VA-Vol-19-No-9-Sept-1991

having interesting material to present to ourmembershipthroughourmagazineSTRAIGHT amp LEVEL You do not have to be a polished

by Espie Butch Joyce

A number of you who have been memshybers for some time have heard me say before that fall is my favorite time of the year to fly The flying weather from early September through early December here is just great As your know we are plagued with thunderstorms in this area during the summertime which requires your attention but in the fall the thunderstorms are gone and the visibility is a lot better One thing we are conshycerned about here in the fall is a hurricane Weve already had one hurricane this year pass by on its way to the New England shoreline A couple of years ago we had Hugo which was really bad Hugo took its toll on aircraft in South and North Carolina many of which were irreplaceshyable since so many aircraft now are out of production That is a real shame

On my home airport Shiloh there has been quite a bit of flying activity including a lot of flight training and it looks as though interest in flying has increased

This year there have been six new hangars built on the Shiloh Airport owned by individuals that house various aircraft I am proud to say that these hangars primarily shelter antique and

2 SEPTEMBER 1991

classic aircraft believe it or not with a few modems stuck around the comers

Ive made an observation during this late summer that brings up a question in my mind Ive had a number of people come by and visit at the airport includshying some who are good friends that I havent seen around the field in a numshyber of years These people were very active around the airport for several years and were active flyers who hung around the airport as much as I did Then I didnt see them for quite a while I have often wondered what it is that causes people with that kind of interest in flying to just walk away from it Ive seen this cycle in a good number of people They will be really active for several years then inactive for a while They show back up with as much enshythusiasm as they had before Id really like to know what causes this cycle in people

The AntiqueClassic Division welshycomes a new Chapter to our fold EAA AntiqueClassic Chapter 23 located in Richmond Virginia is now up and runshyning Their first president is John Fickshylin His address is 605 Shrewsbury Rd Richmond VA 23229 Anyone who would like to join that chapter should contact John Welcome aboard John and Chapter 23

Ijust received the division membershyship counts from EAA headquarters and I am proud to announce that we have 7251 members at this time That figure is up almost 600 members from the same period last year Thats great for the division Lets see if we can all boost that number during our current membership drive The more memshybers we have the more economical it is for us to print and mail our magazine and if the current trend continues we will be able add more color to the pages of VINTAGE AIRPLANE adding even more to our quality publication If anyone has any comments regarding our magazine Id be glad to hear from them Also anyone who has technical articles people articles articles about restorashytion or anything of that nature to subshymit is invited to do so (You bet shyHGF) We can always use help in

writer to submit an article HG Frautschy our Editor will be glad to clean it up If its at all possible typing it double-spaced is a big help For more pointers on submitting an article see HG s column The Chiefs Logbook in the December 1990 issue of VINTAGE AIRPLANE If youre curious how much material makes up an article when I wrote this column it took 4 double-spaced pages

Some interesting figures always come out of the EAA Convention Here are a couple Over 5000 volunteers worked before during and after the conshyvention They put in an estimated 200000 people-hours 491 commercial exhibitors displayed their wares 12000 airplanes visited the convention and of that 12000 2080 where showplanes Within that number alshymost 900 aircraft were hosted by the AntiqueClassic division During the week there were 41228 air operations It was stated that the airport was closed on Thursday afternoon before the show started What some people did not hear and understand was that the field was closed to non-showplane aircraft not showplanes We got the report that the Flight Service stations were putting out the word that the airport was closed Whittman Field is never closed to Showplanes during the convention for normal operations If you hear the airshyport is closed next year you may want to keep that in mind

Also a special thanks needs to be given to John Deere for providing all the John Deere vehicles including 150 AMTs that are used at the convention Its really a big help Speaking of vehicles our thanks to the Buick Motors division of General Motors for the use of over 130 vehicles during the convenshytion When you bring your showplane to Oshkosh we present you with a photo of your plane mounted on a Participant Plaque Our thanks to Poloroid for the donation of the film that was used during the convention

Feel free to contact any of your ofshyficers or directors Their names and telephone numbers are in the front secshytion of the magazine They will be very willing to be of help if at all possible

Just remember we are all better together Lets all pull together in the same direction for the good of aviation Join us and have it all bull

PUBLICATION STAFF PUBLISHER

Tom Poberezny

VICE-PRESIDENT MARKETING amp COMMUNICATIONS

Dick Matt

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 Carl Schuppel

Mike Steineke

EAA ANTIQUECLASSIC DIVISION INC

OFFICERS President Vice-President

Espie Butch Joyc e Arthur R Morgan 604 Highway St 3744 Nerth 51st Blvd

Madisen NC 27025 Milwaukee WI 53216 919427-0216 414442-3631

Secretory Treasurer Steven C Nesse EE Buck Hilbert

2009 Highland Ave PO Bex424 Albert Leo MN 56007 UnienIL 60180

507373-1674 815923-4591

DIRECTORS John Berendt Robert C Bob Brauer

7645 Eche Peint Rd 9345 S Heyne Cannen Falls MN 55009 Chicago IL 60620

507263-2414 312779-2105

Gene Chase John S Copeland 2159 Carlten Rd 9 Joanne Drive

Oshkesh WI 54904 Westbereugh MAOl581 414231-5002 508366-7245

Philip Coulson George Daubner 28415 Springbreek Dr 2448 Leugh Lone

Lawten MI 49065 Hartferd WI 53027 616624-6490 414673-5885

Charles Harris Stan Gomoll 3933 Seuth Pee rio 1042 90th Lone NE PO Bex 904038 Minneapelis MN 55434 Tulsa OK 74105 612784-1172 918742-7311

Dale A Gustafson Jeannie Hill 7724 Shady Hill Drive PO Bex 328

Indianapelis IN 46278 HaNard IL 60033 317293-4430 815943-7205

Robertllckteig Robert D Bob Lumley 1708 Boy Oaks Drive 1265 Seuth 124th St

Albert Leo MN 56007 Breekfield WI 53005 507373-2922 414782-2633

Gene Morris George S York 115C Steve Ceurt RR2 181 Siebeda Ave

Reaneke TX 76262 Mansfield OH 44906 817491-9110 419529-4378

SH Wes Schmid 2359 Lefeber Avenue Wauwatesa WI 53213

414771-1545

DIRECTOR EMERITUS SJ Wittman

7200 SE 85th Lone Ocala FL 32672

904245-7768

ADVISORS John A Fogerty Jimmy Rollison 479 Highway 65 823 Carrlen Circle

Reberts WI 54023 Winters CA 95694-1665 715425-2455 9161795-4334

Dean Richardson Geoff Robison 670 1 Celeny Drive 1521 E MacGreger Dr Madisen WI 53717 New Hoven IN 46774

608833-1291 219493-4724

September 1991 bull Vol 19 No 9

Copyright copy 1991 by the EAA AntiqueClassic Division Inc All rights reseNed

Contents

2 Straight amp Level by Espie Butch Joyce

4 Aeromail

5 AC Newscompiled by HG Frautschy Page 10

6 Vintage Literaturejby Dennis Parks

10 AntiquesClassics -EAA Oshkosh 91 by HG Frautschy

15 Second Chanceby Dave Barnett

18 Floatflying A Taylorcraft by Dave Barnett

19 Corrosion Proofing For Float Flying by Dave Barnett Page 15

21 The J2K And Meby Carlton Swickley

24 Tails Of The Great Lakes by Bill Madden

27 Pass It To Buckby EE Buck Hilbert

28 Calendar

32 Vintage Trader Page 24

33 Mystery Planeby George Hardie

FRONT COVER Mitch Freitag s Closs II Champien Award frem Sun n Fun 91 brightens up the Flerida skies as it cruises at 115 mph thanks te all the neat little fairings that clean up this custem bird Phete by Jim Keepnick shet with Canen EOS- 1 with 80-200 lens 125oth sec a t 8 using Kedac hreme 64 Phete plane flewn by Bruce Meere

BACK COVER Carl Swickleys Fairchild 24K was pointed in the mid 1970s te represent a US Ceast Guard J2K-1 of the late 1930s The airplane is new owned by Jim Kjarsgaard sen of the owner Carl bought the a irplane frem Phete ceurtesy Carl Swickshyley

The words EAA ULTRALIGHT FLY WITH THE FIRST TEAM SPORT AVIATION and the logos 01 EXPERIMENTAL AIRCRAFT ASSOCIATION INC bull EAA INTERNATIONAL CONVENTION EAAANTIOUEJCLASSIC DIVISION INC INTERNATIONAL AEROBATIC CLUB INC WARBIRDS OF AMERICA INC are registered trademarks THE EAA SKY SHOPPE and logos 01 the EAA AVIATION FOUNDATION INC and EAA ULTRALIGHT CONVENTION are trademarks 01 the above assodations and their use by any person other than the above associations is strictly prohibited

Editorial Policy Readers are encouraged to submit stories and photographs Policy opinions expressed in articles are solely those 01 the authors Responsibility lor accuracy in reporting rests entirely with the contributor Material should be sent to Editor The VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 5490gt-3086 Phone 414426-4800

The VINTAGE AIRPLANE (SSN 0091-6943) is published and owned exclusively by EAA AntiqueClassic ovision Inc 01 the Experimental Airaah Association Inc and is published monthly at EAA Aviation Center PO Box 3086 Oshkosh WI 5490gt-3086 Second Class Postage paid at Oshkosh WI 54901 and additional mailing officesThe membership rate lor EAA AntiqueClassic ()jvision Inc is $2000 lor current EAA members lor 12 month period 01 which $1200 is lor the publication 01 The VINTAGE AIRPLANE Membership is open to all who are interested in aviation

ADVERTISINGmiddot AntiqueClassic ovision does not guarantee or endorse any product offered through our advertising We invite constructive aiticism and welcome any report 01 interior merchandise obtained through our advertiSing so that corrective measures can be taken

POSTMASTER Send address changes to EAA AntiqueClassic ovision Inc PO Box 3086 Oshkosh WI 5490gt-3086

VINTAGE AIRPLANE 3

EAA ANTIQUECLASSIC CHAPTER 16

The regular monthly meeting of AC Chapter 16 for July 20th was held at the hangar of member Bob Gandy on the field at Olathe Johnson County Airport Kansas During the summer months we opt for cookouts and flying in place of hot and stuffy meeting rooms It seems to work for us Shown in the pictures are

Left to Right) Mike Elder MW Bill Kirklin Art Doc Lindquist Lee Brown Bob Gandy Jerry Gippner (Chapter 16 President) and Joe Ritch (Chapter 16 Newsletter Editor) Doc Lindquist was showing the progress on his Fokker DVII

