required to be members of EAA
EAA EXPERIMENTER
EAA membership and EAA EXshyPERIMENTER magazine is available for $2800 per year (Sport Aviation not inshycluded) Current EAA members may receiveEAA EXPERIMENTER for$1800 per year
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the following address
EAA A VIA TlON CENTER P_O BOX 3086
OSHKOSH WI 54903-3086 PHONE (414) 426-4800
FAX (414) 426-4828 OFFICE HOURS
815-500 MON-FRI 1-800-322-2412
STITS POLY-FIBER THE WORLDS MOST POPULAR
AIRCRAFT COVERING MATERIALS
HERES WHY bull Proven Durability on Thousands of Aircraft Worldwide Since 1965 bull FAA STC amp PMA for Over 680 Aircraft Models bull Superior Quality Coatings Developed Especially for Polyester Fabric on Aircraft NOT Relabeled Brittle Acrylic Polyshyurethane Auto Enamel Brittle Water Borne House Paint or Modified Cellulose Oope bull Will Not Support Combustion bull Lightest CovershyIng Approved Under FAA STC amp PMA bull Most Economical Covering Materials Considering Many Years of Trouble Free Service bull Easy Repairability bull No False or Misleading Advertising Claims ~~
VIDEO TAPE AVAILABLE FABRIC COVERING WITH RAY STITS Sponsored by EAA Aviation Foundation Before Making Expensive Mistakes See This Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS or Beta $3995 Prepaid Also Direct from EAA (1-800-843-3612) PAL amp SECAM Available n
WRITE OR PHONE FOR FREE bull Samples of High Strength Low Elongation Smooth Square Weave Polyester Fabric Styles Custom Woven Exclusively for Aircraft Covering NOT Cheap Boat Sailcloth bull Current Poly-Fiber Manual with Deshytailed Instructions for Fabric Covering and Painting Aircraft for Corrosion Control bull Catalog and Distributor List
STITS POLY-FIBER AIRCRAFT COATINGS~iijl
PO Box 3084-V Riverside CA 92519-3084 Phone (714) 684-4280 Fax (714)684-0518
TURBO ALTERNATOR TYPE BPE -14
UPGRADE YOUR NON-ELECTRIC PLANE FOR TODA YS AIRSPACE SAFETY NEEDS
Lo-_Z--_______~
Increase safety by installing a BPE-14 Turbo Alternator to power a radio strobe nav lights transponder ed
Fully qualified with STCs for many common classics
Call or write us and well send you the details on the BPE-14 Turbo Alternator The
hi-tech design wind generator
BASIC AIRCRAYf PRODUCTS INC 4474 Hickory Drive Evans GA 30809
(404) 863-4474
Fly high with a quality Classic interior Complete interior assemblies for do-itmiddotyourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qin~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
pO box 468 madison north carolina 27025 (919) 427-0216
AWWA
MEMBER
leD MEMBER
IANI( PAINTiNb AND REPAIRING
SANOIlASTING TANK liNUS AND COATINGS
PREVENTivE TANK AINHNANCE INSPECTION SERVICE LADOER SAfETY EQUIPENI
DISMANTlING AND OVING TANKS
NEW USED AND RECONDITIONED TANKS
VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
~~~~ lgt~~ bull y bull
~VJ~ ~ bull ~llJ~f~- ~ bull S~fmiddotl
The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
INC Aviation Underwriting Agency
Po Box 35289 bull Greensboro NC 27425
BeCOllle A Metnber Of The EAA AntiqueClassic Insurance Progralll
BENEFITS INCLUDE Call Today bull Lower Uability amp Hull Premiums bull Fleet Discounts bull No Age Penalty 800-727-3823 bull No Hand Propping Exclusions NotAnEAA bull No Component Parts Endorsements AntiqueClassic Member bull A+ Company with In-House Claims ~~~K~ call To Join
service --middotI_J~ 1-800-322-2412 bull Option to Repair Your Own Aircraft ~~I~~Vg See Us In Booth 166
APPROVED
DISCOVER EAA VIDEO THE STEALTH REVEALED A VISIT TO EAA OSHKOSH AND BEYONDmiddot One of the first major public showings of the US Air Force F-117A Stealth Fighter came during EM OSHKOSH 90 Now relive that historic moment and witness never-before-seen govshyernment footage of the Stealth in combat during the Gulf War Also features an exclusive interview with Capt Rob Donaldson leading F-117A pilot of the Gulf War NEW RELEASE (30 min)
AEROCAR GIVING THE AUTOMOBILE ITS WINGS A chronicle of the 40-year history of the AEROCAR Produced in cooperation with designerinventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR - the roadable airplane (35 min)