Harold Neumann in front of his Monocoupe Little Mulligan which looks like a miniature version of the Mr Mulligan he flew when he won the 1935 Thompson Trophy race

Frank E Blasco AlC 15178 AC Chapter 16 Treasurer Kansas City MO

HERE COME THE CONTEMPORARY CLASS

AIRPLANES Dear Butch

We are very glad to see the plans for a Contemporary Class Our letter to Tom Poberezny after 89 Oshkosh was answered with a hope for a neo-classic class sometime in the future

Our 1957 Cessna 180has 1955 floats installed at the time the aircraft was delivered new It has always been inshystalled on amphibious floats

We won the neo-classic award in 1989 and 90 at the Arlington EAA FlyshyIn and are looking forward to competing at Oshkosh when the Contemporary Class is established

We are enjoying VINTAGE AIRPLANE Keep up the good work

Don McGugin AIC 16377 Ronald WAe

4 SEPTEMBER 1991

Members of AntiqueClassic Chapter 16 investigate the progress on member Doc Lindquists Fokker DVII replica

Hale and hearty Harold Neumann and his Little Mulligan

(3roWi

Here are the award winners from EAA Oshkosh 91 It was a record year for Antique and Classic attendance (a total of 855 antique and classic aircraft registered) Congratulations to all who participated

ANTIQUE AWARDS GRAND CHAMPION - Harold and

Bob Armstrong Rawlings MD 1927 Pitcarin PA-4 C-326 1

RESERVE GRAND CHAMPION - Bob Lindley Zellwood FL 1936 Stinson SR-8E NC16164

Silver Age (1928-1932) CHAMPION - R W Buzz

Kaplan Owatonna MN 1929 Curtiss Robin NC292E

RUNNER-UP - Bill Watson Colshylinsville OK 1928 Kreider-Reisner KR-31 NC7780

OUTST ANDING OPEN COCKshyPIT BIPLANE - Arlene Beard Fresno CA 1928 Bird N14K

OUTSTANDING CLOSED COCKPIT BIPLANE - Richard S Grigsby Pacific Palisades CA 1932 Waco UEC NC18613

OUTST ANDING CLOSED COCKPIT MONOPLANE - Robert J Hedgecock Barnesville GA 1929 Stinson SM-2AA NC8471

Contemporary Age (1933-1941) CHAMPION - The Morrisons

Glendale Heights IL 1938 Beechcraft F17D NC1878l

RUNNER-UP - Fred J Kirk Ft Lauderdale FL 1940 Howard DGAshy15P NC22423

OUTST ANDING CLOSED COCKPIT BIPLANE - William G Nutting Prescott AZ 1941 Waco SRE NC1252W

OUTST ANDING OPEN COCKshyPIT MONOPLANE- Bill Rose Barshyrington IL 1937 Ryan STA Special N17368

OUTSTANDING CLOSED COCKPIT MONOPLANE - Lowell

compiled by HG Frautschy

T Baker Effingham IL 1941 Taylorcraft N29654

World War II Era (1942-1945) CHAMPION - Rick Atkins Placershy

ville CA 1942 Howard DGA N67722

Customized Aircraft CHAMPION - Jerry A Brown

Franklin IN 1941 Waco UPF-7 NC32080

RUNNER-UP - Frank W Kerner St Louis MO 1936 Monocoupe 90A NC11793

OUTSTANDING - Dick Farina Washington DC 1945 Bucker Jungmann NX21RF

Transport Category CHAMPION - Michael Araldi

Lakeland FL 1941 Lockheed 12A N33650

RUNNER-UP - US Air WinstonshySalem NC 1942 Douglas DC-3 N44V

OUTSTANDING - Continental Hisshytorical Society Dallas TX 1940 Douglas DC-3 NC25673

WW-II Military Trainer Liaison Aircraft

CHAMPION - Tom Dietrich Kitchener Ont Canada 1941 DeshyHavilland Tiger Moth CF-CTN

RUNNER-UP - Jim Rahn Guelph Ont Canada 1941 DeHavilland Tiger Moth CF-CLW

OUTSTANDING - Chuck Andreas Neenah WI 1941 Stearman N33162

OUTSTANDING - John Drews Lake Mills WI 1942 Fairchild PT-26 N9198H

CLASSIC AWARDS GRAND CHAMPION - David Solshy

vachek and Sam James Colgate WI Beechcraft C35 Bonanza N2017D

RESERVE GRAND CHAMPION - Jack Shahan Stone Mountain GA Cessna 140A N9633A

BEST CLASS I (0-80 HP) - Darin R Hart Greenville TX Piper J-3 N70496

BEST CLASS II (81-150 HP) - Dick Pedersen Tony WI Luscombe T8F N211G

BEST CLASS III (151 HP AND ABOVE) - Paul Doughterty and Paul Doughterty Jr Warrington PA Cessna 195 N195PD

BEST CUSTOM CLASS A (0-80 HP) - Donald E Claude Dekalb IL Taylorcraft N96440

BEST CUSTOM CLASS B (81-150 HP) - Scott Cox Ft Lauderdale FL Cessna 120 N2460N

BEST CUSTOM CLASS C (151 HP AND ABOVE) - D Scott Andershyson Etowah TN Swift N80555

Outstanding In Type AERONCA CHAMP - Richard

Lyon and Fred Price Onalga IL NC81455

AERONCA CHIEF - Wilbur Hosshytetler and Ray Johnson Marion IN N3469E

BEECHCRAFT - Georgene and Don McDonough Palos Hills IL Bonanza N5186C

CESSNA 120140 - Jack Cronin Denver CO 140A N9405A

CESSNA 170180 - Lerdy Geisert Medford NJ 180 N1564C

CESSNA 190195 Robert Skingley Westland MI 195 N2126C

ERCOUPE - James Retzlaff West Bend WI N94426

LUSCOMBE - Ian R Hjertaas Milshywaukee WI N2922K

NA VION - Larry Woodfin Jarretshytsville MD N222LW

PIPER J-3 - Dan Haas and Rick Helander Galesburg IL N70669

PIPER (OTHERS) - Dan Kloker Owasso OK Piper PA-12 N3997M

STINSON - William Whiting Minshynetonka MN N108WW

SWIFT - Mark Holliday Athens TN N80966

T A YLORCRAFT - Paul E Nuss Sr Patton PA N44274

LIMITED PRODUCTION - Jim Zantop Whitmore Lake MI Seabee N4512bull

VINTAGE AIRPLANE 5

VI~TA(3~ LIT~l2ATUl2~ by ()ennis Varks~ ~ LibraryArchives

()irect()r

Sopwith Schneider racer of 1929 with 450 hp Jupiter radial engine

THE NATIONAL AIR RACES THE GOLDEN AGE (Pt 8)

DIVERSIONS Though the National Air Races were

the highlight of what we consider the Golden Age of air racing there were other significant events Among other significant events of the 1930 s era was the end of the Schneider competition in 1931 and the international air race from London to Melbourne in 1935

SCHNEIDER TROPHY The Schneider Trophy race which

was the first competition of internationshyal significance began in 1913 The trophy was announced in 1912 by Jacshyques Schneider for an international speed contest for seaplanes Schneider was a mining engineer who became inshyterested in aviation when he met with Wilbur Wright who in August 1908 brought his new Model A aircraft to France and demonstrated it in flight at Le Mans

This new interest in aviation merged 6 SEPTEMBER 1991

with his interest in hydroplane racing and when Schneider was no longer able to compete in racing through an accishydent he became a promoter of aviation sporting events In an effort to promote the development of seaplanes he estabshylished the Schneider Trophy contest

This seaplane competition was to be a contest between national aero clubs rather than individual pilots with each club allowed three entrants The rules stated that the competition must take place on a course over the open sea and be over a distance of the equivalent of at least 150 nautical miles For that reason the aircraft were required to unshydergo complex seaworthiness trials

Any national aero club affiliated with the Federation Aeronautique Internashytionale could issue a challenge to the club holding the trophy which would then be responsible for organizing the next contest to defend its title An imshyportant part of the rule was that the country which succeeded in winning the trophy three times in five years would

be declared its permanent holder and the series of contests would be terminated

The first contest held in Monaco in 1913 was won by Frenchman Maurice Prevost who flew a Deperdussin to a speed of 458 mph Over the years the race was to see a wide variety of seaplanes built by aviation companies and entered for the competition Along the way the Schneider races and race planes would set and hold the worlds speed record from 1917 until 1935

In all there were twelve contests spanning 18 years The main contestshyants were Britain France Italy and the United States But France never won after 1913 and no United States aircraft participated after 1926 though they had won in 1923 and 1925 The major rivals were thus Britain and Italy with Italy winning three times and Britain five times retiring the trophy in 1931 after a third win in five years

Biplane seaplanes and flying boats dominated the early contests Some very advanced twin-float biplanes were

Curtiss R3C-4 with 685 hp Curtiss V-1550 engine The Curtiss R3C-2 with whic h Lt Doolittle won the 1925 Schneider Contest

among the winners as late as 1925 when the Curtiss R3C-2 with Jimmy Doolittle won at a speed of 2326 mph However it was the aerodynamically clean highly powered monoplanes which became the symbols of the Schneider Trophy with Supermarine and Macchi designs powered by Napier Rolls-Royce Fiat and Isotta-Franchini engines which brought racing seaplane performance to its peak a peak which is still unsurshypassed today as the worlds speed record for seaplanes set in 1935 still stands

THE LAST SCHNEIDER It was 1931 the year of the Second

Thompson Trophy and the first Bendix race that saw the twelfth and final Schneider contest Great Britain had the opportunity of retiring the trophy in their possession having won in 1927 and in 1929 The winning speed in 1929 was 32863 mph Comparing this to the winning speed of the 1931 Thompson which was 23624 mph by Lowell Bayles in the Gee Bee Z and the winning speed of 223 04 in the Bendix by

Doolittle in the Super Solution shows that the land planes still had a way to go to catch up with seaplane performance

There are several ironies involved with Britains victory in 1931 The first is that in spite of the fact of how wellshyknown the Schneider competition was for fostering the Spitfire fighter Sir Hugh Trenchard Marshal of the Royal Air Force three days after the 1929 victory opposed any future involvement in the efforts to win and to retain the Schneider Trophy writing I can see no value in it

The British Cabinet did vote not to provide any funds for the 1931 competishytion leaving private enterprise to proshyvide the money for any venture Fortunately for Britain funding did come forth mainly from Lady Houston who provided around $485000

Another irony was in spite of all the effort to redesign and build two new Supermarine S6B racers to take the new Rolls-Royce engines the effort was not needed as there was no competishytion However the effort did result in new closed course speed record for either land or seaplane of 3401 mph