NEW VIDEO
EAA OSHKOSH 91
AVIATION AT ITS BEST Experience this annual gathering of the family of flight with the offishycial 1991 EM Fly-In Convention video Enjoy the tribute to the 1930s Golden Age of Air Racing the 50th Anniversary of the Flying Tigers and a special salute to the Allied air power of Operation Deshysert Storm Plus plenty of anshytiques classics warbirds the latest in homebuilts ultralights and more (60 min)
$2495 GETTING STARTED IN AEROBATICS
FASCINATION WITH FLIGHT From the quiet beauty of ballooning to the excitement of aerobatshyics this new video from EMs award-winning Paul Harvey Audio Video Center is a fast-paced overview of the many distinct facets of sport aviation Included in this show are segments on Balloons Hang-Gliders Ultralights Antiques and Classics Homebuilts Warbirds and more (30 min)
$2495 (Available In November 1991)
$3995
Hear from some of the best-known names in aerobatics as they relate their experiences and suggestions for selecting the proper instructor training sequence airplane and more Ride along on an instrucshytional flight and get a feeling for basic aerobatic maneuvers from both inside and outside the cockpit A must for anyone thinking about pursuing aerobatic training or anyone with an interest in aerobatic flight (60 min)
$2995 TO ORDER ANY EAA VIDEO
Call 1-800-843-3612 (Outside U_S 414426-4800) or write EAA Aviation Foundation Dept MO PO Box 3065 Oshkosh WI 54903-3065
Major credit cards accepted_ Ask about saving money on every purchase through the EAA Air Adventure Video Club
middotplus $3 shipping and handling Wisconsin residents add 5 sales tax
Where The Sellers and Buyers Meet
35C per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation public We appreciate your help Write for your free price list Virshyginia Aviation Co RDv-8 Box 294 Warrenshyton VA 22186 (C592)
SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromeshymoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406shy388-6069 FAX 406388-0170 Repair stashytion No QK5R148N
Parachutes - Toll Free 1-800-526-2822 New amp Used Parachutes We take trade-ins 5-year repair or replacement warranty many styles in stock Parachute Associates Inc 2 Linda Lane Suite A Vincentown NJ 08088609859-3397 (C792)
ANC-19 Bulletin - Wood Aircraft Inspecshytion and Fabrication 1951 edition now available as reprint Early aircraft Service Notes rigging data other titles available Send SASE for listing and prices John W Grega 355 Grand Blvd Bedford OH 44146 (c-392)
VINTAGE AIRCRAFT AND ENGINES shyOut-of-print literature history restoration manuals etc Unique list of 2000+ scarce items $300 JOHN ROBY 3703V Nassau San Diego CA 92115 (Established 1960) (c-1092)
C-26 Champion Spark Plugs - New and reconditioned New - $1475 reconditioned shy$575 to $975 Eagle Air 2920 Emerald Drive Jonesboro GA 30236 404478shy2310 (c-1092)
GEE BEE R-2 MONOCOUPE 110 Spl Hall BULLDOG top scale rated model PLANS used by Replica Builders Plus others by Vern Clements EAA 9297 308 Palo Alto Caldwell 10 83605 Extensive Catalog $300
Now Available - 30-inch x 5-inch Golden Age smooth Aero Tyres and Custom Wire Wheels finished Authentic Irish Linen Fabric Covering Antique Instruments evaluated repaired or completely restored Vintage Aero 518962-2323 Send $300 for Catalogue Rt 22 Westport NY 12993
PLANS Great Lakes Trainer Guru - Harvey Swack will help you buy or sell a Great Lakes Trainer or a Baby Lakes The only source for CORRECTED and UPDATED ORIGINAL Great Lakes drawings Welded parts availshyable Write to PO Box 228 Needham MA 02192 or call days 617444-5480 (c-1092)
AIRCRAFT OWNERS SAVE MONEY FLY AUTOGAS If you use 80 octane avgas now you could be using less expensive autogas with an EMmiddotSTC
Get your STC from EM - the organization that pioneered the first FAA approval for an alternative to expensive avgas
CALL TODAY FOR MORE INFORMATION 414-426-4800
Or write EAA-STC EAA Aviation Center Oshkosh WI 54903-3065
For faster service have your airplanes N number and serial number your engines make model and serial number and your credit card number ready