The worlds straightaway record for seaplanes was held with the Schneider race though not part of it In this event a Supermarine S6B set a record average of407 mph with a fast lap flown at 4095 mph

Another irony is that the United States could probably have retired the trophy in 1925 had it not cancelled the 1924 contest for lack of competition This would have ensured two victories for the United States and in 1925 with foreign competition the United States blew the competition away with Doolitshytle and the Curtiss R3C-2

US ABSENT Like the British government in 1929

the United States decided in 1925 not to continue to pursue the Schneider Trophy but unlike them no private funds were sought or forthcoming In an article in the October 1931 issue of AERO DIGEST Frank Tichenor lashymented the absence of American entries

The American situation with regard to this great speed contest is regrettable in the extreme We were not represhysented this year although we had won in 1923 and 1925 in 1926 we withdrew Our speed record 26659 mph was set nearly eight years ago That this great and rich nation which twice had proved its ability to achieve supremacy in Schneider speed contests should have been defeated by sheer unwillingness of those who should have supplied the funds must be a humiliation to every American There was no occasion for this defeat by default

We have the brains the skill the pluck the cash for victory the manufacshyturers who can build in competition with

Short-Bristow Crusader of 1927 with Mercury radial engine of 860 hp the world To have competed com-

VINTAGE AIRPLANE 7

Supermarine S6B winner of the last Schneider Contest in This Supermarine S6 won the 1929 Schneider Trophy 1931

petently would have cost money yes but it will cost us more in the event of war not to have behind us what parshyticipation in this race would have taught

LONDON-MELBOURNE RACE WORLDS GREATEST RACE Unlike the lack of interest that was

shown towards the Schneider Trophy contest after 1925 there was strong inshyterest shown in the United States for the MacRobertson challenge

The idea of a race from London to Melbourne came from the Mayor of Melbourne in 1932 The state of Vicshytoria was planning to celebrate the censhytenary of its founding in 1834 The Mayor suggested that one of the events should be an air race to show how air transport had brought Australia closer to its mother country

The idea was taken up by a milshylionaire Australian sweets manufacturer Sir Macpherson Robertson or MacshyRobertson as he liked to be called The route was from London to Melbourne via Marseille Rome Athens Baghdad Allahabad Calcutta Rangoon Bangkok Singapore Darwin and other intermediate stops

The race was quite an undertaking with a course through eight countries over high mountains across vast deserts and long ocean crossings Airfields were grass or dirt and navigation facilities sparse

Despite the distance of the race and all of the difficulties to be faced there were 64 entries for the race Of these 20 left the starting line at Mindenhall airfield and a dozen reached Melbourne A large number of aircraft entered were American a fact noted by Max Karant in the article Yankee Aircraft in the Big Race in the November 1934 issue of POPULAR A VIA TION

England to Australia - as grueling and exacting a hop as has ever been

attempted by an aircraft - is the route that over sixty airplanes ranging from small sportplanes to giant high-speed transports will take in the latter part of October when they vie for first honors in the international MacRobertson race

An astonishing fact is that of the sixty-odd machines entered in the flight over twenty are American built - many of them being flown by Americans several by foreign pilots All these sips of American origin have had very little altering or souping up

No greater tribute could be paid American aeronautical engineers than was when a number of foreign aircraft companies and pilots - all of them with access to the best flying equipment in their home countries - placed their orshyders for standard American airplanes and announced that they would fly these ships against all the special long-disshytance racers that have been built by European contestants

Lockheed and Douglas are the American favorites Wiley Post has entered his Winnie Mae a three-yearshyold Lockheed Vega and has altered his ship only to install a supercharger and special tanks Finishing touches are being put on an Orion at the Lockheed factory at Burbank which will be flown by Laura Ingalls while Ruth Nichols is

planning to race a Lockheed Altair Foreign pilots who will fly Lockshy

heeds are Sir Charles Kingsford-Smith the Australian ace who has just taken delivery on his Altair James Woods prominent English sportsman pilot will fly the late Glen Kidstons three-yearshyold Vega and Michel Detroyat French ace who purchased a standard Orion last year and will install a HispanoshySuiza radial engine for the race

According to announced plans Harold Gany of the famous Post-Gatty round-the-world team will fly a standshyard Douglas DC-2 in the event Another DC-2 has been entered by the Dutch airline K L M and will be flown by two of that lines crack pilots

It was first thought that Col Roscoe Turner would also fly a Douglas but he and Clyde Pangborn recently anshynounced that they had altered their plans and have now teamed up to fly a Boeing 247D airliner identical to the ships now in use on United Air Lines Pangborn had earlier announced his intentions of piloting a special Gee Bee in the race

The official entry list contained 64 entries It included 18 American 17 British 12 from Australia and New Zealand 7 French 4 Dutch 2 Italian and 1 each German Portuguese

Bellanca Flash ordered by James Fitzmaurice for the MacRobertson Race

8 SEPTEMBER 1991

the MacRobertson Race in the Boeing 247

Swedish and Danish The aircraft listed included 24 American planes and 27 planes equipped with American enshygines

RULES AND REGULATIONS There were two concurrent races in

MacRobertson competition a Speed Race and a Handicap Race The Speed Race contestants were to land at six predetermined checkpoints along the route The winner would be the first

races

THE VICTORS Blazing across the sky from London

to Melbourne the aptly named De Havilland Comet of C W A Scott and T Campbell Black arrived at the finish in Australia after 70 hours and 54 minutes at an average speed of 159 miles per hour They had spent 53 hours and 52 minutes in the air for an average of 180 mph

Britains Comet was conceived designed built and tested in an amazing nine months - all for one purpose - to

win the MacRobertson Three of these slick aircraft were built for the race one won one placed fourth and the third was forced out in Karachi Beautiful slim and fast the Comet caught the attention of the world and its aerodynamics and wooden structure would lead directly to the formidable World War II Mosquito bomber

Almost as surprising as the Comets record was the second place finish of the Dutch entered Douglas DC-2 flown by Royal Dutch Airline pilots Paramentier and Moll They did this while flying the regular K L M air route to Batavia carrying passengers and 30000 letters for an elapsed time of 90 hours and 13 minutes The response to this Douglas twin-engined transport was so great that K L M ordered ten more DC-2s

In a result that reinforced the state of modem air transport the Turner and Pangborn Boeing 247 of United Air Lines finished third with an elapsed time of 92 hours 55 minutes for an average speed of 1215 mph

VICTORY The British publication FLIGHTs

editorial of October 25 1934 exalted their countrys victory in the MacshyRobertson

We have won Bravo Scott Bravo Campbell Bravo DeHavillands Bravo all others who helped in the magshynificent achievement

This has been the greatest long race in the whole history of flying It means so much that for the moment the brain almost reels in thinking out all that it does mean Our first thought must be that British design has once again been vindicated When Great Britain made the effort she won the F A1 worlds records for speed height and distance Those records ha ve been taken from us by foreign nations and we have made no attempt to recover them To that extent British prestige sank in the eyes of the aeronautical world

It is no use talking about what we could do if we tried It is achievement and only achievement which counts and those three records as held by forshyeigners Now in a new sphere of aeronautics in conditions never before laid down British design has won a

Clyde Pangborn and Roscoe Turner third place finishers of

aircraft to cross the finish line near Melshybourne The Handshyicap Race also required landings at control points but alshylowed time outs to be taken at stops at apshyproximately 500 mile intervals along the route

The Handicap Race winner would be the contestant with the lowest actual flying time less a handicap allowance time comshyputed by the length of the race divided by a formula The Handshyicap formula was devised to favor effishycient airplanes carryshying useful loads Nine aircraft were entered in the Speed Race 27 in the Handicap Race and 28 entered in both

DeHaviliand Comet Racer winner of the MacRobertson London - Melbourne race victory which places it upon the summit of 1934 in the eyes of the world bull

VINTAGE AIRPLANE 9

Harold and Bob Armstrong in their white Pitcairn coveralls pose with their Antique Grand Champion Pitcairn PA-4 Fleetwing by HG Frautschy

Wow What a turnout There was little extra grass to be found after all the parking of the Antiques and Classics that came to EAA Oshkosh 91 Blessed with good flying weather from the central midwest out to the west coast many airplanes that had in the past been stopped by the weather were able to make it to the south half of Wittman Field for a week that would prove to be one of the best yet The weather turned nasty only on Sunday which would unshyfortunately result in the cancellation of the AntiqueClassic Parade of Flight due to soggy conditions on the grass runway that is used for this event Well get em next year Lets all hopethatthe cool weather this year is the start of a new weather pattern for the EAA Conshyvention - Im sure everybody wouldnt mind wearing a windbreaker every now and then next year

In the Custom category Jerry Browns Waco UPF-7 (left) was charshyacterized by Ray Brandly President of

10 SEPTEMBER 1991

a 0 0 J

~ o u

Jimmy Younkin wowed em during the daRy alrshow with his smooth aerobatlc routine in this Beech 18

The proud Captain of the Champion Transport Category aircraft Mike Araldi

the National Waco Club as One ofthe finest restorations you will ever see The judges and the public agreed Very close behind Jerry was the Monocoupe 90A of Frank Kerner and the Bucker Jungmann of Dick Farina

Fresh from his selection as the Flagshyship of the Navion Fleet at the Navion Convention held the week prior to the EAA Convention in Appleton WI Larry Woodfin took top honors in the Outstanding In Type - Navion category Tough to do with all the Navions that were present - a total of 49 arrived from Appleton in a mass in-trail flight acshycording to Don Schumacher Co-Chairshyman of the 1991 Navion Fly-In Convention

VINTAGE AIRPLANE 11

8~==========================~-r==========================~

c o t Navions Navions The new parkingo t= arrangements must have satisfied a numshycos ber of aircraft owners as a record 150 antiques and 705 classics came to roost o within the friendly confines of the

John MacPherson and his 1940 Harlow Sam James and David Solvachek rest on AntiqueClassic parking areao

PJC-2 Serial number 7 the wing of their Grand Champion Classic Beechcraft C35 Bonanza

12 SEPTEMBER 1991

a J s ~ o u

The Flagship of the Navion Fleet Larry Woodfins 1949 Ryan Navion

5 u

Two Porterfields from California Leroy Blum flew from Glendale CA Glenn Peck kept him company with Lane stuarts Portershyfield from San Luis Obisbo

From Athol Idaho this rare Fairchild 45 named the Lake City Lady brought Roger Dunham and his friend Ray Fagre Roger flew the Fairchild to Oshkosh as part of a local fund raising effort in Athol to help the homeless Entrants guessed the time it would take for the airplane to reach Oshkosh