30 JANUARY 1992
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 1 9 years of age) is available at $2000 annually Family membership is available for an additional $1000 annually All major credit cards accepted for membership (FAX (414) 426-4873
ANTIQUECLASSICS
EAA Member - $2000 Includes one year membership in EAA Antique-Classic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number
Non-EAA Member - $3000 Includes one year membership in the EAA AntiqueshyClassic Division 12 monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation QQ1 included
lAC
Membership in the International Aerobatic Club Inc is $3000 annually which inshycludes 12 issues of Sport Aerobatics All IAC members are required to be members of EAA
WARBIRDS
Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird memshybers are required to be members of EAA
EAA EXPERIMENTER
EAA membership and EAA EXshyPERIMENTER magazine is available for $2800 per year (Sport Aviation not inshycluded) Current EAA members may receiveEAA EXPERIMENTER for$1800 per year
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars
Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the following address
EAA A VIA TlON CENTER P_O BOX 3086
OSHKOSH WI 54903-3086 PHONE (414) 426-4800
FAX (414) 426-4828 OFFICE HOURS
815-500 MON-FRI 1-800-322-2412
STITS POLY-FIBER THE WORLDS MOST POPULAR
AIRCRAFT COVERING MATERIALS
HERES WHY bull Proven Durability on Thousands of Aircraft Worldwide Since 1965 bull FAA STC amp PMA for Over 680 Aircraft Models bull Superior Quality Coatings Developed Especially for Polyester Fabric on Aircraft NOT Relabeled Brittle Acrylic Polyshyurethane Auto Enamel Brittle Water Borne House Paint or Modified Cellulose Oope bull Will Not Support Combustion bull Lightest CovershyIng Approved Under FAA STC amp PMA bull Most Economical Covering Materials Considering Many Years of Trouble Free Service bull Easy Repairability bull No False or Misleading Advertising Claims ~~
VIDEO TAPE AVAILABLE FABRIC COVERING WITH RAY STITS Sponsored by EAA Aviation Foundation Before Making Expensive Mistakes See This Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS or Beta $3995 Prepaid Also Direct from EAA (1-800-843-3612) PAL amp SECAM Available n
WRITE OR PHONE FOR FREE bull Samples of High Strength Low Elongation Smooth Square Weave Polyester Fabric Styles Custom Woven Exclusively for Aircraft Covering NOT Cheap Boat Sailcloth bull Current Poly-Fiber Manual with Deshytailed Instructions for Fabric Covering and Painting Aircraft for Corrosion Control bull Catalog and Distributor List
STITS POLY-FIBER AIRCRAFT COATINGS~iijl
PO Box 3084-V Riverside CA 92519-3084 Phone (714) 684-4280 Fax (714)684-0518
TURBO ALTERNATOR TYPE BPE -14
UPGRADE YOUR NON-ELECTRIC PLANE FOR TODA YS AIRSPACE SAFETY NEEDS
Lo-_Z--_______~
Increase safety by installing a BPE-14 Turbo Alternator to power a radio strobe nav lights transponder ed
Fully qualified with STCs for many common classics
Call or write us and well send you the details on the BPE-14 Turbo Alternator The
hi-tech design wind generator
BASIC AIRCRAYf PRODUCTS INC 4474 Hickory Drive Evans GA 30809
(404) 863-4474
Fly high with a quality Classic interior Complete interior assemblies for do-itmiddotyourself installation
Custom quality at economical prices
bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qin~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
pO box 468 madison north carolina 27025 (919) 427-0216
AWWA
MEMBER
leD MEMBER
IANI( PAINTiNb AND REPAIRING
SANOIlASTING TANK liNUS AND COATINGS
PREVENTivE TANK AINHNANCE INSPECTION SERVICE LADOER SAfETY EQUIPENI
DISMANTlING AND OVING TANKS
NEW USED AND RECONDITIONED TANKS
VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
~~~~ lgt~~ bull y bull
~VJ~ ~ bull ~llJ~f~- ~ bull S~fmiddotl
The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
INC Aviation Underwriting Agency
Po Box 35289 bull Greensboro NC 27425
BeCOllle A Metnber Of The EAA AntiqueClassic Insurance Progralll
BENEFITS INCLUDE Call Today bull Lower Uability amp Hull Premiums bull Fleet Discounts bull No Age Penalty 800-727-3823 bull No Hand Propping Exclusions NotAnEAA bull No Component Parts Endorsements AntiqueClassic Member bull A+ Company with In-House Claims ~~~K~ call To Join
service --middotI_J~ 1-800-322-2412 bull Option to Repair Your Own Aircraft ~~I~~Vg See Us In Booth 166
APPROVED
DISCOVER EAA VIDEO THE STEALTH REVEALED A VISIT TO EAA OSHKOSH AND BEYONDmiddot One of the first major public showings of the US Air Force F-117A Stealth Fighter came during EM OSHKOSH 90 Now relive that historic moment and witness never-before-seen govshyernment footage of the Stealth in combat during the Gulf War Also features an exclusive interview with Capt Rob Donaldson leading F-117A pilot of the Gulf War NEW RELEASE (30 min)
AEROCAR GIVING THE AUTOMOBILE ITS WINGS A chronicle of the 40-year history of the AEROCAR Produced in cooperation with designerinventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR - the roadable airplane (35 min)
NEW VIDEO
EAA OSHKOSH 91
AVIATION AT ITS BEST Experience this annual gathering of the family of flight with the offishycial 1991 EM Fly-In Convention video Enjoy the tribute to the 1930s Golden Age of Air Racing the 50th Anniversary of the Flying Tigers and a special salute to the Allied air power of Operation Deshysert Storm Plus plenty of anshytiques classics warbirds the latest in homebuilts ultralights and more (60 min)
$2495 GETTING STARTED IN AEROBATICS
FASCINATION WITH FLIGHT From the quiet beauty of ballooning to the excitement of aerobatshyics this new video from EMs award-winning Paul Harvey Audio Video Center is a fast-paced overview of the many distinct facets of sport aviation Included in this show are segments on Balloons Hang-Gliders Ultralights Antiques and Classics Homebuilts Warbirds and more (30 min)
$2495 (Available In November 1991)
$3995
Hear from some of the best-known names in aerobatics as they relate their experiences and suggestions for selecting the proper instructor training sequence airplane and more Ride along on an instrucshytional flight and get a feeling for basic aerobatic maneuvers from both inside and outside the cockpit A must for anyone thinking about pursuing aerobatic training or anyone with an interest in aerobatic flight (60 min)
$2995 TO ORDER ANY EAA VIDEO
Call 1-800-843-3612 (Outside U_S 414426-4800) or write EAA Aviation Foundation Dept MO PO Box 3065 Oshkosh WI 54903-3065
Major credit cards accepted_ Ask about saving money on every purchase through the EAA Air Adventure Video Club
middotplus $3 shipping and handling Wisconsin residents add 5 sales tax
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Fabric Selection Guide showing actual sample colors and styles of materials $300
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pO box 468 madison north carolina 27025 (919) 427-0216
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VINTAGE AIRPLANE 31
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
~~~~ lgt~~ bull y bull
~VJ~ ~ bull ~llJ~f~- ~ bull S~fmiddotl
The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
INC Aviation Underwriting Agency
Po Box 35289 bull Greensboro NC 27425
BeCOllle A Metnber Of The EAA AntiqueClassic Insurance Progralll
BENEFITS INCLUDE Call Today bull Lower Uability amp Hull Premiums bull Fleet Discounts bull No Age Penalty 800-727-3823 bull No Hand Propping Exclusions NotAnEAA bull No Component Parts Endorsements AntiqueClassic Member bull A+ Company with In-House Claims ~~~K~ call To Join
service --middotI_J~ 1-800-322-2412 bull Option to Repair Your Own Aircraft ~~I~~Vg See Us In Booth 166
APPROVED
DISCOVER EAA VIDEO THE STEALTH REVEALED A VISIT TO EAA OSHKOSH AND BEYONDmiddot One of the first major public showings of the US Air Force F-117A Stealth Fighter came during EM OSHKOSH 90 Now relive that historic moment and witness never-before-seen govshyernment footage of the Stealth in combat during the Gulf War Also features an exclusive interview with Capt Rob Donaldson leading F-117A pilot of the Gulf War NEW RELEASE (30 min)