Richard Lyon and Fred Price did it again with their Outstanding in Type Aeronca 7AC Champ

Jack Shahan pauses by his Reserve Grand Champion Classic Cessna 140A

Finally the Golden Age of Air Racing display proved to be very popular To see Jim Younkins Travel Air Mystery Ship and his Mister Mulshyligan racing in the pattern was enough to make you stop dead in your tracks What a time it was I cant wait to see Steve Wolfs Gee Bee R-2 fly What a marvel that airplane is with beautiful workmanship The all metal cowling was worked on an English wheel to a flawless contour Well have more on individual aspects of AntiqueClassic activities in subsequent issues of VINTAGE AIRPLANE See you here next year bull

VINTAGE AIRPLANE 13

ULshy____________________________________________~

a J ~ o

ltI)

a Dick Pedersen with his Best Class II Classic Luscombe T8F Bill NuHing of PrescoH A1 and his Waco SRE

On the takeoff run Rudy Komin lifts one Edo 1400 float to ease his takeoff in his Aeronca 7AC equipped with a 115 hp Lycoming

Seaplane Base volunteer Suzanne Dee handles the radio at the base

Bill Watson banks away in his 1928 Kreider-Reisner KR-31 over Lake Winshynebago

14 SEPTEMBER 1991

SECOND CHANCE shy

ISLAND HOPPING IN A TAYLORCRAFT

In 1984 things were looking badly for 1946 Taylorcraft N96970 After many years and approximately 3000 hours in the air as a floatplane - the equivalent of eight times around the globe - the plane was bashed in the tail and severely damaged by a fishing boat at Sitka Alaska The insurance comshypany totalled the airplane but the owner thought it deserved a second chance and kept it for a time before selling it to a hopeful new owner who never quite found the funds to pay for it He did however move it by boat to Wrangell causing additional damage in the process - just one of many indignities the plane was to endure In time the original owner Keith Heibert reclaimed 970 and in February 1984 sold it for the second time

As its new owner my first concern was to get the plane home to Juneau where it could be restored But first it suffered another affront when the State Department of Transportation moved it around on the apron at the Wrangell airport and gouged the floats with a forklift DOT then blasted shotrock at a nearby quarry and dropped a rock through the fabric of the left wing

by Dave Barnett (EAA 350551 Ale 15585)

where a rock fragment remained hidden inside until the wing was recovered To wind things up right DOT neglected to tie it down but fortunately there was enough rainwater in the floats to keep the plane from blowing over in the wind

It seemed as though someone had decided 970 had no right to live after all it had been under attack by sea land and air But things were about to turn around for 970

Stits materials were barged up from Seattle and replacement tail surfaces recovered in Juneau with DI03 fabric and painted Juneau White using Stits

With her tailfeathers straightened 970 is prepared for her flight home to Juneau

VINTAGE AIRPLANE 15

Frank Ramsey used his boom truck to get the plane off its floats and onto wheels so it would fit into the shop

16 SEPTEMBER 1991

Poly tone In Juneau Paul Frantz a local lA oversaw my work and lent encouragement while in Wrangell another lA Joel Tegeler inspected the plane and helped get a ferry permit Joel had a Taylorcraft of his own N5057M which had been in the family for decades and he knew the planes well His Taylorcraft was beautifully restored long before the work on 970 was finished

Most of the summer was spent in getting the plane ready for that one flight to Juneau but by August the weather - always a factor in normally wet southeast Alaska - was turning sour and it wasnt until September 15 that the flight was possible Joel and another mechanic helped move the plane to the launching ramp near the threshold of Runway Nine where the tide finally floated it free Joel perched on the riprap trying not to look obviousshyly worried while I hand-propped the engine from the righthand float and then climbed inside the cabin It would be my second flight in a float equipped Taylorcraft Joel said later he was more worried about my admitted lack of floatplane experience than any deficienshycies in the plane but the plane had me at least a little worried To be charitable about it the plane looked awful (at best) But after six months of effort trying to get the plane back into the air

Not quite yet fully restored N96970 rests in the rain at the Wrangell Airport

With new tail feathers and one new strut 970 was rolled out for the launch ramp but weather delayed the flight

The T-Craft at a bush strip near the head of Lynn Canal in southeast Alaska

On wheels the Taylorcraft makes a good beach plane due to its light weight Dave Barnett relaxes with his plane

and home to Juneau it was time to give it a go

We shouldnt have sweated it the plane flew off the water without a hitch and climbed steadily away from Wranshygell Island the C85 engine running flawlessly - in part thanks to the carshyburetor Joel had lent to the project for this flight The plane was slightly out of rig but otherwise a delight to fly The two hour flight was uneventful and upon arrival I phoned Joel so he could unshycross his fingers

Although I didnt know it at the time Roy Cagle got a picture of 970 as it looked that day in 1984 Roy is a longtime pilot and photographer A retired crop duster who made his living with Snow agplanes he is very knowledgeable about antiqueclassics and seldom passes up a chance to photograph one We eventually beshycame acquainted and have since flown several times in the Taylorcraft but I didnt see Roys photo until 1990 when he happened to mention it Roy has a fondness for Taylorcrafts having owned one himself

John Scott another aviation enshythusiast helped disassemble 970 and stored the floats at his house He evenshytually got his license and bought an airplane proving that aviation is truly infectious Over the next two years 18 months were spent - evenings and weekends - restoring 970 The effort and expense were discouraging but my very understanding wife was always supportive and the plane was finally completed both as a floatplane and wheelplane - the first time it had been on wheels since 1956

It was my one and only aircraft resshytoration project If I had it to do over again Id certainly change one thing the tinted windshield Tinting is an abomination when flying in the dim light caused by low clouds and fog so common in the southeast portion of Alaska r d also consider painting the wings a dark color as the black bands on the wings are always frost-free an hour or more before the ice bums off the white sections Finally I might conshysider finishing the fabric in Aerothane which is glossy and long-lived but it is a nuisance to shoot and Poly tone is far easier to touch-up in the field Since 970 isn t hangared and the ravens have punched no less than 16 holes in the wings (requiring patches of 2-9 inches in diameter) Poly tone is probably better for this plane even though it has to be

VINTAGE AIRPLANE 17

Nine seven zero at rest in the shore of the Yukon river in far-western Alaska near the village of Kaltag

waxed twice a year After the restoration 970 has been

flown about 300 hours in Alaska British Columbia and the Yukon mostshylyon floats The plane is noisy cold cramped and a lot of fun to fly Its longest trip was a three week jaunt that started in Juneau went up the Stikine

and Pelly Rivers and covered most of the length of the Yukon River to far western Alaska and the Yukon-Kuskokshywim Delta Round trip took about 60 hours of tach time The only problem with the plane was a broken bracket on the single over-sized rudder Colin Brownie Brown a floatplane pilot in

Galena fixed that in short order and wouldnt accept any payment Thats one of the best things about flying you meet good people as well as get to go places

One day in Juneau I compared notes on small floatplanes with Paul Wescott Paul is the ownerbuilder of an Avid Flyer on floats (featured in EAAs Exshyperimenter magazine) based - like 970 - at Auke Lake Paul liked the proven design of the Taylorcraft and the four-cycle engine while the folding wings and spectacular performance of the Avid got my attention Looking at the two of them you soon realize they have a lot in common - no surprise since the Avid designer Dean Wilson has been known to commute to work in a plane designed by C G Taylor a T-Craft

Of the two planes 970 has a longer history of course Once a trainer at Kenmore Air Harbor in Washington state 970 has been helping pilots to learn float flying and simply taking people places now for 45 years After a total of something like 4000 hours in the air and three or four rebuilds its still a useful airplane and has surely proven it deserves a second chance

FLOATFLYING A TAYLORCRAFT AnlphlibitOUS OHer towers over the

In southeast Alasshyabout float

Depending on who does the talking an 85 hp Taylorcraft on floats offers surprisingly good performance or takes miles to get off the water - if it gets off at all This difference of opinion deserves some explanation

Under normal conditions - some wind some chop - 970 routinely levitates in 22 seconds with just one aboard and about four hours fuel plus the State of Alaska mandated survival

18 SEPTEMBER 1991

gear In comparison a 180 hp Super Cub operating off the same lake gets airborne in about 12 seconds (Rememshyber these are routine takeoffs not all out maximum efforts I have managed to horse 970 off the water in about 16 seconds with the help of a stiff breeze but thats hardly representative) Conshysidering the modest power-to-weight ratio of the C85 equipped Taylorcraft 22 seconds seem reasonable but that

figure doubles when a passenger is aboard and 35 to 40 seconds is a typical time A Taylorcraft pilot soon learns to travel light and avoid the smaller lakes when theres a passenger aboard howshyever as Paul Frantz observed its a fun plane to fly if the pilot will work with the airplane

When heavily loaded standard pracshytice is to lift first one float and then the other in order to get up to flying speed If you like to work with the airplane thats no problem but if you expect to simply firewall it and go then the takeoff run is bound to be overlong Unfortunately without flaps the older models just cant be popped off the water

The Continental powered Taylorcrafts of 65 to 100 hp are not heavy lifters by any means but reasonable loads can be carried if the chore is approached in the right way With the baggage compartment on the 85 hp models placarded for only 30 pounds (on floats) or 50 (wheels) cargo

is carried on the seat next to the pilot This keeps the cg well forward where it must be for a water takeoff Bulky loads can be accommodated by removshying the control yoke and U-joint (if not removed the U-joint might jam the conshytrols) on the left side Yes thats norshymally the pilots side Float equipped and without electro-mechanical starter it makes sense to fly a Taylorcraft from the passenger side That way the passhysenger can stay seated on the left while the pilot back-props the engine and then gets in without disturbing anyone or the cargo as the case may be

Hand-propping any airplane should be approached with caution but the litshytle Continentals are usually among the very easiest to start Actually with modern handheld radios there is no pressing need for an electrical system with starter and generator but one can be added to most T -Crafts already equipped with an accessory case on the engine and a long motor mount There is a weight penalty and the parts are costly T-Crafts with short motor mounts can be recognized by their pug noses about four inches shorter than the others

Taylorcrafts are willing performers One pilot of an 85 hp Taylorcaft told me - and I believe him - that he once got aT-Craft airborne with 900 pounds in it Thats twice the normal useful load This was at sea level of course but the takeoff run must have been something to behold The simple fact is the early model Taylorcrafts with their huge bagshygage compartments will hold more than they ought to if the plane is to fly