AEROCAR GIVING THE AUTOMOBILE ITS WINGS A chronicle of the 40-year history of the AEROCAR Produced in cooperation with designerinventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR - the roadable airplane (35 min)
NEW VIDEO
EAA OSHKOSH 91
AVIATION AT ITS BEST Experience this annual gathering of the family of flight with the offishycial 1991 EM Fly-In Convention video Enjoy the tribute to the 1930s Golden Age of Air Racing the 50th Anniversary of the Flying Tigers and a special salute to the Allied air power of Operation Deshysert Storm Plus plenty of anshytiques classics warbirds the latest in homebuilts ultralights and more (60 min)
$2495 GETTING STARTED IN AEROBATICS
FASCINATION WITH FLIGHT From the quiet beauty of ballooning to the excitement of aerobatshyics this new video from EMs award-winning Paul Harvey Audio Video Center is a fast-paced overview of the many distinct facets of sport aviation Included in this show are segments on Balloons Hang-Gliders Ultralights Antiques and Classics Homebuilts Warbirds and more (30 min)
$2495 (Available In November 1991)
$3995
Hear from some of the best-known names in aerobatics as they relate their experiences and suggestions for selecting the proper instructor training sequence airplane and more Ride along on an instrucshytional flight and get a feeling for basic aerobatic maneuvers from both inside and outside the cockpit A must for anyone thinking about pursuing aerobatic training or anyone with an interest in aerobatic flight (60 min)
$2995 TO ORDER ANY EAA VIDEO
Call 1-800-843-3612 (Outside U_S 414426-4800) or write EAA Aviation Foundation Dept MO PO Box 3065 Oshkosh WI 54903-3065
Major credit cards accepted_ Ask about saving money on every purchase through the EAA Air Adventure Video Club
middotplus $3 shipping and handling Wisconsin residents add 5 sales tax
MYSTERY PLANE by George Hardie
This close-up view offers a few details of this experimental aircraft designed by a famous aviation pioneer whose company became a leading manufacturer The photo is from the EAA archives Answers will be pubshylished in the April issue of VINTAGE AIRPLANE deadline for that issue is February 20th
Wayne Van Valkenburgh Jasper Georgia writes
The crop duster mystery plane shown in the October 1991 issue is one of at least two N31237 and N31238 experimental ag aircraft built by Central Aircraft of Yakima Washington The aircraft was called The Air Tractor It was developed in a cooperative effort of Central Aircraft and Lamson Aircraft Company of Seattle Washington The companies combined to form Central Lamson Corporation The planes were built in Centrals hangar at Yakima The plane was successfully tyst flown on December 10 1953 at Yakima It flew well It was powered by a 450 hp 32 JANUARY 1992
Pratt amp Whitney N31238 had a more Francis W Taylor of Missouri Iowa conventional type landing gear with a adds this third strut on each side that had a shock The wing panels flaps and ailerons device on it interplane struts and some tail surfaces
Lamson Air Tractor
The Lamson Air Tractor going through its paces laying a swath during its testing
~~~~ lgt~~ bull y bull
~VJ~ ~ bull ~llJ~f~- ~ bull S~fmiddotl
The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
INC Aviation Underwriting Agency
Po Box 35289 bull Greensboro NC 27425
BeCOllle A Metnber Of The EAA AntiqueClassic Insurance Progralll
BENEFITS INCLUDE Call Today bull Lower Uability amp Hull Premiums bull Fleet Discounts bull No Age Penalty 800-727-3823 bull No Hand Propping Exclusions NotAnEAA bull No Component Parts Endorsements AntiqueClassic Member bull A+ Company with In-House Claims ~~~K~ call To Join
service --middotI_J~ 1-800-322-2412 bull Option to Repair Your Own Aircraft ~~I~~Vg See Us In Booth 166
APPROVED
DISCOVER EAA VIDEO THE STEALTH REVEALED A VISIT TO EAA OSHKOSH AND BEYONDmiddot One of the first major public showings of the US Air Force F-117A Stealth Fighter came during EM OSHKOSH 90 Now relive that historic moment and witness never-before-seen govshyernment footage of the Stealth in combat during the Gulf War Also features an exclusive interview with Capt Rob Donaldson leading F-117A pilot of the Gulf War NEW RELEASE (30 min)
AEROCAR GIVING THE AUTOMOBILE ITS WINGS A chronicle of the 40-year history of the AEROCAR Produced in cooperation with designerinventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR - the roadable airplane (35 min)
NEW VIDEO
EAA OSHKOSH 91
AVIATION AT ITS BEST Experience this annual gathering of the family of flight with the offishycial 1991 EM Fly-In Convention video Enjoy the tribute to the 1930s Golden Age of Air Racing the 50th Anniversary of the Flying Tigers and a special salute to the Allied air power of Operation Deshysert Storm Plus plenty of anshytiques classics warbirds the latest in homebuilts ultralights and more (60 min)
$2495 GETTING STARTED IN AEROBATICS
FASCINATION WITH FLIGHT From the quiet beauty of ballooning to the excitement of aerobatshyics this new video from EMs award-winning Paul Harvey Audio Video Center is a fast-paced overview of the many distinct facets of sport aviation Included in this show are segments on Balloons Hang-Gliders Ultralights Antiques and Classics Homebuilts Warbirds and more (30 min)
$2495 (Available In November 1991)
$3995
Hear from some of the best-known names in aerobatics as they relate their experiences and suggestions for selecting the proper instructor training sequence airplane and more Ride along on an instrucshytional flight and get a feeling for basic aerobatic maneuvers from both inside and outside the cockpit A must for anyone thinking about pursuing aerobatic training or anyone with an interest in aerobatic flight (60 min)
$2995 TO ORDER ANY EAA VIDEO
Call 1-800-843-3612 (Outside U_S 414426-4800) or write EAA Aviation Foundation Dept MO PO Box 3065 Oshkosh WI 54903-3065
Major credit cards accepted_ Ask about saving money on every purchase through the EAA Air Adventure Video Club
middotplus $3 shipping and handling Wisconsin residents add 5 sales tax
The Lamson Air Tractor going through its paces laying a swath during its testing
~~~~ lgt~~ bull y bull
~VJ~ ~ bull ~llJ~f~- ~ bull S~fmiddotl
The uncovered aft fuselage of the Air Tractor is quite apparent in this shot
The fuselage in this view has been covered with aluminum
were interchangeable The rear fuselage was uncovered for inspection and cleaning Empty weight was 3200 pounds loaded 5600 pounds span 33 feet 7 inches length 26 feet 5 inches height 10 feet 5 inches and wing area 350 square feet
Scott E Carson Federal Way Washington had a close relationship with the aircraft He writes
The October Mystery Plane stirred enough memories that 1 had to drop you a note As you have probably heard from others the plane is the prototype Lamson Air Tractor What stirred so many memories for me is the fact that the man in the cockpit is H D (Kit) Carson my father As a young boy of eight or nine 1 would often accompany him from our home in the Seattle area to Yakima where he worked as a test pilot for Lamson That meant skipshyping school but is also meant poking around the shop all week long watchshying the airplane being built and meeting people like Dick Baxter whose father operated Central Aircraft and was instrumental in the entire project Other boyhood heroes of those days included Mira Slovak who flew crop dusters for Central
1 recall that the prototype was quite tail heavy and that dad did not really enjoy flying it He said it was work from the time you took off until you had it parked on the ramp again The first prodoction variant was a much different machine 1 remember the day of its first flight and in fact still have the movie that was taken that day The chase plane was a Cessna 170 and I recall from the radio reports that they couldnt keep up with the Air Tractor because of its superior rate of climb The company failed financially before the machine was certified but the hulk of the 1 Air Tractor still sits in a field at Richardson Aircraft in Yakima