In addition to existing flight condishytions and pilot skill several things inshy

fluence performance besides the limited horsepower of the little Continental enshygines The EDO 1320s are well made floats that only knock off 10 mph as opposed to cruise speed on wheels but they act more like water skis than floats when heavily loaded - and this seems to make the takeoff effort go up geometrically as the weight increases EDO 1400s although seldom seen were certificated for 65 and 85 hp Taylorcrafts and bigger floats would help reduce takeoff runs By way of comparision the F-19 Taylorcaft with the 100 hp Continental-0200 is certifishycated with 1500s and Aqua 1500 floats are often used The 115 and 180 hp Lycoming powered Taylorcrafts apshyparently use Aqua 1500s or 1800s according to the advertising brochures put out by Taylorcraft Aircraft Corporashytion in Lock Haven Pennslyvania Late model Taylorcrafts should be excellent performers on floats well able to comshypete with the likes of Super Cubs Chrisshyten Huskies and Artic Terns Its gratifying to see this old favorite upgraded at last

The propeller installed is also a facshytor and a big one The standard seaplane prop - McCauley 71 x 44 as used on 970 - limits takeoff RPM to only a bit over 2300 RPM Since the engine is rated at 2575 the engine is only developing 60 hp A flatter pitch prop would get the RPM up to a more useful range and probably wouldnt hurt cruise performance all that much The airframe makes efficient use to 85 hp cruising at an indicated 85 to 90 mph at 2200 to 2300 RPM depending on loading and flight conditions while burning five gallons an hour of car gas

If 85 mph on 85 hp doesnt sound very speedy consider the Cessna 150 on EDO 1650s once owned by Paul Frantz It cruised at 105 mph on 150 hp

John Buck of Kinetics Inc in Britt Iowa has been trying for some time to get FAA approval to use the Roby a controllable pitch prop on 970 This would allow the engine to develop full power Unfortunately the Roby was never certificated with the 85 hp Conshytinental in this application although it was approved on Taylorcafts with the 65 hp Continental and the 85 to 100 hp Continentals in other applications This very interesting propeller was designed for tapered crankshafts and an adapter is available to make them usable on most small Continental engines even with the flanged crank If and when the Form 337 is approved a Roby prop will go on the nose of 970 It should increase performance dramatically

Late production Taylorcrafts with 115 or 180 hp Lycomings and flaps are bound to be outstanding performers on floats but the older models with Conshytinental engines of up to 100 hp offer reasonable performance at lower cost For sport flying - provided the pilot knows his own and the planes limitashytions _ the older Taylorcrafts are good bets Ifyou know how to go about it and are willing to work with the airplane the Continental powered Taylorcrafts will get you where you want to go

Anyone interested in Taylorcrafts would be smart to contact the type club a great source of information Taylorcraft Owners Club 12809 Greenbower N E Alliance OH 44601

CORROSION PROOFING FOR FLOAT FLYING

A tube and fabric float plane needs a thorough float kit if its to survive in a coastal environment For example Joel Tegeler once found the unprotected tail feathers of a Super Cub rusted out after only three years in southeast Alasshyka They had to be scrapped

Stits materials and methods were used religiously in restoring 970 but other steps were also taken to protect the airframe The fuselage tubing had alshy

ready been aluminumized which is the single best thing you can do to prevent corrosion The aft end of the fuselage had been replaced after the accident and that part was treated with wash primer epoxy primer and top-coated with Stits Aerothane So far this comshybination has stood up well but I wish it had been possible to aluminumize the repair section Incidentally all aluminumizing has to be removed

before any welding is attempted In addition to aluminumizing and

painting each tube in the fuselage was inside-oiled with TubeSeal On Joels T-Craft automotive brake bleeders were welded into opposite ends of all four longerons With this set-up the tubes can be flushed out and perishyodically retreated with hot linseed oilshya very good idea With 970 the Stits instructions were followed drilling

VINTAGE AIRPLANE 19

After the damage to the aft fuselage was repaired the entire area was sandblasted

18 holes and filling them with pop rivets after adding the oil Its less conshyvenient this way but the welding which would have bumed off some of the exshyisting aluminumizing was avoided

Incidentally spraying Aerothane or any other urethane can be damaging to your health and its toxic effects are cumulative A respirator wasnt availshyable so I tried scuba gear which John Scott generously let me use It was a bit awkward but worked very well

The stabilizers were coated in the same way as the fuselage including inshyside oiling using corks to close the open ends and keep the oil inside The trailshying edge of the elevators is made up of small diameter tubing and it is imporshytant to inside-oil these tubes as well I have seen trailing edge tubes so rusted that you could pinch them flat with your fingers Finally before installing the stabilizers the support tubes on the fuselage were packed with heavy grease Its just suicidal to neglect these tubes

In the wings the spruce spars were coated with clear epoxy and the aluminum with Stits epoxy (the green stuff) Special care was taken with the magnesium aileron brackets (Magshynesium practically dissolves overnight in saltwater) The brackets were coated according to Stits recommendations

20 SEPTEMBER 1991

Usual practice is to then install the brackets and glue the fabric right to the brackets but in a saltwater environshyment this invites corrosion cutting of the metal under the fabric as soon as the glue loosens and takes the protective coatings with it This was the case with every one of the existing brackets On 970 a hole was cut around each bracket in the aluminum skin just big enough to wrap the fabric through This keeps the fabric away from the magnesium and prolongs the life of the brackets by years

AN fasteners were coated with grease to inhibit rust Open gear lube works well especially if the fastener is under water Boat trailer axle grease is less water resistant but also less messy LPSshy3 works well and is convenient to use but it has a solvent or carrier in it as it comes from the spray can that will disshysolve Poly tone so it has to be used with care Another preservative ACF-50 is favored by owners of metal floatplanes Stainless fasteners were used wherever possible and nylon washers placed under screw heads to keep the aluminum unshyderneath from corroding due to galvanic action Alternately a good coat of paint will prevent the aluminum from sacrificshying to the stainless but washers are a better choice

To prevent abrasion and subsequent

corrosion of exposed metal the boardshying steps were first given the usual coatshyings and then heavy heatshrink tubing was applied where your foot falls The flying wires were treated in a similar way except for top-coating them with urethane and sealing them inside clear heat-shrink tubing This provides some protection against stone damage and the wires can still be closely inspected over their entire length Of course the top wires are exposed to sunlight and the heat shrink will deteriorate sooner or later but it does no harm when it simply cracks and falls off Stainless flying wires werent available but would have been preferable

To protect them the rudder tumbuckshyles were dipped in epoxy after final adshyjustment Stainless cable was used but Im not sure it is any better than galshyvanized because the individual wires are so small that any abrasion whatshysoever will cause considerable wear It pays to keep the floorboards free of gravel or sand that might get on the pulleys or cable guides

All this was a lot of work but so far corrosion has been minimal after five years in one of the most rust-prone locashytions in the world A lot of land planes would benefit from similar preservation methods Of course it helps to simply avoid saltwater whenever possible bull

Editors Note These days Carl Swickley is the Director of the EM Aviation Foundations Air Adventure Museum His involvement in antique and classic aircraft goes back a few years as told in this article he submitted over 15 years ago At that time he was the Commander of the US Coast Guard Air Station at Port Angeles Washington We recently rediscovered this article during our office move and are happy to present it to you now His words ring true today as they did back when this was written Surprise Carl -HGF

The Interest Germinates Ifsomeone had told me a year ago that

rd soon be the owner of an airplane I would have considered the speaker to be in need either of immediate consultation with his shrink or getting his crystal ball calibrated After all I had a flying job and was getting plenty of flight time - never had much interest in ownership being convinced planes were expensive to operate and depreciated faster than a pershyson of my means could tolerate - my feeling toward modern lightplanes was kind of BLAH other than getting involved in an occasional rental when I wanted to take the family out around the patch Then an event happened that changed all this - I met the Tillmans Barrett and Jack Tillman from Athena Oregon (EAA

by Carlton W Swickley (EAA 99734)

members) came to town in Barretts N3N A fascinating evening was spent hangar flying and hearing them talk of restoring their N3N I was exposed to the world of antique aircraft Their enshythusiasm made an indelible impression Here was a facet of aviation I had never been close to The more they talked the more I began to feel a rapport with the various goals attitudes and sense of reward which were apparently a part of the mystique of the antiquer They had a simple solution to what I thought was a complex question - How do you decide what plane to buy Just go to a few air shows and fly-ins they advised and sooner or later youll see something that will strike a nerve deep down inside Of course at this point I was merely interested in antiques with no intention to actually buy one Sound familiar Anyway since the air show season was still a few weeks away I busied myself by reading old aviation magazines and browsing through well illustrated library books Warbirds and some of the old classics kept catching my eye It didnt take long to come to the conclusion that a P-51 or an F4U were not in my future unless I took up embezzling armed robbery or got an awful lot better at poker in a hurry The Millionaire (remember that) has been off TV for years now so no hope there The old Stearmans Ryan PT-22s

and Fairchild PT-19s painted up in the old Army Air Corps and Navy colors were also very appealing and had the advantage of being financially posshysible

As I continued to pour over the readshying material I began to notice that there didnt appear to be any old Coast Guard restorations Now this was to me with my Coast Guard background an unforshytunate omission My reading showed that in the 1930-1940 era the Coast Guard operated a number of interesting economical small aircraft in addition to the multi-engine patrol planes Such marques as Waco Stinson Fairchild and Lockheed were among those represhysented Curiosity led me to place an ad in Trade-a-Plane for any old USCG airframe - no response

Next I sought some readily available type of plane which was also a type formerly used by the Coast Guard The Fairchild 24R fit the bill They were still available and the Coast Guard had bought four of them in 1936 The first two purchased were designated J2K-l and the second two as J2K-2 USCG serial numbers V160 V161 V162 and V163 were assigned Why no one had ever chosen to undertake a Coast Guard restoration was a point of curiosity since the color schemes used from the 1920s to WWII were very colorful But the Coast Guard is a small service and

VINTAGE AIRPLANE 21

E g ()

~

These two pictures inspired Carl Swickley to begin his search for a Coast Guard Fairchild The aircraft on the left a J2K-l USCG No 160 was purchased in March 1937 and was destroyed in a crash in August 1940 The aircraft on the right a J2K-2 USCG No 163 was purchased in May 1937 and lost in May 1941

though it has a long and proud aviation history (did you know surfmen from the nearby Lifesaving Station helped the Wright brothers launch their first flight Or that a Coast Guard Officer copiloted the famous NC-4) it never has received much publicity I resolved that if I did get involved in this foolish antique aircraft thing the world was going to have a Coast Guard restoration to behold