As a sideline the plan was for this to be the start of a whole line of utility aircraft all using the same flying surfaces 1 clearly recall a Fleet Husky fuselage in the Yakima jigs at the Yakima factory and from models that dad still has 1 assume it was the basis for a biplane freight hauler It was a great looking machine on floa ts with a rear cargo ramp a la a C-130
VINTAGE AIRPLANE 33
INC Aviation Underwriting Agency
Po Box 35289 bull Greensboro NC 27425
BeCOllle A Metnber Of The EAA AntiqueClassic Insurance Progralll
BENEFITS INCLUDE Call Today bull Lower Uability amp Hull Premiums bull Fleet Discounts bull No Age Penalty 800-727-3823 bull No Hand Propping Exclusions NotAnEAA bull No Component Parts Endorsements AntiqueClassic Member bull A+ Company with In-House Claims ~~~K~ call To Join
service --middotI_J~ 1-800-322-2412 bull Option to Repair Your Own Aircraft ~~I~~Vg See Us In Booth 166
APPROVED
DISCOVER EAA VIDEO THE STEALTH REVEALED A VISIT TO EAA OSHKOSH AND BEYONDmiddot One of the first major public showings of the US Air Force F-117A Stealth Fighter came during EM OSHKOSH 90 Now relive that historic moment and witness never-before-seen govshyernment footage of the Stealth in combat during the Gulf War Also features an exclusive interview with Capt Rob Donaldson leading F-117A pilot of the Gulf War NEW RELEASE (30 min)
AEROCAR GIVING THE AUTOMOBILE ITS WINGS A chronicle of the 40-year history of the AEROCAR Produced in cooperation with designerinventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR - the roadable airplane (35 min)
NEW VIDEO
EAA OSHKOSH 91
AVIATION AT ITS BEST Experience this annual gathering of the family of flight with the offishycial 1991 EM Fly-In Convention video Enjoy the tribute to the 1930s Golden Age of Air Racing the 50th Anniversary of the Flying Tigers and a special salute to the Allied air power of Operation Deshysert Storm Plus plenty of anshytiques classics warbirds the latest in homebuilts ultralights and more (60 min)
$2495 GETTING STARTED IN AEROBATICS
FASCINATION WITH FLIGHT From the quiet beauty of ballooning to the excitement of aerobatshyics this new video from EMs award-winning Paul Harvey Audio Video Center is a fast-paced overview of the many distinct facets of sport aviation Included in this show are segments on Balloons Hang-Gliders Ultralights Antiques and Classics Homebuilts Warbirds and more (30 min)
$2495 (Available In November 1991)
$3995
Hear from some of the best-known names in aerobatics as they relate their experiences and suggestions for selecting the proper instructor training sequence airplane and more Ride along on an instrucshytional flight and get a feeling for basic aerobatic maneuvers from both inside and outside the cockpit A must for anyone thinking about pursuing aerobatic training or anyone with an interest in aerobatic flight (60 min)
$2995 TO ORDER ANY EAA VIDEO
Call 1-800-843-3612 (Outside U_S 414426-4800) or write EAA Aviation Foundation Dept MO PO Box 3065 Oshkosh WI 54903-3065
Major credit cards accepted_ Ask about saving money on every purchase through the EAA Air Adventure Video Club
middotplus $3 shipping and handling Wisconsin residents add 5 sales tax
INC Aviation Underwriting Agency
Po Box 35289 bull Greensboro NC 27425
BeCOllle A Metnber Of The EAA AntiqueClassic Insurance Progralll
BENEFITS INCLUDE Call Today bull Lower Uability amp Hull Premiums bull Fleet Discounts bull No Age Penalty 800-727-3823 bull No Hand Propping Exclusions NotAnEAA bull No Component Parts Endorsements AntiqueClassic Member bull A+ Company with In-House Claims ~~~K~ call To Join
service --middotI_J~ 1-800-322-2412 bull Option to Repair Your Own Aircraft ~~I~~Vg See Us In Booth 166
APPROVED
DISCOVER EAA VIDEO THE STEALTH REVEALED A VISIT TO EAA OSHKOSH AND BEYONDmiddot One of the first major public showings of the US Air Force F-117A Stealth Fighter came during EM OSHKOSH 90 Now relive that historic moment and witness never-before-seen govshyernment footage of the Stealth in combat during the Gulf War Also features an exclusive interview with Capt Rob Donaldson leading F-117A pilot of the Gulf War NEW RELEASE (30 min)