The Search Well the air show season finally

started and at my second show I saw IT IT was a Fairchild F24R46 (N81234) sporting a FOR SALE sign The buy bug hit hard Now all those malicious mental mechanisms which work wonders to convince us we ought to go ahead and do - no MUST do - those things which in practical moments of sanity we know we shouldn t do set in For a reasonable price I rationalized I could show the family all the joys so familiar to birdmen but not even imagshyined by mere earthlings as well as own the worlds first Coast Guard restoration replica antique And since F24s were appreciating wouldnt it be a good inshyvestment

Now Ive never been the sort to be easily taken in by snake oil salesmen or shifty swampland developers and was not about to leap into this unknown too quickly Getting a feel for the used Fairchild market seemed to be in order Investigations were made mostly by phone into Trade-a-Plane F24s from Chicago to California and a WANTED ad was placed in Western Flyer As this self-education process went on through the winter negotiations continued with the owner of N81234 including a ride (first impression a real well mannered queen great control feel) and an inspection by my mechanic (exshycellent condition no detectable problems) While the haggling process was going on I decided to build the Guillows model of the Fairchild The object was twofold to see the F-24 in three dimensions and to try out the Coast Guard color scheme The results were pleasing and served to solidify my plans

I was amazed at the good advice friends and members of the local EAA Chapter freely gave In particular Dr Rod Nixon (EAA 27725) served as conshyfidant chief of inspiration and general

morale booster throughout the project It was a tough decision to resolve whether to go Ranger or Warner The Ranger won out for two reasons (1) scarcity of Warner parts and (2) the Coast Guard J2K-l was Ranger powered Two F24Rs were bought out from under my nose when I delayed negotiations pending an inspection by a mechanic representing me Lesson good deals do not last long

The Purchase In the spring N81234s owner and I

finally got together on a price Acting on a friends advice I had AOPA make a title search What a sound move that was Title to N81234 was about as clean as a Ranger oil strainer after 25 hours of operation (Thats not very clean to you non-Ranger types) All the ramifications of clearing a messy title seemed insurmountable to a first time plane buyer The services of a lawyer seemed wise at this point One was hired and although the title could not be entirely cleared we were able with the owners full cooperation to tidy things up to where my interests were adequateshyly protected The sale was then conshy

Now ships sanding crew turn to The authors sons Ron and The author looks as though hes glad to have the tailwheel Bob pitch in to help back in the mid- 1970s repaired

22 SEPTEMBER 1991

sumated Now I experienced another interesting thing Those practical and cautious mental mechanisms which had so long been suppressed by the buy bug forces now surged to the front and my feet suddenly felt very cold Oh well The papers were signed and the only choice available was to press on with the project

The Restoration Only six days were available to get the

feel of this bird before the annual expired and the restoration work undertaken Four hours were enough to take a few laps around the field and safely complete 22 landings no small feat after 17 years away from taildraggers Then it was into-the-hangar-and-open-it-up for an intense look-see by my trusty AampE I already had a short work list prepared and as things were disassembled and opened up new items were added to the list Friends dropped by for a look and helpfully - often it seemed gleefully shypointed out items which should be corshyrected The list grew longer and longer with each passing friend my spirits fell steadily lower The practical and cautious mental mechanisms were now laughing at me I told you so Oh how it hurt After four days of friendly inshyspections I rebelled by offering to let each kibitzer fix anything he felt needed fix in The results were amazing No more discrepancies were noted and the list stopped growing

Now it was just between the AampE and me - his advice I was paying for The annual revealed absolutely no major disshycrepancies and I was made to feel very fortunate about this fact Yet to a neophyte the existing list of 48 items seemed overwhelming Many of the tasks required parts and information reshysearch = time time and more time Removing an assembly for repair often revealed a new area in need of attention All these surprising insights are wellshyknown to the experienced antiquer As the work stretched out and my estimated completion date neared and then passed my big worry was whether Id remember how things originally came apart and from whence they came when it was time to put it all back together I frantishycally and meticulously labelled parts and plastic baggies of nuts and bolts I began to make out a daily work list carrying incompletes over to the next list This list along with the discrepancy list beshycame my main organizational tool Typical of the items corrected were

(a) generator not charging battery (b) left fuel gauge inoperable (c) apparent crack in fuselage tube structure (false alarm) (d) rudder cable loose (e) landshy

extension (f) refinish and balance propeller (g) replace cracked cabin deck (h) gyro inoperable (required overhaul) (i) loose aileron bellcrank (j) birdnests in wing

Correcting of these and other minor problems presented no great technical difficulties The main requirement was the investment of large man-hour doses Volunteer help came and was greatly appreciated

By this time word had gotten around as to the momentous project that was undershyway in the 01 hangar and an interesting thing began to happen Greybeard aviashytion people especially retired Coasties frequently dropped by to have a look at an old friend of days gone by Meaning the F-24 not me A retired Coast Guard mechanic announced one day to my great surprise that he had worked on the I2Ks at St Petersburg Air Station back in 1936 and he had brought me something I might fmd of interest He then handed me a small yellowing booklet My eyeballs strained at their moorings when I saw the words on the cover - Instructions For Painting USCG Aircraft - 1936 Many hours of research in a friends aviation library had given me a fairly good idea of the color scheme but this was too much Here was the detailed information needed to properly paint a I2K-1 replica exactly right For an encore he liberated a stack of manuals from basement storage and brought them to me Covered were parts cross-reference manuals starters genershyators general repair methods for wood fabric aircraft etc All from the 1930-40 era

N81234 was already covered with grade A and butyrate dope After sandshying extensively which in this case was the most time consuming part of the project and an all hands family evolushytion Stits Aerothane was applied It

would be well to point out that the square feet needing sanding ran out just about the same time as the familys colshylective fmgertips I found the Stits facshytory people very cooperative and helpful and the paint turned out to be as advertised Thus far it is holding up well though some of my friendly adshyvisors expressed concern about applyshying polyurethane over dope

The Rewards At exactly twice the estimated time

for doing the annual restoration the ofshyficial roll-out took place followed by a successful run up Next came an unshyeventful test flight which served to give me an ever-so-small taste of the feeling a homebuilder must get on the maiden flight of his creation (It is amazing how soon the blood returns to ones knuckles and the self-congratulatory basking sets in) N81234 now known as 12K-1 V160 and I got further acquainted in the air and it was time for the round of summer air shows and fly-ins in the northwest The Coast Guard paint job caused comments wherever we went but the high point was a 1st place category trophy at the Northwest Antique Aircraft Club annual fly-in at Evergreen Washington There were other results too Working on the Fairchild gave me an insight as no written words could of aviation technology of the 1930s an age where custom craftsmanship still meant something This beautiful workmanshyship as well as an aircraft quality we could call character has apparently been sacrificed to the pressures of lower production costs Some would call that progress Such serious philosophical matters are better set aside for now as it is suddenly 1936 again the 12K and I fly off into the sunset having completed another lifesaving mission for the Coast Guardbull

ing gear fairings chafing due to oleo A scene recapturing 1937

VINTAGE AIRPLANE 23

TAILS OF THE GREAT LAKES

As the title to this piece suggests it was inspired not so much by the original Mystery Plane article in the February 1991 issue of VINTAGE AIRPLANE but by the answers published in the folshylowing May issue Since the material that appears in the Mystery Plane series is likely to be used as a reference by others we owe it to them to be as acshycurate as possible It appears that a lot of folks may have been fooled by this one therefore the author would like to make a rash statement attempt to make a case for that statement and then stand by and see how much flak he takes Here goes

The Mystery Plane for February 1991 was NOT a straight-wing model Great Lakes It was not a particularly early model Great Lakes It WAS a Great Lakes 2T-IA but it was one of the 193031 models also called the late model or big-tail (Rankin tail) model

The following justification for the above statement is based on considershyable study and the fact that the author

24 SEPTEMBER 1991

by Bill Madden (EAA 8827 Ale 4949)

has been fortunate enough to be able to do a side-by-side comparison of the components from two original Great Lakes Trainers One aircraft is NC 915N Serial Number 145 This is an original basically unmodified smallshytail ship while the other is NC 11324 a big-tail model Serial Number 241 So if you are a devotee of the Great Lakes dig out your February and May 1991 issues of VINTAGE AIRLANE (you DO save them all dont you) put on your magnifiers and lets take a close look at some photos

Lets start with that top wing and the reason it appears to be straight in the February photo Most folks are aware that when the big-tail model was inshytroduced it also acquired three degrees of dihedral in the top wing The prototype straight-wing aircraft and the following swept-wing small-tail models had flat top wings When dihedral is combined with the nine deshygree sweepback it will create the ilshylusion of a straight wing when viewed from certain angles If you will lay a

straight edge along the top wing in the photo of our Mystery Plane you will see that a trace of the dihedral is still visible If the camera had been just a little higher the illusion would have been complete

Lets now assume that the reader doesnt buy the above explanation He must then tell us why the airplane in the photo is sporting a set of tail feathers that hasnt been invented yet There are a few other features on this ship that would not have appeared on a straightshywing Great Lakes but the tail surfaces are the most obvious and deserve a close inspection

Most discussions regarding the bigshytail versus the small-tail versions of the aircraft tend to talk only about the fin and rudder The fact is there were also changes in the horizontal tail surshyfaces which increased their span by about 11 inches Photo 1 of this article shows the stabilizer from Serial Number 145 in the silver paint back-to-back with the one from SIN 241 in the dark zinc chromate The earlier design was changed by adding five and one-half

PHOTO 1

inches at the root adding a rib between the root rib and the old second rib and changing the tail brace wire attach point so that the wire length did not change Photo 2 shows how close the two match from the tip to the bend in the front spar Notice also that the ribs in the late style were beefed-up by either riveting two old-style ribs back-to-back or going to a heavier gauge aluminum In our Mystery Plane the outer four ribs show this back-to-back treatment while SIN 241 only has three done this way

It needs to be mentioned here so as not to mislead a future restorer that there appears to be a 62 year-old factory mistake on the stablizer for Serial Numshyber 145 In Photo 1 the holes drilled in the rear spar for the inboard elevator strap hinge missed the wood filler block inside the tubular spar The block is actually located between the two black lines just inboard of the holes A comshyparison with a second set of small tail surfaces which the author once had indicated that the filler block location

was probably correct but that the hole location was wrong on this particular stab It is interesting that even though these spars are aluminum the bolt holes did not enlarge any more than they did in almost 900 hours of logged flight time

Photo 3 shows a comparison of the elevators from the same two aircraft The late style elevator is basically a stretched version of the early type in which the outer half has been moved outboard and an extra rib added to fill the resulting void in the middle The chord remained the same however the strength of the late style rib was imshyproved by nesting two of the old style ribs face-to-face one inside the other to form a box cross section Again the location of the inboard hinge on the small elevator is probably incorrect due to the apparent error on the stabilizer

At this point we should bring up the difference in the tail surface hinges Note that the late style used the pintleshyand-gudgeon system that is seen on

most all Great Lakes today All of the small-tail control surfaces that the author has seen to date have used strap hinges These wrap around the control surface spars and bolt to the fin or stab spars with phenolic spacers separating them and acting as bearing blocks These small rudders and elevators have all had steel spars instead of aluminum no doubt to resist the wear inherent in the strap type hinge system The introshyduction of the newer hinge on the late style tail allowed a weight saving by permitting the use of aluminum spars in the rudder and elevators

By now the reader has hopefully taken a hard look at the Mystery Plane photo and concluded that this is a bigshytail version based on the number of ribs and the presence of the pintle-andshygudgeon hinge system If not lets look at the fin and rudder Take a magnifyshying glass and note where the tail brace wires join the fin in relation to the top two fin ribs which are just visible on the left side of the spar This point appears

PHOTO 3 PHOTO 4

VINTAGE AIRPLANE 25

PHOTOS

to be about midway between where the ribs join the spar Photo 4 of this article shows a comparison of the large and small fins and you can see that it is the big-tail version in which the brace wires intersect the spar midway between the two ribs The brace wire attach point on the small-tail fin is a strap welded across the top of the steel reinforcing sleeve at the spar junction Only the sheet aluminum fin cap and a bit of the rudder extend above this point There is far too much fin and rudder sticking above this location in the Mystery Plane photo for

it to be a small-tail plane

Photo 5 is inshycluded for the sake of completeness It is interesting to see that the change to the late style rudder was done by a uniform stretch starting at the botshytom rib No extra ribs were added nor were the rib dimenshysions changed Both rudders have the same maximum chord In the case of SIN 241 only the first and third rib from the top were found to have the box cross section while the second and fourth were of the earlier style Again the early style used strap hinshyges and had a steel

spar Sorry about the tailwheel steering arms Modem airports you know

Having beaten the tail feather issue to death there are a few other features in the Mystery Plane photo that would not have appeared on a straight-wing aircraft To begin notice that the front set of flying wires attach at their normal location at the landing gear outrigger in the Mystery Plane photo This outrigshyger is located at the firewall station on the swept wing models Now refer to the excellent photos of the straight-wing aircraft on pages 33 and 34 of the May

of detail has been lost over the years due ltc - f to the large number of Great Lakes that

8 have been extensively modified Any

issue of VINTAGE AIRPLANE that Peter Bowers submitted and notice that the wires terminate at the lower longeron at the firewall station Note also that the landing gear outrigger is located a few inches behind the firewall station with drag bracing running up and forward under the engine instead of up and to the rear All the photos of the straight-wing airplanes that this writer has seen to date have had this nonshystandard arrangement

To wrap this up refer again to the Mystery Plane photo and note the engine exhaust stacks rising up to the left of the exposed rocker arms (the cowl has been left off) These are the type used on the big-tail model The early models had a manifold that led back along the left side of the engine then down through the bottom of the cowl (see both photos on page 34 May issue) Note also that the plane sports a headrest and that the rear cockpit coaming terminates about midshyway down the rear cockpit former inshystead of curving around behind the pilots neck Finally the plane has been set up for nav lights The wires running out to the wing tips are visible just beshyhind the front spar of the lower wing and there appears to be a mounting pad for the taillight on the tip of the fin None of these last items would likely be found on the straight-wing Great Lakes

I rest my case Any comments or rebuttals would be most welcome The author would be interested in hearing from anyone with information on the serial number break points for any and all of the design changes mentioned above For example old photos show as many as four different combinations of cockpit opening shape and headrest Some models had crash pads on the front and rear instrument panels There is one example and evidence that there were others that apparently mounted the mag switch in the right hand comer of the front cockpit panel instead of in a bracket under the left side of the panel A slot cut in the front cockpit hatch former allowed the actuator rod to pass through to the rear panel and still let the hatch

i swing open Has anyone else seen an ~ original Great Lakes set up in this way s It seems as though much of this kind ~

iiijlilillSii~~~~~~~J ~ ~ f

Note that the flying wires terminate at the firewall station forward of the landing gearas well as the landing gear outrigger location a few inches aft of the firewall with the drag braces running up under the engine instead of up and to the rear

26 SEPTEMBER 1991

information would be greatly apshypreciated

Bill Madden can be contacted at

Po Box 3178 Las Cruces N M 88003

PASS IT TO--1] An information exchange column with input from readers

Type Clubs Invaluable to the owner or enthusiast

Since being put on the mailing lists I have had a real education in aircraft maintenance The peculiarities inshyherent to the various types are brought out every time I pick up one of these newsletters For the guy or gal who owns flies and wants to maintain his or her airplane the best way he knows how club membership is of the utmost imshyportance Id say absolutely necessary

For instance the International Swift Association newsletter carries a very important caution note about corrosion in the Continental 125 sump area Hey This is real important stuff One could lose his sense of humor if his airplane went out from under him on a deal like this Read and listen to what these Type Club editors have to say It could mean the difference between having fun and being sorry

Another note from the same newsletshyter puts some cold hard thinking into considerations of clipping the wings on a Swift by installing shorter wing tips

by Buck Hilbert (EAA 21 Ale 5)

PO Box 424 Union IL 60180

Good reading good thoughts Charlie Nelson has always had my admiration his interest is in helping fellow Swifties and thats what its all about

Similar tips and thoughts show up in all these communications Sometimes there is a seeming conflict of interest shown when we have one or more Type Club newsletters for the same type airplane Two or in some cases three newsletters publish information on the same airplane The fact is all this inforshymation is of direct value to the ownerenthusiast so take advantage of the one you value the most If there are common problems theyll show up and be recognized

Information isnt the only thing found in these newsletters There are parts exchanges Some clubs even maintain a full time phone line and a technical representative to help their members Its great to know you can call and get the information on your airplane and find out where the part may be available that you might need These people have manuals as well You can

get the airplane manuals maintenance and pilot and in some cases erection and engine manuals as well Also those of you looking for mods can access complete lists of all the STCs applicable to your airplane

Ifyou havent gotten the message yet Ill spell it out Join your Type Club Over to you

Buck

The list of type clubs is published every year in the November issue of VINTAGE AIRPLANE - HGF

VINTAGE AIRPLANE 27

September 29 (Rain date October 6) - Simsbury Airport Simsbury CT Antique Aeroplane Club of Connecticuts Annual Fly-In Antishyques classics Warbirds awards Food and refreshments available Co-sponshysored by EAA Chapter 324 For info call 203623-1823 Rain date October 6

October 4-6 - Reading PA BelshylancaChampion Club Third Annual East Coast regional Fly-In features workshops and factory participation for Citabrias Vikings Decathlons Crusiairs Scouts Cruisemasters Workshops Guest Speaker August Bellanca Pre-registration is desirable Contact Tom Witmer CAP Aviation 215376-5447 or Pat McGinn BellanshycaChampion Club 414352-5804

October 4-6 - Prescott AZ 20th Annual Copperstate Fly-In For more information call 1-800-477-0046

October 4-6 - Santa Ynez CA 1991 Western Waco Reunion Banquet Barbeque Saturday night Pancake breakfast Sunday morning Basic camping motels in Solvang CA

October 4-6 - Camden SC Anshynual Fall EAA Fly-In for Antique and Classic Aeroplanes Sponsored by EAA AC Chapter 3 major speaker vintage aviation films awards in all major catagories Contact R Bottom Jr 103 Powhattan Parkway Hampton VA 23661

October 5-6 - Sussex Airport Susshysex NJ Quad Chapter Fly-In and Fly market sponsored by EAA AntishyqueClassic Chapter 7 and EAA chapshyters 238 73 and 891 Construction demonstrations Contact Konrad Kundig 201361-8789 or Paul Steiger 201702-9719

October 5-6 - Titusville FL Arshythur Dunn Airpark Smilin Jack FlyshyIn sponsored by EAA Chapter 866 Classics antiques homebuilts ultralights food fun Contact Sam Beddingfield407267-4262

October 5-6 - Rutland VT EAA Chapter 968 1st Annual Leaf Peepers Fly-In Call 802773-3348 for more information

October 6 - lola WI Central County Airport Annual Fall Colors Chili Dinner Fly-In Serving lOamshy3pm Come and enjoy the beauty of Central Wisconsin in autumn Info 414596-3530

October 6 - Tunkhannock PA Skyhaven Airport Fly-In Breakfast Camping Showers Come and spend the weekend 19 miles from LHY VOR on the 289 radial Unicom 1228 Conshytact Steve Gay Skyhaven Airport 717836-4800

October 10-14 - Tullahoma TN Regional Airport Staggerwing Travel Air Howard Club Spartan Owners Twin Beech Assoc and Twin-Bonanshyza Association National Convention For information write Staggerwing Museum PO Box 550 Tullahoma TN 37388 or call 615455-1974

October 19 - Kerrville TX shy27th Annual EAA Southwest Regional Fly-In Contact 800221-7958

October 19 - Evergreen AL Evergreen regional EAA Chapters FlyshyIn Aircraft camping RV Grounds nearby motels Dinner Sat night Breakfast both Sat and Sun AC Judgshying and static displays Contact Bubba Hamiter PO Box 1551 Monroeville AL 36461 or Evergreen Airport 205578-1274

October 19 - BellancaChampion Club Regional Fly-In-and meeting for members living in the southwestern US Ifyou plan to attend please notify in advance Joe Field PO Box 3729 Kingman AZ 86402 602753-7654 (evenings)

October 26-27 - Hickory North Carolina Municipal Airport 6th Anshynual Fly-In sponsored by EAA Chapshyter 731 Awards for homebuilts antiques classics and warbirds Static display ofmilitary aircraft fly-bys and banquet Contact Doug Teague days 704751-3598 or evenings Norman Rainwater 704328-5807

October 27 - Sussex NJ EAA Chapter 891 3rd Annual Great Pumpkin Fly-In Contact 201875shy7337 or 8759359 for more informashytionbull

WELCOME NEW MEMBERS These are just some of the new

members who signed up to join the Antique Classic Division of EAA during EAA OSHKOSH 91 Well have more names to add to the list next month as well as those who join us in the future Remember the tan insert in your July issue Use the forms provided to sign up your friends and earn one free year of AntiqueClassic membership when you sign up three new members