AEROCAR GIVING THE AUTOMOBILE ITS WINGS A chronicle of the 40-year history of the AEROCAR Produced in cooperation with designerinventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR - the roadable airplane (35 min)
NEW VIDEO
EAA OSHKOSH 91
AVIATION AT ITS BEST Experience this annual gathering of the family of flight with the offishycial 1991 EM Fly-In Convention video Enjoy the tribute to the 1930s Golden Age of Air Racing the 50th Anniversary of the Flying Tigers and a special salute to the Allied air power of Operation Deshysert Storm Plus plenty of anshytiques classics warbirds the latest in homebuilts ultralights and more (60 min)
$2495 GETTING STARTED IN AEROBATICS
FASCINATION WITH FLIGHT From the quiet beauty of ballooning to the excitement of aerobatshyics this new video from EMs award-winning Paul Harvey Audio Video Center is a fast-paced overview of the many distinct facets of sport aviation Included in this show are segments on Balloons Hang-Gliders Ultralights Antiques and Classics Homebuilts Warbirds and more (30 min)
$2495 (Available In November 1991)
$3995
Hear from some of the best-known names in aerobatics as they relate their experiences and suggestions for selecting the proper instructor training sequence airplane and more Ride along on an instrucshytional flight and get a feeling for basic aerobatic maneuvers from both inside and outside the cockpit A must for anyone thinking about pursuing aerobatic training or anyone with an interest in aerobatic flight (60 min)
$2995 TO ORDER ANY EAA VIDEO
Call 1-800-843-3612 (Outside U_S 414426-4800) or write EAA Aviation Foundation Dept MO PO Box 3065 Oshkosh WI 54903-3065
Major credit cards accepted_ Ask about saving money on every purchase through the EAA Air Adventure Video Club
middotplus $3 shipping and handling Wisconsin residents add 5 sales tax
DISCOVER EAA VIDEO THE STEALTH REVEALED A VISIT TO EAA OSHKOSH AND BEYONDmiddot One of the first major public showings of the US Air Force F-117A Stealth Fighter came during EM OSHKOSH 90 Now relive that historic moment and witness never-before-seen govshyernment footage of the Stealth in combat during the Gulf War Also features an exclusive interview with Capt Rob Donaldson leading F-117A pilot of the Gulf War NEW RELEASE (30 min)
AEROCAR GIVING THE AUTOMOBILE ITS WINGS A chronicle of the 40-year history of the AEROCAR Produced in cooperation with designerinventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR - the roadable airplane (35 min)
NEW VIDEO
EAA OSHKOSH 91
AVIATION AT ITS BEST Experience this annual gathering of the family of flight with the offishycial 1991 EM Fly-In Convention video Enjoy the tribute to the 1930s Golden Age of Air Racing the 50th Anniversary of the Flying Tigers and a special salute to the Allied air power of Operation Deshysert Storm Plus plenty of anshytiques classics warbirds the latest in homebuilts ultralights and more (60 min)
$2495 GETTING STARTED IN AEROBATICS
FASCINATION WITH FLIGHT From the quiet beauty of ballooning to the excitement of aerobatshyics this new video from EMs award-winning Paul Harvey Audio Video Center is a fast-paced overview of the many distinct facets of sport aviation Included in this show are segments on Balloons Hang-Gliders Ultralights Antiques and Classics Homebuilts Warbirds and more (30 min)
$2495 (Available In November 1991)
$3995
Hear from some of the best-known names in aerobatics as they relate their experiences and suggestions for selecting the proper instructor training sequence airplane and more Ride along on an instrucshytional flight and get a feeling for basic aerobatic maneuvers from both inside and outside the cockpit A must for anyone thinking about pursuing aerobatic training or anyone with an interest in aerobatic flight (60 min)
$2995 TO ORDER ANY EAA VIDEO
Call 1-800-843-3612 (Outside U_S 414426-4800) or write EAA Aviation Foundation Dept MO PO Box 3065 Oshkosh WI 54903-3065
Major credit cards accepted_ Ask about saving money on every purchase through the EAA Air Adventure Video Club
middotplus $3 shipping and handling Wisconsin residents add 5 sales tax
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