From EAA Oshkosh 91 our new members are

Markel L Albrecht Aurora IL

William F Brega North Augusta SC

William M Costello Chicago IL

Richard Fleming Bensalem P A

Robert L Graham Highland CA

Bruce A Heideman Minneapolis MN

Sam E Holloman Odessa TX

Donald R Howard Phillipsburg OH

Nancy J Ketchum Naperville IL

Robert T Kew Thamesford Ont Canada

Edward Kozlowski Holly MI

Phil L Lewallen Berkeley Hts NJ

Edward McConnell Seneca IL

Cecil E McLemore Dixon CA

Jeffrey D McKeever Paradise Valley AZ

Paul E Morse Zephyhills FL

Richard D Noah St Charles MO

Dennis R Ohnstad UrbanaIL

Emil W Richter Valparaiso IN

Ralph P Rosnick Omaha NE

Austin R Sawvell Grass Valley CA

Matti S Sorsa Helsinki Finland

Wiliam C Stavana Cortland OH

Jack E Steen Ada MI

Larry D Tucker Reedy NV

Loren W Warwick Conrad MT

Taylor A Warwick Denver CO

Clifford J Walsh Johnston IA

Welcome New Members

28 SEPTEMBER 1991

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30 SEPTEMBER 1991

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32 SEPTEMBER 1991

MYSTERY PLANE By George Hardie

This months Mystery will challenge our racing fans The photo is from the EAA archives Answers will be pubshylished in the December 1991 issue of VINTAGE AIRPLANE Deadline for that issue is October 201991 (Yes the deadlines have been moving back as I get the issues on the correct printing schedule- HGF)

The June Mystery Plane brought a complete answer from the area of its origin Jim Hays Brownwood Texas writes

The June Mystery Plane is apparentshyly a Texas-Temple monoplane The Temple Telegram in the side caught my eye before the distinctive wing tips and very narrow gap of the parasol wing The design by George Williams was developed in 1926 in Temple Texas and was certified as A TC 45 in June 1928 with a Wright J-5 after a series of engines were tried including the 10 cylinder Anzani and at least one was produced with an OX-5

At least three were produced with two being 3-place open cockpit and one

a single place with a cargo bay replacing the front cockpit for mail carrying purshyposes Following the death of George Williams the design passed the the Texas Aero Company of Dallas Texas who failed to continue production after the stock market crash

Jerry Fernal of Temple Texas recently completed a replica Temple monoplane and displayed it at the Denshyton and Kerrville Fly-ins in 1990 after exhaustive research on the aircraft

Charley Hayes of Park Forest Illinois adds this

The Texas-Temple Mo~oplan~__~~~~

The June Mystery Plane is probably the prototype Texas Temple Many of the airframe components appear to be from a Curtiss IN-4D while the engine may be a six-cylinder two-row Anzani I flew behind this rare engine in a Sioux Coupe (Kari-Keen) when it was later called a Brownbach Tiger The man pictured with the prototype is most likeshyly George Williams the designer head of several companies and test pilot who later died in the crash of one of his planes

VINTAGE AIRPLANE 33

THE ARCHIVES 7J~ tn ~ 7J~C~

Antiques amp ClassicsshyYoure Welcome Here I s there a pilot among us whose heart doesnt swell when a WACO Stearman or a pretty little Jenny flies overhead On the wings of these airplanes we all experience the leather helmet days before radios nose wheels and controlled airspace Were fortunate your EAA is dedicated to keeping our flying heritage alive

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September 1991 bull Vol 19 No 9

Copyright copy 1991 by the EAA AntiqueClassic Division Inc All rights reseNed

Contents

2 Straight amp Level by Espie Butch Joyce

4 Aeromail

5 AC Newscompiled by HG Frautschy Page 10

6 Vintage Literaturejby Dennis Parks

10 AntiquesClassics -EAA Oshkosh 91 by HG Frautschy

15 Second Chanceby Dave Barnett

18 Floatflying A Taylorcraft by Dave Barnett

19 Corrosion Proofing For Float Flying by Dave Barnett Page 15

21 The J2K And Meby Carlton Swickley

24 Tails Of The Great Lakes by Bill Madden

27 Pass It To Buckby EE Buck Hilbert

28 Calendar

32 Vintage Trader Page 24

33 Mystery Planeby George Hardie

FRONT COVER Mitch Freitag s Closs II Champien Award frem Sun n Fun 91 brightens up the Flerida skies as it cruises at 115 mph thanks te all the neat little fairings that clean up this custem bird Phete by Jim Keepnick shet with Canen EOS- 1 with 80-200 lens 125oth sec a t 8 using Kedac hreme 64 Phete plane flewn by Bruce Meere

BACK COVER Carl Swickleys Fairchild 24K was pointed in the mid 1970s te represent a US Ceast Guard J2K-1 of the late 1930s The airplane is new owned by Jim Kjarsgaard sen of the owner Carl bought the a irplane frem Phete ceurtesy Carl Swickshyley

The words EAA ULTRALIGHT FLY WITH THE FIRST TEAM SPORT AVIATION and the logos 01 EXPERIMENTAL AIRCRAFT ASSOCIATION INC bull EAA INTERNATIONAL CONVENTION EAAANTIOUEJCLASSIC DIVISION INC INTERNATIONAL AEROBATIC CLUB INC WARBIRDS OF AMERICA INC are registered trademarks THE EAA SKY SHOPPE and logos 01 the EAA AVIATION FOUNDATION INC and EAA ULTRALIGHT CONVENTION are trademarks 01 the above assodations and their use by any person other than the above associations is strictly prohibited

Editorial Policy Readers are encouraged to submit stories and photographs Policy opinions expressed in articles are solely those 01 the authors Responsibility lor accuracy in reporting rests entirely with the contributor Material should be sent to Editor The VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 5490gt-3086 Phone 414426-4800

The VINTAGE AIRPLANE (SSN 0091-6943) is published and owned exclusively by EAA AntiqueClassic ovision Inc 01 the Experimental Airaah Association Inc and is published monthly at EAA Aviation Center PO Box 3086 Oshkosh WI 5490gt-3086 Second Class Postage paid at Oshkosh WI 54901 and additional mailing officesThe membership rate lor EAA AntiqueClassic ()jvision Inc is $2000 lor current EAA members lor 12 month period 01 which $1200 is lor the publication 01 The VINTAGE AIRPLANE Membership is open to all who are interested in aviation

ADVERTISINGmiddot AntiqueClassic ovision does not guarantee or endorse any product offered through our advertising We invite constructive aiticism and welcome any report 01 interior merchandise obtained through our advertiSing so that corrective measures can be taken

POSTMASTER Send address changes to EAA AntiqueClassic ovision Inc PO Box 3086 Oshkosh WI 5490gt-3086

VINTAGE AIRPLANE 3

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Buck

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Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

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Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

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Buck

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Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

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Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

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Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

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26 SEPTEMBER 1991

Buck

VINTAGE AIRPLANE 27

Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

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26 SEPTEMBER 1991

Buck

VINTAGE AIRPLANE 27

Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

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26 SEPTEMBER 1991

Buck

VINTAGE AIRPLANE 27

Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

32 SEPTEMBER 1991

VINTAGE AIRPLANE 33

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26 SEPTEMBER 1991

Buck

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Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

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26 SEPTEMBER 1991

Buck

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Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

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26 SEPTEMBER 1991

Buck

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Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

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Buck

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Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

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Buck

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Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

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Buck

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Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

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26 SEPTEMBER 1991

Buck

VINTAGE AIRPLANE 27

Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

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26 SEPTEMBER 1991

Buck

VINTAGE AIRPLANE 27

Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

32 SEPTEMBER 1991

VINTAGE AIRPLANE 33

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26 SEPTEMBER 1991

Buck

VINTAGE AIRPLANE 27

Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

32 SEPTEMBER 1991

VINTAGE AIRPLANE 33

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PHOTOS

26 SEPTEMBER 1991

Buck

VINTAGE AIRPLANE 27

Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

32 SEPTEMBER 1991

VINTAGE AIRPLANE 33

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Untitled

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26 SEPTEMBER 1991

Buck

VINTAGE AIRPLANE 27

Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

32 SEPTEMBER 1991

VINTAGE AIRPLANE 33

1-800-638-8440

Untitled

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PHOTO 1

PHOTO 3 PHOTO 4

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PHOTOS

26 SEPTEMBER 1991

Buck

VINTAGE AIRPLANE 27

Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

32 SEPTEMBER 1991

VINTAGE AIRPLANE 33

1-800-638-8440

Untitled

VINTAGE AIRPLANE 23

24 SEPTEMBER 1991

PHOTO 1

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VINTAGE AIRPLANE 25

PHOTOS

26 SEPTEMBER 1991

Buck

VINTAGE AIRPLANE 27

Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

32 SEPTEMBER 1991

VINTAGE AIRPLANE 33

1-800-638-8440

Untitled

24 SEPTEMBER 1991

PHOTO 1

PHOTO 3 PHOTO 4

VINTAGE AIRPLANE 25

PHOTOS

26 SEPTEMBER 1991

Buck

VINTAGE AIRPLANE 27

Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

32 SEPTEMBER 1991

VINTAGE AIRPLANE 33

1-800-638-8440

Untitled

PHOTO 1

PHOTO 3 PHOTO 4

VINTAGE AIRPLANE 25

PHOTOS

26 SEPTEMBER 1991

Buck

VINTAGE AIRPLANE 27

Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

32 SEPTEMBER 1991

VINTAGE AIRPLANE 33

1-800-638-8440

Untitled

PHOTOS

26 SEPTEMBER 1991

Buck

VINTAGE AIRPLANE 27

Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

32 SEPTEMBER 1991

VINTAGE AIRPLANE 33

1-800-638-8440

Untitled

Buck

VINTAGE AIRPLANE 27

Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

32 SEPTEMBER 1991

VINTAGE AIRPLANE 33

1-800-638-8440

Untitled

Jack E Steen Ada MI

Welcome New Members

28 SEPTEMBER 1991

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

32 SEPTEMBER 1991

VINTAGE AIRPLANE 33

1-800-638-8440

Untitled

APPROVED

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

32 SEPTEMBER 1991

VINTAGE AIRPLANE 33

1-800-638-8440

Untitled

AWWA MEMBER

MEMBER

for homebuilders

BY TONY BINGELIS

WITHOUT THEM

30 SEPTEMBER 1991

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

32 SEPTEMBER 1991

VINTAGE AIRPLANE 33

1-800-638-8440

Untitled

ORDER TODAY 1-800-843-3612

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

32 SEPTEMBER 1991

VINTAGE AIRPLANE 33

1-800-638-8440

Untitled

MISCELLANEOUS

TELEPH O NE 51 8-962-2323

32 SEPTEMBER 1991

VINTAGE AIRPLANE 33

1-800-638-8440

Untitled

VINTAGE AIRPLANE 33

1-800-638-8440

Untitled

1-800-638-8440

Untitled

1-800-638-8440

Untitled

Untitled

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VA-Vol-19-No-9-Sept-1991

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